2024年5月3日发(作者：一加六t手机参数配置)

交通运输专业英语翻译复习材料

交通运输专业英语翻译

Traffic jam and the consequences such as noise, airpollution, violence and human stress are

becoming the common scenario of large metropolitan areas are normally traffic

saturated and new constructions suffer of long delays due to government budget modern

technology be used to substantially improve the existing urban traffic capacity? The objective of this

study is to bring up alternatives for urban transportation improvement based on recent available

technologies. In particular the automation of highways, having automobiles and buses controlled by

computers in platoon formation, is envisioned to improve highway jams. In USA, Japan and Europe,

several studies and experiments have been done in this direction. The PATH program of the highway

system of California, a cooperative program of universities, research institutes, government agencies

and the private sector, involving multidisciplinary knowledge , has been an inspiration for this work

[l]. The focus of this study is the large metropolitan of Great Si30 Paul0 in Brazil having more than 12

million people and growing traffic problems.

交通拥堵和其造成的结果，如：噪音、空气污染、暴力和压力等逐渐成为各大城市区域的

普遍现象。道路标准交通量已经饱和，而且政府的预算限制造成了道路新建长时间拖延。现代

技术能否用于大大提高现有城市交通能力？本次研究的目的是在现有可用技术的基础上为城市

交通改进提供可选方案。特别是设想用高速公路自动化技术来改善高速公路的拥堵，高速公路

自动化技术即在车队形成中运用计算机控制汽车和公交车。在美国、日本和欧洲，在这个方向

上已经有了一些研究和实验。加利福利亚的一项由大学、研究院、政府部门和私营部门合作并

涵盖各学科知识的项目——高速公路系统道路项目启发了本次研究。本次研究的核心是有

120000000人口和不断增长的交通问题的大城市——圣保罗。

2 Current Transportation Systems.

2.现行的运输系统

The Great Si30 Paul0 has a large number of private automobiles, transit bus system and a

network of urban train and modern subway for people transportation with a distribution shown on figs.

1 and 2

圣保罗有大量的私家车、公共交通系统和城市轨道交通和现代化地铁网为人们提供运输。

各种运输工具的分配见表1、表2.

Automobile - This system alone represents the most important means of people transportation in

Silo Paulo, roughly 45%. Although being the system with the smallest occupancy of road area per

passenger, it is the main cause of the enormous traffic jams due to the large number on the streets on

workdays , The over quantity of vehicles far exceed the street network capacity , further deteriorated

by the growing number of automobiles poured into the area everyday. Obvioudy the automobile is

very attractive , as far as comfort and destination flexibility are concerned. No other means has

superior route flexibility for inner city usage, though at the expense of overall high operational cost.

Various traffic control strategies have been adopted by authorities in many places to penalize

automobile circulation during rush hours to temporarily mitigate the problem。

私家车：这一系统代表着圣保罗居民最主要的出行方式，大约占45%。虽然该系统的人均

道路占有率最小，但是工作日街道上的大量私家车导致它成为巨大交通拥堵的主要原因。每天，

数量不断增长的私家车涌入该区域，使远远超出路网能力的过量车辆剧增。显然就舒适度和目

的地灵活度而言私家车非常有吸引力。即使以高运营成本为代价也没有任何一种城市内运用的

运输工具具有更高的线路灵活性。官方在很多地方采用了各种各样的交通控制策略来惩罚私家

车高峰小时循环以减轻交通问题。

Bus System - It is the most comprehensive route network on the streets of metropolitan Silo

Paulo and it accounts roughly for 75% of the demand for mass transportation . The transit bus system

has low deployment costs, relatively low cost per passenger and reasonable route flexibility. The

major drawback of regular transit bus in cities such as Silo Paulo is the excessively low mean speed,

because they compete with private automobiles for the same space in the streets and face the same

traffic jams having the disadvantage of being heavier, therefore slower vehicles. The consequence of

为方便大家复习和考试，特准备此复习材料！——交运09硕士六班：郑大勇。来源——好心人

交通运输专业英语翻译复习材料

irregular vehicle inter-arrival times at bus stops on a particular route due to poor traffic conditions is

the increasing in the number of passengers transported per vehicle. This results in poor quality of

transportation network , inducing many bus riders to shift to automobiles as the main means of

locomotion in the city . Exclusive lanes have been set up in some main avenues in Silo Paulo for

traffic of transit buses – in those roads the mean speed is higher, the travel time is reasonably reduced

- but, nevertheless, insufficient for the high demand.

公交系统：它是圣保罗城市道路上覆盖面最广的路网。它大约占了公共交通运输需求的

75%。公交系统具有低调度成本，相对较低的人均成本以及合理的线路灵活度。在如圣保罗这

样的城市中，公交车最大的缺点就是过低的平均速度。由于公交车在街道上与私家车争夺空间

时以及同时面临交通拥堵时相对笨重，因此被认为是慢速的交通工具。某一特定线路公交由于

不良交通环境而造成了不规律到站间隔，其结果是每辆车运输的乘客量不断增加。这造成了低

质量的运输网络，诱导公交乘客改选私家车作为城市出行的主要方式。圣保罗各一些主干道上

设置了公交专用道，在这些道路上平均速度较快，出行时间适当减少，但是还不能满足高需求。

Urban train - In Great Sgo Paulo, this has been functioning mainly for connection of the city of

Silo Paulo and the neighboring suburban districts and it represents 8% of the demand for mass

transportation. It has a good ratio of passengers per road space and, when well operated, it has the

highest average speed in comparison with the other public systems. It has high deployment costs,

heavy investments for expansions and it is known to have high headway in comparison to others. In

the specific case of the Great Paulo area, this system had been neglected for a long period of time in

the past , leading to operational. deficiencies and inferior comfort quality as compared to similar

systems around the world.

