CTCS-2級列控系統資料英語翻譯-中英對照
1 CTCS-2級列控系統 CTCS Train Control System Level 2
CTCS-2級列控系統是基于ZPW-2000軌道電路+點式應答器傳輸列車運行許可信息并采用目標距離模式監控列車安全運行的列車運行控制系統。CTCS-2級列控系統在客運專線將主要用于實現兼容250km/h以下鐵路線列控系統和作為ETCS 2系統的備用系統使用。
CTCS Train Control System Level 2 is a train control system based on ZPW-2000 track circuit, which applies a point balise to transmit train operation licence information and adopts object distance mode to monitor safe running of trains. For passenger dedicated lines, CTCS Train Control System Level 2 will be applied mostly in compatibility of control system of railway trains with speed below 250km/h and will be used as the backup system of ETCS System Level 2.
1.1 技術原則Technical Principle
1.1.1.1 區間不設地面信號機，以車載顯示作為行車憑證。Set up no ground signal device in the space intervals but take train display as its travelling basis.
1.1.1.2 在各閉塞分區入口、進站信號機、出站信號機等處設置應答器組（兩個以上）設備，為列車提供運行前方線路參數、臨時限速等信息。Install balise units (more than two) for each block range entrance, home signal device and starting signal device to offer data such as parameter of lines ahead and temporary speed limit for trains.
1.1.1.3 在各出站信號機前設置應答器，為列車提供絕對停車信息（需新增CTCS報文）及列車發車進路信息，當軌道電路信息為HU碼和無碼時，接收到此信息列車立即實施制動停車。防止極端狀態下列車冒出信號機。Install balise ahead each starting signal device to offer absolute stop information (updated CTCS massage shall be required) and departure and arrival information for trains. When track circuit signal is displayed as HU code or no code, the train receives this signal will shall brake to stop immediately to prevent output signal of the train under extreme conditions.
1.1.1.4 用于列車定位的兩個相鄰應答器（組）間距離不能超過1500米。The distance between the two adjacent balises (units) for positioning of trains shall be never over 1,500 meters.
1.1.1.5 區間線路、車站正線、車站股道采用ZPW-2000（UM）系列軌道電路，連續為列車提供運行前方閉塞分區空閑、道岔側向進路等信息。同載頻且相鄰軌道電路（線間距5米）長度超過650米時，應進行分割，以避免鄰線干擾。Interval lines, station main line and station track apply ZPW-2000（UM）series track circuit, which continuously offers trains with such information as free block range ahead and diverted direction entry of turnout. Adjacent track circuits with the same carrier frequency (distance between lines of 5 meters) shall be split up to avoid interference if their lengths exceed 650 meters.
1.1.1.6 對于簡單中間小站，道岔彎股采用跳線與直股并聯的方式實現軌道電路功能。對于復雜大站，道岔彎股采用插入25Hz相敏軌道電路的方式實現軌道電路功能。For a simple interval small station, turnout bending rail achieves its track circuit function by means of parallel connection of jumping wire and straight rail. While for a complex large station, turnout bending rail achieves its track circuit function by means of inlaying phase-sensitive track circuit.
1.1.1.7 為解決相鄰軌道電路絕緣破損時縱向串碼信號升級危及正線行車安全的問題，各側線股道出站信號機外方設置50米短軌道電路。當信號關閉，該軌道電路發H碼，當信號開放，該軌道電路與股道發相同碼。Set up 50m short track circuit outside starting signal devices of each side track to settle the problem that the upgrading of longitudinal cross code signal caused by insulation failure will endanger travelling on main lines. The track circuit will send code H when signal is closed down; the track circuit and track will send same code when signal is open.
1.1.1.8 車站、區間中繼站設置以2X2取2安全計算機為平臺的列控中心（TCC），依據聯鎖進路、軌道占用、臨時限速等信息，控制各軌道電路設備發碼、應答器臨時限速、應答器列車進路等信息。Set up train control centre (TCC) with 2X2 fetch 2 safe computer as its platform at railway stations and interval relay stations to control each track circuit equipment to send codes, temporary speed limit of balise and train entry information supplied by balises according to data such as interlock entry, track occupation and temporary speed limit.
1.1.1.9 通過設置在進站信號機、出站口、區間中繼站等處有源應答器為列車提供區間線路、車站正線的臨時限速信息，臨時限速以閉塞分區為基本單元，速度設45km/h、60km/h、80km/h、120km/h、160km/h、220 km/h共6個等限速級。Set up entry signal device and active balises at the station exits and interval relay stations to offer temporary speed limit data of interval lines and main lines for trains. Temporary speed limit takes block range as its basic unit with 6 speed limit classes such as 45km/h, 60km/h, 80km/h, 120km/h, 160km/h and 220 km/h.
