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铁路选线设计英文文献英语Railway Alignment Design.Railway alignment design is a process of determiningthe route of a new railway line. It involves several stages, including:1. Reconnaissance: This is an initial survey of thearea to be traversed by the railway line. The purpose ofthe reconnaissance is to identify possible routes and to select the most promising one.2. Preliminary survey: This is a more detailed surveyof the selected route. The purpose of the preliminarysurvey is to collect data on the topography, geology, soil conditions, and other factors that will affect the designof the railway line.3. Location survey: This is a final survey of the route. The purpose of the location survey is to collect data onthe precise location of the railway line.4. Design: This is the process of designing the railway line. The design process includes determining the alignment of the line, the grades, and the curves.5. Construction: This is the process of building the railway line. The construction process includes clearing the land, grading the roadbed, and laying the track.The design of a railway line is a complex process that requires consideration of a number of factors, including:The topography of the area.The geology of the area.The soil conditions.The climate.The traffic volume.The train speeds.The operating costs.The design of a railway line must also comply with the applicable safety regulations.Recent Developments in Railway Alignment Design.There have been a number of recent developments in railway alignment design. These developments include:The use of new surveying technologies, such as GPS and LiDAR, to collect data on the topography and other factors that affect the design of the railway line.The use of computer-aided design (CAD) software to design the railway line.The development of new construction techniques, such as the use of prefabricated track panels, to reduce thecost of construction.These developments have made it possible to design and build railway lines that are more efficient, safer, and less expensive than ever before.Conclusion.Railway alignment design is a complex process that requires consideration of a number of factors. However, the use of new technologies and construction techniques has made it possible to design and build railway lines that are more efficient, safer, and less expensive than ever before.。
外⽂参考⽂献翻译-中⽂基于4G LTE技术的⾼速铁路移动通信系统KS Solanki教授，Kratika ChouhanUjjain⼯程学院，印度Madhya Pradesh的Ujjain摘要：随着时间发展，⾼速铁路（HSR）要求可靠的，安全的列车运⾏和乘客通信。
为了实现这个⽬标，HSR的系统需要更⾼的带宽和更短的响应时间，⽽且HSR的旧技术需要进⾏发展，开发新技术，改进现有的架构和控制成本。
为了满⾜这⼀要求，HSR采⽤了GSM的演进GSM-R技术，但它并不能满⾜客户的需求。
因此采⽤了新技术LTE-R，它提供了更⾼的带宽，并且在⾼速下提供了更⾼的客户满意度。
本⽂介绍了LTE-R，给出GSM-R与LTE-R之间的⽐较结果，并描述了在⾼速下哪种铁路移动通信系统更好。
关键词：⾼速铁路，LTE，GSM，通信和信令系统⼀介绍⾼速铁路需要提⾼对移动通信系统的要求。
随着这种改进，其⽹络架构和硬件设备必须适应⾼达500公⾥/⼩时的列车速度。
HSR还需要快速切换功能。
因此，为了解决这些问题，HSR 需要⼀种名为LTE-R的新技术，基于LTE-R的HSR提供⾼数据传输速率，更⾼带宽和低延迟。
LTE-R能够处理⽇益增长的业务量，确保乘客安全并提供实时多媒体信息。
随着列车速度的不断提⾼，可靠的宽带通信系统对于⾼铁移动通信⾄关重要。
HSR的应⽤服务质量（QOS）测量，包括如数据速率，误码率（BER）和传输延迟。
为了实现HSR的运营需求，需要⼀个能够与 LTE保持⼀致的能⼒的新系统，提供新的业务，但仍能够与GSM-R长时间共存。
HSR系统选择合适的⽆线通信系统时，需要考虑性能，服务，属性，频段和⼯业⽀持等问题。
4G LTE系统与第三代（3G）系统相⽐，它具有简单的扁平架构，⾼数据速率和低延迟。
在LTE的性能和成熟度⽔平上，LTE- railway（LTE-R）将可能成为下⼀代HSR通信系统。
⼆ LTE-R系统描述考虑LTE-R的频率和频谱使⽤，对为⾼速铁路（HSR）通信提供更⾼效的数据传输⾮常重要。