城市轨道交通：在圣保罗，城市轨道交通主要起到连接圣保罗城区和邻近郊区的作用。它

占整个公共交通需求的8%。它具有较高的每道路空间乘客量，并且当管理得当时，在所有公共

交通中它具有最高的平均速度。它调度成本最高的，扩建投资高，并且总所周知具有最高的行

车间距。在圣保罗区域这个特例中，轨道交通系统在过去被长时间的忽略，造成了其与世界各

地类似系统相比较而言运转不足和舒适度低。

Subway -This system covers a relatively small area of the city of Silo Paulo, and it is responsible

for 17% of the demand for mass transportation in the metropolitan is a system with extremely

high density of passengers per road area, very high speed of operation, and reduced inter-arrival times.

In the case of Silo Paulo, it has operationally been kept at appropriate levels, which improves its

popular image. The existent subway network is modern but quite small (around 70km long ) for the

metropolitan area, having excessively high new constructions costs, turning its expansion extremely

slow, well behind the needs to match the expected growth of the metropolis. Those factors are strong

inhibitors of large scale adoption in hugely populated metropolitan areas.

地铁：这个系统在圣保罗覆盖区域相对较小，并承担了市区公共交通需求的17%。这个系

统具有非常高的单位道路面积载客量，高速运行以及缩减的到达间隔时间。在圣保罗案例中，

地铁被可操作性地保持在适当的水平以改善它的大众形象。都市既有的地铁网虽然现代化但是

很小（大概长70km），并且新建成本过高，扩建特别缓慢，完全地不能满足大都市预期的需求

增长。这些因素极大的限制了在人口聚集大城市大面积的采用地铁。

3 Automated Flexible Transportation System (AFTS)

3.自动化弹性运输系统

The proposed system is based on the intensive use of automatic control equipment, some placed

inside the vehicles, guidance sensors and automated roads for transit buses (or vans), in a way to

effectively increase the average speed of the group and, at the same time, to reduce the distance

between sequential vehicles, therefore providing a better use of the track. Both road and vehicles, in

this concept, should be adequately prepared to cope with a high degree of complex automation and

controls as well as sophisticated communication system. It is intended that the system will be

organized in the following way: the buses, when they are not in the automated tracks, will have a

driver in its command,exactly as it is in use in conventional buses. As soon as they enter the

automated track, the control of the vehicle is assumed by the automatic system, in charge of

organizing the vehicles in platoons and of guiding them through the lane, controlling direction,

为方便大家复习和考试，特准备此复习材料！——交运09硕士六班：郑大勇。来源——好心人

交通运输专业英语翻译复习材料

acceleration and braking, stopping them at the stations. The system is intended to continually keep

tracking of all involved variables, using sensors installed in the vehicles and along the track.

Processing incoming data, the system should be able to come out with commands to obtain the best

possible group performance. The control of the vehicle is returned to the driver by the time the vehicle

leaves the automated track towards any of the conventional roads in the network, leading it to the final

destination - this is the flexible aspect of this system. The average human driver is too conservative as

compared to automatic handling, lowering the average speed and increasing the distance between

vehicles, therefore, group optimization is poorly achieved for the system as a whole. Considering all

these factors, AFTS will be able to handle larger number of passengers, keeping (even improving) the

passenger capacity limit of regular buses. It can be view as an upgrade of the conventional

transportation system by adding high-tech to raisecomfort levels and the overall performance.

该系统建立在自动控制设备集约利用的基础上，一些设备安装到车辆、导引传感器和自动

化轨道内部服务于公交汽车（或货车），以有效的提高整体平均速度，并同时缩短连续车辆之

前的距离，以更好的利用道路。这样，应该充分装备道路和车辆以与高度复杂的自动化、控制

和复杂通讯系统相适应。这样，应该以以下方式组织系统：当公交车没有在自动化轨道时，应

该像常规公交车一样配有一个司机。一旦公交车进入自动化轨道，车辆由自动化系统控制，负

责组织车队，引导车队穿过车道，控制方向，加速，减速以及在站停车。该系统要连续的保持

跟踪所有包含的变量，并使用安装在车辆和轨道上的传感器。系统应该通过处理输入数据来输

出命令以得到最有可能性的整体绩效。当车辆离开自动化轨道到任一路网中的常规道路时，车

辆控制权返回到司机手里以引导车辆到达目的地。这就是该系统的弹性面。通常人工司机与自

动处理相比过于保守，它降低平均速度并增加车辆间距，因此，没有很好的实现整体系统最优。

考虑所有的因素，自动化弹性运输系统能够处理更大量的乘客，保持（甚至改进）常规公交的

乘客能力限制。通过加入高技术来提高舒适度和整体绩效，该系统是常规运输系统的升级。

It can be observed from the table thatoperationally comes close to subway system showing a

fraction of the deployment costs.

从表中可以看出，虽然调度成本有差异，AFTS与地铁系统很相似。

4 Transit Bus Platoon Evaluation

4.公共交通巴士排长评价

The most important functional aspect of AFTS is the platoon control and the spacing policy

(minimum safe spacing between two vehicles), giving the nature of electronic bars and the application

of vehicle automatic control on the automated lane. The dynamics and the control of urban buses in

platoon formation play an important role to assess the operational envelope of AFTS.

自动话弹性运输系统最重要的功能方面是排长的控制以及间隔政策（两辆车间的最小安全

间隔），给出电子条的性质以及在自动线上车辆自动控制的应用。城市公交车在队列形成的动

态控制中对自动化弹性运输系统的运行状况的评估起重要的作用。

The longitudinal dynamics is very complex and would be better represented as nonlinear system,

but for the purpose of this study simplified models are sufficient. As Kanellakopoulos and Yanakiev

[4] pointed out, many power components as fuel system, intake manifold pressure, engine speed and

the turbcharger rotor have faster dynamics than those related to the vehicle motion ，therefore, it is

plausible to assume a 1” order linear system dynamics , for preliminary control studies. The dynamics

between two consecutive vehicles can be represented by:

纵向动态是非常复杂的，可以更好地表示为一个非线形系统。但是对这次学习的目标来说

简化模型就足够了。就像Kanellakopoulos和Yanakiev指出的，很多电源组件，如燃料系统，进气

歧管压力，发动机转速和涡轮转子充电器等，都比跟车辆运动有关的那些有更快的动态。因此，

对于初步控制学习来说假定这是一个第1阶线形系统动态，是似是而非的。两连续车辆的动态过

程可以反映为：

where d represents perturbations and modeling inaccuracies and k allows separation error

variability. A simple controller that can be applied to this case is the proportional integral controller

