高速铁路外文资料62

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外文翻译---高速铁路与动车组

外文翻译---高速铁路与动车组附录A 外文翻译High-speed Rail and Multiple UnitsHigh-speedHigh-speed rail is public transport by rail at speeds in excess of 200 km/h. Typically, high-speed trains travel at top service speeds of between 250 km/h and 300 km/h- The world speed record for a conventional wheeled train was set in 1990，by a French TGV (Train a Grande vitesse) that reached a speed of 513.5km/h，and an experimental Japanese magnetic levitation train has reached 581 km/h.The International Union of Railway’high-speed task force provides definitions of high-speed rail travel. There is no single definition of the term, but rather a combination of elements—new or upgraded track, rolling stock, operating practices一that lead to high-speed rail operations. The speeds at which a train must travel to qualify as “high-speed”vary from country to country, ranging from 160 km/h to over 300 km/h.There are constraints on the growth of the highway and air travel systems，widely cited as traffic congestion, or capacity limits. Airports have limited capacity to serve passengers during peak travel times, as do highways. High-speed rail，which has potentially very high capacity on its fixed 4 corridors，offers the promise of relieving congestion on the other systems. Prior to World War II, conventional passenger rail was the principal means of intercity transport. Passenger rail services have lost their primary role in transport, due to the small proportion of journeys made by rail.High-speed rail has the advantage over automobiles in that it can move passengers at speeds far faster than those possible by car, while also avoiding congestion. For journeys that do not connect city centre to city centre，the door to door travel time and the total cost of high-speed rail can be comparable to that of driving. A fact often mentioned by critics of high-speed trains. However, supporters argue that journeys by train are less strenuous and more productive than car journeys.While high-speed trains generally do not travel as fast as jet aircraft, they have advantages over air travel for relatively short distances. When traveling less thanabout 650 km, the process of checking in and going through security screening at airports, as well as the journey to the airport itself, makes the total journey time comparable to high-speed rail. Trains can be boarded more quickly in a central location，eliminating the speed advantage of air travel. Rail lines also permit far greater capacity and frequency of service than what is possible with aircraft.High-speed trains also have the advantage of being much more environmentally friendly, especially if the routes they serve are competing against clogged highways.The early target areas，identified by France，Japan，and the U.S.，were connections between pairs of large cities. In France this was Paris-Lyon, in Japan Tokyo-Osaka, and in the U.S. the proposals are in high-density areas. The only high-speed rail service at present in the USA is in the Northeast Corridor between Boston, New York and Washington, D.C,；it uses tilting trains to achieve high speeds on existing tracks, since building new，straighter lines was not practical, given the amount of development on either side of the right of way.Five years after construction began on the line，the first Japanese high-speed rail line opened on the eve of the 1964 Olympics in Tokyo, connecting the capital with Osaka. The first French high-speed rail line was opened in 1981，the French rail agency, planning starting in 1966 and construction in 1976. The opening ceremonies were significant events, being reported internationally, but not associated with a major showpiece such as a World’s Fair or Olympic Games.Market segmentation has principally focused on the business travel market. The French focus on business travelers is reflected in the nature of their rail cars. Pleasure travel is a secondary market, though many of the French extensions connect with vacation beaches on the Atlantic and Mediterranean, as well as major amusement parks. Friday evenings are the peak time for TGVs. The system has lowered prices on long distance travel to compete more effectively with air services，and as a result some cities within an hour of Paris by TGV have become commuter communities, thus increasing the market, while restructuring land use, A side effect of the first high-speed rail lines in France was the opening up of previously isolated regions to fast economic development. Some newer high-speed lines have been planned primarily for this purpose.Multiple UnitsThe term Multiple Unit or MU is used to describe a self-propelling train unitcapable of coupling with other units of the same or similar type and still being controlled from one cab.1 The term is commonly used to denote passenger trainsets that consist of more than one carriage, but single self-propelling carriages, can be referred to as multiple units if capable of operating with other units.Multiple units are of three main types：Electric Multiple Unit (EMU),Diesel Multiple Unit (DMU),Diesel Electric Multiple Units (DEMU).Multiple unit trainset has the same power and traction components as a locomotive, but instead of the components concentrating in one carbody，they are spread out on each car that makes up the set 2 Therefore these cars can only propel themselves when they are part of semi-permanently coupled.For example, a DMU might have one car carry the prime mover and traction motors, and another the engine for head end power generation；an EMU might have one car carry the pantograph and transformer, and another car carry the traction motors.AdvantagesMultiple units have several advantages over locomotive-hauled trains.Energy efficiency—MUs are more energy efficient than locomotive-hauled trains. They are more nimble, especially on grades, as much more of the train’s weight ( sometimes all of it) is carried on power-driven wheels, rather than suffer the dead weight of unpowered hauled coaches. In addition, they have a lower weight-per-seat value than locomotive-hauled trains since they do not have a bulky locomotive that does not itself carry passengers but ecmtributes to the total weight of the train. This is particularly important for train services that have frequent stops,since the energy consumed for accelerating the train increases significantly with an increase in weight.No need to turn locomotive~Most MUs have cabs at both end, resulting in quicker turnaround times, reduced crewing costs i and enhanced safety. The faster turnaround time and the reduced size (due to higher frequencies) as compared to large locomotive -hauled trains, has made the MU a major part of suburban commuter rail services in many countries, MUs are also used by most rapid transit systems.Composing can be changed mid journey~MUs may usually be quickly made up or separated into sets of varying lengths. Several multiple units may run as a single train，then be broken at a junction point into smaller trains for different destinations.Reliability—Due to having multiple engines the failure of one engine does notprevent the train from continuing its journey. A locomotive drawn train typically only has one power unit whose failure will disable the train. Some locomotive hauled trains may contain more than one power unit and thus be able to continue at reduced speed after the failure of one.Safety—Multiple units normally have completely independent braking systems on all cars meaning the failure of the brakes on one car does not prevent the brakes from operating on the other cars.Axle load—Multiple units have lighter axle loads, allowing operation on lighter tracks, where locomotives are banned. Another side effect of this is reduced track wear, as traction forces can be provided through many axles, rather than just the four or six of a locomotive.Easy and quick driving~Multiple units generally have rigid couplers instead of the flexible ones on locomotive hauled trains. That means brakes or throttle can be more quickly applied without excessive amount of jerk experienced in passenger coaches.Disadvantages：Multiple Units do have some disadvantages as compared to locomotive hauled trains.Maintenance—It may be easier to maintain one locomotive than many self-propelled cars.Safety—In the past it was often safer to locate the train's power systems away from passengers. This was particularly the case for steam locomotives, but still has some relevance for other power sources. A head on collision involving a multiple-unit is likely to result in more casualties than one with a locomotive*Easy replacement of motive power~Should a locomotive fail, it is easily replaced. Failure of a multiple unit train-set will often require a whole new train or time-consuming switching.Efficiency—Idle trains do not waste expensive motive power resources. Separate locomotives mean that the costly motive power assets can be moved around as needed.Flexibility—Large locomotives can be substituted for small locomotives where the gradients of the route become steeper and more power is needed.5 Also, different types of passenger cars can be easily added to or removed from a locomotive hauled train. However, it is not so easy for a multiple unit since individual cars can beattached or detached only in a maintenance facility.Noise and Vibration—The passenger environment of a multiple unit is often noticeably noisier than that of a locomotive-hauled train, due to the presence of underfloor machinery. The same applies to vibration. This is particular problem with DMUs.Obsolescence cycles—Separating the motive power from the payload-hauling cars means that either can be replaced when obsolete without affecting the other.It is difficult to have gangways between coupled sets, and still retain an aerodynamic leading front end.FeaturesIt is not necessary for every single car in a MU set to be motorized. Therefore MU cars can be motor units or trailer units. Instead of motors, trailing units can contain some supplemental equipment such as air compressors, batteries, etc.In some MU trains，every car is equipped with a driving console, and other controls necessary to operate the train. Therefore every car can be used as a cab car whether it is motorised or not, if on the end of the train. However, other EMUs can be driven/controlled only from dedicated Cab cars.Well-known examples of MUs are the Japanese Shinkansen and the last generation German ICE. Most trains in the Netherlands and Japan are MUs, making them suitable for use in areas of high population density. A new high-speed MU was unveiled by France’s Alstom on February 5th, 2008• It has a claimed service speed of 360 km/h..from：Railway signals professional Englis中文翻译：高速铁路与动车组高速铁路高速铁路是一种运行时速超过200千米的公共轨道交通。

英文文献及翻译中国高速铁路ChinaHighSpeedRailway

China High-Speed RailwayAs the economic grow, intercity travel demand has increased dramatically in the Greater China Area. Traditional railways can hardly satisfy the passenger and freight travel demand, high speed rail is hence proposed and constructed after 1990s. This study aims to integrate current development of both rail-based and Maglev high speed trains in this area. From 1997, Taiwan kicked-off its high speed rail construction by importing the technology of Japanese Shinkansen. The Taiwan High Speed Rail is a 15-billion US dollars project. To save the cost of construction and management, the BOT model was applied. Though not totally satisfied, this project is still successful and ready to operate in the 4th quarter of 2007. China is preparing its high speed rail services by upgrading current networks. The capacity and operating speed are all increased after 5-times system upgrade. The 6th upgrade will be initiated in 2006. By then, trains will run at a speed of 200km/h in a total distance of 1,400km in 7 different routes. From the white paper published by the Ministry of Railway in China, there will be totally 8 rail-based High Speed Train services. Four of them are North-South bound, and four of them are East-West bound. 5 of the 8 High Speed Rails are now under construction, the first line will be finished in 2009, and the 2nd one will be in 2010. By 2020, there will be totally 12,000 kilometers high speed rail services in China. The 250 billion US dollars construction cost still leaves some uncertainties for all these projects. Finally, the future of the Maglev system in China is not so bright as rail-based. Shanghai airport line could be the first, also the last Maglev project in China if the approved Shanghai-Hangzhou line cannot raise enough 4.4 billion dollars to build it.Steel rail compositionSteel rail is composed of iron, carbon, manganese, and silicon, and contains impurities such as phosphorous, sulphur, gases, and slag. The proportions of these substances may be altered to achieve different properties, such as increased resistance to wear on curves.The standard configuration for North American rail resembles an upside down T. The three parts of T-rail are called the base, web, and head. The flat base enabled such rail to be spiked directly to wooden crossties; later, rail was placed on the now-standard steel tie plate. While the proportions and precise shape of rail are subject to constant analysis and refinement, the basic T-section has been standard since the mid-19th century.WeightThe most common way of describing rail is in terms of its weight per linear yard (the historic British unit of length), which is a function of its cross section. In the late 19th century,rail was produced in a range of sections weighing between 40 and 80 lbs. per yard. Weights increased over time, so that rail rolled today weighs between 112 and 145 lbs. (The Pennsylvania Railroad's 155-lb. section, used for a time after World War II, was the heaviest used in the U.S.)Jointed rail segmentsThe length of standard rails has historically been related to the length of the cars used to transport them. From an early range of 15-20 feet, rail length increased with car size until a standard of 39 feet (easily accommodated by the once-common 40-foot car) was reached. Even with the advent of today's longer cars, 39 feet has remained the standard for rail owing to limitations in steel mills and ease of handling.The joints in rail — its weakest points — can make for a rough ride, and are expensive to maintain. Individual rails are joined with steel pieces called joint (or angle) bars, which are held in place by four or six bolts. Today, the six-bolt type, once reserved for heavy-duty applications, is standard. The bolts in a joint bar are faced alternately outward and inward to guard against the remote possibility that a derailed car's wheel would shear them all off, causing the rails to part. Transition between rails of two different weights is achieved with special angle bars. In territory where the rails serve as conductors for signal systems, bond wires must be used at the joints to maintain the circuit.Welded railThe troublesome nature of rail joints prompted the most easily recognized advance in rail technology: the adoption of continuous welded rail (CWR).From its early use on a handful of roads in the 1940's, welded rail has come to be preferred for almost all applications. It is produced by welding standard 39-foot (or newer 78-foot) segments together into quarter-mile lengths at dedicated plants.The rails are transported to where they're needed in special trains, which are pulled slowly out from under the rail when it is to be unloaded. When in place, CWR is often field-welded into even greater lengths. Much jointed track survives because of the long lifespan of even moderately used rail, and because the specialized equipment needed for CWR installation is not economical for short distances.Managing the expansion and contraction that comes with temperature change is important with CWR. To avoid expanding and potential buckling when in service, welded rail is laid when temperatures are high (or is artificially heated). Rail anchors clipped on at the ties keep the rail from getting shorter as it contracts with falling temperatures. Thus constrained, itshrinks in cross section (height and width), but not in length. Because it's in tension, welded rail is treated with care during trackwork in cold weather.Maintaining and reusing railUnder heavy traffic, rails get worn down, although their life can be extended by grinding the head back to the proper contour.Rail no longer suited for main-line use may still have some light-duty life in it and is often relaid on branches, spurs, or in yards. Main-track reduction projects are also sources of such "relay" rail.When rail wear is uneven at a given location (such as a curve), rail may be transposed from one side to another to get maximum use out of it.中国高速铁路随着经济的增长，城市间的旅行需要在中国地区飞速增长。