西南交通大学毕业设计英语文献翻译年级： 2007级学号： 2007XXXX姓名： X X X专业：铁道运输指导老师： X X X2011年XX月XX日Britain railway(英文)Railway safety（小四times new roman，1.5倍行距）Already rail is one of the safest forms of travel and the long term improvement in rail safety is continuing. But the Chief Inspector of Railways has warned that some operators have tried to avoid taking measures to improve rail safety standards, or worse still, to reduce them. It is vital to ensure that there is no erosion of safety standards in the privatized railway. Existing standards of health and safety must be maintained and, where necessary, improved. Operators must not put commercial considerations ahead of safety. The Health and Safety Commission, together with its operational arm the Health and Safety Executive, which includes the Railway Inspectorate, is the independent regulatory body responsible for railway safety. The Railway Inspectorate has comprehensive powers to enforce the wide-ranging duties of the Health and Safety at Work etc. Act 1974 and associated Regulations.A new safety regime for the privatized railway was put in place in 1994. It reflects Rail track’s and train operating companies' obligations under the HSWA to operate safely. Rail track has responsibilities for both setting and enforcing safety standards. The single most important element in the regime is a requirement for each operator to prepare, and obtain acceptance of, a 'safety case'- a detailed document describing the operator's risk assessments and safety management systems. The regime also gave Rail track wide-ranging responsibilities for both setting and enforcing safety standards.We are determined to ensure, as part of improving the railways in the interests of passengers, that safety is not compromised. The Health and Safety Commission fully shares this resolve. It has recently gone out to formal consultation on draft regulations to oblige the privatized industry to replace or modify Mark 1 rolling stock by 2003 and to install train protection (which would apply the brake automatically in danger situations) on all trains and at all key signals by 2004. Mark 1 rolling stock has been criticized because of how it performs in certain types of accidents. The Commission has recommended that all Mark 1 rolling stock be英国铁路（中文翻译，居中）正文，小四宋体，1.5倍行距，如有多级标题，标题写法参照毕业设计正文格式铁路可以说是最安全的出行方式之一，并且铁路安全性的长期改善是持续的。
EMU(Electric Multiple Unit 动车组 Distance/Time Graph 列车运行图 Traffic forecast 运量预测 Rolling stock 车辆Train organization 列车运行组织 Line planning(train service planning) 列车开行方案Timetable(distance/time gragh) 时刻表（列车运行图） city poles 城市中心 subcontract 分包、转包Contracts of punctuality 准点协议compensation for delayed trains 准列车晚点赔偿Booking ,Withdrawal,Exchange and refund 定票、取票、换票和退票 traffic induced 诱增客流transferred from to rail 转移客流 price sensitive customers 票价敏感 quotas 配额buying in advance 提前购票 Prem’s offer 预售票Variable reduction 不同的折扣 rate of no-shows 缺席率 liquid-bulk tank cars 罐车, openflatcars 平车, hopper cars 底卸车, and traditional boxcars 棚车 capacity choke points 能力瓶颈commuter 通勤者____________安全隐患potential safety concerns 交通规则 traffic regulation 路标 guide post红/绿/黄灯red/green/ amber light 交通岗 traffic post 岗亭police box 打手势pantomime超车道passing/overtaking lane 单双程线single /dual carriageways 单行道one way only/traffic/road 双向交通 two-way traffic 双白线 double white lines 斑马线 zebra stripes 划路线机traffic line marker 交通干线artery/trunk traffic 自行车通行 cyclists only窄/不平整路 narrow/ rough road 陡坡 steep hill弯路curve road ; bend road 连续弯路 winding road 之字路double bend road 道路交叉点 road junction信号交叉口signalized intersection 十字路crossroad/ intersection 禁止通行no through traffic 此路不通 blocked不准超越keep in line ; no overhead 不准掉头no turns 安全岛 safety island 停车处 parking place不准停车 restricted stop 不准滞留restricted waiting 临街停车 parking on-street 街外停车 parking off-street街外卸车 loading off-street 当心人caution pedestrian crossing 拱桥 hump bridge修路 road works人山人海 crowded conditions 水泄不通 overwhelm犯交通罪committing traffic offences 执照被记违endorsed on driving license无证驾驶 driving without license 无第三方保险 without third-party insurance 轻微碰撞 slight impact 迎面相撞head-on collision相撞collided;撞车crash 连环撞a chain collision 辗过run over肇事逃跑司机 hit-run driver 冲上人道drive onto the pavement 交事故现场traffic accident scene 摄影测绘技术 photogram metric technology再现术reconstruction technology Advanced Public Transportation Systems (APTS)Advanced Traveler Information Systems (ATIS)Advanced Traffic Management Systems (ATMS)Automatic Vehicle Location (AVL)impose 施加，强使，利用，征税 Car-Derived Vans 送货汽车 derive from 得自，由来，衍生 rigid vehicles 整体式车辆laden weight 装载重量 gross laden weight 总载货车maximum gross weight 最大总重量 maximum permissible gross laden weight 最大容许总装载重,最大容许满载总重(车辆）maximum permissibleconcentration 最大容许浓度 carrying capacity 承载能力，（电工）载流容量Environmental carrying capacitynumber plate 车牌“n times”, “n fold” “by a factor of n”表示增大到n 倍，“增加了n-1倍” ； sophistication 诡辩,强词夺理,混合 level of sophistication 复杂水平 Radio pager 无线电寻呼机account for 说明, 占, 解决, 得分 traffic analysis zone 交通分析分区 电流与电压的关系可用下式表示。