(PI). This controller can regulate v, just like 6 with some robustness concerning the perturbations and

non-modeled effects - however this controller has the serious problem of overshooting , which in the

为方便大家复习和考试，特准备此复习材料！——交运09硕士六班：郑大勇。来源——好心人

交通运输专业英语翻译复习材料

case of vehicle platoon control is highly undesirable (an overshoot should lead to vehicle‟s collisions

in the platoon). One way to cope with this problem is to add a nonlinear quadratic term to the

controller, leading to a PIQ. This controller is reasonably robust concerning big errors that can appear

due to aggressive accelerations or braking commands, and eliminates the overshoot problem, what

makes it more adequate to this application. This controller has the following format：

其中d表示误差及建模偏差，k表示误差脱离距离的变动。应用到这种情况的一个简单的控

制器是比例积分控制器。这种控制器可规范化为

v

r

，就像带稳定的扰动和非模仿效应的



。但

是这种控制器存在反应过度的严重问题，这样一来车列控制是非常不可取的（过度反应可能会

导致车列中发生撞车事故）。处理这种问题的一种方法是增加一个非线形的二次过程给控制器，

引导出一个PIQ。这种控制器是可以被侵略性的加速度或者是制动指令触发的合理稳定的大误

差，同时也是合理地消除反应过度问题，这种消除能让应用更充分。这种控制器有如格式：

In the actual bus platoon control system, nonlinear effects are important and aggravated for

constantly changes in the operational conditions of the vehicles, such as number of passengers ,

influencing the total mass, environmental conditions that affect the engine efficiency,etc. Thus, the

adoption of adaptive controller for the task is highly desirable for the success of AFTS. The PIQ

controller with adaptive gains stands as follows:

在实际的公车列控制系统中，非线形影响对车列运营条件的不断改变是重要的，并且在不

断加深，诸如乘客的数量，总质量的影响，影响工程效率的环境质量等。因此，为了这个目的

采用自适应控制器对于自动化弹性运输系统的成功来说是非常可取的。带自适应收益的PIQ控制

器以如下方式成立：

The updating rule for these parameters can be obtained via Lyapunov functions of the system in

closed loop . Typically headway of the order of 0.1 sec offer good results for passenger vehicles.

Although, for heavier vehicles, this value has to be increased to 1 sec for better results (performance

improvement, safety and platoon stability) - this is due to the fact that heavier vehicles have an

actuation-to-weight ratio typically 5 to 10 lower than passenger cars. Such elevated time headway

increases the spacing between the vehicles in the platoon which is undesirable for urban traffic. Thus,

the variable time headway concept, so intuitive at the outset , can be applied here: if the relative

velocity between two vehicles is positive ( leader vehicle moving faster than the following vehicle ) ,

then it is safe to reduce the time headway with no risks of collision between vehicles - but otherwise ,

if the relative velocity is negative, then the time headway must be increased to achieve the safety

criteria. The variable time headway can be defined as follows:

在封闭环路中，这些参数进一步的规律可以通过这个系统的李雅普诺夫函数获得。典型的

进展，该命令的0.1秒为客车提供了好的结果。虽然对于重车来说，为了获得更好的结果（指运

行的改善，安全及车列的稳定性）这种价值需要增加到1秒，这是由于重车的动到重量比通常比

客车要低5到10个点。这种时间进度的提升增加了车列中车辆间的间隔，而这对城市交通来说是

不可取的。因此，多样的时间进度概念，能归结为：如果两辆车间的相对速度是正的（前面的

车比后面的快），这种时间进度的减少是安全的，车辆键没有撞车的风险 ---- 否则的话，如果

相对速度是负的，时间进度必须增加到到达安全的标准。这种多样的时间进度可以如下定义：

where h,, and c, are design positive constants – this definition assures the positiveness of

headway values (for safety reasons) and restraints it to be exaggerated high , which would deteriorate

the platoon behavior ,otherwise.

其中

h

0

和

c

h

是假定为正的常数，这个定义确保了进展（安全原因）的顺利，以及约束为足

够高，否则会致使车列的恶化。

The adoption of a variable gain for separation error (k) can further improve the overall

performance of the platoon by damping out aggressive accelerations and braking. Others control

strategies for application in complex dynamic systems such as AFTS are in course, for fast real time

actuation having highly adaptive adjustments and optimization features , in spite of the dynamic

variability behavior of the system. It is worth to mention non conventional control schemes , based

upon artificial intelligence techniques (AI) and highly adaptive nonlinear robust controllers .

误差脱离距离可边增益的采用能通过限制过度的加速度和刹车来更大地改进车列的整的运

为方便大家复习和考试，特准备此复习材料！——交运09硕士六班：郑大勇。来源——好心人

交通运输专业英语翻译复习材料

行。在象自动化弹性运输系统这样复杂的动态系统中，尽管系统是动态多样的，为了快速实时

驱动具有自适应调整和优化功能，其他的控制策略正在研究中。有必要提到基于人工智能技术

和高度自适应非线形稳定控制器的非传统的管制计划。

5 Simulation Results

Simulations have been carried out with the control system proposed to AFTS using the software

Matlab @. For this study, it was assumed totally symmetric behavior with regard to the bus

acceleration and braking dynamics. The platoon is composed of 4 similar buses running on a 5 km

road. The platoon comes to full stop at stations spaced 500 m apart for periods of time compatible

with passengers flowing in and out of the vehicles , with 10 stations in the simulated route. Typical

transit bus parameters were derived to represent the bus dynamics and the individual automatic

controllers , and to composed the bus platoon.

利用Matlab建议给自动化弹性运输系统的控制系统，仿真已经被实施出来了。为了这个研

究，我们假定关于加速度和刹车的动态都是完全对称的。车列是在5公里的路上由4辆类似巴士

的行驶组成。在模拟线路上有10个站点，车列会在几个时间段完全停靠在500m空间的几个站点，

包括了旅客的进出站。典型的城市公交车参数被用来指导巴士的动态性和各个自动化控制器，

以及车列的形成。

The velocity profile (fig 4) imposed to the platoon leader was designed to travel the route

between stations in reasonably short times , keeping acceptable levels of smooth accelerations and

braking commands. The average reference velocity for the platoon on the simulated route was fixed at

25 km/h, which is higher than those observed for urban buses in Great S b Paulo and is of the same

magnitude of subway systems for this route.

