《城市軌道交通專業(yè)英語》高職全套教學(xué)課件

城軌信號(hào)專業(yè)英語

全套可編輯PPT課件課程主要內(nèi)容本課程主要講授城市軌道交通信號(hào)系統(tǒng)中常見英文專業(yè)術(shù)語，以及通過若干篇城軌信號(hào)系統(tǒng)的技術(shù)文獻(xiàn)的閱讀，提升學(xué)生閱讀城軌信號(hào)專業(yè)的相關(guān)技術(shù)文獻(xiàn)的能力。本課程的授課對(duì)象已經(jīng)掌握了課程學(xué)習(xí)所需的城軌信號(hào)基礎(chǔ)、城軌信號(hào)聯(lián)鎖等基礎(chǔ)專業(yè)知識(shí)，以及大學(xué)水平的英語閱讀能力。課程的具體安排（初步安排）總課時(shí)：24課時(shí)。9個(gè)章節(jié)ThedevelopmentofsignallingsystemTrackCircuitsEuroloopsub-systemSignallingrelaysEurobaliseMetrosignallingsystemwithATPATPcodetransmissionMetrosignallingsystemwithATOAutomaticTrainControl課程在專業(yè)人才培養(yǎng)中的作用本課程是城市軌道交通通信信號(hào)技術(shù)專業(yè)人才培養(yǎng)中的基本專業(yè)技能，是該專業(yè)畢業(yè)生必需掌握的技能。閱讀城軌信號(hào)英文技術(shù)文獻(xiàn)是城軌信號(hào)工提升工作能力、拓展職業(yè)發(fā)展空間的技能之一。考核方式以理論考核為主：理論閉卷考試形式（占成績70%）。平時(shí)成績（占成績30%），包括課堂作業(yè)、課后作業(yè)、出勤等情況。課程要求課程基本以課堂理論教學(xué)為主，注意上課的專注力和紀(jì)律。其他方面與學(xué)校課程學(xué)習(xí)一貫的要求無異。城軌信號(hào)專業(yè)英語

1.ThedevelopmentofsignallingsystemTermsrailtransit鐵路（軌道）運(yùn)輸signalsystem信號(hào)系統(tǒng)trainmovementsafety列車運(yùn)行安全mechanicaladj.機(jī)械的point道岔signalatclear信號(hào)開放signalatstop信號(hào)關(guān)閉rear-endcollisions追尾碰撞fixedsignaling固定信號(hào)section區(qū)段thesectionisclear區(qū)段出清thesectionisoccupiedbyatrain區(qū)段被列車占用signalbox信號(hào)室block閉塞interlock聯(lián)鎖switch道岔derail脫軌器signals信號(hào)機(jī)signalcabin信號(hào)組合柜全套可編輯PPT課件1.ThedevelopmentofsignallingsystemSignallingisoneofthemostimportantpartsofrailwaysystem.Trainmovementsafetydependsonitandthecontrolandmanagementoftrainsdependsonthem.Hereisanattempttoexplain,insimpleterms,howrailwaysignallingdevelopedandhowitreallyworks.Wewilldiscussthistopicinthischapter.全套可編輯PPT課件1.ThedevelopmentofsignallingsystemIntheearlydaysitwasthoughtthattheeasiestwaywastoimposetimeintervalsbetweentrains,asitwascalled“TheTimeIntervalSystem”(時(shí)間間隔系統(tǒng)).Mostrailwayschosesomethinglike10minutesasatimeinterval.Theyonlyallowedatraintorunatfullspeed10minutesafterthepreviousonehadleft.Theyrantheirtrainsata10minute"headway"asitiscalled.全套可編輯PPT課件1.ThedevelopmentofsignallingsystemHowever,the"timeintervalsystem"createdsomeseriousproblems.Trainsinthosedaysoftenbrokedownbetweenstations.Italsocouldnotbeguaranteed(保證)thatthespeedofthefirsttrainwouldbesufficient(足夠的)topreventthesecondtraincatchingitup.Theresultwasaseriesofspectacularrear-endcollisions(特大追尾碰撞)caused.Anotherseriousproblemwaslinecapacity.Astheyneededtorunmoretrains,theygraduallybegantoreducethetimebetweentrains.Astheyreducedthetime,thenumberoftrainsperhourincreased.Atthesametimethenumberofaccidentsincreased.Eventually,theyhadtodosomething.Theanswerwasfixedsignalling(固定信號(hào)).1.ThedevelopmentofsignallingsystemHowever,the"timeintervalsystem"createdsomeseriousproblems.Trainsinthosedaysoftenbrokedownbetweenstations.Italsocouldnotbeguaranteed(保證)thatthespeedofthefirsttrainwouldbesufficient(足夠的)topreventthesecondtraincatchingitup.Theresultwasaseriesofspectacularrear-endcollisions(特大追尾碰撞)caused.Anotherseriousproblemwaslinecapacity.Astheyneededtorunmoretrains,theygraduallybegantoreducethetimebetweentrains.Astheyreducedthetime,thenumberoftrainsperhourincreased.Atthesametimethenumberofaccidentsincreased.Eventually,theyhadtodosomething.Theanswerwasfixedsignalling(固定信號(hào)).1.ThedevelopmentofsignallingsystemThebasicruleoffixedsignallingwastodividethetrackintosectionsandensurethatonlyonetrainwasallowedinonesectionatonetime.Thisisstillgoodtoday.Eachsection(block(分區(qū)))isprotectedbyafixedsignalplacedatitsentrancefordisplaytothedriverofanapproachingtrain.Ifthesectionisclear,e.g.thereisnotraininit,thesignalwillshowa"Proceed"(通過)indication.FormanyyearsinBritainitwasusuallyaraisedsemaphorearm(臂板信號(hào)機(jī)).Thereareafewoftheseleftaroundthecountrybutnowadaysitisusuallyagreenlightor"aspect"(顯示),astherailwayscallit.If,however,thesectionisoccupiedbyatrain,thesignalwillshowa"Stop"indication,usuallyaredaspect.Thenexttrainwillbemadetowaituntilthetraininfronthasclearedthesection(出清).Thisisthebasisuponwhichallsignallingsystemsaredesignedandoperated.1.ThedevelopmentofsignallingsystemMechanicalsignalsfirstappearedintheUKin1841andasignalbox(信號(hào)室)withlevers(杠桿)(Figure6-2)controllingremotesignalsandpointsin1860.Originally,thepassageofeachtrainthroughasectionwastrackedvisuallybythesignalman.Whenthetrainhadclearedhissection,thesignalmantoldthesignalboxontheapproachsidethathissectionwasnowclearandthathecould,ifrequired,"accept"anothertrain.Themessagesbetweensignalboxesweretransmittedbyasystemofbellcodesusingtheelectrictelegraph(電報(bào)).1.ThedevelopmentofsignallingsystemFigure6-1Sgnalbox(信號(hào)機(jī)械室),EnglandFigure6-2Mechanicalleverframesinthesignalbox1.ThedevelopmentofsignallingsystemAsthesignalsystemwasdevelopping,theonlyelectricalequipmentinthesignalboxesofthemid19thcenturywerethebatteryoperatedblockinstruments(閉塞機(jī))(Figure6-3)usedtoallowoperatorstocommunicatebybellcodes,tosignaltrainsbetweeneachother.Theseblockinstrumentsweresimilartoearlytelegraphinstruments.1.ThedevelopmentofsignallingsystemNote:Itsfrontfacedisplaystwoindicators—telegraphneedles—andhasacommutatorhandle.1.ThedevelopmentofsignallingsystemAnothersafetyfeatureintroducedinthemid-19thCenturywasmechanicalinterlocking(機(jī)械聯(lián)鎖)ofpointsandsignals(Figure6-4).Thepurposewastopreventtherouteforatrainbeingsetupanditsprotectingsignalclearediftherewasalreadyanother,conflictingroutesetupandtheprotectingsignalforthatroutecleared.Figure6-4Aviewofthelockingbed1.ThedevelopmentofsignallingsystemInmechanicalinterlockingplants,alockingbed(鎖床)(Figure6-4)isconstructed,consistingofsteelbars(鐵柵欄)formingagrid(網(wǎng)格).Theleversthatoperateswitches(道岔),derails(脫軌器),signals(信號(hào)機(jī))orotherappliancesareconnectedtothebarsrunninginonedirection.Thebarsareconstructedsothat,ifthefunctioncontrolledbyagivenleverconflictswiththatcontrolledbyanotherlever,mechanicalinterferenceissetupinthecrosslockingbetweenthetwobars,inturnpreventingtheconflictinglevermovementfrombeingmade.Asthesystemsdeveloped,somelargersignalcabins(信號(hào)組合柜)atcomplexjunctionshadhugeframesofinterlockinglevers.1.Thedevelopmentofsignallingsystemtrackcircuit軌道電路relay繼電器directionoftravel行車方向currentflow電流energise勵(lì)磁de-energise失磁detachedwire斷線failsafeprinciple故障導(dǎo)向安全原則miniatureleverframe小型手柄式聯(lián)鎖機(jī)distantsignals預(yù)告信號(hào)levelcrossing平交道口homesignal進(jìn)站信號(hào)機(jī)startingsignal出站信號(hào)機(jī)relayinterlockings繼電器聯(lián)鎖controlpanels控制臺(tái)principalstations大站shelftyperelays座式繼電器1.Thedevelopmentofsignallingsystem6.1.21870s-1920sIn1871,thetrackcircuit(軌道電路)(Figure6-5andFigure6-6)wasinventedintheUnitedStates.Itenablesthepositionoftrainstobedetectedwithinadefinedarea.1.ThedevelopmentofsignallingsystemFigure6-5Diagramoftrackcircuit-blockunoccupied1.ThedevelopmentofsignallingsystemFigure6-6Diagramoftrackcircuit-blockoccupied1.ThedevelopmentofsignallingsystemThetrackcircuitrelay(軌道電路繼電器)isde-energised(失磁)whenatrainispresent,orthereisanyfailureinthecircuit,suchasablownfuse(熔絲)ordetached(脫落的)wire.i.e.atrackcircuitactuallyprovestheabsenceofatraininadefinedarea.Inthisway,thefailsafeprinciple(故障導(dǎo)向安全原則)ofrailwaysignallingismaintained(保留),i.e.thefailureofthetrackcircuitwillrevert(還原)thesignallingsystemtoitsmostrestrictive(限定的)state.1.ThedevelopmentofsignallingsystemWhilethetrackcircuitwaswidelyspread,signalleverswerebeingreplacedbyminiaturelevers.Inthe1920samajordevelopmentwastheintroductionofinterlockingscontrolledbyminiatureleverframes.AndthereplacementofmechanicalinterlockingbetweenminiatureleverswithallelectriclockingwasfirstdoneinUKin1929.1.Thedevelopmentofsignallingsystem6.1.31930sInthe1930safairnumberofallelectricminiatureleverframesignallinginstallationswerebuiltinUK,atthesametimemechanicalinterlockingprobablyreacheditsfullpotential.Animportantimprovementintroducedaroundthe1930stimewastheintroductionofcolourlight“Distant”signals(預(yù)告信號(hào))onhighspeedmainlines.Distantsignals(Figure6-7)wereplacedinsuchapositionthatthedrivercouldstopintimeifthenextstopsignalwasatdanger.Positioningdependedonthevisibility,curvature,maximumpermittedlinespeedandacalculationofthetrain'sabilitytostop.1.ThedevelopmentofsignallingsystemFigure6-7Atypicalsignalboxlayoutwithdistantsignals1.ThedevelopmentofsignallingsystemNote:Thecrossoverandlevelcrossingareprotectedbythehomesignal,whileastartingsignalguardstheentrancetothenextblocksection.Theadoptionofcolourlightdistantsignalswasanimportantfactorthatenabledlinespeedstoberaisedonbusymainlines.1.ThedevelopmentofsignallingsystemBeyondallelectricminiatureleverframes,thenextmajordevelopmentwastheintroductionofallrelayinterlockings(全繼電器聯(lián)鎖)(Figure6-8).Miniatureleverswhichoperatethesignalsandpointswerereplacedbycontrolpanels(控制盤)(Figure6-9)fittedwithbuttonsorswitchestocontrolthesystem.FurthersignallingdevelopmentingeneralwashaltedbytheadventoftheSecondWorldWaranditsimmediateaftermath.1.ThedevelopmentofsignallingsystemFigure6-8Allrelayinterlockings(left)and“Entrance