交通毕业设计外文及翻译（最终五篇）第一篇：交通毕业设计外文及翻译Synchro在交通控制与设计中的应用在城市的较小的区域内，可以对区域内的所有交叉口进行控制;在城市较大的区域，可以对区域进行分区分级控制。
分区的结果往往使面控制成为一个由几条线控制组成的分级集中控制系统，这时，可认为各线控制是面控制中的一个单元；有时分区的结果是成为一个点，线，面控制的综合性分级控制系统。
现在对城市道路进行区域协调控制就是将其划分为多级多个信号控制子区，对信号子区进行协调控制，优化管理控制信号子区，然后对整个道路进行区域协调控制，达到整个城市道路优化的目的。
把城市道路划分为多个信号控制子区，也就是进行城市道路干线交叉口交通信号协调控制，把城市划分为多个主路控制，再把主路上各个交叉口进行联动控制，同时，对单个交叉口信号控制优化的同时需要考虑主路上下游各个交叉口的联动控制。
主路上的各个交叉口按照设计的信号配时方案进行运行，使车辆进入城市主干道交叉口时，不至经常遇到红灯，称为城市主干道交叉口信号协调控制，称为“绿波”信号控制。
城市单点交叉口作为城市交通网络中的重要组成部分，作为城市道路交通问题的关键点。
对城市单点交叉口，评价标准的参考指标：交叉口的通行能力、进口道的饱和度、道路交叉口进口道停车延误、交叉口进口道停车次数、进口道排队长度和汽车的油耗等。
交叉口定时信号控制配时方法在不断的改进之中，国内外大部分学者认为从不同的评价指标出发，可以采用不同的种优化算法寻求其它更合理的配时方法。
平面交叉口按交通管制方式可以分为全无控制交叉口、主路优先控制交叉口、信号灯控制交叉口、环形交叉口等几种类型。
主路优先控制交叉口，是在次路上设停车让行或减速让行标志，指令次路车辆必须停车或减速让主路车辆优先通行的一种交通管制方式。
交叉口是道路网中通行能力的“瓶颈”和交通事故的“黑点”。
国内外城市中的交通堵塞主要发上在交叉口，造成车辆中断，事故增多，延误严重。
InterlockingIn railway signaling, an interlocking is an arrangement of signal apparatus that prevents conflicting movements through an arrangement of tracks such as junctions or crossings。
The signaling appliances and tracks are sometimes collectively referred to as an interlocking plant。
An interlocking is designed so that it is impossible to give clear signals to trains unless the route to be used is proved to be safe。
In North America, the official railroad definition of interlocking is：" An arrangement of signals and signal appliances so interconnected that their movements must succeed each other in proper sequence "。
Interlocking typesInterlockings can be categorized as mechanical, electrical (relay-based), or electronic/computer-based。
Mechanical interlockingIn mechanical interlocking plants, a locking bed is constructed, consisting of steel bars forming a grid。
铁路信号专业词汇(中英对照版)1 通信信号communication and signal2 信号工程signal engineering3 信号设计signal design4 信号signal5 信号理论signal theory6 信号系统signalling system7 信号配线signal wiring8 信号电路signal circuit9 点灯电路lighting circuit10 报警电路warning circuit11 接口电路interface circuit12 测试电路testiing circuit13 方向电路directional circuit14 电路设计circuit design15 电路分析circuit analysis16 延续进路succesive route;succesisve route17 信号楼signal box;signal tower18 控制中心control center19 继电器室relay house;relay room20 电源室power supply roon;power supply room21 区间section22 信号施工signal construction23 信号厂signal shop24 工厂化施工industrial construction25 电缆接续cable connecting26 电缆敷设cable laying27 电缆敷设机cable laying machine28 铁路信号;铁道信号railway signalling29 固定信号fixed signal30 移动信号movable signal31 视觉信号vision signal;visual signal32 闪光信号flashing light signal;flash signal;flashing signal33 音响信号acoustic signal;whistle signal34 手信号hand signal35 防护信号protecting signal;protection signal36 机车信号cab signalling37 驼峰信号hump signal;humping signal38 区间信号section signaling;wayside signaling39 行车信号running signal;train signal40 调车信号shunting signal41 引导信号calling-on signal42 地面信号trackside signal;ground signal43 进站信号home signal44 车站信号station signal;signaling at stations45 出站信号starting signal 46 报警信号alarming signal47 事故信号accident signal48 色灯信号colour light signal49 信号色度signal colour fidelity50 信号标志signal indicator51 信号显示signal visibility;signal aspect and indication52 道口信号crossing signal53 道口自动信号crossing automatic signal;automatic level crossing signal54 道口通知设备crossing announcing signal;highway level crossing announcing device55 道口控制器crossing controller56 