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高频交易 中文译本

于 2021-05-07 发布
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高频交易 中文译本 全面介绍高频交易方方面面,启蒙读物Ⅳ中国的金融市场在不断发展,市场参与者也逐渐成熟,在国内部分条件合适的金融市场中,高频交易是一种客观存在。但是对于普通投资者而言要想系统地了解高频交易却不是一件很容易的事。深入介绍高频交易的资料往往伴随着复杂的数学公式,而全面涵盖高频交易的文字材料并不多见。为促进中国高频交易以及市场微观结构研究的发展,我们决定将这本介绍高频交易的书籍译成中文。如果这本书能为我国的市场参与者提供一定的帮助我们将感到十分的荣幸。南华期货研究所的众多研究员参与了这本书的翻译I作。其中第1-4章的译者为姜帆、谈效俊,第5章的译者为张静静、谈效俊,第6章、第9章的译者为胡浩、谈效俊,第7~8章的译者为何炜、李晓萍、谈效俊,第10~12章的译者为王仰琪,第13~16章的译者为杨燕,第17章的译者为王珏,第18、19章的译者为谈效俊,全书由谈效俊负贲统筹审核。由于时间仓促,并且译者水平有限,书中出现不当甚至错误之处在所难免,在此恳请各位读者不吝批评指正华期货有服公司总经理罗旭峰2011年1月8日目录High-Frequency Trading推荐序第1章简介第2章高频交易的发展金融市场与技术革新交易方法的演变第3章高频交易综覽和传统交易的比较21市场参与者运作模型…经济效益高频交易系统的资金结论第4章适合高频交易的金融市场金融市场及其对高频交易的适用性结论…第5章高频交易策略表现评估收益的基本特征有可比性的比率454绩效归因策略评估中的其他考虑因素…结论第6章指令、交易者及其在裔频交易中的应用指令类型指令分布第7章不同频率下的市场无效和获利机会的元2高频下的价格波动的可预测性第8章寻找高频交易机会收益率的统计特征性计量经济学模型协整动率建模945∞非线性模型结论第9章处理分笔数据分笔数据的属性分笔数据的数量和质量买卖价差买卖价格反弹对分笔数据的到达进行建模用传统计量经济学方法处理分笔数据……结论116第10章市场微观结构下的交易——存货模型117存货交易策略概述………118指令、交易者和流动性…有利可图的做市有方向的流动性供应结论第11章市场微观结构下的交易—信息模型…度量信息不对称性信息交易模型136结论第12章事件套利开发事件套利交易策略什么构成了一次事件预测方法可用于交易的新闻宏观经济新闻事件套利的应用结论第13章高频统计套利数学基础统计套利的实际应用356结论第14章创刨建和管理高频策略投资组合投资组合优化的解析基础有效的投资组合管理实践第15章交易模型的回顾测试评估点位预测评估方向预测……205结论第16章实施高交易系统模型开发的生命周期215系统实施测试交易系统…结论第17章风险管理确定风险管理目标风险度量风险管理结论…第18章高频交易的执行和监控执行高频交易系统高频交易执行的监控第19章交易后的盈利分析交易后成本分析交易后表现分析272参考文献第1章High-Frequency Trading简介高频交易如风暴般席卷了华尔街,究其原因,无非是其巨大的盈利能力而已。根据《Aha》杂志的报道,2008年收益最高的基金经理是来自文艺复兴技术公司( Renaissance Technologies Corp.)的吉姆·西蒙斯( Jim Si-mons),他长期以来一直是高频交易的支持者。仅在2008年一年,西蒙斯博士就获得了25亿美元的利润。虽然在撰写这本书的时候,还没有哪个机构完全地跟踪过各个高频交易基金的表现,但坊间传言,2008年大部分的高频交易基金经理都取得了正的收益,而据《纽约时报》的报道,70%的低交易者在2008年都是赔钱的。这个行业指数式的增长也印证了高频交易的巨大盈利能力。根据Aite集团2009年2月的报告,目前交易所中60%的易量都来自于髙频交易。专业高频交易人才炙手可热,并且薪酬也是登峰造极。甚至在2008年金融危机最惨烈的几个月中,仍有50%的金融行业招聘的职位是与高频交易技术人员有关的( Aldridge,2008)领域的信息有巨大需求,但能帮助投资者理解和运用高频交易系统的出版物却少之又少。什么是高频交易,它的魅力何在呢?相较于低频交易而言,高频交易的主要创新之处在于其在电脑驱动之下,对变化的市场迅速做出反应,并且实现资金的快速周转。高频交易的特征是交易次数更多,而每笔交易的平均盈利较小。很多传统的资金管理人持有交易头寸长达数周乃至数月,每笔交易高频交易的盈利为数个百分点。相比之下,高频交易的资金管理人每天都交易多次平均每笔交易的盈利不到一个百分点,并且他们基本上不持有隔夜头寸。不隔夜持仓对于投资者和投资组合经理都十分重要,这是因为以下3个方面的原因。(1)随着资本市场的全球化,大多数的交易行为都可以延长至24小时,并且,以市场现有的波动率来看,隔夜持仓是具有很高的风险的。高频交易策略则规避了这种隔夜风险。(2)高频交易策略允许账户持仓完全透明,这消除了锁定资金的必要性3)持仓过夜的头寸除了保证金之外的部分需要按照所谓的隔夜利率( overnight carry rate)来支付利息。隔夜利息通常比LBOR略高。随着BOR波动的增加以及可能到来的通货膨胀,隔夜持仓成本会变得越来越高,以至于会使得很多资金管理人感到无利可图。高频交易策略能够避免隔夜持仓成本,这在信贷收紧或者利率高企的时候,能给投资者节省下可观的成本。髙频交易还有其他的一些优势。高频交易策略与传统的长期买入并持有策略几乎不存在什么关联,因此,对于长期投资组合来说,高频交易策略是种很好的分散投资的工具。由于高频交易策路的统计学性质,高频交易略需要的评估时期也相对较短,我们在本书后续的章节中将深人讨论这个问。如果说对于一个以月度为周期的交易策略,需要6个月到2年的观察期来评估这个策略的可信程度的话,那么对很多高频交易策略而言,只需不到个月的时间就可以对策略的表现下一个统计学上的结论了除了上面所列举的优势之外,高频交易还能节约操作成本,并且给社会带来很多好处。从运营的角度来看,高频交易的全自动交易方式能够节约人力成本,并且减少因人为的犹豫或者情绪而造成的失误高频交易给社会带来的最大好处体现在以下几点提高市场效率·增加流动性第1章简介·促进计算机技术创新·稳定市场体系高频交易策略发现并消除市场暂时出现的无效率之处,并促进市场价格更快地反映市场信息。很多高频交易策略给市场提供了显著的流动性,使市场运行更加平稳,并且让每个投资者都降低了摩擦成本( frictional costs)高频交易者促进计算机技术的革新,推动找到解决网络通信瓶颈的新办法他们还刺激计算机处理器的创新,以提高计算和数字通信的速度。最后,高频交易还能纠正市场错误定价,从而稳定市场体系。在2009年3月的 FXWeek会议上, Oanda公司的首席执行官 RichardOlsen提出了一个恰当的比喻。Oken博士说,如果将金融市场比做人的身体,那么高频交易就是在人体内一天循环多次的血液。它能帮助冲洗毒素、愈合伤口,并且调节体温。相比之下,低频交易由于反应过慢,可以视为有碍于系统稳定的因素。即使是一个简单的去公园散步的决定也会给身体带来风险,比如感染疾病、失足或者摔倒等。高频交易能对这种情况进行快速反应,就像一个人重新站稳一样,高频交易使市场受到冲击后能重新稳定下来。在外汇、股票以及衍生品市场上都有很多成功的高频交易策略。高频交易本身的属性使其能应用于任何有足够流动性的金融工具之上(“有足够流动性的金融工具”是指在一个交易日中的任何时刻都有足够买家和卖家的金融资产)。高频交易策略可以全天候地执行。电子外汇市场一周交易5天,一天交易24小时。美国股票现在可以“超出常规交易时间”进行交易,每个工作日从东部标准时间早上4点开始直到午夜。对于一些期货和期权,同样存在24小时交易。许多高频交易的公司设于纽约、康奈迪克、伦敦、新加坡和芝加哥。很多设在芝加哥的公司利用其毗邻芝加哥商业交易所的优势来进行期货、期权和商品的高频交易。位于纽约和康奈迪克的公司交易范围较广,其中交易最多的是美国股票。欧洲的时区使得伦敦人在交易货币上很有优势,而新加坡