速度的流程图以车列第一辆车为参照，这是设计用来在合理短的时间内在站间的线路上行

驶，保持加速度和刹车指令的平滑度在可接受的水平上。在模拟线路上车列平均相关速度固定

为25km/h，这个速度比观察到的圣保罗的城市公交车要高，和这条线路的地铁系统是同等级的。

Four variables were evaluated in the simulations: velocity, longitudinal acceleration, separation

between two buses inside the platoon and distances of the following buses in the platoon. The results

obtained are shown in figs. 5 to 8

模拟实验中评价了四个不同的变量：速度，纵向加速度，车列中两车的分离，以及车列中

跟随车之间的距离。得到的结果在图表5到8中显示。

The station stop time was assumed to be 30 seconds which can be achieved by adequately

changing the access mode of the conventional buses when introducing AFTS. The accelerations

remained within acceptable levels ,lower than 0.2 g in general (fig. 6)- it can be further improved by

tuning the controllers to attenuate high frequency oscillations.

车站停留时间安排为30秒，这当介绍自动化弹性运输系统的时候通过充分改变普通公车的

进站模式是可以达到的。加速度一般维持在低于0.2g的这种可接受的水平，这可以通过调整控

制器，衰减高频率的震荡的来获得更进一步的改进。

It can be observed that the spacing between two buses inside the platoon oscillates around 1.5 m,

even when running at 70 k d h , the spacing is kept around 2 m ,(fig. 7). Considering that a driver

handling a conventional bus at this velocity tends to keep a minimum distance of 7 to 10 m , the

results show the potential of AFTS to increase the capacity of the existent city exclusive lanes,

supporting larger number of vehicles in the same street space at higher average speed, when compared

to the conventional system.

能观察到，车列中两车的间隔在1.5m附近震荡，甚至当在70km/m运行的时候，间隔维持在

2m左右，（表7）。考虑到驾驶普通巴士的司机在这个速度下要保持7到10米的最小间隔，这结

果显示了和传统运行系统比较，自动化弹性运输系统在城市专用线上增加车流量的潜力，在同

一条街道上可以更高的运行速度运行更大量的车。

Finally, it can be observed that the running platoon has a total length lower than 40 m (fig. 8) -

totally acceptable for major traffic network in urban areas.

最后，能观察到运行车列有有低于40米的总长度（表8）----对于城市范围的最大交通网络

来说这是完全可接受的

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6 Conclusions

6.结论

The AFTS concept embeds the nice features of system flexibility found on conventional systems

of buses and vans , that is the capability to easily reroute the vehicles . Similarly the desirable aspects

of safety , reliability and high speed only found on captive track systems such as trains and subways

are partially kept on , though at lower cost. This preliminary study shows the potentiality of AFTS as a

means of urban transportation. The controller plays a crucial role to acceptably maintain very short

and safety distances between vehicles in spite of the platoon speed while still keeping smooth

accelerations, therefore set upon it.

The results obtained so far are encouraging to pursue further research , specially for growing

metropolitan areas , where the system can assume the characteristics of network of automated lanes

with many possible configurations using preexistent city streets and avenues. Some nice features of

network expansion and reconfiguration , real time optimization , still remain to be explored on the

AFTS concept as a relevant complement to conventional systems. The investigation on these AFTS

issues and of the complexity implied by the concept will be pursued further on

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DEVELOPING APPROPRIATE AUTOMATION FOR SIGNALLING AND TRAIN CONTROL

ON HIGH SPEED RAILWAYS高速铁路上为信令与列车控制发展适当的自动化

SYNOPSIS

Recommendations for safety improvementsfollowing railway accidents have traditionally

included increased automation of railways. Whilst such automation has in many cases brought about

safety improvements, this paper highlights the need for careful assessment of appropriate automation

to ensure that the skills of the human operator are maintained and that safety benefits can be

developed effectively in practical applications.

在铁路事故之后建议安全改进照惯例都包括了加强铁路自动化。虽然在很多案例中这种自

动化带来了安全改进，但是本文着重于仔细评估适当自动化的需求以保证在实际应用中人工操

作技巧得以传承，安全效益得以有效提高。

The paper includes case studies of high speed railways, including options considered for the

development of the new high speed link between London and the Continent – the Channel Tunnel Rail

Link.

本文包括高速铁路案例研究，包含伦敦和大陆新高速联结——英吉利海峡隧道铁路连接的

发展选项。

The authors address key issues of current concern relating to the safety control of railways

through Automatic Train Protection (ATP), and will compare UK and French approaches to this. The

French approach of leaving the driver in charge with no additional in-cab information has allowed

them to introduce ATP much more rapidly than the British approach of trying to develop complex in-c

ab displays.

作者提出关于通过列车自动保护系统安全控制铁路的当前关注的重点，并将与比较英法两

国研究进行比较。法国研究中司机负责时没有额外车载信息，而英国研究了发展复杂车载显示，

使法国引进ATP较快。

The paper outlines the development of automation in control of railways and will give examples

of current technology and the associated human factors issues such as:

Cab signalling and the role of the driver;;Automated route setting and management of degraded

modes;Automated track and catenary protection systems;

本文概括了自动化控制铁路的发展并给出当前技术的例子和相关人为因素，如：驾驶信号

和司机角色；自动进路开放和管理退化模式；自动追踪和接触网保护系统

The presentation will use railway case studies to draw lessons from operational experience and

from the design of major railway projects, including the Channel Tunnel Rail Link(CTRL,) .

本文将利用铁路案例研究从操作经历和大型铁路工程设计中得到经验，包括英吉利海峡隧

道铁路连接（CTRL）。

INTRODUCTION

引言

The relationship between the requirements for a railway system, that is, the transport demand, the

constraints and resources applied, and the were explored by Schmid et a1 [1998]. This was illustrated

by a high level IDEF0' [Yeomans et al, 19981 type representation of the railway system as shown in

Figure 1.