-Exit”system(right)1.ThedevelopmentofsignallingsystemFigure6-9Controlpanel1.Thedevelopmentofsignallingsystem6.1.41950sInthe1950s,allthreetechnologiesdescribedaboveexistedsidebyside.Themajorityofrailwaysremainedmechanicallyoperated,withthesafeguardssuchasinterlinkingbetweensignal/pointleversandtrackcircuitcontrolsandblockcontrolsaddedonthemajorityofmainlineinstallations.Onlightlyusedbranchlinesorgoodsonlylines,itwasquitecommonforthesignalboxestohavenoneofthesesafeguards.1.ThedevelopmentofsignallingsystemPrincipalstations(大站)inlargecitieswereusuallysignalledfromsignalboxesequippedwithlargeroutesettingpanelsorminiatureleverframes.1.ThedevelopmentofsignallingsystemThedesignoftherelaysusedinalloftheseinstallationshadn’tchangedtoanygreatextentin40-50years.Thelargestofthesewereverycumbersomedevices,withthenick-name“fish-tank”orshelftyperelays(座式繼電器)(Figure6-10),becausetheywerethesizeofaFishTank,thatwereusuallyinstalledonashelf(底座).Itwasrealisedthatwiththemoreextensiveuseofrelayinterlockingsinthefuture,thelargesizeofexistingdesignsofrelayswouldbealimitingfactor,duetotheamountofroomspacethatwouldberequiredtohousetheracksofrelayinterlockingequipmentforthelargerinterlockings.1.ThedevelopmentofsignallingsystemFigure6-10WestinghouseShelftyperelayTermsmultipleaspectsignal多組合色燈顯示信號(hào)系統(tǒng)continuoustrackcircuit連續(xù)式軌道電路TrackCircuitBlock軌道電路區(qū)段TrainOperatedRouteRelease(TORR)分段解鎖MTR(MassRapidTransitRailway)捷運(yùn)鐵路ATP(AutomaticTrainProtection)列車自動(dòng)防護(hù)fixedblocksystem區(qū)間固定閉塞系統(tǒng)computerbasedinterlock計(jì)算機(jī)聯(lián)鎖onsiteinstallation現(xiàn)場安裝IntegratedElectronicControlCentre(IECC)區(qū)域聯(lián)鎖中心AutomaticRouteSetting(ARS)自動(dòng)進(jìn)路排列1.Thedevelopmentofsignallingsystem6.1.51960sIntheearly1960s,the“Entrance-Exit”system(Figure6-8)waswidelyadopted.Themainadvantageofthe“Entrance-Exit”methodofroutesetting,isthatonlytwooperatoractionsarerequiredtosetanyroute,regardlessofit’scomplexity.Atthesametime,largenumbersofmechanicalsignalboxes(信號(hào)機(jī)械室)sometimesdatingfrom1880sweretobeabolished.Theywerereplacedbyasmallernumberofnewsignalboxescontrollinganumberofallelectricrelayinterlockings,inconjunctionwithmultipleaspectsignalling(多組合色燈顯示信號(hào)系統(tǒng))andcontinuoustrackcircuiting（連續(xù)式軌道電路）1.ThedevelopmentofsignallingsystemTheadoptionofcontinuoustrackcircuiting,inconjunctionwithmultipleaspectcolourlightsignals,enabledanoperatingsystemknowas“TrackCircuitBlock”(軌道電路區(qū)段)tobewidelyadoptedonnewsignallingschemesintroduced.1.ThedevelopmentofsignallingsystemFigure6-11Diagramofmulti-aspectsignals1.ThedevelopmentofsignallingsystemFigure6-12Diagramoffour-aspectsignalling1.Thedevelopmentofsignallingsystem6.1.61970sRelayinterlockingprobablyreacheditsfullpotentialintermsofdevelopmentinmidtolate1970s.TrainOperatedRouteRelease(TORR)(分段解鎖)asthenintroducedforthefirsttimeonsomeschemes(方案).Thisgreatlyreducedoperatorworkloadandwear(磨損)andtear(扯壞)onthepanelpushbuttons.1.ThedevelopmentofsignallingsystemFurtherafield,inHongKong,theMTR(MassRapidTransitRailway)(捷運(yùn)鐵路)wassignalledusingfullATP(列車自動(dòng)防護(hù))fixedblocksystem(區(qū)間固定閉塞系統(tǒng)).ThisusedBR930stylerelays(Figure6-13)forinterlockingandswitchingofATPspeedcodes(速度碼).1.ThedevelopmentofsignallingsystemFigure6-13BR930stylerelay1.Thedevelopmentofsignallingsystem6.1.71980sThemaindevelopmentinsignallinginthe1980swasthedevelopmentofSolidStateandComputerbasedinterlockings(計(jì)算機(jī)聯(lián)鎖)(Figure6-14),withthefirstinstallationinUKgoingintoservicein1985.Inthissystem,hard-wiredrelaycircuitrywerereplacedbylogicwithinthecomputerorprocessor.1.ThedevelopmentofsignallingsystemOneadvantageofSSI(SolidStateInterlocking-thefirstgenerationprocessor-basedinterlocking)orcomputerbasedinstallationsisthereducedonsiteinstallation(現(xiàn)場安裝)andthefactmuchoftheinterlockingtestingcanbedoneinafactoryenvironment.1.ThedevelopmentofsignallingsystemFigure6-14SolidStateInterlocking(left)andmicrolok(right)1.ThedevelopmentofsignallingsystemDuringthisperiod,“FixedBlock”ATPsystem(Figure6-15)andATSwereusedinmetro.Insteadofmultipleaspectsignalsalongthelineside,thetrainsreceiveATPspeedcodesthatareinjected(發(fā)送)intotherunningrails.EachATPspeedcodetakestheformofaspecificsignalfrequency.ThisisdecodedbyATPequipmentonthetrain,toinstructthetraintodriveataparticularspeed.Thiscanbewithoutoperatorintervention,pathingthewayfordriverlessoperation.1.ThedevelopmentofsignallingsystemFigure6-15Diagramoffixedblocksystem1.Thedevelopmentofsignallingsystem6.1.81990sIn1990s’,majoradvancesincomputertechnologyenabledsystemssuchas“IntegratedElectronicControlCentres”(IECC)（區(qū)域聯(lián)鎖中心）(Figure6-16)tobewidelyadoptedinEnglandandsomeEuropeancounties.EquivalentsystemsweredevelopedintherestofEuropeandUnitedStates.1.ThedevelopmentofsignallingsystemIECCeliminatedtheneedforthelargepushbuttoncontrolpanelsthathadbeenafeatureofmostnewsignallingschemessincethemid1960s.Inaddition,relayspreviouslyrequiredforpanelinterfaceofbothindicationsandcontrolswitches/buttonscouldbeeliminated.1.ThedevelopmentofsignallingsystemWiththeintroductionofIECCoperatorworkloadwasfurtherreducedwithsuchfeaturesasAutomaticRouteSetting(ARS)(自動(dòng)進(jìn)路排列)andTrainOperatedRouteRelease(TORR)(分段解鎖).(HoweveritshouldbenotedthatTORRhadpreviouslybeenincorporatedintothepreviousgenerationofrelayinterlockedsystems).1.ThedevelopmentofsignallingsystemFigure6-16SicasECCSystem1.Thedevelopmentofsignallingsystem6.1.921stcenturyComputerBasedInterlockings(CBI)areproducedbyavarietyofmanufacturersandhaveproventobereliableandsafe.CBI/SSIsystemsarenowusedworldwideformostnewsignallinginstallations.TherearenowanumberofwellprovenandreliableCBIsystemsonthemarket.However,intermsofevolution,CBIsystemshaveyettomeettheirfullpotential.1.ThedevelopmentofsignallingsystemWhilstthereisnodoubtastothereliabilityandsafetyofSSIandCBIsystems,itisinterestingtonotethatallsuchsystemspresentlyonthemarketareslowerthananallrelaybasedinterlocking.Thereisstillademandfortraditionaltechnology,asrelayinterfacesprovideaverygoodelectricalisolationbetweenthedelicateelectronicsofaComputerBasedSystemandtheharshexternalenvironment.1.ThedevelopmentofsignallingsystemIn1999ETCSwasdevelopedaspartoftheEuropeanRailTrafficManagementSystem(ERTMS)(歐洲鐵路運(yùn)輸管理系統(tǒng)).TheEuropeanTrainControlSystem(ETCS)(歐洲列車控制系統(tǒng))isasignalling,controlandtrainprotectionsystemdesignedtoreplacethemanyincompatiblesafetysystemscurrentlyusedbyEuropeanrailways,especiallyonhigh-speedlines.城軌信號(hào)專業(yè)英語

2.TrackcircuitTermsinsulatedjoint絕緣節(jié)tractioncurrent大量的牽引電流cabsignallingsystem機(jī)車信號(hào)系統(tǒng)impedance阻抗jointlesstrackcircuit無絕緣軌道電路trackvacancydetectionsystem軌道空閑檢測系統(tǒng)audio-frequencytrackcircuit音頻軌道電路electricalseparationjoints電氣絕緣節(jié)2.TrackcircuitAtrackcircuit(軌道電路)typicallyhaspowerappliedtoeachrailandarelaycoilwiredacrossthem.Eachcircuitdetectsadefinedsectionoftrack,suchasablock.Thesesectionsareseparatedbyinsulatedjoints(絕緣節(jié)),usuallyinbothrails.Traditionaltrackcircuitsarecommonlybattery-poweredatlowvoltages(1.5to12VDC).2.TrackcircuitWhennotrainispresent,therelayisenergisedbythecurrentflowingfromthepowersourcethroughtherails.Whenatrainispresent,itsaxlesshort(shunt)therailstogether;thecurrenttothetrackrelaycoildrops,anditisde-energised.Circuitsthroughtherelaycontactsthereforereportwhetherornotthetrackisoccupied.Aseriesresistorlimitsthecurrentwhenthetrackcircuitisshortcircuited,savingbatterypower.ThebasictrackcircuitisshowedinFigure6-17andFigure6-18(Seriesresistornotshown).2.TrackcircuitFigure6-17Schematicdrawingoftrackcircuitforunoccupiedblock2.TrackcircuitFigure6-18Schematicdrawingofoccupiedtrackcircuit2.TrackcircuitHowever,inalmostallrailwayelectrificationschemes,oneorbothoftherailsareusedtocarrythereturncurrent.ThispreventsuseofthebasicDCtrackcircuitbecausethesubstantialtractioncurrents(大量的牽引電流)overwhelmtheverysmalltracksignalcurrents.ACcircuitsaresometimesusedinareaswhereconditionsintroducestraycurrents(迷失電流),whichinterferewithDCtrackcircuits.2.TrackcircuitToaccommodatethis,ACtrackcircuitsusealternatingcurrentsignalsinsteadofDCcurrents.Typically,theACfrequencyisintherangeofaudiofrequencies,from91Hzupto10kHz.TherelaysarearrangedtodetecttheselectedfrequencyandtoignoreDCandACtractionfrequencysignals.Again,failsafeprinciples(故障導(dǎo)向安全原則)dictatethattherelayinterpretsthepresenceofthesignalasunoccupiedtrack,whereasalackofasignalindicatesthepresenceofatrain.TheACsignalcanbecodedandlocomotivesequippedwithinductivepickups（感應(yīng)傳感器）tocreateacabsignallingsystem(機(jī)車信號(hào)系統(tǒng)).2.TrackcircuitInACtrackcircuitssystem,impedancebonds(阻抗棒)areusedtoconnectitemswhichmustbeelectricallyconnectedforelectrificationpurposesbutwhichmustremainisolatedtotrackcircuitfrequenciesforthetrackcircuittofunction.2.TrackcircuitJointlesstrackcircuits(無絕緣軌道電路)useaudiofrequencytunedcircuits(音頻調(diào)諧電路)tocreatewhatamountstoablockjointtosignallingfrequencycurrentsandaverylowimpedancetoelectrificationpowerfrequencycurrents.Thetrackcanberesonated(諧振)withthetuningcomponents(調(diào)諧元件)inthetrackcircuitsystemsoastocreatea'pole'atthewantedfrequencyand'zero'attheadjacentunwantedfrequency.2.TrackcircuitTherearemanykindofaudio-frequencytrackcircuits,suchasAsterSF15typetrackcircuit,TI21typetrackcircuits(nowknownasEBITrack200),CSEEUM71,SiemensFTGS,WestinghouseFS3000,BombardierEBITrack400,ZPW2000(China)andsoon.2.TrackcircuitLet’stakeSiemensFTGSdigitalfrequencytrackcircuits(FTGS數(shù)字移頻軌道電路)forinstance,FTGSmeansremote-fedcodedaudio-frequencytrackcircuitproducedbySiemens.FTGSisdesignedasatrackvacancydetectionsystem(軌道空閑檢測系統(tǒng))formain-lineaswellasmetro,urbanandsuburbanrailwaysinEurope,America,AfricaandAsia.InChina,itwasappliedin1994inGuangzhouMetroLineone.Thelineisdividedintotracksectionsbymeansofelectricalseparationjoints(電氣絕緣節(jié))(Figure6-19~Figure6-21).Inaccordancewiththeunderlyingprincipleoftrackcircuits,atransmitterfeedsanACvoltageintotherunningrailsandareceiverattheendofthesectionevaluatesthevoltagereceived(Figure6-22).Figure6-19Sbond(S棒)Figure6-20Terminalbond(終端棒)Figure6-22FundamentaldiagramofstandardFTGS2.TrackcircuitAsavehicleentersthetracksection,anaxleshuntacrosstherailspreventsanysignalfromreachingthereceiver,causingittooutputa“tracksectionoccupied”indication.Unlikepreviousaudio-frequencytrackcircuits,FTGSisremote-fedwithafrequency-modulatedvoltage.Boththetransmitterandreceiverarecentrallyhousedinthesignalboxupto6.5kmawayfromthetracksection.2.TrackcircuitFTGSisastate-of-the-art(最新科技的)trackcircuit.Itisequippedwithextensiveoperatingstateindicators(狀態(tài)指示器)andallowsadditionalinformationtobetransmittedviatherailstothetrainbymeansofanexternalcontrolcircuitconnectedtothetransmitter.FTGScanalsobesuppliedwithoutmodulationandcoding.Byretrofittingtheappropriatecircuitboards,FTGScanbeupgradedatanytimetothehighestsafetylevel.2.TrackcircuitTheelectroniccomponentsofFTGSaudio-frequencytrackcircuits(音頻軌道電路)areinstalledinthesignalbox(Figure6-23),whichhasanumberofadvantages:Figure6-23TracksideconnectionboxesofFTGS2.Trackcircuit●Highreliability,becausemechanicalstressandclimatic(環(huán)境)conditionshavelesseffectthaniftheelectroniccomponentswereinstalledatthetrackside.●Highavailability,becauseextensiveoperatingstateindicatorspermitrapidfaultlocationandimmediatereplacementoffaultyfunctionunits.●Easymaintenancethankstothestraightforwardarrangementoffunctionunitsinframesandracks.●Easycommissioningoftrackcircuitsbyusingthefeedercableasatelephonelinebetweentheindoorandoutdoorequipment.2.TrackcircuitThemountingframesareaccommodatedintrackcircuitracksinthesignalbox.Foreachtrackcircuit,onlyonemountingframeisnecessary.Thetransmitters,receiversandrelayboardsaredesignedasplug-in(插入)units.UptotenFTGStrackcircuitscanbeaccommodatedinonetrackcircuitrack(Figure6-24).Onthetrack,therearenolongeranyelectroniccomponentsbutonlymaintenance-freetuningunitsintracksideconnectionboxes(軌旁