火车类论文外文翻译.docx

Interlocking
In railway signaling, an interlocking is an arrangement of signal apparatus that prevents conflicting movements through an arrangement of tracks such as junctions or crossings。 The signaling appliances and tracks are sometimes collectively referred to as an interlocking plant。 An interlocking is designed so that it is impossible to give clear signals to trains unless the route to be used is proved to be safe。
In North America, the official railroad definition of interlocking is： " An arrangement of signals and signal appliances so interconnected that their movements must succeed each other in proper sequence "。
Interlocking types
Interlockings can be categorized as mechanical, electrical (relay-based), or electronic/computer-based。
Mechanical interlocking
In mechanical interlocking plants, a locking bed is constructed, consisting of steel bars forming a grid。 The levers that operate switches, derails, signals or other appliances are connected to the bars running in one direction。 The bars are constructed so that, if the function controlled by a given lever conflicts with that controlled by another lever, mechanical interference is set up in the cross locking between the two bars, in turn preventing the conflicting lever movement from being made。
In purely mechanical plants, the levers operate the field devices, such as signals, directly via a mechanical rodding or wire connection。 The levers are about shoulder height since they must supply a mechanical advantage for the operator。 Cross locking of levers was effected such that the extra leverage could not defeat the locking (preliminary latch lock)。
Electro-mechanical interlocking
Power interlockings may also use mechanical locking to ensure the proper sequencing of levers, but the levers are considerably smaller as they themselves do not directly control the field devices。 If the lever is free to move based on the locking bed, contacts on the levers actuate the switches and signals which are operated electrically or electro-pneumatically。 Before a control lever may be moved into a position which would release other levers, an indication must be received from the field element that it has actually moved into the position requested。
Relay interlocking
Interlockings effected purely electrically (sometimes referred to as "all-electric") consist of complex circuitry made up of relays that ascertain the state or position of each signal appliance。 As appliances are operated, their change of position opens some circuits that lock out other appliances that would conflict with the new position。 Similarly, other circuits are closed when the appliances they control become safe to operate。 Equipment used for railroad signalling tends to be expensive because of its specialized nature and fail-safe design。
Interlockings operated solely by electrical circuitry may be operated locally or remotely。 Furthermore, such an interlocking may be designed to operate without a human operator。 These arrangements are termed automatic interlockings, and the approach of a train sets its own route automatically, provided no conflicting movements are in progress。
“Entrance-Exit Interlocking (NX)” was the original brand name of the first generation tube relay based Centralized Traffic Control (CTC) interlocking system developed in the 1940s by GRS 。Its first installation was on the New York Central Railroad main line between Utica, New York and Rochester, New York, and this was quickly followed up by three installations on the New York City Transit System in 1948：