Schmid et al探究了铁路系统需求间的关系，即运输需求，限制和资源应用以及系统产物—

—运输产品。这由一个高层次的IDEF0类型代表性的铁路系统作为说明如图表1所示。

This input-output diagram represents the way in which the system responds to a transport

demand while respecting the constraints imposed by the timetable, regulations and rules of the route

and using the resources of staff, power, track and rolling stock.

当考虑到时间表限制、规章、线路规则、人力资源、动力、轨道和机车时，这个输入输出

图表代表了系统对运输需求的反应方式。

Unlike the road mode of transport, railways require close co-operation between the personnel

responsible for the management and maintenance of the infrastructure, staff operating the trains and

the people in charge of the train control function (dispatchers and signallers). Similar levels of

co-operation must be achieved in the air transport industry but the three-dimensional nature of air

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space and the lack of a fixed guideway offer pilots morefreedom and more opportunities to avoid

conflicts .

不同于公路运输，铁路要求管理人员和基础设施维护人员、列车操作员以及列控人员（调

度员和信号员）之间的紧密合作。在航空运输工业必须达到相似水准的合作，但是航空航天的

三维性质和固定导轨的缺失给导航员提供更多的自由和机会避免冲突。

Once a physical route has been set, with points acting to select the route taken by a train, the train

can only avoid an obstruction or a train travelling in the opposite direction by braking before reaching

the point of potential e of the limited coefficient of adhesion of the steel wheel to steel

rail interface, there are substantial braking distances involved (e.g., about 3500m at 250kmh). Track

quality must be to a high specification for the same reason since train drivers can not rgspond in a

timely manner to faults in the running line.

一旦为一列车确定了进路，列车只能在到达潜在冲撞点前制动来避开障碍或对向列车。由

于轮轨接触面黏着系数的限制，就存在着一定的制动距离（时速250km大概3500m）。因列车司

机不能及时对运行线路错误做出反应，所以轨道质量必须达到高规格。

In most occupations, slips and errors resulting from a cognitive failure [Reason, 19901 similar to

that of passing a signal at danger (SPAD), will result in a reprimand, a warning or a fine. However,

laws and regulations governing train drivers‟ and signalling staffs responsibilities generally allow the

imposition of prison sentences for neglect or dereliction of duty, combined with sanctions such as

dismissal and loss of pension rights.

在大多数职业中，事故和过失源于认识失误类似于冒进，将被斥责、警告或罚款。然而，

决定列车司机和信号员的责任的法律和规则一般允许对玩忽职守的员工判监禁结合解雇和免除

养老金领取权等裁决

It is thus essential that the tools provided for drivers and other railway staff are of the highest

practicable standard. . Particular care must be taken in the design of the human-machine interfaces in

railway control systems because any slips or errors may lead to loss of life or financial penalties. Poor

traffic management, for example, will lead to lost train paths, reduced capacity and therefore the

imposition of penalties.

因此提供司机和其他铁路员工最高可行标准的工具非常重要。因为任何事故或错误可能导

致人员死亡或经济处罚，所以在铁路控制系统中必须特别注意人机交互接口设计。例如不良交

通管理将导致脱轨、能力减少而罚款。

DEVELOPMENT OF AUTOMATION IN SIGNALLING信号自动化发展

Many measures taken to improve railway human-machine interfaces have occurred as a result of

railway accidents, such as those of the nineteenth century, which led to the development of basic

interlocking systems.

铁路事故致使采取很多措施以改进铁路人机交互接口，比如那些19世纪的措施，导向基础

连锁系统的发展

The Armagh accident of 1889 resulted in a “Regulation of Railways Act” of the same year.

[Schneider et a11]1968. This provided the signaller with some protection against error by preventing

more than one train from being routed into a section at a time, [absolute block working] or conflicting

routes being established. Railway users were thus normally protected from errors generated by the

signaller.

1889年的阿尔马事件导致同年出台了《铁路规章法案》。这给信号员提供了一些避免将多

列列车同时排入同一进路的保护措施，绝对闭塞工作或防止冲突线路建立。因此通常使铁路用

户免于受信号员过失的影响。。

However, the system was still based upon the principle of the driver stopping at red signals.

Railways were not protected from the consequences of errors made by the train driver, whether caused

by inattention, misjudgement of braking conditions or overspeeding.

然而，系统仍然建立在司机见红灯就停的这个原则的基础上。铁路需要承担由司机不管是

由于粗心、误判制动环境或超速而造成的失误

Indeed, apart from systems such as Automatic Warning Systems, which only apply the train‟s

brakes if the driver fails to acknowledge a warning of a yellow or red signal, UK main line signalling

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continues to rely on the train driver to obey signals.

事实上，除了诸如自动警报系统以外，英国干线信号依然依靠列车司机遵守信号。自动警

报系统，即只在司机没有确认黄灯或红灯警报时采用列车制动，英国干线信号机继续依靠列车

司机遵守信号。

Enquiries following accidents at Clapham Junction and Purley in the 1980‟s recommended the

provision of Automatic Train Protection (ATP). This is a safety-critical system which cause the train‟s

brakes to be applied if:

1980年克拉彭枢纽和邻近郊区事故调查建议列车自动保护条款。这是在下列情况下采用列

车制动安全关键系统。

The driver fails to obey a signal.;The driver overspeeds or fails to brake in time,

司机没有遵守信号;司机超速或没有及时制动

Following these recommendations, British Rail launched two pilot schemes to test the operation

of ATP systems, one on the Great Western lines out of Paddington, the other on the Chiltern Lines out

of Marylebone. Both systems are still in operation.

下列建议，英国铁路发起两个试用方案来测试ATP系统的运行，一个在帕丁顿外的西部大

铁路，另一个在Marylebone外Ciltern线。两个系统仍在运行中。

As a result of experience gained in these trials, it was decided that the costs of ATP provision

were in excess of the benefits (measured in equivalent fatalities prevented) and further development of

ATP was abandoned in the early 1990‟s. Development continued of a simplified system, known as the

train protection and warning system (TPWS) which provides an enhanced level of protection

compared with AWS, but not the same level as full ATP.