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  • ISO16750-3-2012
    ISO16750-3-2012Road vehicles — Environmentalconditions and testing for electricaland electronic equipment —Part 3:Mechanical loadsContents PageForeword.............................................................................................................................................Iso16750-3:2012[EContentsPageForewordScope12Normative references1Terms and definitions4Tests and requirements4.1ibration4.2 Mechanical shock274.3 Free fall…294.4 Surface strength/ scratch and abrasion resistance294.5 Gravel bombardmentCode letters for mechanical loads29Documentation…,…………111111130Annex A (informative) Guideline for the development of test profiles for vibration tests.32Annex B (informative) Recommended mechanical requirements for equipment depending on themounting location44Bibliography46C ISO 2012-All rights reservedIso16750-3:2012EForewordISo (the International Organization for Standardization) is a worldwide federation of national standardsbodies (Iso member bodies). The work of preparing International Standards is normally carried outthrough iso technical committees. Each member body interested in a subject for which a technicalcommittee has been established has the right to be represented on that committee. Internationaorganizations, governmental and non-governmental, in liaison with ISO, also take part in the workIso collaborates closely with the International Electrotechnical Commission (IEC) on all matters ofelectrotechnical standardizationInternational Standards are drafted in accordance with the rules given in the ISo/IEC Directives, Part 2The main task of technical committees is to prepare lnternational standards. draft InternationalStandards adopted by the technical committees are circulated to the member bodies for votingublication as an International Standard requires approval by at least 75 of the member bodiescasting a voteAttention is drawn to the possibility that some of the elements of this document may be the subject ofpatent rights. ISO shall not be held responsible for identifying any or all such patent rightsIso 16750-3 was prepared by Technical Committee ISO/TC 22, Road vehicle, Subcommittee SC 3,Electrical and electronical equipment.This third edition cancels and replaces the second edition (Iso 16750-3: 2007), which has beentechnically revisedISo 16750 consists of the following parts, under the general title road vehicles-Environmental conditionsand testing for electrical and electronic equipment:Part 1: GeneralPart 2: electrical loadsPart 3: Mechanical loadsPart 4: Climatic loadsPart 5: chemical loadso ISO 2012-All rights reservedINTERNATIONAL STANDARDIso16750-3:2012(E)Road vehicles- Environmental conditions and testing forelectrical and electronic equipmentPart 