道口栏木crossing barrier;cross barrier at grade crossing57 道口防护crossing protection58 道口遥信遥测设备remote control crossing;remote surveillance and telemetering for highway l59 道口安全crossing safety60 道口事故level crossing accidents61 轨道电路track circuit62 交流轨道电路a.c.track circuit;ac track circuit63 脉冲轨道电路pulse track circuit64 无绝缘轨道电路jointless track circuit65 阀式轨道电路value-type track circuit;valve type track circuit66 音频轨道电路audio frequency track circuit67 极频轨道电路polar freguency coded track circuit;polar-frequency pulse track circuit68 移频轨道电路frequency shift track circuit;frequency-shift modulated track circuit69 长轨道电路long track circuit70 轨道电路区段track circuit district71 轨道电路测试track circuit testing72 轨道传感器track sensor73 计轴器axle counter74 钢轨阻抗rail impedance75 轨道绝缘;绝缘节rail insulation;insulation section76 极性交叉polar reversal;polar transposition77 钢轨接续线rail bond78 钢轨导接线;钢轨接续线rail bond;rail bond79 断轨保障broken rail protection80 断轨防护;断轨保障broken rail protection;broken rail protection81 轨道占用track occupied82 分路效应shunting effect83 调整状态normal state84 联锁interlocking85 集中联锁centralized interlocking86 继电集中联锁relay system interlocking87 电气集中联锁electric interlocking88 电子集中联锁electronic concentration interlocking89 微机集中联锁microcomputer-based interlocking90 非集中联锁non-centralized interlocking91 电锁器联锁interlocking with electric lock;interlocking by electric locks92 色灯电锁器联锁colour light interlocking system with electriclock;interlocking by electric locks with color light-si93 臂板电锁器联锁interlocking system of semaphore signal;interlocking by electric locks with semaphore94 联锁设备interlocking equipment95 电锁器electric lock96 转辙器switch97 导管装置pipe installation98 锁闭设备locking device99 表示设备indication panel;display board100 信号表示signal indication101 锁闭locking102 解锁release103 闭塞blocking;block system104 人工闭塞manual block105 区间闭塞section block;section blocked106 半自动闭塞semi-automatic block;semi-automatic block system107 继电半自动闭塞all-relay semiautomatic block;all-relay semi-automatic block system108 自动闭塞automatic block;automatic block system109 移频自动闭塞frequency shift modulated automatic block;automatic block with audio frequency shift modulat110 脉冲自动闭塞pulse automatic block;automatic block with impulse track circuit111 极频自动闭塞polar frequency coded automatic block;automatic block with polar frequency impulse track112 交流计数自动闭塞a.c.counting code automatic block113 计轴闭塞axle counter permissive block114 单线闭塞single line block115 移动闭塞movable block116 无线闭塞wireless blocking117 电子闭塞electronic blocking118 列车接近通知train approach announcement 119 区间占用block occupancy;section occupied120 区间占用位置检测location detecting of occupied section 121 移频机车信号frequency shift cab signal122 点式机车信号intermittent type cab signalling;intermittent type cab signaling123 连续式机车信号continuous cab signal;continuous type cab signaling124 无线机车信号radio cab signalling125 机车信号设备cab signalling equipment;cab signaling equipment126 车上信号设备cab signal device127 地面信号设备trackside signal facility128 感应器inductor129 点式自动停车intermitent type automatic train stop130 自动停车装置automatic stopping device;automatic train stop equipment131 列车自动控制automatic train control132 列车自动控制系统automatic train control system 133 列车自动控制装置automatic train control device 134 列车自动防护automatic train protection135 列车自动防护系统automatic train protection system136 列车自动运行automatic train operation137 列车自动减速automatic train deceleration138 列车速度自动监督automatic train speed supervision139 超速防护train overspeed protection140 测速装置speedometer141 列车运行监测train running monitoring142 车次表示train number display;train number indication143 车次自动表示;车次自动显示automatic train number display144 车辆抄号设备wagon number checking eguipment145 车辆识别装置vehicle identifier146 监视装置monitor device147 监视系统monitor system;supervision system 148 跟踪系统tracing system149 卫星监测satellite monitoring150 卫星定位satellite localization151 列车位置表示train location indication;train position indication152 行车指挥自动化running command