高速铁路与动车组的外文翻译

附录A 外文翻译High-speed Rail and Multiple UnitsHigh-speedHigh-speed rail is public transport by rail at speeds in excess of 200 km/h. Typically, high-speed trains travel at top service speeds of between 250 km/h and 300 km/h- The world speed record for a conventional wheeled train was set in 1990，by a French TGV (Train a Grande vitesse) that reached a speed of 513.5km/h，and an experimental Japanese magnetic levitation train has reached 581 km/h.The International Union of Railway’high-speed task force provides definitions of high-speed rail travel. There is no single definition of the term, but rather a combination of elements—new or upgraded track, rolling stock, operating practices一that lead to high-speed rail operations. The speeds at which a train must travel to qualify as “high-speed”vary from country to country, ranging from 160 km/h to over 300 km/h.There are constraints on the growth of the highway and air travel systems，widely cited as traffic congestion, or capacity limits. Airports have limited capacity to serve passengers during peak travel times, as do highways. High-speed rail，which has potentially very high capacity on its fixed4corridors，offers the promise of relieving congestion on the other systems. Prior to World War II, conventional passenger rail was the principal means of intercity transport. Passenger rail services have lost their primary role in transport, due to the small proportion of journeys made by rail.High-speed rail has the advantage over automobiles in that it can move passengers at speeds far faster than those possible by car, while also avoiding congestion. For journeys that do not connect city centre to city centre，the door to door travel time and the total cost of high-speed rail can be comparable to that of driving. A fact often mentioned by critics of high-speed trains. However, supporters argue that journeys by train are less strenuous and more productive than car journeys.While high-speed trains generally do not travel as fast as jet aircraft, they have advantages over air travel for relatively short distances. When traveling less than about 650 km, the process of checking in and going through security screening at airports, as well as the journey to the airport itself, makes the total journey time comparable to high-speed rail. Trains can be boarded more quickly in a centrallocation，eliminating the speed advantage of air travel. Rail lines also permit far greater capacity and frequency of service than what is possible with aircraft.High-speed trains also have the advantage of being much more environmentally friendly, especially if the routes they serve are competing against clogged highways.The early target areas，identified by France，Japan，and the U.S.，were connections between pairs of large cities. In France this was Paris-Lyon, in Japan Tokyo-Osaka, and in the U.S. the proposals are in high-density areas. The only high-speed rail service at present in the USA is in the Northeast Corridor between Boston, New York and Washington, D.C,；it uses tilting trains to achieve high speeds on existing tracks, since building new，straighter lines was not practical, given the amount of development on either side of the right of way.Five years after construction began on the line，the first Japanese high-speed rail line opened on the eve of the 1964 Olympics in Tokyo, connecting the capital with Osaka. The first French high-speed rail line was opened in 1981，the French rail agency, planning starting in 1966 and construction in 1976. The opening ceremonies were significant events, being reported internationally, but not associated with a major showpiece such as a World’s Fair or Olympic Games.Market segmentation has principally focused on the business travel market. The French focus on business travelers is reflected in the nature of their rail cars. Pleasure travel is a secondary market, though many of the French extensions connect with vacation beaches on the Atlantic and Mediterranean, as well as major amusement parks. Friday evenings are the peak time for TGVs. The system has lowered prices on long distance travel to compete more effectively with air services，and as a result some cities within an hour of Paris by TGV have become commuter communities, thus increasing the market, while restructuring land use, A side effect of the first high-speed rail lines in France was the opening up of previously isolated regions to fast economic development. Some newer high-speed lines have been planned primarily for this purpose.Multiple UnitsThe term Multiple Unit or MU is used to describe a self-propelling train unit capable of coupling with other units of the same or similar type and still being controlled from one cab.1 The term is commonly used to denote passenger trainsets that consist of more than one carriage, but single self-propelling carriages, can bereferred to as multiple units if capable of operating with other units.Multiple units are of three main types：Electric Multiple Unit (EMU),Diesel Multiple Unit (DMU),Diesel Electric Multiple Units (DEMU).Multiple unit trainset has the same power and traction components as a locomotive, but instead of the components concentrating in one carbody，they are spread out on each car that makes up the set2 Therefore these cars can only propel themselves when they are part of semi-permanently coupled.For example, a DMU might have one car carry the prime mover and traction motors, and another the engine for head end power generation；an EMU might have one car carry the pantograph and transformer, and another car carry the traction motors.AdvantagesMultiple units have several advantages over locomotive-hauled trains.Energy efficiency—MUs are more energy efficient than locomotive-hauled trains. They are more nimble, especially on grades, as much more of the train’s weight ( sometimes all of it) is carried on power-driven wheels, rather than suffer the dead weight of unpowered hauled coaches. In addition, they have a lower weight-per-seat value than locomotive-hauled trains since they do not have a bulky locomotive that does not itself carry passengers but ecmtributes to the total weight of the train. This is particularly important for train services that have frequent stops,since the energy consumed for accelerating the train increasessignificantly with an increase in weight.No need to turn locomotive~Most MUs have cabs at both end, resulting in quicker turnaround times,reduced crewing costs i and enhanced safety. The faster turnaround time and the reduced size (due to higher frequencies) as compared to large locomotive -hauled trains, has made the MU a major part of suburban commuter rail services in many countries, MUs are also used by most rapid transit systems.Composing can be changed mid journey~MUs may usually be quickly made up or separated into sets of varying lengths. Several multiple units may run as a single train，then be broken at a junction point into smaller trains for different destinations.Reliability—Due to having multiple engines the failure of one engine does not prevent the train from continuing its journey. A locomotive drawn train typically only has one power unit whose failure will disable the train. Some locomotive hauled trains may contain more than one power unit and thus be able to continue at reduced speedafter the failure of one.Safety—Multiple units normally have completely independent braking systems on all cars meaning the failure of the brakes on one car does not prevent the brakes from operating on the other cars.Axle load—Multiple units have lighter axle loads, allowing operation on lighter tracks, where locomotives are banned. Another side effect of this is reduced track wear, as traction forces can be provided through many axles, rather than just the four or six of a locomotive.Easy and quick driving~Multiple units generally have rigid couplers instead of the flexible ones on locomotive hauled trains. That means brakes or throttle can be more quickly applied without excessive amount of jerk experienced in passenger coaches.Disadvantages：Multiple Units do have some disadvantages as compared to locomotive hauled trains.Maintenance—It may be easier to maintain one locomotive than many self-propelled cars.Safety—In the past it was often safer to locate the train's power systems away from passengers. This was particularly the case for steam locomotives, but still has some relevance for other power sources. A head on collision involving a multiple-unit is likely to result in more casualties than one with a locomotive*Easy replacement of motive power~Should a locomotive fail, it is easily replaced. Failure of a multiple unit train-set will often require a whole new train or time-consuming switching.Efficiency—Idle trains do not waste expensive motive power resources. Separate locomotives mean that the costly motive power assets can be moved around as needed.Flexibility—Large locomotives can be substituted for small locomotives where the gradients of the route become steeper and more power is needed.5 Also, different types of passenger cars can be easily added to or removed from a locomotive hauled train. However, it is not so easy for a multiple unit since individual cars can be attached or detached only in a maintenance facility.Noise and Vibration—The passenger environment of a multiple unit is often noticeablynoisier than that of a locomotive-hauled train, due to the presence ofunderfloor machinery. The same applies to vibration. This is particular problem with DMUs.Obsolescence cycles—Separating the motivepower from the payload-hauling cars means that either can be replaced when obsolete without affecting the other.It is difficult to have gangways between coupled sets, and still retain an aerodynamic leadingfront end.FeaturesIt is not necessary for every single car in a MU set to be motorized. Therefore MU cars can be motor units or trailer units. Instead of motors, trailing units can contain some supplemental equipment such as air compressors, batteries, etc.In some MU trains，every car is equipped with a driving console, and other controls necessary to operate the train. Therefore every car can be used as a cabcar whether it is motorised or not, if on the end of the train. However, other EMUs can be driven/controlled only from dedicated Cab cars.Well-known examples of MUs are the Japanese Shinkansen and the last generation German ICE. Most trains in the Netherlands and Japan are MUs, making them suitable for use in areas of high population density. A new high-speed MU was unveiled by France’s Alstom on February 5th, 2008• It has a claimed service speed of 360 km/h..from：Railway signals professional Englis中文翻译：高速铁路与动车组高速铁路高速铁路是一种运行时速超过200千米的公共轨道交通。

高速铁路外文资料8

Pergamon
Computers ind. Engng Vol. 35, Nos 3-4, pp. 415-418, 1998 © 1998 Published by Elsevier Science Ltd. All rights reserved Printed in Great Britain PII: S0360-8352(98)00122-3 0360-8352/98 $19.00 + 0.00
V ( t ) - y ' ( t ) + y " ( t ) = fl ( t ) The required resource, V(t) at each unit time along the project duration is:
RR k.(lk=l IV
(7a)
Zt=~t_tt,) xt(i))
4-3 Case o f t 2 k < t < t 4 kand t < t 3 k The resource requirements V ( t ) at time unit t is; q/ ( t ) =
k:]
R R k. ( 1 i:t-t2~
x k(i)
4-4 Case of t2 k < t < t4 k and t ~ t 3 , The resource requirements ~ ( t ) at time unit t can be calculated from the following Equation, ~, ( t ) = ~.
TF'~
E Xk (i) < 1
i=l TFk TFat
(6a) (6b)
i.x, (i) - ~ i . x . (i) < FF,

高速铁路外文资料26

Pergamon
Computers ind. Eagng Vol, 33, Nos 3-4, pp. , 1997 © 1997 Elsevier Science Ltd Printed in Great Britain, All rights reserved 0360-8352/97 $17.00 + 0.00 PII: S0360-8352(97)00253-2
K.e.Dvords:Autonomous Distributed Systems, Negotiation Based Scheduling, Shop Floor Control 1. Introduction Recently, when CIM systems that consist of a large number of automated facilities are considered, it is recognized that the centralized decision-making on the operation of the complex systems is formidable. Thus, many researchers suggested various distributed decision-making strategies for the computer integrated manufacturing enviromnent[l,2]. One of the representative distributed decision-making scheme is the auction-based control method in which interacting subsystems negotiate with each other in order to achieve their own objectives. This framework of the control is based on the architecture of CIM that has intelligent and powerful local controllers connected to each other by communication links[3,4,5]. The advantages of this type of control method are the robustness of the system to various failures and breakdowns of some components and the central controller in the system, the efficiencies supported by a market-like framework, and the possibilities of utilizing the local information in real time. In this study, in order to accommedate virtually all control circumstances encountered in manufacturing, we assume the following control architecture which can be described as follows: The function of the shop floor control system consists of planning, scheduling, and execution function. The planning function is to prepare the process plan that cam be executable considering the status of the shop floor. The process plan may be expressed as a network. In this stage, some nudes, whose corresponding machines are out of order or required tools are absent, should be deleted from the network. Then, the resulting network becomes the executable one. The scheduling function is to determine the most promising route and estimate the expected starting time and the completion time of each operation. In the framework of this paper, the price of each resource will be used to allocate resources efficiently. The execution function is to assign the processing machine and detennine the processing sequence of tasks and revise the schedule using the real time information on the status of the shop floor. Even in this stage, the infomlation on the alternative routing will be kept in order to use in the assignment of tasks. 785 Although most of researchers have described how the auction-basod control strategy may be applied to contrul shop floors in a hard real time environment, few researchers have dealt with how the high performance of the shop floor may be achieved even under the distributed decision-making scheme. In this paper, we try to improve the perfommw,e of the negotiation process by making agents look ahead the future during scheduling the future operations. In the most of the current practices, process planning and scheduling are performed separately. The scheduling is done under the assumption that the process plan is given, and tries to allocate resources to the operations so that the dictated plan is not violated. During the process planning, the detail floor status may not be considered. Both the process planing and scheduling function are responsible for muting parts through the system and setting priorities between individual parts at the processing stations. The integration of the two functions can introduce significant improvements to the efficiency of the lnanufacturing facilities through reduction in scheduling conflicts, reduction of flow time and work-in-precesses, increaso of utilization of production resources and adaptation to irregular shop floor events. In this paper, we suggest a typical auction-based scheduling procedure in which we specify a detail pricing mechanism, a bid construction method, and a negotiation procedure. And we discuss how the decision on the process routing of an order may be integrated into the scheduling ftmction when multiple process plans are allowed.

高速铁路

高速铁路
高速铁路简称高铁，高速是一个相对的概念，在不同国家、不同时代有不同的规定。

西欧最初把新建时速达250~300 km、旧线改造时速达200 km的铁路定为高速铁路；1985年，联合国欧洲经济委员会在日内瓦签署的国际铁路干线协议规定：新建客运列车专用型高速铁路时速为350 km以上，新建客货运列车混用型高速铁路时速为250 km以上。

作为世界上最早开始发展高速铁路的国家，日本在1970年发布第71号法令，制定全国新干线铁路发展的法律时，对高速铁路的定义是：凡一条铁路的主要区段，列车的最高运行速度达到200 km/h或以上者，可以称为高速铁路。

美国联邦铁路管理局曾将高速铁路定义为最高营运速度高于145 km/h的铁路，但从社会大众的角度，“高速铁路”一词在美国通常被用来指营运速度高于160 km/h的铁路，这是因为在当地除了阿西乐快线（最高速度为240 km/h）以外，没有其他营运速度高于128 km/h的铁路客运服务。

中国国家铁路局将高速铁路定义为：新建设计开行250 km/h（含预留）及以上动车组列车、初期运营速度不小于200 km/h的客运专线铁路。

这个定义包括以下几个要素：
（1）将高速铁路限定于新建铁路。

既有线改造提速是中国高速铁路的探索地、过渡点，不符合中国高速铁路的“新建”标准。

另外，大量旧铁路扩改一般都规划为客货共线（保留原来的客、货运两种功能）的快铁级别，不是高速铁路。

（2）要求高速铁路最低设计时速为250 km（含预留），相关要求是运行动车组列车（否则时速达不到）。

（3）要求高速铁路初期运营速度不小于200 km/h。

（4）要求是客运专线。

中国铁路(CR)

英文名为G-Series High-Speed Train。[2]

一、高铁
中文名
高速铁路
外文名
G-Series High-Speed Train[2]
主要子项
中国高速铁路，国外高速铁路
高铁标准
不同国家和时代有不同标准
中国定义
高速铁路设计规范和国铁局的规定[1]
八、中国铁路车种字母表示
1、G字头是高速动车组列车,简称高铁,G是“高”的拼音首位字母。 2、D字头是动车组列车，简称动车，D是“动”的拼音首位字母。 3、 Z字头是直达特快列车，Z是“直”的拼音首位字母。 4、T字头是特快列车，T是“特”的拼音首位字母。 5、K字头是快速列车，K是“快”的拼音首位字母。 6、
二、动车
中文名动车外文名
motor car
其它名称
动力车辆、动力车厢
基本释义
自带动力的轨道车辆
主要特征
车辆设置有驱动力轮
区别对象
无牵引力的轨道车辆

动车的号
和谐号（CRH）
三、快车
火车（机械交通工具）编辑
火车（Train），人类的现代交通工具之一，是人类利用化石能源运输的典例。是指在铁路轨道上行驶的车辆，通常由多节车厢所组成。人类历史上最重要的机具，早期称为蒸汽机车，有独立的轨道行驶。铁路列车按载荷物，可分为运货的货车和载客的客车，亦有两者一起的客货混运车。 1804年，由英国的矿山技师德里维斯克利用瓦特的蒸汽机造出了世界上第一台蒸汽机车，时速为5至6公里。因为当时使用煤炭或木柴做燃料，所以人们都叫它“火车”，于是一直沿用至今。1840年2月22日，由康瓦耳的工程师查理礠里维西克所设计了世界上第一列真正在轨上行驶的火车。 1879年，德国西门子电气公司研制了第一台电力机车。随着火车的普及，改变了人们骑马（或以其他牲畜为主要动力）的出行方式。中国早期的火车车厢是绿色的，因此叫绿皮车。早期的传统火车列车是由一至三节机车牵引若干车厢或车皮组成，现代的新型火车出现了多节车厢自带动力的动车组列车。

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Introduction An engineering and contracting project may be represented as a sequence of macro-phases (engineering, procurement, construction, etc.). Project planning is a sequence of ever more detailed stages, passing from an overall project plan to more precise specifications for each macro-phase. The overall project plan indicates the milestones representing the frame of reference for the subsequent development of detailed schedules. In general, the project scheduling process is based on a backwards approach: the deadlines for construction activities influence delivery and procurement, which in turn affect the engineering schedule. F r o m a logistics point of view, project control may be described as a 'push' process, aiming to comply with scheduling deadlines as defined by the overall and detailed project plans. The management of the interface between two successive phases is critical in guaranteeing the integration of the overall project. This relationship may be analysed either at aggregate or at detailed level. The former is typical of the early planning stage, the latter occurs when the project is more advanced. At an aggregate level, the project life-cycle may be represented by a sequence of 'S' curves describing the expected progress of each phase *Author for correspondence.