在这些试验中得到经验，即ATP条款成本大于利润，并且ATP的长远发展在在1990年早期

被放弃了。继续发展了简化系统，即通常所说的列车保护和预警系统（TPWS），它提供比AWS

更高水平的保护措施，但是与ATP不是同一层次的。

Recent accidents at Ladbroke Grove and Southall caused by drivers passing signals at danger

have, however, pushed the question of ATP back onto the political agenda.

然而，最近在Ladbroke和索撒尔发生的司机冒进的事故已经促使了ATP问题回到行政议程。

Mechanical ATP has been used since 1900 on London Underground, and other ATP systems

based on transmission between ground-based devices such as loops and beacons have long been

employed in some European railways.

从1900年开始机械ATP就在伦敦地铁试用，而其它基于地面设施之间传输的ATP系统，如

环线和信号灯等在一些欧洲铁路被长时间的运用。

One of these railways is French Railways (SNCF). ATP has been provided on all French

high-speed lines and has been progressively introduced on all other lines over the past 15 years.

这些铁路之一就是法国铁路（SNCF）。ATP已经在法国所有高速铁路上使用，并且在过去

的15年里逐步的引进到所有其他线路。

The authors will argue that one of the factors that has enabled the SNCF to progress the provision

of ATP whilst it has remain stalled in the UK is a difference in approach to the human factors of train

driving.

作者主张使SNCF能够在ATP条款停滞于英国时得到发展的一个因素是接近列车驾驶人为

因素的差异。

ATP on French Railways

法国铁路ATP

High Speed Lines in France are equipped with TVM430, an advanced cab signalling and ATP

system which ensures that the driver maintains the speed of the train below the braking envelope

法国高速铁路安装了TVM30，即先进的驾驶室信号设备和ATP系统，它确保司机保持列车

速度低于制动范围。

This signalling system provides proceed, speed restriction and stop orders through indications in

the train driver‟s cab, rather than by controlling lineside signals. Lineside markers, which are

numbered, reflective metal signs on posts, show the point by which the order (such as to stop) must be

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obeyed.

这个信号系统通过列车驾驶室的指示提供前进、速度限制和停车命令，而不是通过控制铁

路沿线信号。铁路沿线编号金属反光信号标志表明必须遵守诸如停车之类的命令。

This system also monitors the train‟s speed and applies the emergency brake if the driver fails to

brake in time, so that it stays below a prescribed speed envelope (usually 5 to 20km/h over the speed

restriction displayed, within a given range.

这个系统也监测列车的速度并且在司机没有及时制动时紧急制动，以使列车保持一个在一

定的允许范围超过显示的速度限制并低于规定的速度范围（通常5~20km/h）的速度。

This process is illustrated in Figure 2, where a the braking curve and cab display of a train

operating on a TVM 430 signalling system is shown2. Flashing indications show that, at the next

marker, a more restrictive (slower) aspect will be displayed.

图表2对制动曲线和在TVM430信号系统下列车运行的驾驶室显示过程进行了说明。已经通

过减少速度带的数量对该图表进行了简化。当前300km/h高速铁路上使用的就是TVM430。闪光

指示表明在下一个闭塞分区限速更低。

With the addition of a non-safety-critical driving computer, this system has some of the

characteristics of an Automatic Train Operation (ATO) system. The train driver could, theoretically,

relinquish the control of the train‟s speed to the on-board computer system, monitored by the

safety-critical ATP. The driver could simply maintain timetabled departures from stations and handle

exceptional situations, effectively acting as machine minders with an obligation to observe the track,

but no more. However, since TVM430 is essentially a block based speed control system, such an

approach would result in poor energy efficiency, frequent changes from acceleration to coasting and

deceleration and even in “bunching” of trains.

再加上一个非安全重要性操作计算机，该系统就具有自动驾驶系统的一些特性。理论上列

车司机可以将列车速度控制权让于车载计算机系统，由安全重要性列车自动保护系统监控。司

机只需按时发车并且处理特殊情况，作为机器管理员负责观察轨道。然而，因为TVM430本质

上是基于联锁的速度控制系统，这种做法会导致低能效，由加速到惰性到减速频繁变化甚至串

车。

Moreover, despite the high standard of fencing used to protect the high speed lines, there have

been occasions where large animals, such as deer, have gained access to the track. The driver therefore

needs to remain vigilant.

此外，尽管有用于保护高速铁路的高标准栅栏，仍然有可能有大型动物，如鹿等接近轨道。

司机因此需要保持警惕。

SNCF chose to make it the driver‟s responsibility to comply with the timetable while ensuring

minimal energy use and best possible comfort for travellers. Even on the TGV Nord line with its many

long straight stretches, the driver is expected to use his or her route knowledge. Based on the working

timetable he or she adjusts the power supplied to the motors for good timetable and energy

performance, while observing the top speed mandated by the TVM430. The task is suited to the

capability of human beings since it is a multivariable control task with a limited number of

parameters.

法国铁路让司机承担遵守时刻表的责任，同时保证最小能耗和提供给乘客可行的最高舒适

度。甚至在具有很多长直线路的TGV高速铁路上，也需要司机运用其线路知识。当遵守TVM430

规定的最高速度时，司机以工作时刻表为基础调整提供给发动机的动力以得到良好的时刻表和

能效。该任务是一个有有限个参数的多变量控制任务，因此它适应人工的能力。

A key benefit of this human centred approach can be found in the relaxed way in which drivers

deal with the problem of operating the TGV trains on the conventionally signaled approach to Paris.

Drivers cope easily with a changed situation even though this can be very demanding when the final

part of the journey is affected by congestion, due to the challenges required to take meaningful

decisions throughout the whole of a journey.