automation;automation of traffic control153 调度集中centralized traffic control;ctc;centrallized traffic control154 调度集中装置centralized traffic contol installation155 计算机辅助调度computer-aided dispatching156 遥控remote control157 遥信装置remote-signal equipment158 调度监督dispatchers supervision;dispatchers supervision system159 调度监督设备dispatchers supervision equipment 160 进路控制route control161 进路控制装置routing control equipment162 编组站自动化automation of marshalling station 163 自动化编组站automatic marshalling station 164 自动化驼峰automatic hump yard165 驼峰溜放调速humping governing166 编组站测速yard speed measurement167 编组站测长yard distance-to-coupling measurement168 编组站测阻yard rollability measurement169 编组站测重yard weight sensing170 驼峰机车信号hump cab signalling171 驼峰电气集中联锁electric interlocking for hump yard172 车辆加减速器car accelerator/retarder173 车辆减速器car retarder174 车辆缓行器;车辆减速器wagon retarder;wagon retarder175 减速顶retarder;dowty retarder176 溜放速度free rolling speed177 进路存储器route storage178 制动位retarder location179 目的制动objective breaking;target braking180 自动摘钩设备automatic uncoupling equipment 181 牵引小车pushing trolley182 铁鞋skate;cast brake shoe183 信号设备signal facility;signal device184 信号机signal185 色灯信号机colour light signal;color-light signal 186 透镜式色灯信号机multi-lens colour light signal;multi-lenses signal187 探照式色灯信号机colour searchlight signal188 臂板信号机semaphore signal189 信号灯signal lamp;signal light190 信号灯泡signal light bulb191 信号玻璃signal glass192 灯丝转换filament transfer193 信号电缆signal cable194 信号表示器signal repeater195 应答器transponder196 信号继电器indicating relay197 电码继电器code relay198 插入式继电器plug-in relay;plug-in type relay 199 安全型继电器safety relay 200 时间继电器;延时继电器time relay;time delay relay201 电磁继电器electromagnetic relay202 座式继电器desk type relay;shelf-type relay203 轨道继电器track relay204 返还系数release factor205 继电器接点relay contact206 继电器线圈relay coil207 接点contact point208 转辙机switch machine209 电动转辙机electric point machine;electric switch machine210 电空转辙机electropneumatic point machine;electropneumatic switch machine211 液压转辙机hydraulic switch machine212 转辙机部件switch machine part213 道岔转换switch setting;switch in transition214 道岔锁闭switch locking;switch point locking 215 道岔密贴调整switch adjustment216 挤岔splitting of point tongue;forcing open of the point217 信号电源signal power supply218 电源屏power supply panel219 电源转接屏power switch board220 备用电源stand-by power supply221 不间断电源uninterrupted supply222 电池battery;cell223 太阳能电池solar cell224 太阳能电源solar power supply225 充电battery charging226 信号供电singal feeding227 自动转换automatic transition228 信号维修signal maintenance229 测试test230 信号测试台signal test board231 检修repair232 检测器detector。
(完整word版)铁路专业中英文对照词汇铁路—专业词汇（中英对照版)elevated railway， overhead railway, aerial railway 高架铁路mine railway 矿区铁路funicular （railway) 缆索铁路，登山铁路light railway line 轻便铁道urban railway 市区铁路railway network 铁路网railway transport 铁路运输trial run 试车open to traffic 通车porter 搬运工人ticket inspector 查票员ticket 车票single ticket， oneway ticket 单程票return ticket， roundtrip ticket 来回票platform ticket 站台票railway station 车站station hall 车站大厅information desk 服务台waiting room 候车室passenger station 客车站time-table 时刻表arrival time-table 到站时刻表departure time-table 发车时刻表ticket-collector, gateman 收票员ticket office， booking office 售票处junction 枢纽站rail and water terminal 水陆联运站platform bridge 天桥luggage barrow 推行李车enquiry office， information desk 问讯处way station 小站label 行李标签luggage office 行李房left—luggage office 行李暂存处platform—ticket 验票口barrier 栅栏门platform 站台(electric） platform truck 站台车platform tunnel 站台地道platform roofing 站台顶棚station—master 站长terminal; terminus 终点站escalator 自动扶梯The train leaves the station at。