1.1.1.10 對于18號以上的道岔側向進路，在U2S碼的軌道電路入口處設置一個有源應答器（組），通過應答器“CTCS-4”報文向列車提供道岔側向允許列車運行的速度。For the diverted direction entry of turnout with number above 18, set up an active balise (unit) at the tack circuit entrance of U2S to offer the allowable speed of diverted direction of turnout for trains by “CTCS-4” massage of balise.
1.1.1.11 軌道電路采用碼序為：L5-L5-L4-L3-L2-L-LU-U-HU，滿足300km/h速度列車安全運行的要求。The code order of track circuit is: L5-L5-L4-L3-L2-L-LU-U-HU, meeting the requirements regarding safe running of trains with speed of 300km/h.
1.1.1.12 其它條件符合既有線200km/h鐵路CTCS-2列控系統相關規定。Other conditions meet related specifications on CTCS Train Control System Level 2 of existing railway with speed of 200km/h.
1.2 ZWP-2000軌道電路Track Circuit
ZPW-2000A型無絕緣移頻軌道電路，源自于法國高速鐵路UM71軌道電路，經過引進、消化、吸收，再創新的歷程，開發而成。在軌道電路傳輸安全性、傳輸長度、系統可靠性、可維修性以及結合國情提高技術性能價格比、降低工程造價上都有了顯著提高。ZPW-2000A uninsulated frequency-shift track circuit was originated from UM71 track circuit of high-speed railway in France, and devolops till now druing a process of indroduction, digestion, absorption and reinnovation. By now, it has been greatly improved in track circuit transmission security, transmission length, system reliability, maintenanceability and technique-function-price ratio and project cost reduction based on the national conditions of China.
根據客運專線大量使用無碴軌道及橋梁、隧道的特點，為確保軌道電路可靠工作在無碴軌道區段軌道電路按下列條件進行設計。As per the features of passenger dedicated lines mostly applying ballastless track, bridge and tunnel, track circuit in ballastless track section shall be designed on conditions as follows to ensure the reliable work of track circuit.
（1） 道碴電阻ballast resistance: 3Ω/km
（2） 分路電阻shunt resistance: 0.25Ω
（3） 軌道電路設計長度design length of track circuit: 1000m
（4） 軌道電纜最遠傳輸長度為ultimate transmission distance of track cable: 7500m；particular case: 可10000m。
（5） 機車信號最小電流minimum current of locomotive signal: 0.5A at 1700Hz, 2000Hz, 2300 Hz; 0.45A at 2600 Hz.
當軌道電纜長度超過7500m時，應在區間適當位置增設區間軌道電路中繼站。Add interval track circuit relay stations at reasonable places of intervals when the length of track cable exceeds 7500m.
發送器采用1+1冗余方式，接收器采用雙機并用方式，實現軌道電路系統的高可靠性。Transmitter applying 1+1 redundant method and receiver applys two-machine use method to achive high reliablity of track circuit system.
站內軌道電路按下列方案進行設置。Track circuit inside stations will be set up as per the following scheme.
a． 對于復雜大站 For complex large station
站內ZPW-2000A軌道電路的布置將完全按照中國大秦線站內ZPW-2000A軌道電路的布置原則進行軌道電路布置和劃分，即：正線、股道采用ZPW-2000A軌道電路，在較長的道岔彎股插入一段25Hz相敏軌道，以解決彎股較長惡化軌道電路分路問題。The Layout of ZPW-2000A track circuit in the stations will be carried out and divided in full accordance with the layout principle of ZPW-2000A track circuit in the sation of China Daqin Railway Line. Namely, main lines and tracks apply ZPW-2000A track circuits and inlay a 25Hz phase-sensitive track into longer turnout bending rail to settle the problem of long bending trail worsening track circuit shunt.
b． 對于高速線中間站For interval stations in high-speed lines
由于這類車站的規模小，軌道電路區段數量有限，可以根據實際站場情況進行軌道電路區段的劃分。站內軌道電路采用ZPW-2000A軌道電路。其并聯方式如下：
Track circuit section may be divided according to actual station conditions owing to small size of these stations and limit sections of track circuit.
