[最新版]铁道通信信号设计毕业设计论文(4)

②U闭塞分区选用U型组合； ③LU闭塞分区选用LU型组合； ④L闭塞分区选用L型组合；

⑤L(F)闭塞分区无站间联系时选用L(F)型组合；

⑥L(JF)闭塞分区有站间联系时选用L(JF)型组合。(见附录B5)。

4.3 电路图设计

4.3.1 闭塞分区电路图

闭塞分区电路图(见附录B6)主要包括编码电路、系统防雷网络等，其系统原理原理框图如图(附录B7)。

17297G轨道电路的主发送器1FS的低频编码条件由QZJ1、1GJ1、LXJ3F1、ZXJ2F1和LUXJ2F1构成。发送报警继电器FBJ接于1FS的端子FBJ-1及FBJ-2上。正常情况下，FBJ↑。正方向运行时，QZJ↑、QFJ↓。经过低频编码条件控制产生的移频信号从1FS的端子S1引出，经过FBJ4↑→QZJ5↑→QFJ5↓，再经17297G的站防雷与电缆模拟络ZPW.PMD，到匹配变压器ZPW.BP的L1端子，并从V1端子送至电气绝缘节的调谐单元BA。回线从BA另一端引出，经ZPW.BP→ZPW.PMD→QFJ6↓→17317GGJ4↑DJF1↑→QZJ6↑→FBJ1↑接至1FS 的S2端子上。

若1FS出现故障，FBJ↓,则+1FS被接入电路，以替代发生故障的1FS。+1FS同样由QZJ1、1GJ1、LXJ3F1、ZXJ2F1和LUXJ2F1构成低频编码条件。与1FS不同的是，+1FS低频编码条件是由FBJF1↓接入+1FS的。经过低频编码条件控制产生的移频信号从+1FS的。

端子S1引出，经过FBJ6↓→FBJ4↓→QZJ5↑→QFJ5↓，再经过站防雷与电缆模拟络ZPW.PMD，到匹配变压器ZPW.BP的L1端子，并从V1端子送至电气绝缘节的调谐单元BA。回线从BA另一端引出，经ZPW.BP→ZPW.PMD→QFJ6↓→17317GGJ4↑DJF1↑→QZJ6↑→FBJ3↓→FBJ5↓,接至+1FS 的S2端子上。

从轨道电路接收端的BA两端接收到的信号，经ZPW.BP→ZPW.PMD→QFJ↓→QZJ↑,送至衰耗盘SH，SH由端子C5、C7和b5、b7分别将主轨道信号和小轨道信号送入1JS主机部分的端子ZIN(Z)、XIN(Z)和2JS并机部分的ZIN(B)、XIN(B).同时，自17317G JS引来的XG、XGH经QFJF↓分别接至1JS主机部分和2JS并机部分的XGJ(Z)、XGJH(Z)和XGJ(B)、XGJH(B)。1JS主机部分和2JS并机部分收到17317GJS的XG、XGH和SH从ZIN送入的本轨道主轨道信号后，对其进行

处理，形成对QGJ的控制信号。分别由1JS主机部分的G(Z)、GH(Z)和2JS并机部分G(B)GH(B)送至SH。同时，1JS主机部分和2JS并机部分将由SH送来的17277G小轨道信号进行处理，由于与17277属不同站控制本轨道XGJ的动作，再通过站间联系电路，用本区段的XGJ的接点作为17277G的XGJ励磁条件，从而将17277的小轨道信息间接地传到17277G.。

若为反向运行，则轨道电路发送端和接收端换位，即原来的发送端变为接收端，而原来的接收端变为发送端。这是由QZJ和QFJ的第5、6、7、8组接点来实现的。此时，由于17297G的列车运行方向前方的17277G为邻站控制，所以通过17277G的XGJ的第1、2组接点将17297G的小轨道信号间接地传到17297G的接收器。1JS主机部分和2JS并机部分分别将从SH接收的主轨道信号和间接从17277GJS传来的小轨道继电器执行条件进行处理，形成对QGJ动作的控制信号，分别由1JS主机部分的G(Z)、GH(Z)和2JS并机部分的G(B)、GH(B)送到SH，从而控制接于SH端子a30、c30上的QGJ的动作。同时，1JS主机部分和2JS并机部分将由SH送来的17317G小轨道信号进行处理，并将处理结果形成小轨道电路继电器执行条件(XG、XGH)送到17317G的接收器。作为其轨道继电器(QGJ)励磁的必要检查条件(XGJ、XGJH)之一。

4.3.2 低频信息码传输列表的设计

ZPW-2000A发送器发出的低频信息都具有速度的含义。列车速度是分级控制的。连

续式机车信号接收设备，接收地面ZPW-2000A信息，以提供列车允许行驶的速度值。机车上装有测速设备，可以测出列车实际行驶速度。列车实际行驶速度若比列车允许行驶速度高7km control system without train stopping [J]. The

academic journal of Tongji University,2005.

[14] Lovegrove, Keith. Railroad identity, design and culture[J].New York, NY.2005.

致 谢

致谢衷心感谢我的导师崔跃华讲师。本文的设计工作是在崔跃华老师的悉心指导下完成的，从设计的选题、设计方法的制定、相关设备的选择到图纸的绘制，各个方面都离不开崔跃华老师热情耐心的帮助和教导。

崔老师平日里工作繁多，但在我做毕业设计的每个阶段，从查阅资料到设计方案的确定和修改，提供中期检查，后期详细设计等整个过程中都给予了我悉心的指导。我的设计漏洞较多，但是崔老师仍然细心地纠正图纸中的错误。他治学严谨的精神是我永远学习的榜样，并将积极影响我今后的学习和工作。

另外，感谢石家庄铁道大学给予我这样一次机会，去完成一个课题的设计，并在这个过程当中，给予我们各种方便，使我们在即将离校的最后一段时间里，能够更多学习一些实践应用知识，增强了我们实践操作和动手应用能力，提高了独立思考的能力。再一次对我的母校表示感谢。

在论文即将完成之际，我的心情无法平静，从开始进入课题到论文的顺利完成，有多少可敬的师长、同学、朋友给了我无言的帮助，在这里请接受我诚挚的谢意！

附 录

附录A

外 文

Technology Features Reasearch of Japanese Railway Signal System

This paper begins with the developing 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 , 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 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 (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

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