連接盒)(Figure6-23).2.TrackcircuitFigure6-24FTGStrackcircuitrack2.TrackcircuitTheACvoltagefedintothetrackcircuitisfrequency-modulatedtosafeguardagainstelectricalinterferenceduetoharmonics（諧波）inthetractionreturncurrentofconventionalandthyristor-controlledtractionvehicles(可控硅整流機(jī)車).Thecontinuoustransmissionofabitpattern(位模式)(Thereare15typesofbitpatternsofFTGS917(2.2,2.3,2.4,2.5,2.6,3.2,3.3,3.3,3.4,3.5,4.2,4.3,4.4,5.2,5.3,6.2))betweentrackcircuittransmitterandtrackcircuitreceiverensurestheone-to-oneassignment（一對(duì)一配置）oftransmitterstoreceivers.Thisalsopreventsanydangerouselectricalinterferenceduetoaccidentalintercorecontact.2.TrackcircuitComparedwithnon-codedaudio-frequencytrackcircuits,thepermittedharmoniccontentinthetractionreturncurrentismanytimesgreater.Ifthelimitvaluesareexceeded,FTGSissuesa“trackoccupied”indication.ThecircuitryisbasedonICtechnology(Figure6-25).Functionalunitsareduplicatedtoprotectthesystemagainstpotentialcomponentfailures.Eachtrackcircuithasitsownpowersupplyunit.Thisensuresahighavailabilityoftheoverallsystem.Thepowersupplyunitislocatedattherearofthemountingframe.2.TrackcircuitFigure6-25Bitpattern(2.3type),FKS2.TrackcircuitTwotrackcircuitversionswithatotaloftwelveoperatingfrequencies(Form6-1)havebeendevelopedforopen-lineandstationtracks.TypeFTGS46withafrequencyrangeof4kHzto6kHzismainlyusedfortrackvacancydetectionontheopenlineandtypeFTGS917withafrequencyrangeof9kHzto17kHzfortrackvacancydetectioninstationareas.2.TrackcircuitForm6-1FTGSoperatingfrequencyOperationfrequencyf1f2f3f4f5f69.5kHz10.5kHz11.5kHz12.5kHz13.5kHz14.5kHzf7f8f9f10f11f1215.5kHz16.5kHz4.75kHz5.25kHz5.75kHz6.25kHz2.TrackcircuitWithelectricaltracksectionseparation,thetractionreturncurrentisfedbackviabothrails.Modulationandcodingmakeforreliabletrackvacancydetection.Eachcircuittype,viz.standardlayout,centre-fedlayoutandpointsandcrossinglayout,isarrangedinaseparatemountingframe(Figure6-27).2.TrackcircuitComputer-aidedengineering(CAE)permitscomputer-aidedplanningofFTGS.AclearandcomprehensivedocumentationofFTGSequipmentisachievedbyrepresentingtheconfigurationandthecompletelistofmaterialsusingCAE.Thismeansthatfutureextensionscanbequicklyplanned.城軌信號(hào)專業(yè)英語

3Euroloopsub-systemTermstracksideandon-boardequipment軌旁和車載設(shè)備antennaunit(AU)天線單元looptransmissionmodule(LTM)環(huán)線傳輸模塊loopreceiver(LR)環(huán)線接收器loopdecoder(LD)環(huán)線解碼器loopmodem(LOOMO)環(huán)線貓3Euroloopsub-systemTheEuroloopSub-system(ELS)(歐洲環(huán)線子系統(tǒng))isasemi-continuous,intermittent(inthepresenceofthetrain)transmissionsystem.Magneticcoupling(磁耦合)isusedbetweentheTrackside(軌旁)andOn-boardEquipment(車載設(shè)備)toprovidesignallinginformationinadvanceasregardtothenextmainsignalfromthetracksideinfrastructuretotheEVC(EuropeanVitalComputer)(歐洲安全計(jì)算機(jī)).TheinfillinformationistransmittedbytheTracksideEquipmentonlyinthepresenceofatrain.Aleakycoaxialcable(同軸漏泄電纜),theEuroloopLeakyCable(ELC)(歐洲環(huán)線漏泄電纜),ofupto1000mlengthisfastenedtotheinnerorou