自动控制文献翻译——摘要

随着中国列车控制系统C3(CTCS-3)的结构和工作原理的描述，作者提出了智能控制策略(ICS)来提高CTCS-3系统的安全性。通过使用铁路专用全球移动通信系统(GSM-R)和轨道电路两种不同的铁路通信方式，使得CTCS-3系统实现了在高速铁路中交叉运行和降级操作。CTCS-3系统拥有独立控制单元C3和C2，分别用于控制300~350km/h和200~250km/h的列车，在C2单元控制下仍然包含CTCS-2级的整体功能和设备。C2和C3控制单元之间通过信息交换、数据智能融合之后ICS提供更加可靠、精确的行车许可(MA)、轨道参数和临时限速(TSR)等，并且常见故障发生率已经降低，安全指示作用的范围受到了约束。数据的融合让我们计算出列车的允许运行速度和监督速度曲线，保证列车自动防护系统(ATP)的安全性。

关键词：快速运输系统；CTCS-3；智能控制策略；安全性

1 引言

2008年8月1日，随着京津客运专线的开通运行之后，在中国过去的两年里许多速度超过300km/h的客运专线已经建成投产。这表明，中国在高速铁路领域已经成为一个大国。中国高速铁路的运营里程已经达到7531km，最高运行速度记录是486.1km/h。2005年，中国政府提出了《中国列车运行控制系统发展规划纲要》，以满足高速铁路发展的要求。根据现行及将来的列车控制模式，中国列车运行控制系统(CTCS)被划分为从CTCS-0到CTCS-4共五个等级，其中CTCS-2和CTCS-3已分别应用到200~250km/h和300~350km/h的线路。

作为高速铁路的重要组成部分，列车控制系统通过操作控制来提高列车运行的安全性和效率。操作控制数据的完整性是指数据的完整，准确，有序，实时性，及时性和控制数据的兼容性，这些直接关系列车运行的安全。因此，通过多维空间的限制，使得数据共享和数据融合更加清楚的显示出数据的完成。

在铁路运输系统中，当列车的速度在350km/h或250km/h并且安装了CTCS-3设备的线路上运行时，具有降级操作控制的能力。如果有任何一个设备故障或者GSM-R通信中断，CTCS-3系统将自动切换到备用系统。在系统的兼容性方面来研究，尽管它们在传输模式下，控制理论，设备组成等方面有一个非常大的差异，但是，CTCS-3系统集成了CTCS-2的全部功能。CTCS-2系统是一种基于轨道电路传输信息的分布式系统，而CTCS-3系统是一种基于GSM-R传输信息的一个集中控制系统。CTCS-3系统包含了不同的信息源单元C3和C2，通过可靠性理论分析，从而减少故障率的发生。

在CTCS-3系统中C3和C2是相对独立的单位，它们之间既可以传输数据，也可以进行数据的共享。它们互成双机热备，并且能够快速切换。显而易见，有一个单元不存在数据共享和融合，从而提高系统的安全性。在本文中，通过数据融合的方法提高CTCS-3系统的安全性。

2 CTCS-3列车控制系统和列车的监控原理

2.1 CTCS-3列车控制系统

CTCS-3系统囊括了CTCS-2系统的所有的功能和设备，同时包含有C2和C3两个单元。CTCS-3系统的C2单元功能与CTCS-2系统的功能相同，应用于任何200~250km/h的线路，同时作为CTCS-3系统的备用系统来控制300~350km/h的线路。CTCS-3车载设备提供了2个控制模块，分别是设备制动优先和人工驾驶制动优先。CTCS-3系统车载设备通常采用设备制动优先[1]。

采用目标-距离模式的优势来监控列车的安全运行，C2单元通过轨道电路或者是离散的应答器来传输列车的行车许可，包括了轨旁设备和车载设备。轨旁设备：列控中心(TCC)、轨道电路(TC)、轨旁电子单元(LEU)、有源应答器、无源应答器、临时限速服务器(TSR)。车载设备：安全型计算机(VC-C2)、轨道电路信息接收单元(TCR)、应答器的传输天线(BTM)、人机交互界面(DMI)、司法记录单元(JRU-C2)、列车接口单元(TIU)、测速测距单元(SDU)。C3控制单元与列控中心、轨道电路、应答器的传输天线、无源应答器、安全型计算机、应答器的接收天线、人机交互界面、列车接口单元、测速测距单元和临时限速服务器进行数据的传输......

Abstract

With the description of Chinese Train Control System Level 3 (CTCS-3) system structure and work principle, the author proposes an Intelligent Control Strategy (ICS) to improve CTCS-3 safety. Through the integration with two different train wayside communication methods that based on GSM for Railways (GSM-R) and track-circuit, CTCS-3 realizes the cross line and degraded operation in high-speed railway. CTCS-3 with independent control unit of C3 and C2 that have been used to control 300~350km/h train and C2 200~250km/h train respectively still carries the whole function and equipment of CTCS-2. Through the exchange of information between C2 and C3 control unit, the ICS produces more reliable and precise core train control data after the intelligent data fusion of movement authority (MA), track data and temporary speed restriction (TSR),etc. After intelligence fusion, the probability of common cause errors has reduced and the scope of security directive role has been limited. The integrated date allows us to calculate permitted speed and generate supervising profile that ensures the safety of automatic train protection (ATP).

Key Words: Rapid transit systems, CTCS-3, Intelligent control strategy, Safety

1 Introduction

Following the opening of Beijing-Tianjin Dedicated Passenger line on August I, 2008, many Dedicated Passenger Lines over 300km/h have been put into operation over the last two years in China. This indicates that China has become a great power in the area of high-speed railways. The operating mileage of China high-speed railway has reached 7531km with a record at the instantaneous speed of 486.1km/h. In 2005, Chinese's government proposed "Chinese Train Control System Development Plan" to meet the development requirement of high-speed railways. According to the present and future of Train Control, Chinese Train Control System (CTCS) is categorized into five levels from CTCS-0 to CTCS-4 in which CTCS-2 and CTCS-3 have been applied into the 200~250km/h and 300~350km/h lines, respectively.

As the vital part of high-speed railway, the train control system improves the safety and efficiency through the operational control. The completeness of operational control data refers to the integrity, accuracy, ordering, real-time, timeliness, and compatibility of the controlling data, which is directly related to the safety of operation. As a result, the data sharing and fusion shed light on more completed data through the multi-dimensional restrictions.

Compatibility, regarding to the capability of the train control system in across lines and the degrade operation in the railway transportation, which enables the train installed CTCS-3 equipment runs at either the 350km/h or 250km/h lines. CTCS-3 will automatically be degraded into the standby system if there is either equipment malfunction or GSM-R communication interruption. Take compatibility into consideration, CTCS-3 integrates the whole function and equipment of CTCS-2 although they have an extremely large discrepancy in the transmission mode, control theory, equipment composition, etc. CTCS-2 is a distributed system based on the track circuit to transmit the information ......