道岔區段軌道電路長度要求：Length requirement of track circuit at turnout sections:
機車信號電流要求為current of locomotive signal shall be 500mA（1700Hz, 2000Hz和and 2300Hz）or 或450mA（2600Hz）的條件下，and the length of track circuit is as follows軌道電路長度如下：
軌道區段類型Types of track sections 分路電阻（Ω）Shunt resistance（Ω） 道床漏泄Track bed leakage
（Ω•km） 軌道電路允許的最大長度（m）
Maximum allowable length of track circuit
道岔區段Turnout sections
（two branches included含兩個分支） 0.15 2 600
電源要求Power requirement
（1） 軌道電路設備只有發送器、接收器是有源設備，其它設備是無源設備。Only transmitters and receivers of track circuit equipment are active components, and other are passive components.
（2） 電源電壓范圍：直流23.5V～24.5V。Voltage scope of power: direct current 23.5V-24.5V.
（3） 發送器正常工作時負載為400Ω，輸出功率為1電平時，耗電為5.55A；當負載短路時耗電小于10.5A。The load of transmitter under normal operation is 400Ω, and when output power is 1 level, its power consumption will be 5.55A. Its consumption will be less than 10.5A when short-circuit of load occurs.
（4） 接收器正常工作時耗電小于500mA。The electrical consumption of receivers under nomal operation will be less than 500mA.
環境條件Environmental condition
（1） 室外溫度為Outdoor temperature will be from -30°C to +70°C，室內溫度and indoor temperature will befrom為-5°C to +40°C.
（2） 相對濕度不大于95%（溫度30°C時）Relative moisture will not more than 95% (under temperature of 30°C).
（3） 大氣壓力為Atmospheric pressure will be from 74.8kPa to 106 kPa（at sea level elevation below 2500m海拔高度2500m以下）
電磁兼容性Electromagnetism Compatibility EMC
（1）滿足鐵道部TB/T 3034-2002標準中有關電磁兼容規定。Shall meet the specifications regarding electromagnetism compatibility in the TB/T 3034-2002 Standard issued by Ministry of Railways.
（2）系統采用綜合接地系統，接地電阻不大于1歐姆。The system apply integrated earthed system with earth resistance not more than 1 Ω.
System RAMS
ZPW-2000A無絕緣移頻軌道電路發送器和接收器的平均無故障間隔時間（MTBF）大于或等于1.5×105小時。Average no-failure time interval (MTBF) of transmitters and receivers of ZPW-2000A uninsulated frequency-shift track circuit shall be over or equal to 1.5×105 hours.
根據目前對同類微電子設備使用故障率的統計，每段軌道電路According to the cuurent statistic of application failure rate of the microelectronic equipment of the same category, each section of track circuit
發送故障率為：λ1=1.527×10-4 件/天Transmiting failure rate is: λ1=1.527×10-4 Pcs/day
接收故障率為：λ2=1.498×10-4 件/天Receiving failure rate is: λ2=1.498×10-4 Pcs/day
依以上基礎數據，按發送“1+1”、接收雙機并行工作方式，將一個電務段管內軌道電路視為一個系統，對可靠性計算如下：
As per basic data above, consider the track circuit inside an electrical pipe section as a system by means of “1+1”when transmitting and two-machine parallel operation when receiving. Its reliablility shall be calculated as follows :
No. 系統中含軌道電路區段數量Amount of circuit section containing track in system 維修條件Maintenance Conditions 系統無故障工作時間Mean time between significant failures (year) 一年內系統影響行車故障件數(件)
Failure amount of travelling crane due to system within a year (piece)
有無值守人員Whether there is personnel on duty 故障恢復時間Time of failure recovery
T(h)
1 1 No 8 898.127 0.00111
2 200 No 8 4.4906 0.22686
3 200 Yes 1 35.9251 0.02784
4 200 Yes 0.5 71.8502 0.01392
5 200 Yes 50% 0.5 8.3063 0.12039
No 50% 8
[注]： 其中：N為系統中軌道電路總數，K為系數，取值0.12。
[Note]： Thereinto：N stands for the total amount of track circuit in system, K is a coefficient, value of 0.12.
設備尺寸Equipment Dimension
ZPW-2000A設備機柜尺寸：900mm（寬）600mm（厚）2400mm（高）。
Dimension of equipment machine-cabinet ZPW-2000A : 900mm（wide）600mm（thick）2400mm（high）
1.2.1 地面列控中心 Station Train Control Center
列控中心（TCC）根據其管轄范圍內軌道占用、車站進路及邊界條件等信息，按照CTCS技術規范規定的軌道電路碼序、應答器信息，控制軌道電路的發碼信息和應答器信息，向列車提供其行車所需要的運行許可。地面列控中心（TCC）采用基于K5B-MC型2×2取2安全計算機平臺，具有技術成熟、可靠等特點。
Train Control Center (TCC) provides trains with operating license required by travelling crane based on occupied tracks in its domination, station route and boundary condition, etc. and in accordance with code order of track circuit, responder information, code sending information and responder information specified by CTCS technical specification. Station Train Control Center (TCC) has mature and dependable technology by applying safe computer platform based on K5B-MC type 2×2 taking 2.