附录附录A外文Technology Features Reasearch of Japanese Railway Signal SystemThis 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、IntroductionIn 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 thenshows its key technology and developments in future.2、Railway Signal SystemsThe 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 (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 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 generalinformation 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 SystemDecentralized Technology FeatureAt 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 rack 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.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 FeatureThere 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 thecontrol 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-Solomoncode 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 trainson-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、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 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.中文译文日本铁路信号系统的技术特点考索本文从铁路运输的历史发展和技术的分类，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分析其工艺特点等方面的研究进展，最后提出了技术开发未来方向的列车控制系统。
中文2570字外文文献翻译院、部：电气与信息工程学院学生姓名：指导教师：职称讲师专业：自动化班级： 09级01班完成时间： 2013.06.06出处：Computing, Communication, Control, and Management, 2008. CCCM'08. ISECS International Colloquium on. IEEE, 2008, 1: 538-541Component-based Safety Computer of Railway SignalInterlocking System1 IntroductionSignal Interlocking System is the critical equipment which can guarantee traffic safety and enhance operational efficiency in railway transportation. For a long time, the core control computer adopts in interlocking system is the special customized high-grade safety computer, for example, the SIMIS of Siemens, the EI32 of Nippon Signal, and so on. Along with the rapid development of electronic technology, the customized safety computer is facing severe challenges, for instance, the high development costs, poor usability, weak expansibility and slow technology update. To overcome the flaws of the high-grade special customized computer, the U.S. Department of Defense has put forward the concept：we should adopt commercial standards to replace military norms and standards for meeting consumers’demand [1]. In the meantime, there are several explorations and practices about adopting open system architecture in avionics. The United Stated and Europe have do much research about utilizing cost-effective fault-tolerant computer to replace the dedicated computer in aerospace and other safety-critical fields. In recent years, it is gradually becoming a new trend that the utilization of standardized components in aerospace, industry, transportation and other safety-critical fields.2 Railways signal interlocking system2.1 Functions of signal interlocking systemThe basic function of signal interlocking system is to protect train safety by controlling signal equipments, such as switch points, signals and track units in a station, and it handles routes via a certain interlocking regulation.Since the birth of the railway transportation, signal interlocking system has gone through manual signal, mechanical signal, relay-based interlocking, and the modern computer-based Interlocking System.2.2 Architecture of signal interlocking systemGenerally, the Interlocking System has a hierarchical structure. According to the function of equipments, the system can be divided to the function of equipments; the system can be divided into three layers as shown in figure1.Man-Machine Interface layerInterlocking safety layerImplementation layerOutdoorequiptmentsFigure 1 Architecture of Signal Interlocking System3 Component-based safety computer design3.1 Design strategyThe design concept of component-based safety critical computer is different from that of special customized computer. Our design strategy of SIC is on a base of fault-tolerance and system integration. We separate the SIC into three layers, the standardized component unit layer, safety software layer and the system layer. Different safety functions are allocated for each layer, and the final integration of the three layers ensures the predefined safety integrity level of the whole SIC. The three layers can be described as follows:(1) Component unit layer includes four independent standardized CPU modules. A hardware “SAFETY AND” logic is implemented in this year.