On their Fulton Street-8th Avenue Line：
Between Shepherd Avenue station and the end of track 1,569 feet south of Euclid Avenue station。
Between Euclid Avenue station and the end of track in Pitkin Yard。 This yard had 44 tracks at the time, and three ladders。
On their Queens Boulevard Line between the 169th Street station and the end of track 1,584 feet north of 179th Street station on both levels。
The success of these installations resulted in the New York Central RR adding additional installations as money permitted, while NYCTS cancelled all further orders for relay interlocking systems, and has installed only electronic systems since then。
Relay interlocking systems were often used in large and busy stations that have to handle high volumes of train movements。 Since the 1980s, new interlockings have tended to be of the electronic variety, which effect electronically what was previously effected with relays。
Electronic interlocking
Modern interlockings — those installed since the late 1980s — are generally solid state, where the wired networks of relays are replaced by software logic running on special-purpose control hardware。 The fact that the logic is implemented by software rather than hard-wired circuitry greatly facilitates the ability to make modifications when needed by reprogramming rather than rewiring。
Regardless of the technology used, interlockings are designed to ensure that no operation can be performed unless all prerequisites have been satisfied。
"Solid State Interlocking" (SSI) is the brand name of the first generation processor-based interlocking developed in the 1980s by British Rail, GEC-General Signal and Westinghouse Signals Ltd in the UK。 Second generation processor-based interlockings are known by the term "Computer Based Interlocking", of which MicroLok is one example。
Defined forms of locking
Electric locking：
“The combination of one or more electric locks and controlling circuits by means of which levers in an interlocking machine, or switches or other devices operated in connection with signaling and interlocking, are secured against operation under certain conditions”。
Section locking：
“Electric locking effective while a train occupies a given section of a route and adapted to prevent manipulation of levers that would endanger the train while it is within that section”。
Route locking：
“Electric locking taking effect when a train passes a signal and adapted to prevent manipulation of levers that would endanger the train while it is within the limits of the route entered”。
Sectional route locking：
“Route locking so arranged that a train, in clearing each section of the route, releases the locking affecting that section”。
Approach locking：
“Electric locking effective while a train is approaching a signal that has been set for it to proceed and adapted to prevent manipulation of levers or devices that would endanger that train”。
Stick locking：
“Electric locking taking effect upon the setting of a signal for a train to proceed, released by a passing train, and adapted to prevent manipulation of levers that would endanger an approaching train”。
Indication locking：
“Electric locking adapted to prevent any manipulation of levers that would bring about an unsafe condition in case a signal, switch, or other operated device fails to make a movement corresponding with that of the operating lever; or adapted directly to prevent the operation of one device in case another device fails to make the required movement”。