地面列控中心（TCC）是在K5B計算機聯鎖2x2取2平臺上開發的列控中心產品，滿足鐵道部CTCS2級技術規范要求，產品平臺經歷了聯鎖超過200個車站的運用考驗，性能穩定可靠。
Station Train Control Center (TCC) is a TCC exploited product interlocked on K5B computer 2x2 taking 2 platform to satisfy technical standard and requirement of grade 2 of CTCS; product platform has experienced by over 200 interlocked stations tests, with steady and dependable performance.
地面列控中心（TCC）實現了軌道電路編碼、應答器報文存儲、LEU報文控制、區間信號機控制等功能。
Station Train Control Center (TCC) realizes code of track circuit, massage storage of responder, LEU massage control, machine control to section signal, and other functions.
ZPW-2000A軌道電路信息編碼，區間信號機控制，LEU報文控制等功能通過建立在K5B 二乘二取二平臺上的列控中心（簡稱TCC）進行控制。列控中心（TCC）根據其管轄范圍內軌道占用、車站進路及邊界條件等信息，按照CTCS技術規范規定的軌道電路碼序，控制軌道電路的發碼信息，向列車提供其行車所需要的運行許可；根據調度中心/車站值班員設置的臨時限速信息，控制LEU報文。
The function of ZPW-2000A about information code of track circuit, machine control to section signal, LEU massage control, etc. was controlled by Train Control Center (hereafter called TCC), establishing on K5B 2x2 taking 2 platform. Train Control Center (TCC) provides trains with operating license required by travelling crane based on occupied tracks in its domination, station route and boundary condition, etc. and in accordance with code order of track circuit, responder information, code sending information and responder information specified by CTCS technical specification; to control LEU message based on temporary speed restricting information set up by dispatching centre/ person of station on duty.
列控中心（TCC）的主機，采用日本京三制作所研制的采用32位處理器的高性能計算機系統，其具有2×2取2的冗余結構，并以主從方式并行運行。每系采用“故障－安全”的雙CPU處理器F486。兩系具有相同的硬件結構，之間通過并行接口建立的高速通道交換信息，實現2重系的同步和切換。該系統的安全性通過日本鐵道綜合技術研究所審查和日本運輸省認證，達到鐵路信號控制系統的安全性要求，符合“故障－安全”原則，具有高的可靠性和安全性。
Main frame of Train Control Centre (TCC) applies computer of high performance system with 32 bits processor researched by Japanese KYOSAN, which has 2x2 taking 2, redundant structure and operates in both principal and subordinate manners. Each system adopts “failure-safety” professor F486 with double CPUs. Both systems have the same hardware structures, establishing high speed passage to exchange information by parallel interface, realizing in-phrase and switch of double systems. The safety of this system has approved by Japan Comprehensive Technology Institution of Railway and authenticated by Japanese Ministry of Transportation, achieved safety requirement of railway signal control system, and confirmed to principle of “failure-safety”, with high dependability and safety.
“故障－安全”處理器的兩個CPU在同一個時鐘源控制下，實現總線級同步，總線比較器以時鐘為單位，對雙CPU的處理經過、處理結果進行對照檢查，經總線比較器比較，雙CPU運行完全一致時，正常繼電器吸起，輸出“光/電轉換電路”接通電源，輸出有效。當發生故障時，總線比較器可以作到對CPU及周邊器件故障，在最短的時間內（即一個CPU時鐘周期內）最及時的發現，通過屏蔽對外輸出或停止CPU動作，使安全得到最有效的保證。
Under control of the same clock source, two CPUs of “failure-safety” processor realize synchronous bus grade, bus comparator takes clock as unit to compare and check disposal procedure and result of the double CPUs, after comparing by bus comparator, and double CPUs operating consistently, normal electrical relay sucks up and outputs “light/electricity transforming circuit” turn-on power supply, with effective output. When failure takes place, bus comparator will immediately detect failures of CPU and peripheral in the shortest time (namely, within one CPU clock period), through shielding external output or stopping CPU action to assure the most effective safe guarantee.