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Determining key capabilities in technologymanagement using fuzzy analytichierarchy process:A casestudy of TurkeyYasemin Claire Erensal a,*,Temel O¨ncan b,1,Murat Levent Demircan b,2a Industrial Engineering Department,Dog ˘us ßUniversity,Acıbadem,Kadıko ¨y,_Istanbul,Turkeyb Industrial Engineering Department,Galatasaray University,C ¸ırag ˘an Cad.No:102,34357Ortako ¨y,_Istanbul,TurkeyReceived 8January 2004;received in revised form 1November 2005;accepted 2November 2005AbstractThe importance of technology management is a vital determinant of long-run success or failure of organizations in today Õs world.Since technology is a major driver of the global economic development,business professionals seek more eﬀective ways to man-age existing and emerging technology.This study proposes a model to understand the links between competitive advantages,competitive priorities and competencies of a ﬁrm in the context of the technology management.We use the fuzzy analytical hierarchy process (AHP)to analyze these links.Moreover,we examine the perception of a group of managers from diﬀerent Turkish ﬁrms regarding the technology management.The 0020-0255/$-see front matter Ó2005Elsevier Inc.All rights reserved.doi:10.1016/j.ins.2005.11.004*Corresponding author.Tel.:+902163271104x377;fax:+902163279631.E-mail addresses:yerensal@.tr (Y.C.Erensal),ytoncan@.tr (T.O ¨ncan),ldemircan@.tr (M.L.Demircan).1Tel.:+902122274480x406;fax:+902122595557.2Tel.:+902122274480x427;fax:+902122595557.2756Y.C.Erensal et al./Information Sciences176(2006)2755–2770main result of this paper is that the concept of the management of technology arises to be much more important than both the product technology and the process technology.Ó2005Elsevier Inc.All rights reserved.Keywords:Technology management;Fuzzy sets;Group decision making;Analytic hierarchy process1.IntroductionTodayÕs markets are creating a new competitive environment which causes manufacturingﬁrms to shift from industrial systems driven by hard-automation to post-industrial systems where success depends on quick response to customer requirements for customized,high quality products[6].In the post-industrial environment;high quality,reliability,timely delivery,enhanced customer service,rapid new product introduction,ﬂexible systems,and eﬃcient capital deployment are the primary sources of competitive advantage.Since technology is a major driver of global economic development,business professionals seek better ways to manage technology development.Burgelman et al.[3]emphasize that technology is a resource,which,when managed for competitive advantage,requires the integration with theﬁrmÕs strategy.Hayes and Pisano[7]argue thatﬁrms have to initiate a number of technologies to improve their competitive advantage.To be truly strategic,the challenge is to identify appropriate technology and formulate strategic plans that are consistent with their investment.When assessing theﬁrmsÕtechnological needs, managers need to consider theirﬁrmsÕtechnological resource skills and compe-tencies.However,managers do not necessarily possess all the skills required to develop a portfolio of technologies.As a result,this has translated into a critical need for people who are trained in managing diﬀerent types of techno-logical assets in varied commercial and non-commercial contexts.The management of technology is a vital determinant of long-run success or failure of organizations.It allows organizations to enter new markets,renew existing product lines and keep up with rapid technological developments in the environment where they survive.Among all of the inﬂuences in an organi-zationÕs environment,technology management is the key factor that may pro-vide long term competitive advantages which must be kept under control by a ﬁrm.For a recent survey on this topic we can refer to the paper by Liao[15].In this work,we propose a framework to explore the links between compet-itive advantages,competitive priorities and competencies of aﬁrm in the context of technology management.Understanding these links may helpﬁrms to identify appropriate technology and formulate their strategic plans accord-ingly.Technology management decisions require a special type of knowledge and expertise.We have used a fuzzy analytical hierarchy process(AHP)modelY.C.Erensal et al./Information Sciences176(2006)2755–27702757as a tool of decision making to overcome the multi-criteria decision making issues regarding the technology management.Brieﬂy,we investigate the eﬀects of the following performance dimensions of the technology management:•Competitive advantages:Sales growth rate,proﬁt,return on investment;•Competitive priorities:Cost,price,quality,ﬂexibility(product range, changes in quantity)and,time(speed of design,production and distribution);•Competencies:Product technology,process technology,and technology management.In the next section,we formulate main research objective and deﬁne the competitive advantages,competitive priorities and competencies of aﬁrm. We also discuss their relationships in the context of the technology manage-ment.In Section3,we present the fuzzy AHP.In Section4,we present the application of fuzzy AHP to the technology management.2.Management of technology in a fuzzy group decision making environmentBesides the upcoming new technologies,the number of technologies that exist throughout aﬁrm makes the management issues more complicated.In order to eﬀectively manage the technology,one remedy is to diversify the technology.Hence,incorporating technological considerations in strategic decisions requires a balanced assessment of product,process and management technology.In this paper,we examine the perception of a group of16manag-ers from diﬀerent Turkishﬁrms regarding the technology management. Furthermore,we also provide a useful methodology for identifying decision making problems of the technology management.Several criteria have been assessed and their relation to the goal is presented.The goal of our framework is to maximize theﬁrmÕsﬁnancial performance,to determine the most impor-tant technological competencies sustaining the competitive priorities,and for these technological competencies toﬁnd on which key decision making points we should focus.petitive advantageCompetitive advantage is deﬁned as the ability of aﬁrm or industry to achieve a better performance than its competitors in terms of proﬁtability [9].To maintain their competitiveness,companies face pressures to develop new sources and reinforce current sources of competitive advantage.Financial measures,such as,sales growth rate(growth),proﬁt,and return on investment (ROI)were accepted as the representative measures of performance in westerncompanies[8].Theseﬁnancial measures are brieﬂy described in Table1.Note that,although we only consider theﬁnancial performance measures in our fuzzy AHP framework,we have also placed in Fig.1some of the non-ﬁnancial performance measures for the sake of completeness.petitive prioritiesCompetitive priorities are the attributes of aﬁrm that attract customers.In other words,competitive priorities are potential points of diﬀerentiation between aﬁrm and its competitors.They may not always be directly control-lable by management but are outcomes of critical management decisions. The competitive priority is the way in which theﬁrm will compete in the mar-ketplace.Theﬁnancial performance measures considered in this study are cost, Table1Some of the commonly citedﬁnancial performance measures in the literatureMeasure DescriptionSales growth rate A factor used to measure market power of aﬁrmProﬁt The proﬁt arising from the manufacturingand trading operations of a businessReturn on investment A measure expressing theﬁrmÕs proﬁtsfor an accounting period as a percentage of its capitalemployedFig.1.The hierarchy of the problem.2758Y.C.Erensal et al./Information Sciences176(2006)2755–2770Y.C.Erensal et al./Information Sciences176(2006)2755–27702759price,quality,ﬂexibility and time.‘‘Cost’’focuses on the activities to keep the costs as low as possible and/or under control.‘‘Price’’means to oﬀer compet-itive prices and/or command premium prices.‘‘Quality’’is the ability of the product or service to meet speciﬁcations or the requirements of the customer. As another priority,‘‘ﬂexibility’’focuses on marketing,distribution and pro-duction resources which signiﬁcantly reﬂects newﬂexibilities to respond more quickly than before to changing technological and market opportunities. Finally,‘‘time’’involves the speed of delivery and/or on-time delivery performance.petenciesCompetencies are the key capabilities that enable aﬁrm to deliver a funda-mental customer beneﬁt[21].In addition,core competency is described as the source of competitive uniqueness and sustainable competitive advantage of a ﬁrm.According to Stonehouse et al.[19],technology is a strategic asset and therefore,the organizationÕs ability to manage and exploit technology can be considered as a core competency.In this work,we mainly concentrate on the following competencies of a company.2.3.1.Product technologyProduct technology is the technology purchased by the customer and used to meet his needs.It is the technology that the customer faces in the global mar-ketplace.Product technology includes the technology used in product develop-ment and,the technology used for the service and distribution of the product.2.3.2.Process technologyProcess technology is the technology utilized to manufacture the product at the lowest cost.Moreover,process technology also includes the technology used in quality control,inventory control and production planning.2.3.3.Management of technologyThere are several deﬁnitions of the management of technology.The National Research Council deﬁned the management of technology as‘‘linking engineering,science,and management disciplines to address the issues involved in planning,development,and implementation of technological capabilities to shape and accomplish the strategic and operational objectives of an organiza-tion’’.Badawy[1]further deﬁned the management of technology as‘‘aﬁeld of study and a practice concerned with exploring and understanding technology as a corporate resource that determines both the strategic and operational capabilities of theﬁrm in designing and developing products and services for maximum customer satisfaction,corporate productivity,proﬁtability,and competitiveness’’.Simply stated,the management of technology attempts to2760Y.C.Erensal et al./Information Sciences176(2006)2755–2770answer the question of how an organization can maximize gains from its tech-nological assets[16].Management of technology also includes corporate cul-ture,participative management and organizational design.Now we can present the links between competitive advantages,competitive priorities and competencies.To show the problem of selecting the most crucial competency,we make use of the hierarchy illustrated with Fig.1.Although within the scope of this work we only focus on theﬁnancial dimensions,we tried to provide all the dimensions of the problem.At theﬁrst level,we give competitive advantages of aﬁrm:growth,proﬁt and ROI.At the second level, we present competitive priorities which are cost,price,quality,ﬂexibility and cost.Finally,at the third level we placed our competencies:product technology, process technology and management of technology.3.Fuzzy AHPDespite of its wide range of applications,the conventional AHP approach may not fully reﬂect a style of human thinking.One reason is that decision makers usually feel more conﬁdent to give interval judgments rather than expressing their judgments in the form of single numeric values.As a result, fuzzy AHP and its extensions are developed to solve alternative selection and justiﬁcation problems.Although fuzzy AHP requires tedious computa-tions,it is capable of capturing a humanÕs appraisal of ambiguity when com-plex multi-attribute decision making problems are considered.In the literature,many fuzzy AHP methods have been proposed ever since the semi-nal paper by Van Laarhoven and Pedrycz[20].In his earlier work,Saaty[17] proposed a method to give meaning to both fuzziness in perception and fuzz-iness in meaning.This method measures the relativity of fuzziness by structur-ing the functions of a system hierarchically in a multiple attribute framework. Later on,Buckley[2]extends SaatyÕs AHP method in which decision makers can express their preference using fuzzy ratios instead of crisp values.Chang [4,5]developed a fuzzy extent analysis for AHP,which has similar steps as that of SaatyÕs crisp AHP.However,his approach is relatively easier in computa-tion than the other fuzzy AHP approaches.In this paper,we make use of ChangÕs fuzzy extent analysis for AHP.Kahraman et al.[11,12]and,Kulak and Kahraman[14]applied ChangÕs[4,5]fuzzy extent analysis in the selection of the best cateringﬁrm,facility layout and the best transportation company, respectively.Let O={o1,o2,...,o n}be an object set,and U={g1,g2,...,g m}be a goal set.According to the ChangÕs extent analysis,each object is considered one by one,and for each object,the analysis is carried out for each of the possible goals,g i.Therefore,m extent analysis values for each object are obtained and shown as follows:e M 1g i ;e M 2g i ;...;e M m g i;i ¼1;2;...;n where e M j g i ðj ¼1;2;...;m Þare all triangular fuzzy numbers.The membership function of the triangular fuzzy number is denoted by e Mðx Þ.The deﬁnitions of the triangular fuzzy number and the fuzzy algebraic operations for fuzzy trian-gular numbers are given in Appendix A.1.The steps of the Chang Õs extent anal-ysis can be summarized as follows:Step 1:The value of fuzzy synthetic extent with respect to the i th object isdeﬁned as:S i ¼X m j ¼1e M j g i X n i ¼1X m j ¼1e M j g i "#À1ð1Þwhere denotes the extended multiplication of two fuzzy numbers.In order to obtain P m j ¼1e M jg i ,we perform the addition of m extent analysis values for a particular matrix such that,X m j ¼1e M j gi ¼X mj ¼1l j ;X m j ¼1m j ;X m j ¼1u j !ð2Þand to obtainP n i ¼1P m j ¼1e M j g i h i À1,we perform the fuzzy addition oper-ation of e M j g i ðj ¼1;2;...;m Þvalues such that,X n i ¼1X m j ¼i e M j g i ¼X n i ¼1l i ;X n i ¼1m i ;X n i ¼1u i !ð3ÞThen,the inverse of the vector is computed as,X n i ¼1X m j ¼ie M j g i "#À1¼1P n i ¼1u i ;1P n i ¼1m i ;1P n i ¼1l i where 8u i ;m i ;l i >0ð4ÞFinally,to obtain the S j in Eq.(1),we perform the following multiplication:S j ¼X m j ¼1e M j g i X n i ¼1X m j ¼1e M j g i "#À1¼Xm j ¼1l j X n i ¼1l i ;X m j ¼1m j X n i ¼1m i ;X m j ¼1u j X n i ¼1u i !ð5ÞStep 2:The degree of possibility of e M2¼ðl 2;m 2;u 2ÞP e M 1¼ðl 1;m 1;u 1Þis deﬁned asY.C.Erensal et al./Information Sciences 176(2006)2755–27702761V ðe M2P e M 1Þ¼sup y P x ½min ðe M 1ðx Þ;e M 2ðy ÞÞ ð6Þwhich can be equivalently expressed as,V ðe M 2P e M 1Þ¼hgt ðe M 1\e M 2Þ¼e M 2ðd Þ¼1if m 2P m 10if l 1P u 2l 1Àu 22211;otherwise 8><>:ð7ÞFig.2illustrates V ðe M2P e M 1Þ,for the case m 2<l 1<u 2<m 1,where d is the abscissa value corresponding to the highest crossover point Dbetween e M 1and e M 2.To compare e M 1and e M 2,we need both of the val-ues V ðe M1P e M 2Þand V ðe M 2P e M 1Þ.Step 3:The degree of possibility for a convex fuzzy number to be greater than k convex fuzzy numbers e Mi ði ¼1;2;...;k Þis deﬁned as V ðe M P e M 1;e M 2;...;e M k Þ¼min V ðe M P e M i Þ;i ¼1;2;...;k .Step 4:Finally,W =(min V (S 1P S k )min V (S 2P S k ),...,min V (S n P S k ))T isthe weight vector for k =1,...,n .4.Application of the fuzzy AHP to technology managementIn order to perform a pairwise comparison among the parameters,a linguis-tic scale has been developed.Our scale is depicted in Fig.3and the correspond-ing explanations are provided in Table 2.Similar to the importance scale2762Y.C.Erensal et al./Information Sciences 176(2006)2755–2770deﬁned in Saaty Õs classical AHP [18],we have used ﬁve main linguistic terms to compare the criteria:‘‘equal importance’’,‘‘moderate importance’’,‘‘strong importance’’,‘‘very strong importance’’and ‘‘demonstrated importance’’.We have also considered their reciprocals:‘‘equal unimportance’’,‘‘moderate unimportance’’,‘‘strong unimportance’’,‘‘very strong unimportance’’and ‘‘demonstrated unimportance’’.For instance,if criterion A is evaluated ‘‘strongly important’’than criterion B,then this answer means that criterionTable 2The linguistic scale and corresponding triangular fuzzy numbersLinguistic scale Explanation Correspondingtriangular fuzzynumbersThe inverse of the corresponding triangular fuzzy numbers Equal importance Two activities contribute equally to the objective (1,1,1)(1,1,1)ModerateimportanceExperience and judgment slightly favor one activity over another (1,3,5)(1/5,1/3,1)StrongimportanceExperience and judgment strongly favor one activity over another (3,5,7)(1/7,1/5,1/3)Very strongimportanceAn activity is favored very strongly over another;its dominance demonstrated in practice (5,7,9)(1/9,1/7,1/5)Demonstratedimportance The evidence favoring one activity overanother is highest possibleorder of aﬃrmation (7,9,11)(1/11,1/9,1/7)Y.C.Erensal et al./Information Sciences 176(2006)2755–277027632764Y.C.Erensal et al./Information Sciences176(2006)2755–2770Table3The fuzzy evaluation matrix with respect to the goalGrowth Proﬁt ROIGrowth(1,1,1)(1/9,1/7,1/5)(1/5,1/3,1)Proﬁt(5,7,9)(1,1,1)(1/9,1/7,1/5) ROI(1,3,5)(5,7,9)(1,1,1)B is‘‘strongly unimportant’’than criterion A.To create Pairwise Comparison matrices,16department managers from diﬀerent Turkishﬁrms have been interviewed.By computing the averages coming from the managersÕanswers, we form the entries of the matrices.A sample of questions that are included in the questionnaire is presented in Appendix A.2.In this appendix,we also explain how we compute the averages coming from the managersÕanswers.From Table3,we compute S Growth=(0.05,0.07,0.15),S Proﬁt= (0.22,0.39,0.71)and S ROI=(0.26,0.53,1.04).Using these vectors,we further calculate the following values:V(S Growth P S Proﬁt)=0.00,V(S Growth P S ROI)=0.00,V(S Proﬁt P S Growth)=1.00,V(S Proﬁt P S ROI)=0.76,V(S ROI P S Growth)=1.00,V(S ROI P S Proﬁt)=1.00.Thus,the normalized weight vector is calculated as W Goal=(0.00,0.43,0.57)T using the data given in Table3. According to the answers by the decision making group presented in Table 3;we conclude that ROI and proﬁt are more important than growth.Moreover, we also observe that proﬁt is more important than growth.As a consequence, this result shows thatﬁrmÕs shareholders have a great authority on the decision making group.The decision making group now compares the sub-attributes with respect to main attributes.First,they compare the sub-attributes of growth.Table4gives the fuzzy comparison data of the sub-attributes of growth.From Table4,we calculate S Cost=(0.03,0.04,0.12),S Price=(0.05,0.12, 0.27),S Quality=(0.15,0.30,0.61),S Flex=(0.09,0.22,0.47),S Time=(0.14,0.32, 0.69),V(S Cost P S Price)=0.49,V(S Cost P S Quality)=0.00,V(S Cost P S Flex)=0.14,V(S Cost P S Time)=0.00,V(S Price P S Cost)=1.00,V(S Price P S Quality)=0.38,V(S Price P S Flex)=0.64,V(S Price P S Time)=0.40,V(S Quality P S Cost)=1.00,V(S Quality P S Price)=1.00,V(S Quality P S Flex)=1.00, Table4Evaluation of the sub-attributes with respect to growthCost Price Quality Flexibility TimeCost(1,1,1)(1/5,1/3,1)(1/7,1/5,1/3)(1/5,1/3,1)(1/7,1/5,1/3) Price(1,3,5)(1,1,1)(1/9,1/7,1/5)(1,1,1)(1/5,1/3,1) Quality(3,5,7)(5,7,9)(1,1,1)(1/7,1/5,1/3)(1,1,1) Flexibility(1,3,5)(1,1,1)(3,5,7)(1,1,1)(1/7,1/5,1/3) Time(3,5,7)(1,3,5)(1,1,1)(3,5,7)(1,1,1)V(S Quality P S Time)=0.96,V(S Flex P S Cost)=1.00,V(S Flex P S Price)=1.00, V(S Flex P S Quality)=0.79,V(S Flex P S Time)=0.77,V(S Time P S Cost)= 1.00,V(S Time P S Price)=1.00,V(S Time P S Quality)=1.00,V(S Time P S Flex)=1.00.Then,the normalized weight factor is calculated as W growth=(0.00,0.12,0.31,0.25,0.32)T using the data given in Table4.Based on these results,we conclude that in order to increase the sales growth rate; time,quality andﬂexibility appear to be more important than cost and price. This result is quite rational since the more a company isﬂexible and faster without deteriorating the quality,the higher its ability to increase the sales is.Now,the other two matrices relevant to pairwise comparisons of the sub-attributes of proﬁt and ROI and,the weight vector of each matrix are given as in Table5.The normalized weight vector is calculated as W Proﬁt=(0.53,0.41,0.06, 0.00,0.00)T using the data in Table5.We can observe that for the proﬁt of a company,price and cost play a much more important role than other criteria.The normalized weight vector is calculated as W ROI=(0.39,0.00,0.22, 0.39,0.00)T using the data in Table6.Consequently,we can deduce that the most important criteria for the ROI areﬂexibility,cost and quality.In Table7we present the normalized weight vectors obtained by the evalu-ation of key capabilities with respect to competitive priorities and competitive advantages.For all normalized weight vectors,except the one obtained for the evaluation of key capabilities with respect to price and ROI,we observe that the third element is higher than theﬁrst two.This means that managers Table5Evaluation of the sub-attributes with respect to proﬁtCost Price Quality Flexibility TimeCost(1,1,1)(1,1,1)(3,5,7)(7,9,11)(5,7,9)Price(1,1,1)(1,1,1)(1,3,5)(7,9,11)(1,3,5) Quality(1/7,1/5,1/3)(1/5,1/3,1)(1,1,1)(3,5,7)(1,1,1) Flexibility(1/11,1/9,1/7)(1/11,1/9,1/7)(1/7,1/5,1/3)(1,1,1)(1/5,1/3,1) Time(1/9,1/7,1/5)(1/5,1/3,1)(1,1,1)(1,3,5)(1,1,1)Table6Evaluation of the sub-attributes with respect to ROICost Price Quality Flexibility TimeCost(1,1,1)(5,7,9)(1,3,5)(1,1,1)(7,9,11) Price(1/9,1/7,1/5)(1,1,1)(1/7,1/5,1/3)(1/9,1/7,1/5)(1,1,1) Quality(1/5,1/3,1)(3,5,7)(1,1,1)(1/5,1/3,1)(3,5,7) Flexibility(1,1,1)(5,7,9)(1,3,5)(1,1,1)(7,9,11) Time(1/11,1/9,1/7)(1,1,1)(1/7,1/5,1/3)(1/11,1/9,1/7)(1,1,1)Table7Evaluation of key capabilities with respect to competitive priorities and competitive advantagesCompetitive advantagesROI Proﬁt Growth rate Competitive priorities Cost(0.08,0.00,0.92)T(0.00,0.45,0.55)T(0.00,0.45,0.55)TPrice(0.00,0.57,0.43)T(0.36,0.19,0.45)T(0.38,0.05,0.57)TQuality(0.36,0.19,0.45)T(0.19,0.36,0.45)T(0.19,0.36,0.45)TFlexibility(0.19,0.36,0.45)T(0.36,0.19,0.45)T(0.11,0.34,0.55)TTime(0.00,0.08,0.92)T(0.05,0.38,0.57)T(0.36,0.19,0.45)T consider the management of technology as being more important than process technology and product technology.In Tables8–10we present the last computations in order to obtain theﬁnal ranking of our competitive advantages.Theﬁnal results can be observed from the alternative priority vector presented in Table11.Our main result is that the management of technology is the preferred key capability.Moreover,we can Table8Sub-attributes of growthCost Price Quality Flexibility Time Alternativepriority vector Weight0.000.120.310.250.32Product technology0.000.380.190.110.360.25Process technology0.450.050.360.340.190.26 Management technology0.550.570.440.550.440.49Table9Sub-attributes of proﬁtCost Price Quality Flexibility Time Alternativepriority vector Weight0.530.410.060.000.00Product technology0.000.360.190.360.050.16Process technology0.450.190.360.190.380.34 Management technology0.550.440.440.440.570.50Table10Sub-attributes of ROICost Price Quality Flexibility Time Alternativepriority vector Weight0.390.000.220.390.00Product technology0.080.000.360.190.000.19Process technology0.000.570.190.360.080.18 Management technology0.920.430.440.440.920.63Table11Final tableGrowth Proﬁt ROI Alternative priority vector Weight0.000.430.57Product technology0.250.160.190.14Process technology0.260.340.180.15Management technology0.490.500.630.28also conclude that the process technology and product technology have almost the same importance.5.ConclusionIn this paper,we propose a model that helps understand the links between competitive advantages(growth,proﬁt and ROI),competitive priorities(cost, price,quality,ﬂexibility and time)and competencies(product technology,pro-cess technology and management of technology)of aﬁrm.The key competencies are compared using the fuzzy AHP based on the input from the group of16 managers from diﬀerent Turkishﬁrms.Investing in one technology(product or process technology)may result in a disruptive technological and organizational change.Moreover,the number of technologies that exist throughout aﬁrm may further complicate the decision making.However,the management of technology is a balanced and integrative approach to deal with complex investment decisions on technology.The main result of this study is that product and process technologies alone will not pro-vide competitive advantages.Therefore,the concept of the management of technology arises to be much more important than both the product technol-ogy and the process technology.AcknowledgementsThe authors would like to thank the anonymous referees for their valuable suggestions and comments that have substantially improved the paper.We are also mostly grateful to Mr.Trevor H.Jones,lecturer,from the University of New Brunswick,and Dr.Tolga Bektasß,post-doc fellow,from the University of Montre´al—Centre for Research on Transportation(CRT),for their contri-butions to the presentation of this paper.The second author acknowledges the grant of‘‘TU¨B_ITAK-BAYG Yurt DısßıDoktora SonrasıArasßtırma Burs Pro-gramı(NATO-B1)’’that allowed his stay at the University of Montre´al—Centre for Research on Transportation(CRT)as a post-doc fellow,between September2005and February2006.Appendix AA.1.The deﬁnition of the triangular fuzzy number and the operational laws of triangular fuzzy numbersThe membership function e Mðx Þ:R !½0;1 of the triangular fuzzy number e M¼ðl ;m ;u Þdeﬁned on R is equal to e M ðx Þ¼x Àl;x 2½l ;mx Àu ;x 2½m ;u 0;otherwise8<:where l 6m 6u and,l and u are respectively lower and bound values of thesupport of e M[10,13].According to Zadeh Õs extension principle given two triangular fuzzy num-bers e M1¼ðl 1;m 1;u 1Þand e M 2¼ðl 2;m 2;u 2Þ1.The extended addition is deﬁned as e M1Èe M 2¼ðl 1þl 2;m 1þm 2;u 1þu 2Þ.2.The extended multiplication is deﬁned as e M 1 e M 2%ðl 1l 2;m 1m 2;u 1u 2Þ.3.The inverse of triangular fuzzy number e M 1¼ðl 1;m 1;u 1Þis deﬁned as e M À11%1u 1;1m 1;1l 1 .A.2.QuestionnaireThe questions in our questionnaire are prepared according to the AHP model presented in Section 2.A group of 16managers from diﬀerent Turkish ﬁrms constitute the sample (i.e.the decision making group)of this research.The decision making group is invited to answer the questions in the question-naire during their annual meeting.The computations of answers Õaverages rel-evant to Tables 3–6given in Section 4are performed in two steps.In the ﬁrst step,the average of 16answers is computed.Then,the answers Õaverages are rounded to their closest linguistic scale presented in Table 2.At the second step,the decision making group is invited to compromise on one answer for each question.One advantage of this two-steps approach is the capability of enabling the decision making group being aware of their answers.Another advantage of this approach is its ease of computation,since it does not use frac-tional data which may result inaccurate results due to round-oﬀerrors.A sam-ple of questions from the questionnaire is given below:If an attribute on the left is more important than the one on the right,put cross mark ‘‘X’’to the left of the ‘‘Equal Importance ’’column,under the impor-tance level (column)you prefer.On the other hand,if an attribute on the left is。