3Mechanical loads1 ScopeThis part of IS0 16750 applies to electric and electronic systems/components for road vehicles. Itdescribes the potential environmental stresses and specifies tests and requirements recommended forthe specific mounting location on/in the vehicleThis part of iso 16750 describes mechanical loads2 Normative referencesThe following referenced documents are indispensable for the application of this document. For datedreferences, only the edition cited applies For undated references, the latest edition of the referenceddocument (including any amendments applies.Iso16750-1, Road vehicles- Environmental conditions and testing forelectrical andelectronicequipment-Part 1: GeneralIEC 60068-2, 6, Environmental testing- Part 2-6: Testing, Test Fc: Vibration SinusoidalIEC60068-2, 14, Basicenvironmental testing procedures- Part 2-14: Tests-Test Nb: Change oftemperatureTEC 60068-2, 64, Environmental testing Part 2-64: Test methods -Test Fh -Vibration, broad-bandrandom(digital control)and guidanceIEC 60068-2, 80, Environmental testing- Part 2-80: Tests- Test Fi: Vibration - Mixed mode testingIEC 60068-2-31, Environmental testing procedures- Part 2: Tests; Test Ec: Free fall, Clause 5.23 Terms and definitionsFor the purposes of this document, the terms and definitions given in Iso 16750-1 app4 Tests and requirements4.1 Vibration41.1 GeneralThe vibration test metho ds specified consider various levels of vibration severities applicable to on-board electrical and electronic equipment. It is recommended that the vehicle manufacturer andsupplier choose the test method, the environmental temperature and vibration parameters dependingon the specific mounting locationFollowing the expressions in MIL-STD please noticeC ISO 2012-All rights reservedIso16750-3:2012EWhen applied properly, the environmental management and engineering processes described in this partof Iso 16750 can be of enormous value in generating confidence in the environmental worthiness andoverall durability. However, it is important to recognize that there are limitations inherent in laboratorytesting that make itimperative to use proper caution and engineering judgement when extrapolating theselaboratory results to results that may be obtained under actual service conditions. In many cases, realworld environmental stresses (singularly orin combination cannot be duplicated practically or reliably intestlaboratories. Therefore, users of this part of Iso 16750 should not assume that a system or componentthat passes laboratory tests of this part of Iso 16750 would also pass field/ fleet verification trialsThe specified values are the best estimation one can get up to the moment when results frommeasurements in the car are received - but they do not replace a car measurement!The specified values apply to direct mounting in defined mounting locations. Using a bracket formounting can resultin higher or lower loads. If the device under test ( DUT)is used in the vehicle with abracket then all vibration and mechanical shock test shall be done with this bracketCarry out the vibration with the dut suitably mounted on a vibration table. The mounting method (sused shall be noted in the test report. Carry out the frequency variation by logarithmic sweeping of 0,5octave/minute for sinusoidal tests and the sinusoidal part of sine on random tests. The scope of therecommended vibration tests is to avoid malfunctions and breakage mainly due to fatigue in the fieldTesting for wear has special requirements and is not covered in this part of ISo 16750Loads outside of the designated test frequency ranges are to be considered separatelNOTE Deviations from the load on the DUT can result, should vibration testing be carried out according tothis part of Iso 16750 on a heavy and bulky dut, as mounting rigidity and dynamic reaction on the vibrator tableexcitation are different compared to the situation in the vehicle. This deviation can be minimized by applying theaverage control method(see Annex A)Application of the weighted average control method according to IEC 60068-2, 64 is to be agreed uponSubject the dut during the vibration test to the temperature cycle according to iEC 60068-2, 14, withelectric operation according to diagram 1. Alternatively, a test at constant temperature may be agreed onOperate the dutelectrically as indicatedin Figure l at Tmin(Short functional testafterthe dUT completelyreached Tmin). This functional test shall be as short as possible- only long enough to check the properperformance of the dUt. This minimizes self-heating of the dUT. Additional electrical operation of theDUT between 210 min and 410 min of the cycle (see Figure 1)Additional drying of test chamber air is not permittedIn the vehicle, vibration stress can occur together with extremely low or high temperatures; for thisreason, this interaction between mechanical and temperature stress is simulated in the test, too. afailure mechanism is, for example, a plastic part of a system/component, which mellows due to the hightemperature and cannot withstand the acceleration under this condition2o ISO 2012-All rights reservedIso16750-3:2012[EYmax20aburditt0100200300400500600yY temperature[°C]x time [ minIa Operating mode 3.2 according to ISo 16750-1.b Operating mode 2. 1 according to ISo 16750-1One cycleFigure 1-Temperature profile for the vibration testTable 1- Temperature versus time for the vibration testTimeTemperaturemin°C0206040150-4021020300max41048020See Is016750-44.1.2 Tests4.1.2.1 Test I- Passenger car, engine4.1.2.1.1 PurposeThis test checks the dUt for malfunctions and breakage caused by vibrationThe vibrations of a piston engine can be split up into two kinds: Sinusoidal vibration which results from theunbalanced mass forces in the cylinders and random noise due to all other vibration-schemes of an engine,C ISO 2012-All rights reserved3Iso16750-3:2012Ee.g. closing of valves. In the lowest frequency range from 10 Hz to 100 Hz the influence of rough-roadconditions is taken into account. The main failure to be identified by this test is breakage due to fatigueNOTE 1 Road profile usually has negligible impact on engine-mounted components. Shock inputs are effectivelysolated by suspension, and engine-mounting systemsThe test profiles specified in the following clauses apply to loads