每系主機由IPU6（電源板）、F486－4（CPU板）、FSIO（通信擴展板）、ZSIO2－Ci（RS422擴展板）、CANIF（CAN擴展板）、VHSC6（LAN擴展板）組成。ZSIO2－Ci、CANIF、VHSC6通信接口擴展板可以根據系統的通信需要進行擴展。機籠內的各電路板之間通過母板上的VME總線互連。列控主機機籠配置見圖4。
Each system of main frame is composed of IPU6（power supply panel）, F486－4（CPU panel）, FSIO（extensive communication panel）, ZSIO2－Ci（RS422 extensive panel）, CANIF（CAN extensive panel）, VHSC6（LAN extensive panel）. Extensive panel of communication interface about ZSIO2－Ci、CANIF, and VHSC6 may be extended according to requirement of communication. Each circuit panel in machine cage is connected by bus VME on motherboard. see layout of train control main frame in fig.4.
System 1 Power panel, CPU panel, extensive communication panel, extensive communication panel, RS422 extensive panel, CAN extensive panel, LAN extensive panel, LAN extensive panel
System 2 Power panel, CPU panel, extensive communication panel, extensive communication panel, RS422 extensive panel, CAN extensive panel, LAN extensive panel, LAN extensive panel
列控主機每一系有5個連接電子終端的通信接口，每個通信接口可連接一個電子終端機籠。
Each system of train control main frame has 5 communicating interfaces for electron terminals, with each communicating interface connecting to one electron terminal cage.
列控主機每系有相同的“故障－安全”雙CPU結構，CPU板結構原理見圖5。雙CPU的同步、比較和輸出管理通過硬件實現。
Each system of train control main frame has the same “failure-safety” double CPUs structure, see CPU panel structure and principle in fig. 5. Management system of comparison and output will be carried out by double CPUs.
The first line: Memorizer, Signal inputting in-phase of other system, Signal inputting in-phase of this system
The second line: Clock, Comparator of bus, Safe drive FDS for failure, Normal electrical relay,
Memorizer
Bus （總線）
The third line: Memorizer
“故障－安全”處理器的兩個CPU在同一個時鐘源控制下，實現總線級時鐘同步，總線比較器以時鐘為單位，對雙CPU的處理經過、處理結果進行對照檢查，經總線比較器比較，雙CPU運行完全一致時，正常繼電器吸起，輸出“光/電轉換電路”接通電源，輸出有效。當發生故障時，總線比較器可以作到對CPU及周邊器件故障，在最短的時間內（即一個CPU時鐘周期內）最及時的發現，通過屏蔽對外輸出或停止CPU動作，使安全得到最有效的保證。
Under control of the same clock source, two CPUs of “failure-safety” processor realize in-phase bus grade clock, bus comparator takes clock as unit to compare and check the double CPUs disposal procedure and result, after comparing by bus comparator, and double CPUs operating consistently, normal electrical relay sucks up and outputs “light/electricity transforming circuit” turn-on power supply, with effective output. When failure takes place, bus comparator will immediately detect failures of CPU and peripheral in the shortest time (namely, within one CPU clock period), through shielding external output or stopping CPU action to assure the most effective safe guarantee.
CPU1的處理結果可以最終輸出，CPU2沒有輸出途徑，只用于安全性校核。
Disposal result of CPU1 will finally output, CPU2 does not have available output approach, which is only applied in checking safety.
CPU1和CPU2上運行的軟件代碼在CPU指令級完全一致，CPU1和CPU2的硬件結構和外圍電路完全一致，從而保證雙CPU的時鐘級同步。
The software codes operated on CPU1 and CPU2 are entirely identical to CPU dictation grade. Hardware structures of CPU1 and CPU2 are identical to surrounding circuit to ensure the clock of double CPUs synchronically.
列控主機由并列兩重系組成，以主從方式并行運行。兩系間通過并行接口（FIFO）建立的高速數據通道交換信息，實現2系的同步和切換。
Main frame of train control is composed of double systems, operating in principal and subordinate manners. The two systems establish high speed data passage to exchange information by two parallel interface (FIFO) and to realize in-phase and switch of system 2.