这个以人为本的方案的一个重要的好处在于司机可以轻松地处理在传统信号线路上驾驶

TGV列车到巴黎这样一个问题。由于在运行全程做重大决定的挑战，即使在运行最后被拥挤影

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响时非常吃力司机也可以轻松的处理变化环境。

Similarly, the ATP system installed on the remainder of the SNCF network, known as KVB

(„Contr6le de Vitesse par Balise‟, i.e., monitoring of speed using beacons) is largely invisible to the

driver. It generates a control curve and monitors train speed against it. If the train speed exceeds the

control curve the emergency brake is applied.

同样的，ATP系统安装在发过铁路网的其它部分，通称KVB（也就是使用信标控制速度），

对司机而言大部分是无形的。它产生了一个控制曲线并针对控制曲线监测列车速度。如果列车

速度超过了控制曲线紧急制动就会被启用。

This contrasts with the British approach, which was to provide a complex display to the driver to

inform him or her continuously at what speed he or she should drive. This generated complex human

factors issues in requiring the driver to observe both an in-cab display and lineside signals, and

complex technical issues in ensuring coherence between the lineside and in cab signals. It also

required major modification to the trains to provide the in-cab display.

这与英国方案不同，英国方案是向司机提供一个复杂的显示来连续告知其应该驾驶的速度。

这在要求司机同时观察车载显示和路面显示时产生了复杂的人为因素问题，在确保路面和车载

信号的一致性时产生了复杂的技术问题。它也要求主要部分的修改以给列车提供车载显示。

The complexity of the system, its acceptability to operators and its cost were therefore increased,

without any increase in the level of protection over that provided by the SNCF approach.

英国系统的复杂性，操作员的可接受性和它的成本都增加了，但在保护水平上与法国方案

相比没有任何提升。

控制室自动化

The work of the signaller has also changed since the early days of the railways. Photographs of

early signal boxes, such as that shown in Figure 3, demonstrate that the signaller controlled a small

area of the rail network, with points and signals operated by manual lever frames. Communication

between many signal boxes was therefore required to route a long-distance train.

从铁路早期开始信号员的工作也已经改变了。早期信号箱照片显示信号员控制了铁路路网

的一个小区域，以杠杆架人工操纵尖轨和信号。因此需要许多信号箱之间的通讯以便开行长距

离列车

As electrically power-operated signaling progressed, these signal boxes were grouped together to

provide larger area signal boxes, with geographic push-button panels, as shown in Figure 4.

当电动操作信号发展后，这些信号箱被集合起来提供更大操纵区域的信号箱，并带有地理

按键式面板。为列车排进路的任务被几个信号员共同承担以便从单个的信号箱操纵路网的一个

较大区域

The task of setting routes for many trains was then shared between several signallers, operating a

larger area of the network from a single box.

At this stage, the actions required to set routes were manual, and so a „chef d‟orchestre‟ or

controller would make overall regulation decisions, instructing the team of signalers over what route

to set.

在这个阶段，安排进路都是人工安排的，并且因此控制者可以做整体决定，指示信号员组

决定安排哪条进路。

As railways have reduced the headway between trains, so solutions have been required to assist

the signaller in setting routes.

因为铁路已经缩减了列车间距，那么需要有解决方法来协助信号员安排进路。

Computerised systems, with links between the timetable and the signalling system, haveenabled

automatic route setting to be introduced, with varying degrees of success. At its worst, the operator

has a system which only works when all trains are on time, and has to be switched off when trains are

delayed.

计算机化系统，在时刻表和信号系统之间存在联系，使引用自动排进路成为可能并有不同

的成功度。在最糟的时候，操作员有只在所有列车准时才会工作的一个系统，且该系统并在列

车晚点时必须被关闭。

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The balance to be achieved is that of providing adequate automation to permit the signaller to

focus on key tasks, while avoiding undesirable consequences of automation.

达到平衡是提供充分自动化来允许信号员在避免不良自动化结果的同时着重于重点任务。

Consequences of Automation

自动化结果

Area of sed remote control may give an operator a wider area of influence, and

improved means of dealing with incidents, since he/she may have a clearer picture of events

influencing the outcome of decisions taken. The operator thus needs experience of a larger area.

区域影响：增加的远程控制可能提供给操作员一个更广的影响区域和改进了的处理事件方

法，因为操作员会有一个更清晰影响决策结果的事件图像。因此操作员需要一个更大区域的经

验。

If the division of tasks between the operator and automated systems is carefully assessed, such a

system may make good use of the operator‟s skill in synthesising information from a number of

sources as an aid to recovery from incidents.

如果操作员和自动化系统任务分工是经过仔细评估的，那么这样一个系统能够很好的利用

操作员在利用资源合成信息方面的技巧帮助从事件中恢复。

The operator may also have more time available for effective management of incidents, if routine

tasks are automated.

如果例行任务是自动化的，操作员也会有更多的可用时间来有效地管理事件。

Degraded Mode Operations. Care must be taken in systems design to consider the return to

manual operation which may be necessary in certain degraded modes.

退化操作模式：在系统设计中必须注意考虑在特定的退化模式下返回到人工操作的必要性。

其中的一个例子就是为英吉利海峡隧道而作的初步的信号设备和列车控制设计。

An example of this is the initial design of signalling and train control for the Channel Tunnel.

Because Automated Route Setting had been incorporated in the design, the designers did not

consider that when incidents required the controller to set routes manually, 143 keystrokes‟ were

initially required to send one train from Folkestone to Calais.

Operators were therefore at risk of making errors which, while they could not in themselves

cause a safety-critical accident, could lead to a situation where one occurred.

This is a case that demonstrates that automation may not always remove human error and indeed

may create new sources of human unreliability, as highlighted in Bainbridge‟sdescription of the

“ironies of automation”.

因为自动进路安排已经被纳入设计，设计者没有考虑何时事件需要控制者人工安排进路，

143次击键输入最初被用来将列车从福克斯驾驶到加来。因此，当操作员自身没有造成安全重要

事故时他们冒着犯错的危险，其中一个错误发生可能会造成一个状况。这个事例说明自动化不

能总是消除人工失误并且确实可能产生人工不可靠性的新源头

Reduced staffing. Centralisation may result in reduced staffing for local control and fault

rectification. The remote operator must therefore find a safe means of re-configuring his or her system

(for example to keep trains running or to ensure that the electrical network is still supplied). A

first-line assessment of fault conditions and implications for safety is required.