generated by(four strokereciprocating enginesNotE 2 If the dut is to be tested for a specific resonance effect, then a resonance dwell test according to 8.3.2of IEC 60068-2, 6: 2007 can also be applied4.12.1.2Test4.1.2.1.2.1 GeneralIt is required to perform this test as a mixed mode vibration test according to IEC 60068-2, 80NOTE The test duration is based on A 4. The temperature in the chamher is above room temperature (rt)atthe end of the test (2 3/4 temperature cycles4.1.2.1.2.2 Sinusoidal vibrationPerform the test according to IEC 60068-2, 6, but using a sweep rate of s 0,5 octave/minute. Use a testduration of 22 h for each plane of the dUTUse curve l in Table 2/ Figure 2 for DUT intended for mounting on engines with 5 cylinders or fewerUse curve 2 in Table 2/Figure 2 for dUT test intended for mounting on engines with 6 cylinders or moreBoth curves may be combined to cover all engine types in one test2502001501005050100150200250300350400450500ⅩKeyamplitude of acceleration [m/s2IXfrequency [Hzcurve1(≤5 cylinders)curve 2(5 cylindersFigure 2- Vibration severity curves4o ISO 2012-All rights reservedIso16750-3:2012[ETable 2- values for max acceleration versus frequencyCurve 1(see Figure 2FrequencyAmplitude of accelerationHz100100200200240200270100440100Curve 2(see Figure 2)FrequencyAmplitude of accelerationHm/s2100100150150440150CombinationFrequencyAmplitude of accelerationH1001001501502002002402002551504401504,1.21.2.3 Random vibrationPerform the test according to IEC 60068-2, 64. Use a test duration of 22 h for each plane of the DUTThe r.m.s. acceleration value shall be 181 m/s2The psd versus frequency are referred to in Figure 3 and Table 3NoTE The Power Spectral Density(PSD)values (random vibration] are reduced in the frequency range of thesinusoidal vibration testC ISO 2012-All rights reserved5Iso16750-3:2012EY100100,110100100010000KeyY PSD [(m/s2)2/HzX frequency [Hz]Figure 3- PSD of acceleration versus frequencyTable 3- Values for frequency and PsDFrequencyPSDH:(m/s2)2/Hz1010100103000,5150020200024.1.2.1.3 RequirementBreakage shall not occur.Functional status a see iso 16750-1) is required during operating mode 3.2 as defined in ISo 16750-1and functional status C during periods with other operating modes4.1.2.2 Test II-Passenger car, gearbox4.1.2.2.1 PurposeThis test checks the dut for malfunctions and breakage caused by vibrationThe vibrations of a gearbox can be split up into two kinds which result partly from sinusoidal vibrationfrom unbalanced mass forces of the engine(e. g dominating orders) in the frequency range from 100 Hzto 440 Hz and vibration from the friction of the gear wheels and other schemes, which are tested in therandom part. In the lowest frequency range from 10 Hz to 100 Hz the influence of rough-road conditionsis taken into account The main failure to be identified by this test is breakage due to fatigueChanging the gears can create additional mechanical shock and shall be considered separatey brationsThe test profiles specified in the following subclauses apply to loads generated by gearbox vibo ISO 2012-All rights reserved
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