列控主機的二重系安裝在一個機架的一個母板上，雙機信息交換通過母板互連，不需要要經過外部的電纜連接。雙機切換由CPU板內的安全電路實現，不另設獨立的切換電路。二重系之間沒有經過外部連接的通道，從而保證了雙機切換控制的高安全性和高可靠性。二重系的切換原理基于：
Double systems of train control main frame are installed on a motherboard in a machine holder; the information exchange of two machines was connected by motherboard, without passing through exterior cable connection. The switch of both machines was realized by safe circuit installed in CPU panel, no independent switch circuit is needed. There is no connecting passage through exterior connection between double systems in order to ensure high safety and dependability of double machine switch. The switch principle of double system based on:
列控主機主、從系各自執行全部處理功能。
Principal system and subordinate system of train control main frame shall enforce entirely disposal functions.
列控主機主系在每個處理周期的啟始時刻向從系發出同步信號，令從系與主系保持周期同步。
Principal system of train control main frame will give off an in-phase signal to system at the beginning of each disposal period, to keep the periods of principal system and subordinate system synchronous.
列控主機主、從系交換處理結果。從系取與主系一致的結果輸出。
Exchanging and disposal results shall be performed by principal system and subordinate system of train control main frame. Subordinate system takes the result in accordance with principal system.
當主系因故障停止輸出時，從系自動接替工作，變為主系，保證整個系統的不間斷運行
When main system stops outputting due to failure, subordinate system will relay on operation automatically and become principal system to ensure whole system shall run without interruption.
CANIF（CAN擴展板）配置于列控中心主機機籠內，通過VME總線與主機通信。每塊CANIF板可以提供獨立的兩個CAN通信接口，支持CAN2.0B通信協議。通過CAN總線接口，可以實現與軌道電路的通信連接。還可以通過CAN轉RS422/RS485模塊擴展RS422/RS485接口。
CANIF（CAN extensive panel）is installed in main frame of TCC, communicated with main frame by VME bus. Each CANIF panel may offer two independent CAN communicating interfaces, sustaining CAN2.0B communication protocol. It is possible to realize communicating connection with track circuit by CAN bus. Meanwhile, RS422/RS485 interface may be extended by transferring CAN to RS422/RS485 module.
125M回線由L回線、R回線雙重構成，與LAN 相連接的裝置也為雙重構成，雙系裝置的各系分別與L回線、R回線雙方接續，同時通信。雙系裝置的各系為“故障-安全”裝置。
The loop wire of 125M local area network is comprised of double constitutions, namely L loop and R loop. The device connected with LAN is also has double constitutions. The double-system device is a two way connection and performs a simultaneous communication by L loop and R loop respectively. Double-system device is a “failure-security” device for each system.
通過該局域網可以實現列控中心與車站聯鎖的通信連接，同時實現相鄰列控中心之間和主分列控中心之間的通信。
Communication connection between train control centre and station interlock shall be realized through this local area network. At the same time communication between adjacent train control centre and main distribution train control centre is also available.
由于ZPW-2000A軌道電路傳輸距離的限制（不大于7.5Km），在站間距離超過15Km的線路中間設立1個或多個中繼站。
Limited by the transportation space of ZPW-2000A track circuit (7.5Km maximum), one or more relay stations shall be set up in which the station space is exceed 15Km.
列控中心（TCC）需要與軌道電路接收、發送設備、車站聯鎖、微機監測等進行接口，交換數據。列控中心（TCC）之間也需要交換數據。
Train control centre shall interface and exchange data with receiving and transmission equipment of track circuit, station interlock and computer monitoring, etc. Data exchange is also required between train control centres.
通過CAN總線與軌道電路接收器、發送器接口；
To interface with track circuit receiver and transmitter by CAN bus.
通過RS422與LEU進行通信，通信接口滿足歐標‘S’接口的規范要求；
Communicate with LEU through RS422; communication interface shall meet the requirements of “S” interface in Europe standard.
列控中心之間通過125M光纖網連接，傳遞邊界條件及方向等信息；
Information of boundary condition and direction delivery between train control centres shall be transmitted by connecting with 125M optical network.
與DS6-K5B車站聯鎖間采用125M光纖網連接, 進行安全信息傳輸；
Apply 125M optical network 125M to connect with DS6-K5B station interlock optical network to ensure safe information transmission.
與其它列控系統如需交換信息，可采用串行通信方式通過光纖傳輸進行安全信息交換，也可采用繼電器接口通過電纜方式連接。
When exchange information with the other train control system, serial communication mode may be applied to perform information exchange through optical transformation, and adopt the relay interface with cable mode connection is also applicable.
K5B-TCC與DS6-K5B聯鎖采用統一平臺，和統一機柜電源設計。有關該平臺的EMC、RAMS分析，環境條件，以及機柜尺寸和電源要求請參見DS6-K5B聯鎖技術規格書相關章節。
The interlock between K5B-TCCand DS6-K5B applied the uniform platform and uniform cabinet power design. EMC and RAMS analysis, environment condition, cabinet dimension and power requirement regarding this platform, pleased refer to the relative chapter in DS6-K5B interlock specification.