世界各国高速铁路介绍

成本控制
在高速铁路建设过程中，应加强成本控制，优化设计方案，降低建设成本，同时合理安排工期，避免因延误导致的额外费用。
技术难题与解决方案
技术难题
高速铁路技术复杂，涉及众多领域，如线路设计、列车制造、信号控制等，需要解决的技术难题较多。
解决方案
加强技术研发和创新，提高自主创新能力，同时引进国外先进技术，消化吸收再创新，形成自己的核心技术体系。
源，降低对环境的影响。
跨国高速铁路网络的建设
欧洲跨国高速铁路
网络
欧洲各国正在加强跨国高速铁路网络的建设，连接欧洲各大城市，提高跨国交通的便利性。
亚洲跨国高速铁路
网络
亚洲各国也在积极推进跨国高速铁路网络的建设，连接东亚、东南亚和南亚地区。
美洲跨国高速铁路
网络
美国和加拿大也在探讨建设跨国高速铁路网络的可行性，以连接两国的主要城市。
THANKS FOR WATCHING
感谢您的观看
大城市的便捷交通工具。
技术特点
日本新干线采用了动力分散式动车组技术，具有高速度、大容量、低噪音、低污染等特点，是世界高速铁路的典范之一。
运营情况
日本新干线是日本铁路的主干之一，为日本经济和社会发展做出了巨大贡献，同时也是日本旅游业的重要支撑。
法国TGV
建设历程
法国TGV高速铁路自1981年开通以来，已成为法国及欧洲铁路的骨干，连接了法国各大城市及设历程
汉堡-柏林线是德国第一条高速铁路，全长 450公里，1990年代开工建设，2002年全线通车。
技术特点
汉堡-柏林线采用轮轨技术，设计时速为300公里，实现了高平顺、高稳定性和高安全性的目标。
运营情况