(2) Safety software layer mainly utilizes fail-safe strategy and fault-tolerant management. The interlocking safety computing of the whole system adopts two outputs from different CPU, it can mostly ensure the diversity of software to hold with design errors of signal version and remove hidden risks.(3) System layer aims to improve reliability, availability and maintainability by means of redundancy.3.2 Design of hardware fault-tolerant structureAs shown in figure 2, the SIC of four independent component units (C11, C12, C21, C22). The fault-tolerant architecture adopts dual 2 vote 2 (2v2×2) structure, and a kind of high-performance standardized module has been selected as computing unit which adopts Intel X Scale kernel, 533 MHZ.The operation of SIC is based on a dual two-layer data buses. The high bus adopts thestandard Ethernet and TCP/IP communication protocol, and the low bus is Controller Area Network (CAN). C11、C12 and C21、C22 respectively make up of two safety computing components IC1 and IC2, which are of 2v2 structure. And each component has an external dynamic circuit watchdog that is set for computing supervision and switching.Diagnosis terminal C12C21C22&&Watchdog driverFail-safe switch Input modle Output Modle InterfaceConsole C11High bus(Ether NET)Low bus (CAN)Figure 2 Hardware structure of SIC3.3 Standardized component unitAfter component module is made certain, according to the safety-critical requirements of railway signal interlocking system, we have to do a secondary development on the module. The design includes power supply, interfaces and other embedded circuits.The fault-tolerant processing, synchronized computing, and fault diagnosis of SIC mostly depend on the safety software. Here the safety software design method is differing from that of the special computer too. For dedicated computer, the software is often specially designed based on the bare hardware. As restricted by computing ability and application object, a special scheduling program is commonly designed as safety software for the computer, and not a universal operating system. The fault-tolerant processing and fault diagnosis of the dedicated computer are tightly hardware-coupled. However, the safety software for SIC is exoteric and loosely hardware-coupled, and it is based on a standard Linux OS.The safety software is vital element of secondary development. It includes Linux OS adjustment, fail-safe process, fault-tolerance management, and safety interlocking logic. The hierarchy relations between them are shown in Figure 4.Safety Interlock LogicFail-safe processFault-tolerance managementLinux OS adjustmentFigure 4 Safety software hierarchy of SIC3.4 Fault-tolerant model and safety computation3.4.1 Fault-tolerant modelThe Fault-tolerant computation of SIC is of a multilevel model:SIC=F1002D(F2002(S c11,S c12),F2002(S c21,S c22))Firstly, basic computing unit Ci1 adopts one algorithm to complete the S Ci1, and Ci2 finishes the S Ci2via a different algorithm, secondly 2 out of 2 (2oo2) safety computing component of SIC executes 2oo2 calculation and gets F SICi from the calculation results of S Ci1 S Ci2, and thirdly, according the states of watchdog and switch unit block, the result of SIC is gotten via a 1 out of 2 with diagnostics (1oo2D) calculation, which is based on F SIC1 and F SIC2.The flow of calculations is as follows:(1) S ci1=F ci1 (D net1,D net2,D di,D fss)(2) S ci2=F ci2 (D net1,D net2,D di,D fss)(3) F SICi=F2oo2 (S ci1, S ci2 ),(i=1,2)(4) SIC_OutPut=F1oo2D (F SIC1, F