Check locking or traffic locking：
“Electric locking that enforces cooperation between the Operators at two adjacent plants in such a manner that prevents opposing signals governing the same track from being set to proceed at the same time。 In addition, after a signal has been cleared and accepted by a train, check locking prevents an opposing signal at the adjacent interlocking plant from being cleared until the train has passed through that plant”。
Complete and incomplete interlockings
Interlockings allow trains to cross from one track to another using a "turnout" and a series of switches。 Railroad terminology defines the following types of Interlockings as either "complete" or "incomplete" depending on the movements available。 Although timetables generally do not identify an interlocking as one or the other, and rule books do not define the terms, the below is generally agreed upon by system crews and rules officials。
Complete interlockings allow continuous movements from any track on one side of the interlocking to any track on the opposite side without the use of a reverse move within the limits of the interlocking。
Incomplete interlockings do not allow such movements as described above。 Movements in an incomplete interlocking may be limited and may even require reverse movements to achieve the desired route。
译 文
联锁
在铁道信号中，联锁系统是信号装置的一种约定，这些信号装置通过线路的安排来防止冲突运动。信号设备和轨道有时候统称为联锁机构。联锁机构的设计是为了只有当确认将要使用的线路安全时才能开放允许信号。
在北美，联锁的官方定义是：“一种信号和信号设备之间的相互关系，它们如此的相关以至于它们的动作必须在适当的序列中来保证对方的成功”。
联锁类型
联锁系统可分为机械，电气联锁(基于继电器的)或基于电子设备/计算机的联锁
机械联锁
在机械联锁装置中，构造了一个锁床，包括由钢筋形成的一个网格。控制开关转辙机信号机和其他设备的操作杆被连到一个横杠上，向同一个方向操作。这些横杠是这样构造的：如果某一操作杆的功能和另一操作杆的功能冲突，在两个横杠间建立起机械联锁，来阻止矛盾的操作杠动作影响即将进行的操作，在纯机械联锁中，有杠杆操作现场设备，例如，信号机，直接通过连杆或绳索连接。杠杆大约有肩高从而为操作者提供机械优势，杠杆十字锁非常好用因此杠杆的其他作用不能比过锁(初步闩锁)
机电联锁
电力联锁设备也可以使用机械锁，以确保杠杆顺序适当，但杠杆相当小，因为它们本身并不直接控制现场设备。如果杠杆基于锁床可以自由动作，连接到杠杆上的开动开关和信号机就可以电力控制和电气控制，能够释放其他杠杆的杠杆在动作前必须从外部接到指令证明它已经进入到指定位置。
继电联锁
纯电力联锁(有时称为全电力)包含一个由继电器组成的复杂的电路，它能够确定每个信号机构的状态或位置。
当设备运行的时候，他们状态的改变将打开一些电路来锁定将和新状态冲突的其他设备。同样的，当运行的设备安全是其他电路会被关闭。因为继电联锁的专业性和故障-安全设计使得信号设备非常的昂贵。
无论本地还是远程的联锁设备都完全由电路进行控制，此外，无人操控的联锁设备很可能被设计出来。这些安排被称作自动联锁火车自动安排进路进路而不引起任何矛盾运动的途径取得了一定得进展
20世纪40年代GRS设计出了最初被称为“入口-出口联锁”的第一代继电集中联锁装置。1948年这种设备首次安装在了美国中央铁路线，纽约州的尤蒂卡和罗彻斯特之间的铁路干线上。并且纽约市交通系统中紧跟着又安装了三套联锁设备：
在其富尔顿街，第八大道线：谢泼德大道站和欧几里得大道站之间的1569英尺的铁路线上。欧几里德大街站和皮特金场间的铁路线上，其中包括44条铁路线和3个阶梯。在其皇后大道上第一六九街车站向北到第179街车站之间的1,584 英里的铁路线上。这种联锁装置在纽约的成功给它增加了额外设施资金允许，同时NYCTS进一步取消了所有的继电器联锁系统订单，从那时起只安装了电子联锁设备。
继电器联锁系统通常用于大型和繁忙的必须处理大量列车动作的车站
20世纪80年代以来，新联锁系统往往是各种各样的电子系统，影响它的是以前使用过的继电器
电子联锁
现代联锁系统—自80年代末开始安装—是通常的固态设备，在那里有线继电器网被运行于专用控制硬件上的软件逻辑所取代。事实是这个逻辑通过软件来执行而不是硬件线路，这样就大大提升了修改能力，当需要修改时通过编程而不是通过重新布线。无论那种技术，联锁设计就是为了进行任何操作的前提是所有先决条件已得到满足。
“固态联锁”是20世纪80年代英国铁路公司、通用信号和西屋信号有限公司开发的以第一代处理器为基础的联锁设备的标称。以第二代处理器为基础的联锁设备所知的术语“计算机联锁” 其中MicroLok就是一个例子
锁的定义形式
电锁：在联锁设备、交换机或其他设备中一种或多种电子锁相结合通过某些杠杆来控制电路，与信号和联锁关系关联控制，在一定条件下确保相反操作。
区段锁闭：电气锁闭时，在有车占用的道岔区段为了防止道岔中途转换而危及行车安全的区段锁闭方式
路径锁定：电气锁闭时，当机车越过信号机时道岔转换，会危及行车安全，而进行的进路内部锁闭
进路区分锁闭：电气锁闭时，进路锁闭如此安排以致于在清理每一节线路时，车列解锁只影响那一节线路。
接近锁闭：电气锁闭时,当车列接近表明进路建立而开放的信号机时转换道岔或其他设备会危机行车安全。
卡锁闭：电气锁闭建立后，着手为车列开放的信号，被通过的列车所释放，调整道岔会危及行车安全。
指示锁闭：电气锁闭后调整任何道岔会带来不安全的条件的情况，假如一个信号，开关或其他操作装置未能与调整道岔作出相应的行动或者直接调整来防止一台设备操作的情况下另一台设备落下来确保需要的动作。
检查锁定或交通锁定：电气锁闭要在相邻线路间实施合作，合作方式就是同一时刻要开放信号时要确保敌对信号没有开放。此外，信号关闭并被机车接收后，检查锁定防止领进线路上的敌对信号知道车列出清线路。
完全联锁和不完全联锁：联锁允许车列从一个轨道跨到另一个使用的是“投票”等一系列开关，铁路术语定义下列类型的联锁为“完全”或“不完全”是根据可用的动作。虽然时间表一般不确定出联锁的一方或另一方，同时规则的书籍也没有定义条款，但下面的是被系统工作人员和官方认定的：
完全联锁允许连续动作，从联锁一端的轨道到敌对端轨道无需使用联锁范围内的反向移动。
不完全联锁不允许上述动作，不完全联锁中的动作会受到限制并且甚至需要逆向运动以实现理想的路线。