高速铁路外文资料

SPEEDAM 2006International Symposium on Power Electronics, Electrical Drives, Automation and MotionA Measurement Campaign on Audio Frequency Track Circuits of Italian High Speed Railway Systems M. C. Falvo *, E. Fedeli **, and R. Lamedica * * Department of Electrical Engineering - University of Rome La Sapienza, Via Eudossiana,18 –ROME (Italy )** Ferrovie dello Stato S.p.A. -Rete Ferroviaria Italiana - Direzione Tecnica, Via Marsala, 9 – ROME (Italy )Abstract -- The new high speed railway lines, under construction in Italy, are electrified in 2x25 kHz – 50 Hz and adopt a signaling system with audio frequency track circuits (AF-TC), ranging from 2.1 kHz to 16.5 kHz.On this type of TC preliminary studies of the compatibility are required inorder to test their correct operation. To this aim ameasurement campaign on the AF-TC of the new HighSpeed Railway System Rome-Naples has been made. Fromthe measurement results and their post-elaboration, basedon accuracy and uncertainty analysis, the AF- TC voltageprofile has been drawn with some interesting considerationabout the operation of the AF-TC, that are reported in the present paper.Index Terms -- High Speed Railway System, AudioFrequency Track Circuit,Measurement CampaignI.I NTRODUCTIONThe new high speed railway lines,under construction in Italy, are electrified in 2x25kHz – 50 Hz and adopt a signaling system with audio frequency track circuits (AF-TC), ranging from 2.1 kHz to 16.5kHz [1]-[3].It is well known that interferences between the traction and signaling curren t on t he t rack circui t s (TC) are possible because of t he harmonic curren t s t ha tare inject ed in t he line and on t he rails by t he mot or drive equipment [4]. In fact t he new locomot ives, equipped wit h elect ronic st at ic convert ers, push a t ract ion current hat present s a harmonic spect rum, due t o t he cont rol sys ems, which con ains audio frequencies. Since he t racks are the means of propaga t ion of t rac tion and signaling current s, int erference problems in t he st andard opera tion could occur wi t h possible impac ton t ranspor t a tion regulari t y.Really t his elemen t is no t anyway sufficient to determine a not proper operation of t he t rack circuit t hat is exclusively possible in t he case that rail currents in the track circuit operational bands areunbalanced and amplified. In this case track circuits canbe affec ted by unexpec t ed occupa t ions t ha tmaycompromise the sys tem availabili t y degree and t hetransportation regularity.This work was support ed by RFI (Ret e Ferroviaria It aliana) in t heframe of a Research Projec twi th the Depar tmen tof Elec trical Engineering in University of Rome La Sapienza (January-June 2005)So t he choice of audio range for TC opera t ionalfrequency has been just made for avoiding int erference problems between the traction and signaling current.Other compatibility problems regards directly the AF-TC operation.It is known that the trackside components for t he AF-TC are t he t rack coupling unit s, capacit ive compensators, and S joints.The t rack coupling unit int erfaces t he TC wit h t he receiver and transmitter circuits, and provides for tuning them to the track circuit carrier frequency.The S joint is used instead of mechanical insulated joints and define the track circuit boundaries.In order t o enforce t he elect rical insulat ion bet weenadjacent t rack circuit s, different frequencies are used incycled way, and against the daphnia different frequenciesare used for two lines tracks.Finally t hroughou t t he t racks, some capaci t ive compensators are mounted with the aim of reducing trackat t enuat ion and guarant eeing minimum phase dist ort ioncondition.In light of that, it is clear that a good operation of the AF- TC is strongly related to:-the control of the signal attenuation in function of the TC length and the capacitive compensators use;-t he con t rol of t he elec t rical insula t ion be t weenadjacen t TC t hrough t he righ t calibra t ion of t he receiver and t ransmi t t er circui t s on t he carrier frequency, and the S joint use;-the control of the possible interferences between the traction and signaling current on the TC [5].All these aspects can be tested both using a validated model of t he whole sys t em (t rac tion and signaling syst ems) and realizing a measurement campaign on t he AF-TC.In [6]and [7] the models,implemented in Alternative Transien t Program (ATP)[8], t o simula te the audio frequency behaviour of he rack circui s and of he electrification system have been presented.Wit h t he same aim and for t he models validat ion, ameasurement campaign on t he AF-TC of t he new HighSpeed Railway System Rome-Naples has been made. Themain resul s are repor ed in his paper;in par icular,Sec tion 1 repor t s t he sys t em descrip tion; Sec t ion 2con t ains measuremen tins t rumen t a tion layou t and fea t ures explana t ion; in Sec t ion 3 and in Sec t ion 4measurement s result s and harmonic analysis have been repor t ed respec t ively; Sec t ion 5 explains uncer t ain tyanalysis for ident ifying t he measurementand analyt ical errors and Section 6reports the main conclusions.II.S YSTEM D ESCRIPTIONThe Ialian high speed railway ne work adop s a ypical 2x25 kV – 50 Hz configurat ion, as shown infigure 1, ha includes HV/55 kV double secondary t ransformers, 55/27,5 kV aut ot ransformers, cont act wire (CW), messenger (M), feeders (FD), rail re urn wires The charac eris ic geome rical disposi ion of an embankment/cutting line section is illustrated in figure 2;similar configurat ions are valid for viaduct line sect ions and tunnel sections where differences regard basically the position of feeders, returns wires (RW) and ground wires The I t alian high speed railway sys t em adop t s a signaling sys t em t o highes t specifica t ion, Level II ERTMS. It includes on-board and t rackside equipment ,which supervises t rain opera t ion under every t raffic condi tion, in real-t ime. The t rain de t ec tion signaling syst em is based on t he uses of audio-frequency t rack circuits.The required supporting trackside components for the AF-TC are t he t rack coupling uni t s, capaci t ive compensators, and S joints.Fig. 3.Track Circuit lay-outThe t rack coupling unit int erfaces t he t rack signals wit h t he card-file receiver and t ransmit t er circuit s, and provides for tuning to the track circuit carrier frequency,as required for the track loops, with one its own jumper-adjusted capacitor bank.The S joint consist s of a few met ers cable t hat is connect ed bet ween t he t wo rails wit h t he end of t he Sbonded to each rail. Single turn track loops are mounted inside t he upper and lower part s of t he S. S joint s areused because there are no mechanical insulated joints that define the track circuit boundaries.Which track does the t ransmit t ing or receiving is det ermined by t he direct ionrelays located at the rear of the card-file.In order t o enforce t he elect rical insulat ion bet ween adjacent t rack circuit s, t hree different frequencies havebeen used in cycled way,wit h superimposed prot ect ion codes. Instead different frequencies are used for two linestracks against the daphnia.Throughout t he t racks, some capacit ive compensat ors are mounted with the aim of:- reducing t rack a t t enua t ion, considering t ha t the minimum value acceptable in reception is 0.4V;minimum phase distortion condition. campaign concerns an AF-TC on New High Speed Railway LineRome -NapleFig. 4. Rome Naple high speed .railway lineThe line adop t s 4 t ype of AF-TC t ha tdiffer for coupling circuits between the unit and the track loop and for t he operat ional frequencies (from 2.1 kHz t o 16.5kHz).Besides every t ype of AF-TC is charact erized by six opera tional frequencies, whose t wo are used for theturnout tracks.The ot her operat ional frequencies are assigned t o t he two ways: the even ones on the up line, and the odd ones on the down line, against the daphnia, as shown in table I.TABLE IAF-TC F REQUENCIESUp Line Down Line Turnout Tracks f1f2f0f3f4f7f5f6In part icular t he operat ional frequencies range of t hefour type of AF-TC are reported in table II:TABLE IIAF-TC F REQUENCIES R ANGEAF-TC Type OperationalfrequenciesrangeOperational Frequencies For Up Line OperationalFrequenciesFor DownLine Operational Frequencies For Turnout Tracks 1° Type (with capacitive compensator)1900y4300 Hz 2100 Hz,2900 Hz,3700 Hz: 2500 Hz,3300 Hz,4100 Hz: 1900 Hz e 4300 Hz 2° Type (with capacitive compensator)3750y 7250 Hz 4250 Hz,5250 Hz,6250 Hz 4750 Hz,5750 Hz,6750 Hz: 3750 Hz e 7250 Hz 3° Type (without capacitive compensator)3750y 7250 Hz 4250 Hz,5250 Hz,6250 Hz: 4750 Hz,5750 Hz,6750 Hz: 3750 Hz e 7250 Hz 4° Type (with out capacitive compensator)9500y 16500 Hz10500 Hz,12500 Hz,14500 Hz11500 Hz,13500 Hz,15500 Hz9500 Hz e 16500 HzThe AF-TC that has been analyzed is a 1° type AF-TC,and has the features reported in table III.TABLE III AF-TC F EATURESOperational Frequency 2.5 kHz Operational Frequencies of adjacent AF-TC 3.2 kHz (on the start side)4.1 kHz (on the end side)Maximum Ballast Conductivity 0,2 S/kmAF-TC Length 1670m Capacitive Compensator Step 100m Compensator Capacitive Value 25P FS Joint Length 18,6 m y 27 mIII.M EASUREMENT I NSTRUMENTATION :L AYOUT AND F EATURESThe measurement campaign has been carried out by day, with optimal wheatear conditions (20°C, no rain in progress and in the last days that means dry ballast). The track circuit is placed for 670 m in open space and for 1 km in nat ural gallery. The higher humidit y degree in gallery didn’t influence the voltage measurements.The voltage measurement system includes: - a skilled system of two probes;- a portable oscillograph.The probes are home-made using a 20 mm 2copper cable 2,1 m long wi t h t erminals cons t i t u t ed by two copper sheets mounted on ferromagnetic flat supports fora steady attach to the rail, as shown in figure 5.Fig. 5. Skilled system of two probes.The portable oscillograph allows he record of he volt age measurement in t he t ime domain on a memory card in binary or ASCII format. The scale size adopted is 10 V.Fig. 6. Portable oscillograph.The main feat ures of t he inst rument are report ed in table IV:TABLE IVP ORTABLE O SCILLOGRAPH F EATURESScale Size 10V (1mV/div)Voltage range ±10.00V Accuracy ± 1% of Scale Size +1mV Noise (without filter) 2.0mV p-p Resolution A/D 12 bit Pass Band 40kHzMaximum Sampling Step 40kSample/sInput Impedance 1M ȍ (±1%), 5pF (at 40kHz)IV.M EASUREMENTS R ESULTSOn this track circuit the following measurements havebeen carried out:- a voltage measurement every 10 m;- a vol tage measuremen tin correspondence of each capacitance compensator (almost every 100 m);- a vol t age measuremen t in correspondence of each impedance bond;- a volt age measurement in correspondence of each S joint start and end;-10 m before track circuit start and after track circuit end. Besides all t he measurement s (for each point )have been performed in t ime field, for a 20 ms period (t hat means 800 samples t hanks t o 40 kSample/s resolut ion),as shown in figure 7.For t his t ime domain profile it is already clear t he presence of some harmonic componen t s, wi t h characteristic frequencies that are different form the AF-TC opera ional frequency, ha involve in he vol age ampli t ude and frequency variabili t y. The ampli t ude variability is obviously also associated to the number of samplings of the oscillograph.V. H ARMONIC A NALYSIS AND V OLTAGE P ROFILE For each measuremen a Fourier analysis has been performed, in order to get the harmonic spectrum.The Discre te Fourier Transform (DFT) has beenadopt ed, aut omat ically implement ed wit h Mathematica3.0soft ware. The result s have been report ed in figure 8.a), 8.b)and 8.c):Fig. 8. Voltage harmonic spectra at 0m, 810 m,1670mThe DFT analysis shows that characteristic frequencies of the adjacent track circuits are strongly present close to the AF-TC ends.As example figure 8.a) repor t s vol t age harmonicspectrum at the distance 0 m (TC start point) and puts in evidence that a relevant component at 3.3kHz (frequencyof st art side adjacent AF-TC) is present , and figure 8.c)report s t he volt age harmonic spect rum at t he dist ance 1670 m (TC end poin ) and pu s in evidence ha arelevant component at 4.1kHz (frequency of end sideadjacent AF-TC)is present.In order o ge vol age profile of he only AT-FC operat ional frequency signal (2,5 kHz ± 200 Hz), t he RMS value has been calculated and reported in figure9:Fig. 9. Voltage profile (RMS value for 2,5 kHz± 200 Hz)As shown in figure 9, the voltage profile is composed by a decreasing linear component, associable to the signal at enuat ion, and a periodical component wit h a spat ial period of 100 m, due t o t he presence of capaci tive compensators.VI.U NCERTAINTY A NALYSIS :M EASUREMENT ANDA NALYTICAL E RRORS The last step of the measurement data elaboration has been t he uncer t ain t y analysis of measuremen ts and analytical errors, with the aim of filtering voltage profile from the errors associated to:x the home-made probes, with an impact on the singlesample;x t he oscillograph, wi t h an impac t on t he singlesample;x the DFT algorithm and sampling,with an impact onthe RMS value [9].The procedure adop ted has been repor t ed in the scheme of figure 10.From t he measurement point , t he former error is t he probes one t hat get a volt age reduct ion in funct ion of their impedance that could be calculated experimentally.The next error is the oscillograph one that is associated to many factors, but in particular to the quantization.Thisis t he error linked t o t he limit ed number of bit t hat t he A/D convert er uses for t he binary represent at ion of t he measurements.The sampling and DFT errors are closely related to the sampling step,that is 40kSample/s, that means to get 800samples in a 20 ms window. These errors have been evaluated using Mathematica 3.0 software [7].The results obtained are reported in table V.T ABLE V M EASUREMENT E RRORSUncertainty Source ValueProbes 0,00003%Oscillograph ±1% on 10V+1mVDFT and Sampling0,931%Fig. 10. Uncertainties individuation algorithmTable V shows that it is possible to disregard the errors associa t ed t o t he probes and t o regard t he errors associated to oscillograph and to DFT and sampling.In t his case, t he final vol t age profile wi t h i t s uncertainty band is the following:Fig. 11. Voltage profile (RMS value for 2,5 kHz± 200 Hz)with uncertainty bandAs shown in figure 11, the voltage profile is composed by a decreasing linear component, associable to the signalat enuat ion, and a periodical component wit h a spat ial period of 100 m, due t o t he presence of capaci tivecompensators.VII. C ONCLUSIONSThe paper repor t s t he resul ts of a measuremen tcampaign on an audio frequency track circuit (AF-TC)of he new High Speed Railway Sys em (Rome-Naples),made by the Power System Research Group in Rome.From the measuremen t resul t s and t heir pos t -elaborat ion, based on accuracy and uncert aint y analysis, t he vol t age profile has been drawn wi t h in t eres t ing general consideration about the operation of the AF-TC.In particular it is worth to point out that:1.The use of capaci t ive compensa t ors allows thereduction of the signal attenuation on the TC length;so their presence is fundamental for the right AF-TC opera t ion and also in order t o ge t t he op timal technical economical choice on the TC length.2.The electrical insulation between adjacent TC is nottotally guaranteed by the S joint use, so that the right calibration of the receiver and transmitter circuits on the carrier frequency is very relevant for the AF-TC operation.3.It is possible t o have int erference problem bet ween the traction and signaling current on the TC. Then itis in progress an EMC harmonic gabarit t hat willdefine t he boundary levels bet ween t he maximumt rac t ion curren t harmonic con t en t and the susceptibility level of Track Circuits. R EFERENCES[1]Lucio Mayer: Impianti Ferroviari , CIFI, Roma[2]Council Direc tive 96/48/EC - 23 July 1996 on Theinteroperability of the trans-European high-speed rail system , Official Journal L 235 , 17/09/1996.[3]Commission Decision 2002/731/EC 30 May 2002 on Thetechnical specification for interoperability relating to the control-command and signalling subsystem of the trans-European high-speed rail system , Official Journal L 245, 12/9/2002.[4]Fedeli E., First experimental results from EMC campaignon interference between new High Speed railway line Roma-Napoli and traditional line signalling systems , Proc. of IEEE SPEEDAM 2004, June 2004.[5]Giulii Capponi F.; Caricchi F.; Del Ferraro L.; Fedeli E.,Measurement of Traction Current Harmonics on the Track Circuits of the Rome-Naples High-Speed Railway , Proc. ofIEEE SPEEDAM 2009, May 2006.[6]Falvo M.C.; Fedeli E. ; Lamedica R.: A simulation model of audio-frequency track circuits , Proc. of SPRTS Conference, October 2005.[7]Bartoni R.; Falvo M.C.; Fedeli E. ; Lamedica R.: An Audio Frequency Model of a 2x25 kV Traction Line for High Speed Railway Systems , Proc. of WSEAS Power ’05 Conference, December 2005. [8]ATP User Guide[9]Be t ta G.; Liguori C.; A. Pie t rosan to: Propagation of uncertainty in a Discrete Fourier Transform algorithm ,Elsevier Science -Measurements, 2000。