SIC2)3.4.2 Safety computationAs interlocking system consists of a fixed set of task, the computational model of SIC is task-based. In general, applications may conform to a time-triggered, event-triggered or mixed computational model. Here the time-triggered mode is selected, tasks are executed cyclically. The consistency of computing states between the two units is the foundation of SIC for ensuring safety and credibility. As SIC works under a loosely coupled mode, it is different from that of dedicated hardware-coupled computer. So a specialized synchronization algorithm is necessary for SIC.SIC can be considered as a multiprocessor distributed system, and its computational model is essentially based on data comparing via high bus communication. First, an analytical approach is used to confirm the worst-case response time of each task. To guarantee the deadline of tasks that communicate across the network, the access time and delay of communication medium is set to a fixed possible value. Moreover, the computational model must meets the real time requirements of railway interlocking system, within the system computing cycle, we set many check points P i(i=1,2,... n) , which are small enough for synchronization, and computation result voting is executed at each point. The safetycomputation flow of SIC is shown in Figure 5.S t a r tS t a r t０τ１τ２τ１Ｐ２Ｐ０τ１τ２τ１Ｐ２Ｐ０Ｔ０ＴＣ1i Ｃi 21Ｔ2Ｔ1Ｔ2Ｔ…………………n+1τn+1τn Ｐn Ｐn τn τclockclockS a f e t y f u n c t i o n s T a s k s o f i n t e r l o c k i n g l o g i c i :p:c h e c k p o i n t I n i t i a l i z e S y n c h r o n i z a t i o n G u a r a n t e e S y n c h r o n o u s T i m e t r i g g e rFigure 5 Safety computational model of SIC4. Hardware safety integrity level evaluation4.1 Safety IntegrityAs an authoritative international standard for safety-related system, IEC 61508 presents a definition of safety integrity: probability of a safety-related system satisfactorily performing the required safety functions under all the stated conditions within a stated period of time. In IEC 61508, there are four levels of safety integrity are prescribe, SIL1～SIL4. The SIL1 is the lowest, and SIL4 highest.According to IEC 61508, the SIC belongs to safety-related systems in high demand or continuous mode of operation. The SIL of SIC can be evaluated via the probability of dangerous per hour. The provision of SIL about such system in IEC 61508, see table 1.Table 1-Safety Integrity levels: target failure measures for a safety function operating in high demand orcontinuous mode of operationSafety Integrity levelHigh demand or continuous mode of Operation (Probability of a dangerous Failure per hour)4 ≥10-9 to ＜10-83 ≥10-8 to ＜10-72 ≥10-7 to ＜10-61 ≥10-6 to ＜10-54.2 Reliability block diagram of SICAfter analyzing the structure and working principle of the SIC, we get the bock diagram of reliability, as figure 6.2002200220022002NET1NET2NET1NET2λ=1×10-7DC=99%Voting=1002D λ=1×10-7DC=99%Voting=1002D λ=1×10Β=2%βD =1%DC=99%Voting=1002D High busLogic subsystem Low busFigure 6 Block diagram of SIC reliability5. ConclusionsIn this paper, we proposed an available standardized component-based computer SIC. Railway signal interlocking is a fail-safe system with a required probability of less than 10-9 safety critical failures per hour. In order to meet the critical constraints, fault-tolerant architecture and safety tactics are used in SIC. Although the computational model and implementation techniques are rather complex, the philosophy of SIC provides a cheerful prospect to safety critical applications, it renders in a simpler style of hardware, furthermore, it can shorten development cycle and reduce cost. SIC has been put into practical application, and high performance of reliability and safety has been proven.模块化安全铁路信号计算机联锁系统1概述信号联锁系统是保证交通安全、提高铁路运输效率的关键设备。