裁剪员工：集中化可能导致本地控制员工裁剪和错误校正。因此远程操作员必须找到一个

安全的方法改装其系统（例如保持列车运行或保证电网仍在供应）。一个首期线路需要故障条

件评估和安全影响。

The system must therefore provide adequate information to permit this and the operator must

have the skills and training to interpret the information correctly.

Remote condition monitoring can therefore assist with the prediction of faults,. so that

maintenance may be undertaken before the fault causes a critical network problem.

因此系统必须提供充足的信息来允许这些并且操作者必须有技巧和训练来诠释信息安全正

确性。远程环境监控能够协助错误预告，因此能够在错误造成严重网路问题前采取养护措施。

More Complex Interfaces. As automation and remote control increase, the system interfaces to

be managed by the operator may become more complex to manage.

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One of the issues for railways is that of safe maintenance of track and Overhead Line Equipment

(OLE).

更多复杂接触口：当自动化和远程控制增加时，由操作者管理系统接触口可能更加复杂。

其中之一就是铁路轨道安全维护和架空线设备。

The Hatfield accident has shown the criticality of track maintenance, whilst time available to

undertake it between commercial service periods has become more constrained.

Possession requests and checking take up a great deal of the time spent between signaler and

possession managers all of whom need, in general, the granting of their possessions as soon as

possible after the day‟s last train has passed.

哈特菲尔德事故表示了轨道维护的临界，当在商业服务时期维护轨道的可用时间已经更加

少了。请求占用和确认占用在信号员和占用管理者之间花费了大量的时间，他们都需要在当天

上一列车刚通过便同意占用。

Much of the work required is the routine verification that the request is in accordance with

possession planning and that conditions for granting the possession are satisfied.

Since this is information held on computerized systems, much of that data can be checked

automatically. SNCF already uses such a system, and this is being studied for use on the CTRL.

很多工作是例行核对请求占用与占用计划是否一致并且同意占用的条件是否被满足。因为

这些信息在计算机化系统是控制的，很多数据能够自动核对。法国铁路已经开始使用这样一个

系统，并且正在研究以用于CTRL。

The system provides automated verification of the routine items, with a final validation by

thesignaller before the possession is granted. At any time prior to granting the possession, the signaller

switch a possession to “level 2”. This requires the possession manager to contact the signaller to make

a manual request, for example, when the signaller is notified of a signalling failure, unplanned train

movements or late-running works on another line.

这个系统提供例行事项自动核对，在占用确认前由信号员最终确认。在同意占用前的任何

时间，信号员将占用转换到“标准2”。这就要求占用管理员联系信号员做出人工请求，例如，

当信号员得知信号错误，未安排的列车动向或在另一线路上晚点时。

Any discrepancy between the planned works and the possession manager‟s request will also

cause the system to switch to “level 2”. Since the system database contains a listing of the manager‟s

current competencies , any request outside these will generate the same response.

System users on SNCF reported that the system presented a number of advantages. It reduced the

time needed for routine tasks and was welldesigned, in terms of the validation required and they liked

the tool which permits the signaller to designate the possession as “level 2.”

计划工作和占用管理员请求的任何不一致也会造成系统转到“标准2”。因为系统数据库包

括了一系列管理员当前权限，任何越权请求将会产生同样的反应。法国铁路系统使用者提出系

统有很多优点。它减少了日常工作需要的时间，在确认需要方面精心设计。他们喜欢允许信号

员以“标准2”表明占用的功能。

From the point of the possession managers, they can request possessions without having to wait

in a „telephone queue‟ to contact the signaller.

At handback for commercial service, the system prompts the possession manager to state whether

there are any special restrictions associated with the return to commercial traffic; if there are

conditions, the handback is then treated as a “level 2”. This reminds the possession manager to state

whether any Temporary Speed Restrictions are required, for example. 3

从占用管理者角度看，他们没有必要等待电话联系信号就能请求占用。在及时盖印商业服

务，系统促使占用管理员说明是否有任何与返回商业交通相关的特殊限制。如果有条件，及时

盖印就被看做“标准2”。这提醒占用管理员进行说明，例如是否任何的及时速度限制被。

CONCLUSION

Many changes in railway signalling and train control have arisen in response to accidents.

Recommendations for safety improvements following railway accidents have traditionally included

increased automation of railways. However, whilst such automation has in many cases brought about

safety improvements, this paper has highlighted the need for careful assessment of appropriate

为方便大家复习和考试，特准备此复习材料！——交运09硕士六班：郑大勇。来源——好心人

交通运输专业英语翻译复习材料

automation to ensure that the skills of the human operator are maintained and that safety benefits can

be developed effectively in practical applications. Examples of effective automatic train Protection

have been given, which avoid mixing lineside and cab signalling indications, and have therefore been

simpler to implement and more reliable in use. Furthermore, the application of automation to the work

of signaller has been outlined, and examples given of pitfalls to be avoided.

铁路事故引起了很多在铁路信号设备和列车控制方面的变化。铁路事故之后的安全改进建

议照常已经包括铁路自动化发展。然而，虽然这些自动化在很多事例中带来了安全改进，本文

却着重于仔细评估适当自动化的需求以保证在实际应用中人工操作技巧得以传承，安全效益得

以有效提高。已经给出了有效列车自动保护的例子以避免混淆沿线和车载信号指示，并且因此

使实现更加简单在运用中更加可靠。此外，信号员工作自动化的应用已经被列出，并且已给出

错误例子以避免犯错。

The final examples, of automated possession systems, have highlighted benefits which will be

taken on board on the Channel Tunnel Rail Link, and are already in use elsewhere. Appropriate

automation of railway systems can therefore assist in permitting the operator to focus on tasks

requiring human judgement, and can permit more effective use of existing resources.

最后的自动化占用系统例子，已经着重于在英吉利海峡隧道上安装的收益，并且已经在别

处运用。因此适当的铁路自动化系统能允许管理员着重于人工判断，并且允许更有效的利用现

有资源。

为方便大家复习和考试，特准备此复习材料！——交运09硕士六班：郑大勇。来源——好心人