外文翻译---高速铁路与动车组

附录附录A 外文翻译High-speed Rail and Multiple UnitsHigh-speedHigh-speed rail is public transport by rail at speeds in excess of 200 km/h. Typically, high-speed trains travel at top service speeds of between 250 km/h and 300 km/h- The world speed record for a conventional wheeled train was set in 1990，by a French TGV (Train a Grande vitesse) that reached a speed of 513.5km/h，and an experimental Japanese magnetic levitation train has reached 581 km/h.The International Union of Railway’ high-speed task force provides definitions of high-speed rail travel. There is no single definition of the term, but rather a combination of elements—new or upgraded track, rolling stock, operating practices一that lead to high-speed rail operations. The speeds at which a train must travel to qualify as “high-speed” vary from country to country, ranging from 160 km/h to over 300 km/h.There are constraints on the growth of the highway and air travel systems，widely cited as traffic congestion, or capacity limits. Airports have limited capacity to serve passengers during peak travel times, as do highways. High-speed rail，which has potentially very high capacity on its fixed 4 corridors，offers the promise of relieving congestion on the other systems. Prior to World War II, conventional passenger rail was the principal means of intercity transport. Passenger rail services have lost their primary role in transport, due to the small proportion of journeys made by rail.High-speed rail has the advantage over automobiles in that it can move passengers at speeds far faster than those possible by car, while also avoiding congestion. For journeys that do not connect city centre to citycentre，the door to door travel time and the total cost of high-speed rail can be comparable to that of driving. A fact often mentioned by critics of high-speed trains. However, supporters argue that journeys by train are less strenuous and more productive than car journeys.While high-speed trains generally do not travel as fast as jet aircraft, they have advantages over air travel for relatively short distances. When traveling less than about 650 km, the process of checking in and going through security screening at airports, as well as the journey to the airport itself, makes the total journey time comparable to high-speed rail. Trains can be boarded more quickly in a central location，eliminating the speed advantage of air travel. Rail lines also permit far greater capacity and frequency of service than what is possible with aircraft.High-speed trains also have the advantage of being much more environmentally friendly, especially if the routes they serve are competing against clogged highways.The early target areas，identified by France，Japan，and the U.S.，were connections between pairs of large cities. In France this was Paris-Lyon, in Japan Tokyo-Osaka, and in the U.S. the proposals are in high-density areas. The only high-speed rail service at present in the USA is in the Northeast Corridor between Boston, New York and Washington, D.C,； it uses tilting trains to achieve high speeds on existing tracks, since building new，straighter lines was not practical, given the amount of development on either side of the right of way.Five years after construction began on the line，the first Japanese high-speed rail line opened on the eve of the 1964 Olympics in Tokyo, connecting the capital with Osaka. The first French high-speed rail line was opened in 1981，the French rail agency, planning starting in 1966 and construction in 1976. The opening ceremonies were significant events, being reported internationally, but not associated with a major showpiece such as a World’s Fair or Olympic Games.Market segmentation has principally focused on the business travel market. The French focus on business travelers is reflected in the nature of their rail cars. Pleasure travel is a secondary market, though many of the French extensions connect with vacation beaches on the Atlantic and Mediterranean, as well as major amusement parks. Friday evenings are the peak time for TGVs. The system has lowered prices on long distance travel to compete more effectively with air services，and as a result some cities within an hour of Paris by TGV have become commuter communities, thus increasing the market, while restructuring land use, A side effect of the first high-speed rail lines in France was the opening up of previously isolated regions to fast economic development. Some newer high-speed lines have been planned primarily for this purpose.Multiple UnitsThe term Multiple Unit or MU is used to describe a self-propelling train unit capable of coupling with other units of the same or similar type and still being controlled from one cab.1 The term is commonly used to denote passenger trainsets that consist of more than one carriage, but single self-propelling carriages, can be referred to as multiple units if capable of operating with other units.Multiple units are of three main types：Electric Multiple Unit (EMU),Diesel Multiple Unit (DMU),Diesel Electric Multiple Units (DEMU).Multiple unit trainset has the same power and traction components as a locomotive, but instead of the components concentrating in one carbody，they are spread out on each car that makes up the set 2 Therefore these cars can only propel themselves when they are part of semi-permanently coupled.For example, a DMU might have one car carry the prime mover and traction motors, and another the engine for head end power generation；an EMU might have one car carry the pantograph and transformer, and another car carry the traction motors.AdvantagesMultiple units have several advantages over locomotive-hauled trains.Energy efficiency—MUs are more energy efficient than locomotive-hauled trains. They are more nimble, especially on grades, as much more of the train’s weight ( sometimes all of it) is carried on power-driven wheels, rather than suffer the dead weight of unpowered hauled coaches. In addition, they have a lower weight-per-seat value than locomotive-hauled trains since they do not have a bulky locomotive thatdoes not itself carry passengers but ecmtributes to the total weight of the train. This is particularly important for train services that have frequent stops,since the energy consumed for accelerating the train increases significantly with an increase in weight.No need to turn locomotive~Most MUs have cabs at both end, resulting in quicker turnaround times, reduced crewing costs i and enhanced safety. The faster turnaround time and the reduced size (due to higher frequencies) as compared to large locomotive -hauled trains, has made the MU a major part of suburban commuter rail services in many countries, MUs are also used by most rapid transit systems.Composing can be changed mid journey~MUs may usually be quickly made up or separated into sets of varying lengths. Several multiple units may run as a single train，then be broken at a junction point into smaller trains for different destinations.Reliability—Due to having multiple engines the failure of one engine does not prevent the train from continuing its journey. A locomotive drawn train typically only has one power unit whose failure will disable the train. Some locomotive hauled trains may contain more than one power unit and thus be able to continue at reduced speed after the failure of one.Safety—Multiple units normally have completely independent braking systems on all cars meaning the failure of the brakes on one car does not prevent the brakes from operating on the other cars.Axle load—Multiple units have lighter axle loads, allowing operation on lighter tracks, where locomotives are banned. Another side effect of this is reduced track wear, as traction forces can be provided through many axles, rather than just the four or six of a locomotive.Easy and quick driving~Multiple units generally have rigid couplers instead of the flexible ones on locomotive hauled trains. That means brakes or throttle can be more quickly applied without excessive amount of jerk experienced in passenger coaches.Disadvantages：Multiple Units do have some disadvantages as compared to locomotive hauled trains.Maintenance—It may be easier to maintain one locomotive than many self-propelled cars.Safety—In the past it was often safer to locate the train's power systems away from passengers. This was particularly the case for steam locomotives, but still has some relevance for other power sources. A head on collision involving a multiple-unit is likely to result in more casualties than one with a locomotive*Easy replacement of motive power~Should a locomotive fail, it is easily replaced. Failure of a multiple unit train-set will often require a whole new train or time-consuming switching.Efficiency—Idle trains do not waste expensive motive power resources. Separate locomotives mean that the costly motive power assets can be moved around as needed.Flexibility—Large locomotives can be substituted for small locomotives where the gradients of the route become steeper and more power is needed.5 Also, different types of passenger cars can be easily added to or removed from a locomotive hauled train. However, it is not so easy for a multiple unit since individual cars can be attached or detached only in a maintenance facility.Noise and Vibration—The passenger environment of a multiple unit is often noticeably noisier than that of a locomotive-hauled train, due to the presence of underfloor machinery. The same applies to vibration. This is particular problem with DMUs.Obsolescence cycles—Separating the motive power from the payload-hauling cars means that either can be replaced when obsolete without affecting the other.It is difficult to have gangways between coupled sets, and still retain an aerodynamic leading front end.FeaturesIt is not necessary for every single car in a MU set to be motorized. Therefore MU cars can be motor units or trailer units. Instead of motors, trailing units can contain some supplemental equipment such as air compressors, batteries, etc.In some MU trains，every car is equipped with a driving console, and other controls necessary to operate the train. Therefore every car can be used as a cabcar whether it is motorised or not, if on the end of the train. However, other EMUs can be driven/controlled only from dedicated Cab cars.Well-known examples of MUs are the Japanese Shinkansen and the last generation German ICE. Most trains in the Netherlands and Japan are MUs, making them suitable for use in areas of high population density. A new high-speed MU was unveiled by France’s Alstom on February 5th, 2008• It has a claimed service speed of 360 km/h..from：Railway signals professional Englis中文翻译：高速铁路与动车组高速铁路高速铁路是一种运行时速超过200千米的公共轨道交通。

中国文化翻译-高速铁路

Translation
• 高速铁路是一种营运速度比普通铁路更快的铁路运输方式。 The high-speed railway is a means of railway transportation faster than the conventional / normal railway.
• 高速铁路的特点是速度快，能源消耗低，环境影响小，安全性能好，正点率高，乘坐舒适方便。 It is characterized by high speed, low energy consumption, slight impact on the environment, greater safety, improved punctuality, and comfortable and convenient ride. (Its characteristics are……)
• 中国高速铁路的建设始于1999年。 China launched / started its high-speed railway construction in 1999. • 经过10余年的高速铁路新线建设和对既有铁路的高速化改造，中国已经拥有世界上规模最大的高速铁路网，中国高速铁路里程居世界第一，已超过1.3万公里。 After more than 10 years of construction of new high-speed rail lines and upgrading of the existing railways, China has had the biggest high-speed railway network and now ranks first in mileage in the world, exceeding 13,000 kilometers.

【英文文献及翻译】中国高速铁路China High-Speed Railway

China High-Speed RailwayAs the economic grow, intercity travel demand has increased dramatically in the Greater China Area. Traditional railways can hardly satisfy the passenger and freight travel demand, high speed rail is hence proposed and constructed after 1990s. This study aims to integrate current development of both rail-based and Maglev high speed trains in this area. From 1997, Taiwan kicked-off its high speed rail construction by importing the technology of Japanese Shinkansen. The Taiwan High Speed Rail is a 15-billion US dollars project. To save the cost of construction and management, the BOT model was applied. Though not totally satisfied, this project is still successful and ready to operate in the 4th quarter of 2007. China is preparing its high speed rail services by upgrading current networks. The capacity and operating speed are all increased after 5-times system upgrade. The 6th upgrade will be initiated in 2006. By then, trains will run at a speed of 200km/h in a total distance of 1,400km in 7 different routes. From the white paper published by the Ministry of Railway in China, there will be totally 8 rail-based High Speed Train services. Four of them are North-South bound, and four of them are East-West bound. 5 of the 8 High Speed Rails are now under construction, the first line will be finished in 2009, and the 2nd one will be in 2010. By 2020, there will be totally 12,000 kilometers high speed rail services in China. The 250 billion US dollars construction cost still leaves some uncertainties for all these projects. Finally, the future of the Maglev system in China is not so bright as rail-based. Shanghai airport line could be the first, also the last Maglev project in China if the approved Shanghai-Hangzhou line cannot raise enough 4.4 billion dollars to build it.Steel rail compositionSteel rail is composed of iron, carbon, manganese, and silicon, and contains impurities such as phosphorous, sulphur, gases, and slag. The proportions of these substances may be altered to achieve different properties, such as increased resistance to wear on curves.The standard configuration for North American rail resembles an upside down T. The three parts of T-rail are called the base, web, and head. The flat base enabled such rail to be spiked directly to wooden crossties; later, rail was placed on the now-standard steel tie plate. While the proportions and precise shape of rail are subject to constant analysis and refinement, the basic T-section has been standard since the mid-19th century.WeightThe most common way of describing rail is in terms of its weight per linear yard (the historic British unit of length), which is a function of its cross section. In the late 19th century, rail was produced in a range of sections weighing between 40 and 80 lbs. per yard. Weights increased over time, so that rail rolled today weighs between 112 and 145 lbs. (The Pennsylvania Railroad's 155-lb. section, used for a time after World War II, was the heaviest used in the U.S.)Jointed rail segmentsThe length of standard rails has historically been related to the length of the cars used to transport them. From an early range of 15-20 feet, rail length increased with car size until a standard of 39 feet (easily accommodated by the once-common 40-foot car) was reached. Even with the advent of today's longer cars, 39 feet has remained the standard for rail owing to limitations in steel mills and ease of handling.The joints in rail — its weakest points — can make for a rough ride, and are expensive to maintain. Individual rails are joined with steel pieces called joint (or angle) bars, which are held in place by four or six bolts. Today, the six-bolt type, once reserved for heavy-duty applications, is standard. The bolts in a joint bar are faced alternately outward and inward to guard against the remote possibility that a derailed car's wheel would shear them all off, causing the rails to part. Transition between rails of two different weights is achieved with special angle bars. In territory where the rails serve as conductors for signal systems, bond wires must be used at the joints to maintain the circuit.Welded railThe troublesome nature of rail joints prompted the most easily recognized advance in rail technology: the adoption of continuous welded rail (CWR).From its early use on a handful of roads in the 1940's, welded rail has come to be preferred for almost all applications. It is produced by welding standard 39-foot (or newer 78-foot) segments together into quarter-mile lengths at dedicated plants.The rails are transported to where they're needed in special trains, which are pulled slowly out from under the rail when it is to be unloaded. When in place, CWR is often field-welded into even greater lengths. Much jointed track survives because of the long lifespan of even moderately used rail, and because the specialized equipment needed for CWR installation is not economical for short distances.Managing the expansion and contraction that comes with temperature change is important with CWR. To avoid expanding and potential buckling when in service, welded rail is laid when temperatures are high (or is artificially heated). Rail anchors clipped on at the ties keep the rail from getting shorter as it contracts with falling temperatures. Thus constrained, it shrinks in cross section (height and width), but not in length. Because it's in tension, welded rail is treated with care during trackwork in cold weather.Maintaining and reusing railUnder heavy traffic, rails get worn down, although their life can be extended by grinding the head back to the proper contour.Rail no longer suited for main-line use may still have some light-duty life in it and is often relaid on branches, spurs, or in yards. Main-track reduction projects are also sources of such "relay" rail.When rail wear is uneven at a given location (such as a curve), rail may be transposed from one side to another to get maximum use out of it.中国高速铁路随着经济的增长，城市间的旅行需要在中国地区飞速增长。