1.2.2 應答器Balise,
應答器將全部采用本地化生產的滿足鐵道部應答器技術條件的應答器設備，有源應答器的地面編碼單元（LEU）將方在信號機械室內并直接由地面列控中心（TCC）通過RS422串行通信接口進行控制。一個地面編碼單元（LEU）可控制4個有源應答器，其間傳輸電纜長度最長2500米。
All balises shall apply the local balise products which meet the balise technical specification of Ministry of Railways. Land encoding unit (LEU) of active balise shall be located in signal mechanical room and directly controlled by train control centre by RS422 serial communication interface. One land encoding unit may control 4 active balises with the maximum length of transformation cable of 2500 meters.
根據CTCS-2級列控系統工作要求，在每個閉塞分區入口處、進站信號機、出站信號機處設置應答器組，為車載設備提供定位、線路參數、臨時限速等信息，其中定位信息也同時提供給ETCS-2級系統使用。
In accordance with the working requirements of CTCS-2 level train control system, at the entrance of each block range, in-station signal, out-station signal, balise shall be equipped to provide information of orientation, line parameters and temporary speed limit etc. In all these information orientation information is also supplied to the ETCS-2level system in the same time.
進站信號機、出站信號機處設置一個有源應答器和一個無源應答器，用以提供列車接發車進路線路參數及臨時限速、列車運行方向等信息。
An active balise and a passive balise shall be equipped on in-station signal and out-station signal respectively to provide information including train entering and departure line parameters, temporary speed limit and train running direction, etc.
各區間閉塞閉塞分區入口處設置兩個無源應答器，用以提供列車運行前方線路參數，并提供列車運行方向信息。
Block of each interval and block range entrance shall be equipped with two passive balises to provide information including train running line parameters as well as information of train running direction.
為提高臨時限速實時性，區間中繼站處設置一個有源應答器，用以提供列車運行前方臨時限速信息。
For improving the real time practicability of temporary speed limit, relay station of sections shall be equipped with an active balise to provide temporary speed limit information for train running direction.
2 兼容CTCS 2 Compatibility CTCS 2
為滿足CTCS-2系統的動車組由既有線運行至高速線的需求，高速線列控系統應與CTCS-2系統兼容。
As to meet the requirements of dynamic group of CTCS-2 system from current railway to high speed line, the system of high speed line shall be compatible with CTCS2.
在高速線ETCS系統與CTCS-2系統的主要差異表現為地面系統為車載設備提供運行許可（目標距離、目標速度）信息的途徑不同，ETCS系統是通過在每一個閉塞分區入口處（包括進、出站信號機）設置的有源應答器向列車傳送ETCS /CTCS-L2報文的形式實現，而CTCS-2系統是通過軌道電路連續向列車傳送列車運行前方空閑閉塞分區數量，根據軌道信息和應答器數據CTCS L2車載設備能夠計算制動曲線相關的移動授權數據，兩系統其余工作是基本相同的。額外的ETCS 功能對CTCS 2級系統來說是透明的，由于CTCS 系統忽略應答其中的ETCS專用數據。
The main difference between ETCS system and CTCS-2 system is the different approach to provide operating permission information (object distance, object speed) for ground system as well as equipment on the train. The implementation of ETCS system is to provide ETCS /CTCS-L2 message through the active balise which equipped on each block section entrance (including in-station signal, out-station signal). However, the implementation of CTCS-2 system is to provide the number of idle block sections in the direction of train running consistently to train through track circuit. According to track information and balise data, the CTCS L2 equipment on the train may calculate the moving authorization data related with braking curve. The rest of work of the two systems is the same. As to CTCS 2 level system the additional ETCS function is transparent due to the CTCS override to response the data specialized for ETCS system.
為滿足3分鐘運行間隔要求和與ETCS系統兼容，CTCS-2系統閉塞分區軌道電路設置與ETCS系統相同，采用ZPW-2000A軌道電路，軌道電路編碼通過列控中心（TCC）進行直接控制，信息符合CTCS系統技術規范的要求。
To meet the requirements of 3 minutes interval for operating and compatible with ETCS system, CTCS-2 system is the same with ETCS system in the respect of the track circuit in block sections, which applied ZPW-2000A track circuit and the code of track circuit is directly controlled by train control centre（TCC）, information shall confirm to the requirements of CTCS system.
