【導(dǎo)讀】統(tǒng)中得到廣泛的應(yīng)用，使鐵路信號設(shè)備的技術(shù)水平得到了很大的提高[1]。調(diào)制，71為1971年研制成功。以UM71軌道電路構(gòu)成的自動閉塞稱為UM71自動閉。車間隔自動調(diào)整系統(tǒng)簡稱為U—T系統(tǒng)。U—T系統(tǒng)可以在交流電氣化區(qū)段或非電氣。在我國鐵路鄭武線、京鄭線、廣深線、沈山線等線路上使用著U—T系。統(tǒng)(機車信號有采用TVM300的，也有采用其他機車信號和自動停車裝置的。用兩根鋼軌作為傳輸通道來控制通過信號機的顯示，達到自動指揮列車運行的目的。本次設(shè)計完成對中繼站閉塞分區(qū)的工程設(shè)計的部分圖紙。零層端子配線表區(qū)間綜合柜零層端子配線圖電源屏間及室內(nèi)電源電纜配線圖，超速防護系統(tǒng)要求。實現(xiàn)對調(diào)諧單元斷線故障的檢查;實現(xiàn)對拍頻干擾的防護；電氣絕緣節(jié)長度改進為29m,電氣絕緣節(jié)由空芯線圈、29m長軌和調(diào)諧單元構(gòu)。分,并將小軌道電路視為列車運行前方主軌道電路的所屬“延續(xù)段”。由“機械絕緣節(jié)空芯線圈”與調(diào)諧單元并接而成，其節(jié)特性與電氣絕緣節(jié)相同。

　　

【正文】 s 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 munication between trains and ground devices. The major difference between DATC and traditional ATC lies on that DATC is an intelligent onboard 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 munication 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 onboard 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 onboard puter controls brakes according to the control information from the ground devices, while it sends out the train position information to the ground equipment through onboard mobile radio base station. The first step of the control procedure is to determine the accurate train position as measured by the onboard puter. When a train enters or gets out of the boundary of a section, its original position will be recorded. Then onboard puters 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 onboard puter. 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 onboard 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 municates each train in onesecond cycle. Accordingly, onesecond is divided into several time slots. Because there will be mistakes in munication, space difference system and ReedSolomon code are adopted. ReedSolomon 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 work. According to the information from ground equipment the permitted speed is generated. Every trains onboard equipment can control the braking system automatically. Ground system is posed 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. 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 onboard system only, without a ground system, because of the application of the ADS technology. ADS technology information technology and munication technology is the key to realize the future train control system. 中文譯文 日本鐵路信號系統(tǒng)的 技術(shù)特點考索 本文從鐵路運輸?shù)臍v史發(fā)展和技術(shù)的分類 ， 介紹了日本的鐵路控制系統(tǒng) ， 分別從電子技術(shù)、計算機技術(shù)和通信技術(shù)分析其工藝特點等方面的研究進展 ， 最后提出了技術(shù)開發(fā)未來方向的列車控制系統(tǒng) 。 介紹 在鐵 路 的初期，沒有信號系統(tǒng) 。車站值班員只能通過手勢來指揮列車的通過或停車 ，但是人們往往會犯一些錯誤而引起事故。 ATSP(自動停車保護 )信號系統(tǒng)有效地防止了 事故 。日本早期信號 的 系統(tǒng)自動 停車 (ATS)裝置，當 這個 設(shè)備 收到停止信號 時 可以自動停止火車 ， 即使司機忽視了火車停止裝置報警時， 這個設(shè)備也能令火車自動停車。 使用應(yīng)答來發(fā)送接收數(shù)據(jù)信號， ATSP 系統(tǒng) 通過軌道 傳輸有關(guān)下一站 距 火車 的 距離信息，然后 系統(tǒng) 將這些信息生成火車的速度檢查模式。 ATC(列車自動控制 )的開發(fā)目的是解決 ATSP 的問題。 在 ATC 系統(tǒng) 中 ，當列車司機犯錯誤 的時候 安全作業(yè)程序?qū)硬⒈ＷC列車的安全 行駛。 為了適應(yīng)現(xiàn) 代化大規(guī)模高效率的交通運輸，新的交通控制系統(tǒng)的需求正在出現(xiàn)，如 ATACS(先進列車管理和通信系統(tǒng) )， CBTC(基于通信的列車控制 )，隨著鐵路信號和通信技術(shù)的融合，軌道 交通將出現(xiàn)新的控制方式。 本文提出了在日本現(xiàn)行鐵路控制系統(tǒng)的特點作為背景的鐵路信號系統(tǒng)的發(fā)展歷史 ，并指出 其關(guān)鍵技術(shù)和未來發(fā)展。 鐵路信號系統(tǒng) 1830 年第一個鐵路運輸系統(tǒng)在利物浦和曼徹斯特之間開始運作。信號系統(tǒng)用于改善安全和應(yīng)付交通量的增加 。 下面將分析由日本國家鐵路 (國鐵 )和東日本鐵路發(fā)展 的 典型的鐵路 信號系統(tǒng) 。 對于 這些系統(tǒng)，大部分在固定閉 塞 或移動閉塞 的 系統(tǒng) 階段， 列車位置定位是由軌道電路或 板載列車定位設(shè)備 ， 這些信息的傳播途徑是軌道電路或 無線通訊 。 (ATS S)系統(tǒng) （ 列車自動停止裝置 ） 2021 被日本國鐵運用 以防止列車相撞。 在一個 閉塞區(qū)間 一列火車 存在 ，軌道電路檢測 到 列車的位置信息，控制設(shè)備轉(zhuǎn)動 這個區(qū)段的信號為紅色。 此狀態(tài)表明沒有其他列車可以進入這個 閉塞分區(qū) 。 其他 區(qū) 段的信號是綠色或黃色火車 則 可以 進 去， 而 時速限制是根據(jù)與紅色信號 區(qū)段 確定的距離 。 在信號狀態(tài)和列車位置之間有著重要的關(guān)系 。 該 閉塞 系統(tǒng) 被用在 ATS 就 是基于軌道電路和固定閉塞的信號設(shè)備。 ATS P 改進 了