高速铁路外文资料20

A virtual prototyping system for simulating construction processesTing Huang a ,C.W.Kong a ,H.L.Guo a ,Andrew Baldwin b ,Heng Li a,⁎a Department of Building and Real Estate,The Hong Kong Polytechnic University,Hong Kong bFaculty of Construction and Land Use,The Hong Kong Polytechnic University,Hong KongAccepted 26September 2006AbstractVirtual prototyping (VP)technology has been regarded as a cost-effective way of envisaging real circumstances that enhance effective communication of designs and ideas,without manufacturing physical samples.In the construction field,although a large number of digital technologies have been developed to visualize the innovative architectural design,few VP systems have been developed to facilitate integrated planning and visualization of construction plans of the building projects.This paper describes a virtual prototyping system,called the Construction Virtual Prototyping (CVP)system,which is developed for modeling,simulation,analysis and VP of construction processes from digital design.The CVP system allows project teams to check constructability,safety and to visualize 3D models of a facility before the commencement of construction works.The real-life case study presented in the study shows that the CVP system is effective in assessing the executability of a construction planning including site layout,temporary work design,as well as resource planning.©2006Elsevier B.V .All rights reserved.Keywords:Construction process planning;3D model;Simulation;Virtual prototyping1.IntroductionConstruction project planning has been considered as a critical process in the early project phases that determines the successful implementation and delivery of project.During this stage,project planners need to develop main construction strategies,to establish construction path and assembly sequences,and to arrange construction methods and resources required for the execution of work packages [1,2,15].The critical path method (CPM)and bar charts have still been widely employed by project teams as a main tool to express the project schedules and coordinate the activities of members of project team [2].Many project planners have continually relied on these traditional ways in selecting construction equipment,reviewing constructability,and arranging construction methods and site layout.These approaches impose a heavy burden on project teams due to the large amount of information and the inter-dependence between different elements [1].Such shortcomings of traditional communication tools together with the advances in digital technologies have stimulated various research and development efforts to develop new innovative construction process planning techniques in order to enhance the visualization of the construction sequence and finished product.The latest research development relates to the development of graphical presentation of construction plan via the four-dimensional (4D)geometric models (i.e.4D-Planner)[1].A 4D CAD model is generated from the combi-nation of 3D graphic images and the time.The 4D visualization technique provides an effective means for communicating temporal and spatial information to project participants [2].Finished projects are visualized and spatial configurations directly shown.Visualization of construction plans allows the project team to be more creative in providing and testing so-lutions by means of viewing the simulated time-lapse represen-tation of corresponding construction sequences [3],and prompting users to think about all missing details (e.g.site access)[15].Despite such advancements,the current 4D models do not convey all the information required to evaluate the schedule.For example,building components and construction equipment areAutomation in Construction 16(2007)576–585/locate/autcon⁎Corresponding author.E-mail address:bshengli@.hk (H.Li).0926-5805/$-see front matter ©2006Elsevier B.V .All rights reserved.doi:10.1016/j.autcon.2006.09.007usually modeled in the3D images and linked with schedule. These4D CAD systems lack construction-specific components such as scaffolding and other temporary works integrated in the 3D model.Such4D models do not show the space needs and corresponding potential congestion of temporary works[2,4]. However,temporary works are a critical element of the overall construction plan.Failure in planning appropriate temporary structures affects safety,quality,and productivity adversely[5]. In view of these practical deficiencies,the current paper purports to report on the development of a Construction Virtual Prototyping(CVP)system.The CVP is a construction process simulator developed based on the Dassault Systemes(DS).The system can easily generate,reuse and modify3D models of building components,construction equipment,temporary works as well as labour force.The proposed system will make4D models more complete by adding temporary works and their activities to set them and dismantle them.It will aid planners to review the construction process planning and analyze the work space layout more efficiently.In this paper,the second section presents the current IT tools developed for improving construc-tion process planning and implementation,and features of the system developed by us.The third section describes the overall approach of CVP.In the fourth section,a case study is presented to reveal the advantages of using CVP.The last section concludes and discusses the further development of CVP.2.Virtual prototyping(VP)Virtual prototyping(VP)is a computer-aided design process concerned with the construction of digital product models (‘virtual prototypes')and realistic graphical simulations that address the broad issues of physical layout,operational concept, functional specifications,and dynamics analysis under various operating environments[6–8].Dedicated VP technology has been extensively and successfully applied to the automobile and aerospace fields[9].For instance,an automobile can be fabricated virtually via the VP technology and allows various team members to view the3D image of the finished products, evaluate the design,and identify the production problems prior to the actual start of mass production.However,the development and application of VP technology in the construction industry (i.e.construction process simulation)has been limited.This is probably because that each construction project is unique in terms of their conditions,requirements,and constraints.Sarshar et al.[10]identified three major industrial barriers to the uptake of VP technology,including cultural and risk issues related to information sharing,fragmentation of business interests and the lack of piloting on real construction projects.Given the successful implementation in manufacturing industries,various research efforts have attempted to apply the VP concept in forming an effective dynamic construction project planning and scheduling tools.The Virtual Design and Construction(VDC)method was designed as a model for integrating the product(typically a building or plant)so that the contractor can design,construct and operate based on the model [11].Virtual Facility Prototyping(VFP)was another interesting work developed for visualizing the building facilities during the construction planning phase by Penn State and Immersive Virtual Environment(IVE)was designed to improve the project planning process by generating and reviewing construction plans in a virtual environment[12].A4D site management model incorporates the4D concept into fields of construction resource management and dynamic site planning[4].Waly and Thabet[1]developed an integrated virtual planning tool called the Virtual Construction Environment(VCE)which allows the project team to undertake inexperience rehearsals of major construction processes and examine various execution strategies in a near reality sense before the real construction work.In a research project named DIVERCITY,virtual workspaces has been developed to conduct client briefing,design reviews, simulation of lighting and acoustic design and energy consump-tion,site planning for time and safety enhancement,and4D visualization of building sequence[10].The IT tools developed for improving construction process planning and implementation so far can be summarized as Table1.Currently there is no integrated application to include all functions listed in the table.However,virtual prototyping application in manufacturing is far more advanced than construction.Integrated virtual prototyping application has been used for years in manufacturing and is proved to be effective in reducing cost and time,and improving safety and quality.One of the most powerful virtual prototyping applications in manufacturing is DELMIA from Dassault Systemes.DELMIA is part of the product lifecycle management applications for addressing requirements from design to production and maintenance.The core of DELMIA is a product,process and resources model that link up with various application like3D model design,process planning,resources planning,discreteTable1Summary of current construction process planning IT toolsIT tool Application Information presentation Scheduling software Planning of construction activity sequence and the associated resources.Gantt chart,bar chart,network diagram Resource leveling Optimization of resources usage.Text,bar chartLayout planning Plan layout of plant and materials for safe and smooth construction operations.3D visualization4D Visualization of construction plan by linking activity sequence with3Dbuilding models to reveal status of construction works in different period of the project.3D visualizationProcess simulation Calculation of construction process duration based on sequence of works andproductivity information.Text,diagramVirtual reality Mimicking real world physical property in computer and provide intuitive interactiveinterface to examine construction process.3D visualization577T.Huang et al./Automation in Construction16(2007)576–585and continuous event simulation,3D visualization,layout planning and virtual reality,all in the same platform.The DELMIA application has been customized by the authors to suit construction use and this customized version is called Construction Virtual Prototyping (CVP).CVP contains library of parametric 3D models of construction plants,temporary work facilities and building components,virtual agent technology for simulating spontaneous collaborations among construction workers,stochastic discrete event simulation engine for simulating construction activities.This CVP is a tool which allows the project team to visually assemble 3D models of a building project before the actual construction.This approach also allows the project team to check on the design construct-ability,anticipate shortages and pitfalls before the execution of the construction works.The proposed CVP model assists the planners to modify the design or to make corrective action in order to overcome the potential constructability problems.3.Construction Virtual Prototyping —overall approach One of the main concerns of planners for the construction project planning is the issue of which construction approaches and methodologies to be adopted during the real construction execution.This is particularly important to the building contractors during the project tender bidding stage.The Construction Virtual Prototyping (CVP)system developed helps to provide a rapid prototyping of projects and present the feasibility of construction method statements.The CVP system can also assist in developing a detailed or improved construction program during the construction phase.Both constructability and safety can be evaluated in the virtual experiment.The proposed CVP model has chosen the ‘Product',‘Process ’and ‘Resources ’(PPR)models of Dassault Systemes for program development.The first model is the ‘Product ’which represents the building which is intended to be constructed.The ‘Resources ’is another model in the proposed CVP which relatesto the construction equipment and temporary work to be used for moving or supporting building components.The ‘Process ’model represents the procedure of how ‘Product ’is built by using the ‘Resources'.The CATIA V51and DELMIA V52are two core softwares in the PPR framework.The CATIA module allows the users to create 3D models of building,temporary work as well as construction equipment,while the DELMIA module helps define and simulate construction processes.Both CATIA and DELMIA are built on the same platform called V5.The DELMIA shares the single,unified interface with CATIA.The following section will describe and summarize the main features of the CVP system.3.1.Digital models of building and temporary works The CVP application is commenced from the 3D CAD models which are provided by architects or planners.The resources plan (i.e.,construction equipment and temporary work)however are usually not generated in the digital design.In the proposed CVP,the digital model of temporary work can be constructed as the components of building (i.e.columns,walls and slabs)from scratch in CATIA V5and linked to a digital design.To enable rapid prototyping,parametric models are developed to generate temporary work elements (i.e.,wall form,slab form,beam form and working platform)(Fig.1).Parameters in these models are defined according to their specific design criteria.Categories are used to contain resource databases which allow storing and1CATIA V5is one of the PLM technologies developed from IBM.Dassault Systemes has been used this system for digital design in the construction industry,such as the Guggenheim Museum in Bilbao,Spain,the Experience Music Project in Seattle and the Walt Disney Concert Hall in Los Angeles [13].Digital Project provided by Gehry Technologies is built on the advanced CATIA V5geometry and information management engine,and a suite of applications designed to support the digital design of construction projects [14].Swire Properties has pioneered the application of those technologies in Hong Kong.2DELMIA V5is another PLM technology fromIBM.Fig.1.Parametric models of temporary work elements.578T.Huang et al./Automation in Construction 16(2007)576–585retrieving required information,and provide the project team with support information necessary for project planning.3.2.Definition of construction equipmentOne important step of the development of the project-specific CVP relates to the definition of the construction equipment.The construction equipment in CVP is established by using the De-vice Building workbench.The3D CAD models of equipment parts are first generated through the CATIA V5.To accomplish the equipment motion,every movable part has to be distinct.If the construction equipment required n degree of freedom,the distinct parts of n+1are needed for the n movable part with one fixed ing the tower crane as an example,the tower crane has three degrees of freedom.The jib circumvolves with the base and the roller moves along with the jib.The hook is put down and raised by the roller.Finally,the3D model of tower crane consists of four parts including base,jib,roller and hook.Constraint-driven assembly is suitable for the definition of construction equipment.By carefully defining assembly con-straints,fixed parts can be constrained and unmoved.Parts that are not fully constrained are able to move in accordance with the remaining‘degrees of freedom'.Using the illustrative example of tower crane,the crane base is assumed to be a fixed part.One revolute joint is created for the jib's rotation,and two prismatic joints are created for the motions of roller and hook of tower crane.Once all the joints are defined,the‘command’is then defined for each remaining degree of freedom in order to drive the mechanism.The command defines the travel limit of joints such as the jib's length or the jib's rotation limitation(Fig.2).3.3.Process simulationDELMIA Digital Process for Manufacturing(DPM)is an assembly process planning and verification solution for developing manufacturing and maintenance processes.This provides the capability to link and view product data from any major CAD system,examine construction sequences and processes,and connect each process step to the construction resources.Planners usually break down construction process into small activities.DELMIA DPM helps to define process as a series of linked activities,each of which has a defined duration.Activities can be independent(parallel),dependent (serial)or a combination of parallel and serial,as shown in PERT chart(Fig.3).Furthermore,DELMIA DPM provides three ways to view a process.Prior to defining the construction processes,the default Process,Product and Resource(PPR) model defines digital building as‘Product',and both temporary works and construction equipment as‘Resource'.The PERT chart in Fig.3showed the relationships among activities.The start time,duration and end time of activities are displayed in a Gantt chart(Fig.4).When an activity is created,it is linkedto Fig.2.Mechanism model of tower crane.579 T.Huang et al./Automation in Construction16(2007)576–585Fig.4.The Gantt Chartview.Fig.3.Linking serial and parallel activities using PERT chart view.580T.Huang et al./Automation in Construction 16(2007)576–585a resource and the duration is defined.The start time is calculated based on the accumulated time of all preceding activities,while the end time becomes the sum of the start time and the duration,which in turn becomes the start time of the next activity.After these details are all set,the simulation can be processed.The planners can evaluate and optimize the construction process by running the process simulation provided.The clash between construction activities withintheFig.5.3D CAD model of the typicalfloor.Fig.6.3D CAD model of the product.581T.Huang et al./Automation in Construction 16(2007)576–585proposed construction process can be automatically detected while running the simulation.4.Case studyA real-life construction project is presented to demonstrate the applicability of the Construction Virtual Prototyping (CVP)approach.In this case study,the objective is to assist planner,project teams and client to justify the feasibility of shortening the floor construction cycle.4.1.Project descriptionThe project consists of the development of a 70-story office building located in a central business area of Hong Kong.The architectural,structural,and M&E design were made using Di-gital Project from Gehry Technologies.Digital Project is developed on the CATIA platform and is specialized for the AEC industry.3D CAD models of the building were provided as part of tender documents for this project.In order to shorten the construction progress,the client intended to reduce the length of the typical floor construction to a 3-or 4-day cycle.One of the tenderers decided to employ the CVP approach to demonstrate to the client the feasibility of their construction approach and their concern in safety and environmental issues.In order to visualize the construction process,the construc-tion schedule and site layout were firstly prepared by the project manager and program planner.The locations and utilization of tower cranes,climb forms/table forms,hoists,and safety screen were then evaluated.The planner proposed that table formsshould be adopted as the temporary supports for slab and a proprietary climb form should be designed for core wall construction.Two tower cranes and four hoists were assigned for lifting.In the simulation,a typical floor was extracted from the digital building model and was rearranged according to the construction process.To implement a 4-day floor construction cycle,a floor was divided into four parts which include slab bay 1,slab bay 2,core wall bay 1,and core wall bay 2.The ongoing core wall is four stories ahead of the ongoing slab in the simulation (Figs.5and 6).The CVP allows the generation of 3D CAD models of resources (i.e.,table forms,climb forms,safety screens,tower cranes and hoists)in CATIA and assembling them with Product in the PPR model (Fig.7).The logical sequence of activities in every bay is linked using the PERT chart.4.2.Simulation of construction processThe CVP system can convert 2D engineering design to a 3D construction model,and finally to a model with erection sequences.The 3D CAD models of climb forms/table forms were built according to the workshop drawings.They can be easily placed to the building structure in the virtualenvironmentFig.7.PPR model of the Westlands RoadProject.Fig.8.Window of time message.582T.Huang et al./Automation in Construction 16(2007)576–585in order to check the appropriateness of their dimensions or design.The clearance or collision between climb forms or table forms can be visualized and checked.Reports can be generated automatically to inform the location of collision.The CVP system produces a precise and detailed planning and scheduling prior to the execution of real construction work giving the ability to observe potential risks and foresee possible problems.For example,two tower cranes with the same jib length were initially purposed by the planners for this project,the jib length and location of tower cranes were reviewed and modified by the PPR model of the CVP system.The visualization of site layout and the two tower cranes suggested that one tower crane can achieve the target of 4-day floor construction cycle,and thus,the planner decided to reduce the number of tower cranes to one.On the other hand,the CVP system provides the planner an opportunity to improve the resource utilization.Two types of resource usage report can be generated automatically from the simulation.The first type of report shows the usage of a particular resource for the activities,while the second type of report showswhat resources can be employed for a particular activity.These reports were presented in bar chart or table format to support planning and evaluation of resource utilization.In this example,the idle time of tower crane was identified by the CVP system,and the tower crane can be allocated to lift other M&E components in order to optimize crane usage.The planning of table form hoisting is another important issue to be considered in this project.More than 150pieces of table forms were used in one floor.Half of them should be hoisted from the lower story within one day.Due to the spatial constraint,parts of the table forms in the lower floor are removed prior to their installation in the upper floor.The CVP system enables the planner to optimize the table forms installation sequence.The simulation environment also provided an intuitive way to plan floor areas for table forms storage.In the visualization module,users can view the construction activities at a particular time,and their interrelationship with other activities.The CVP system provides the text windows in the module to explain the work instructions and details of the process (Figs.8and 9).Pictures were also captured and help the users to present the construction methods (Fig.10).This simulation of 4-day typical floor construction cycle allows an efficient and effective transmission of the proposed ideas of the planner to the er feedbackA number of interviews were made with the project team members including project manager,planning managerandFig.9.Window of processmessage.Fig.10.Presentation of ‘Construction Methods ’with captured picture.583T.Huang et al./Automation in Construction 16(2007)576–585project engineer to collect feedback on utilizing virtual prototyping technology in the tender stage construction planning.Questions were asked in the areas of software functionality and benefits on project performance.The overall feedback was on the positive side.The project team members think that the most useful software functions are visualization and clash detection. Visualization allows them to review their planned schedule intuitively and it facilitates modification to the schedule.They find clash detection an indispensable tool in analyzing work sequence in confined area,especially when the work involves installation of large prefabricated element.The drawbacks of the employed virtual prototyping facilities are tedious data input and the difficulty to modify the simulation.Planners find these tasks too time consuming and difficult to cope with the tight tender preparation time.The average rating of the effectiveness of virtual prototyping in different areas is listed in Table2.A rating of5represents highly effective and a rating of1 represents not effective at all.A number of benefits are identified by the project team members in the area of project performance.They think that virtual prototyping increases the accuracy of their project schedule and their ability to predict and plan construction tasks.The most important benefits of virtual prototyping in this tendering process are its ability to impress client and well define the project scope.It increases client satisfaction and the project team on the case study project thinks that it is one of the reasons for being awarded the construction contract.They predict that utilizing virtual prototyping in construction stage will help them to reduce rework and change orders,and improve coordination and communication effectiveness.The project team members have some concern on the time required for building all the detailed3D models of building, temporary work and plant,as it takes long time to build the detailed and accurate models.This is a problem that has to be faced by the first virtual prototyping project,but it can be alleviated in the future project as those common3D parametric models can be reused directly from library or just slightly be modified to suit the new project condition.These views were supported from data collected on three other projects where the same virtual prototyping software had been used.There was full appreciation of the ability provided by the system to visualize the construction process but concern with respect to the time taken to collect and input the data required to present the simulation.Where the client had stipulated the need to present the construction process in this way its importance to securing the project was recognised.For one major construction organisation there was the recognition that,if the benefits of the technology are to be realized at this time then there must be specialist input to the project team to facilitate the virtual prototyping process.The potential for benefits to both the design and construction process was clearly recognised by senior management who indicated the potential for savings in time and cost as well as co-ordination.There were other benefits,e.g. virtual prototyping models were considered to improve the effectiveness of meetings between the client and the constriction team.For virtual prototyping to be more widely accepted and used by construction personnel feedback indicated requirement for improved facilities for the time analysis of construction tasks. Time analysis features should more closely replicate the time analysis facilities within existing planning software.The ability via a library of model data to reduce the time taken to build the models would clearly assist the task.5.Conclusions and further studiesThis paper presented the Construction Virtual Prototyping (CVP)approach for modeling and visualizing the construction processes based on the Dassault Systemes solutions.The framework enables the users to rehearse and simulate construc-tion process virtually prior to the commencement of a real construction project.The example illustrated in this study showed that the CVP enables the users to visualize the constructability of the proposed construction approach.The CVP system also assists the project team to design a precise construction schedule so as to remove any potential unproduc-tive activities.The rapid prototyping of the CVP system can be enhanced by improving the existing process and resource optimization,constructability and safety evaluation.From the feedback of planners and our past experiences of developing industry specific IT applications,DELMIA should be further customized to satisfy the demand of construction process planning.For instance,arranging activities is tedious and too time consuming.Gantt chart interface is not user-friendly for construction planning.Some construction specific activities are also needed.We are currently working collabora-tively with the Dassault Systems in order to develop an AEC specific version of the DELMIA system. AcknowledgementsFunding for data collection and analysis was supplied through the Research Grants Council of Hong Kong through allocation from the Competitive Earmarked Research Grant for2005/06 under Grant Number PolyU5103/05E.The research has also been supported by another Competitive Earmarked Research Grant for 2005/06under Grant Number PolyU5209/05E.References[1]A.F.Waly,W.Y.Thabet,A virtual construction environment forpreconstruction planning,Automation in Construction12(2002)139–154.[2]B.Koo,M.Fischer,Feasibility study of4D CAD in commercialconstruction,Journal of Construction Engineering and Management126(4)(2000)251–260.[3]K.McKinney,M.Fischer,4D analysis of temporary support,Proceedingsof19974th Congress on Computing in Civil Engineering,ASCE,New York,1997,pp.470–476.Table2Effectiveness of virtual prototypingVirtual prototyping as a visualization tool4Virtual prototyping as a planning tool 3.4Virtual prototyping as an analyzing tool3Virtual prototyping as a communication tool 3.7584T.Huang et al./Automation in Construction16(2007)576–585。

关于高铁的知识资料

关于高铁的知识资料High-speed rail, also known as bullet train, is a type of transportation mode that operates at significantly higher speeds than traditional trains. It is a modern marvel of engineering that has revolutionized the concept of intercity travel. The high-speed rail system in China,for example, is one of the most extensive and advanced networks in the world, connecting major cities across the vast country.高铁，也被称为子弹头列车，是一种比传统列车运行速度更快的交通方式。

它是一项现代的工程奇迹，彻底改变了城际交通的概念。

例如，中国的高铁系统是世界上最为广泛和先进的网络之一，连接着这个广阔国家的主要城市。

One of the key advantages of high-speed rail is its speed and efficiency, allowing passengers to travel long distances in a relatively short amount of time. This makes it an attractive option for travelers who are looking for a fast and convenient mode of transportation. In addition, high-speed rail is also seen as a more environmentally friendly alternative to air travel, as it produces lower carbon emissions per passenger kilometer.高铁的一个主要优势是速度和效率，让乘客能够在相对较短的时间内穿越长距离。

高速铁路资料

京沪高速铁路于2008年4月18日开工，从北京南站出发终止于上海虹桥站，总长度1318公里，总投资约2209亿元。

2010年11月15日铺轨完成，将于2011年6月通车。

它的建成将使北京和上海之间的往来时间，缩短到5小时以内。

全线纵贯北京、天津、上海三大直辖市和河北、山东、安徽、江苏四省。

是新中国成立以来一次建设里程最长、投资最大、标准最高的高速铁路。

定义：根据UIC（国际铁道联盟）的定义，高速铁路是指营运速率达每小时200公里的铁路系统（也有250公里的说法）。

早在20世初前期，当时火车“最高速率”超过时速200公里者比比皆是。

直到1964年日本的新干线系统开通，是史上第一个实现“营运速率”高于时速200公里的高速铁路系统。

高速铁路除了在列车在营运达到速度一定标准外，车辆、路轨、操作都需要配合提升。

广义的高速铁路包含使用磁悬浮技术的高速轨道运输系统。

历史：日本新干线700及300系铁路是人类发明的首项公共交通工具，在十九世纪初期便在英国出现。

直至二十世纪初发明汽车，铁路一向是陆上运输的主力。

二次大战以后，汽车技术得到改进、高速公路亦大量建成，加上民航的普及，使铁路运输慢慢走向下坡。

特别在美国，政府的投资主要放在公路的建设上，不少城市内的公共交通曾一度被遗弃。

世界上首条出现的高速铁路是日本的新干线，于1964年正式营运。

日系新干线列车由川崎重工建造，行驶在东京－名古屋－京都－大阪的东海道新干线，营运速度超过每小时200公里。

比较：无论是高速公路或机场都面对挤塞的问题。

高速铁路的优点是载客量非常高。

倘若旅程非以大城市中心为出发及目的地，使用高速铁路加上转乘的时间可能只跟驾驶汽车相若。

但高速铁路毋须自行驾车会较为舒适。

另一方面，虽然高速铁路的速度比不上飞机，但在距离稍短的旅程(650公里以下），高速铁路因为无需到一般是颇为遥远的机场登机，因而仍会较为省时。

而且高速铁路的班次可以较为频密，总载客量亦远高于民航。