CTCS-2系統應答器設置與ETCS系統相同，通過在ETCS系統應答器中增設CTCS報文以滿足CTCS-2系統的需要。在應答器報文中應答器鏈接、靜態速度曲線（SSP）、線路坡度、特殊區段、級間轉換、絕對停車和調車危險信息包是兩系統共用信息。
The function of balise in CTCS-2 is the same with ETCS system. Requirements of CTCS-2 system are satisfied through adding the CTCS message in balise of ETCS system. The share information of two systems include balise link in balise message, SSP, railway slope, special section, level exchange, absolute shot down and shunting risk information.
3 備用系統 Backup system
客運專線列控系統采用ETCS-2級并兼容CTCS-2級的列控系統，當ETCS-2級系統車載設備、GSM-2通信系統、地面無線閉塞中心等設備故障時列車制動停車，經調度同意車載設備人工轉換到CTCS-2系統，列車按CTCS-2系統繼續運行。
故障導致CTCS-2系統也無法正常工作時，列車制動停車，按調度命令行車。
The train control system of passenger dedicated lines applies ETCS-2 system and compatible with the train control system of CTCS-2 level. When train is braking and stop due to the failure of equipments on train, GSM-2 communication system and ground wireless block centre, etc. Agreed by dispatching department, the equipment on train shall be switch to CTCS-2 system manually, and train operate under the system of CTCS-2.
When failure result the malfunction of CTCS-2 system, train shall be shut down and accept the arrangement of dispatching department.
1.1 附件：軌道電路信息定義及低頻分配
Appendix: Definition of track circuit and low frequency distribution
2 軌道電路信息定義 Definition of track circuit
2.1.1.1 L6碼（預留）：表示運行前方8個及以上閉塞分區空閑。
L6 code (reserved): to indicate there are 8 or more than 8 block sections ahead.
2.1.1.2 L5碼：表示運行前方7個及以上閉塞分區空閑。
L5 code: to indicate there are 7 or more than 7 block sections ahead.
2.1.1.3 L4碼：表示運行前方6個及以上閉塞分區空閑。
L4 code: to indicate there are 6 or more than 6 block sections ahead.
2.1.1.4 L3碼：表示運行前方5個及以上閉塞分區空閑。
L3 code: to indicate there are 5 or more than 5 block sections ahead.
2.1.1.5 L2碼：表示運行前方4個及以上閉塞分區空閑。
L2 code: to indicate there are 4 or more than 4 block sections ahead.
2.1.1.6 L碼：表示運行前方3個及以上閉塞分區空閑。
L code: to indicate there are 3 or more than 3 block sections ahead.
2.1.1.7 LU碼：表示運行前方2個閉塞分區空閑。
LU code: to indicate there are 2 or more than 2 block sections ahead.
2.1.1.8 LU2碼：表示列車運行前方2個閉塞分區空閑。
LU2 code: to indicate there are 2 block sections ahead.
2.1.1.9 U碼：表示列車運行前方1個閉塞分區空閑。
U code: to indicate there are 1 block sections ahead.
2.1.1.10 U2S碼：要求列車限速運行，預告列車運行前方閉塞分區為UUS碼。
U2S code: require train running at a limit speed and warning the block section ahead is UUS code.
2.1.1.11 U2碼：要求列車限速運行，預告列車運行前方閉塞分區為UU碼。
U2 code: require train running at a limit speed and warning the block section ahead is UU code.
2.1.1.12 UUS碼：要求列車限速運行（默認道岔允許速度：80km/h），表示列車接近的地面信號機開放經18號道岔側向位置進路。
UUS code: require train running at a limit speed (the implied railroad switch speed: 80km/h），to indicate that train is close to ground and number 18 railroad is open to pass.
2.1.1.13 UU碼：要求列車限速運行（默認道岔允許速度45km/h），表示列車接近的地面信號機開放經道岔側向位置的進路。
UU code: require train running at a limit speed (the implied railroad switch speed: 45km/h），to indicate that train is close to ground and railroad is open to pass.
2.1.1.14 HB碼：表示列車接近的進站或接車進路信號機開放引導信號或通過信號機顯示容許信號。
HB code: to indicate that train is close to station or in-station signal is open or signal indicates to pass.
2.1.1.15 HU碼：要求及時采取停車措施。
HU code: require adopting stop measure on time.
2.1.1.16 H碼：要求立即采取緊急停車措施。
H code: require adopting stop measure on time.
3 低頻信息分配表 Low Frequency Distribution Chart
譯路通
2012.10.19