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有关铁路信号的英文翻译资料
Railroad station interconnection
Using the machinery，the electrical automatic control and remote control's technology and the equipment，cause in the station scope on the semaphore，the admission passage and the admission passage rail switch have the restriction relations mutually，this kind of relations are called the railroad station interconnection。
The outline railroad station interconnection is the railway signal important component。 in 1843 Britain first used the mechanical interlocking interconnection； in 1887 Japan developed successfully the interconnection box equipment； in 1904 the US started to use all-electric interlocking interconnection； in 1929 the US started to use following the electricity centralized interconnection。 Along with electronic accounting machine's development and the popularization，some countries started to use the computer interconnection at present。
The train enters the station the admission passage，or the outputting admission passage，is determined by rail switch's different clear position。 Therefore，must have the semaphore in the admission passage entrance。 Enters the station the admission passage scope which the semaphore protects is an entire station track，embarks the admission passage which the semaphore protects is should go to the sector，switches cars the semaphore is only the rail switch area。 When on the admission passage rail switch clears the position to meet the admission passage requirement，the admission passage line idle，has not arranged the identical stock road's opposite routes，the semaphore to be able to open，demonstrates the green light or the yellow light； Otherwise，the semaphore cannot open，namely demonstrates the red candle，forbids the train to enter。 After the semaphore opens，on the admission passage rail switch is locked in the admission passage request position； But the opposite routes must lock up，simultaneously opposite routes' semaphore is not open，demonstrates the red candle。 After the train drives into the admission passage，protects this admission passage the semaphore to close immediately，demonstrates the red candle，does not allow other trains to drive again。 This kind of semaphore，the admission passage idle situation and the admission passage rail switch's interconnection relations，become guaranteed that the train and rolling stock's in station scope movement security，as well as uses the station driving equipment effectively，enhances the station the traffic capacity important measure。
The non-centralism interconnection rail switch's operation disperses nearby various rail switches carries on，but the semaphore may the centralized control interconnection。 Divides the interconnection box interconnection and the electricity locks the interconnection。
Interconnection box interconnection this kind of interconnection is composed of one along with the point tongue movement's switch lever and along with the semaphore wire movement's signal rod。 On the pole inscribes the gap，through the switch lever and the signal rod mutual position's change，simulates the rail switch and semaphore's different condition，realizes between the rail switch and semaphore's interconnection。 This kind of interconnection when the rail switch clears the position meets the admission passage requirement，the switch lever gap position only then does not hinder the signal rod to move，the semaphore can receive the pulling force opening which the wire transmits，otherwise，the switch lever will prevent the signal rod to move，the semaphore also cannot open。 Once after the semaphore opens，the signal rod locates the position，in turn will prevent the switch lever to dislodge again，soon point locking in fixed position。
This kind of interlocking plant is only suitable for a wire-control single track vane semaphore。 Because the traverse control is away from short，is been big the temperature change's influence，needs to inspect and the adjustment artificially frequently，moreover the admission passage free time depends upon the railroad rules and regulations to come the artificial safeguard。 Therefore，this kind of interconnection uses in the transportation amount being small generally，the stock road is short and rail switch number few non-power equipment's station。
The electricity locks the interconnection separately supposes the electricity on the rail switch and the signal handle to lock，the electricity locks on has the contact separately on behalf of the rail switch and the signal position。 Locks the contact through side rail switch electricity to control opposite party signal electromagnetism to lock the electric circuit which the electricity locks，realizes the semaphore interconnection between the semaphore and the rail switch as well as。 The electricity locks has a magnet coil，the armature and locks up the piece。 When the electricity locks in the magnet coil has the enough electric current，attracts the armature，leads locks the block to leave locks up the piece the gap，locks up the piece to be able to upper shift along with the go-between revolves，otherwise locks up the piece impediment go-between to upper shift，namely forbids to move the handle，the rail switch or the semaphore is locked in the position。 The electricity locks other is loaded with along with locks up piece revolving，but the make and break electric contact group，closed either the separation reflects the rail switch or semaphore's actual condition through this contact，namely simulation controlled plant condition。 Thus，locks through the rail switch electricity the contact locks for the signal electricity the magnet coil delivers the electric current，only then the switch location correct only then causes the closed circuit，the signal electricity to lock has the enough electric current，after namely the approval moves the signal handle to cause the semaphore opens，by the signal electricity locks the contact for the rail switch electricity to lock the magnet coil power transmission electric circuit to separate，therefore cannot move the rail switch handle again，soon the rail switch locks in the position。 Obviously，uses electricity between the rail switch handle and the signal handle locks the relation to obtain the interconnection relations，also not both distance limit far and near，also not rail switch number how many influence。 When use light signal，the control is away from is not limited。 The electricity locks the interconnection to obtain the promoted use in China non-power equipment's station。
The centralized interconnection rail switch concentrates in the station signal tower inside control，common has the mechanical interlocking interconnection，all-electric interlocking interconnection and so on。
The mechanical interlocking interconnection rail switch and semaphore's operation handle concentrates in the signal tower，these operation handle company has the mechanical member，between the member implements the interconnection with the lock。 The mechanical interlocking interconnection does not need the railroad switch operator to switch in the scene，thus raises the work efficiency，and may prevent，because the station personnel's wrong creates with railroad switch operator between relation auto accident。 But，because wire and drive pipe's transmission range of movement after the stress will haunch up or pulls stretches will cause the losses，thus the control distance will be restricted。 In addition，the mechanical member and the lock wear，will reduce the interconnection the security，therefore mechanical interlocking interconnection in the 1950s later gradually by all-electric interlocking interconnection substitution。
All-electric interlocking interconnection operates in the station through the signal tower in control bench the light signal and the electrically operated railroad switch realizes the interconnection and the inspector general train movement。
The early all-electric interlocking interconnection in operates between the handle to use the machinery to lock with the electromagnetism lock，the semaphore and rail switch's operation concentrates according to the region in the vehicle department pharynx and larynx area signal tower。 After the 50s，all-electric interlocking interconnection uses the electromagnetic type relay，realizes the interconnection by the logic circuit，the entire station's semaphore and the rail switch may by a signal tower common control。 In order to establish an admission passage，the attendants may press down an admission passage in the control bench the beginning end button and the terminal button。 No matter on the admission passage has how many groups of rail switches，so long as takes in the admission passage scope without the vehicle，also has not arranged the opposite routes，may the admission passage in all point working to the position，and locks in the admission passage； On the control bench orbital expression plate，the admission passage which selects presents a white band of light from the beginning end to the terminal，namely the expression admission passage has selected and already locked up。 Protects this admission passage the semaphore also at the same time automatic release。 In expressed that the plate is on the track nearby the model，this admission passage beginning end's place signal repeater bright green light，indicated that protected this admission passage the semaphore already to open。 After the train drives into this admission passage，the semaphore automatic shut-off，the signal repeater's green light changes the bright red candle，the white band of light along with train's advance，a section of section of place becomes red by the white，indicated that the train is taking this sector，then by red becomes extinguishes a lamp the condition，indicated that the train cleared out this sector，and this sector already unlocking。 By now，might also use in this sector the rail switch to establish the new admission passage。
The unlocking way has the admission passage to partition the unlocking system and an admission passage unlocking makes two kinds。 The admission passage partition unlocking system is the train every time through the admission passage in some rail switch track sector，causes this sector unlocking immediately，may raise the work efficiency，generally uses in the work busily large-scale，the medium station。 An admission passage unlocking system is train's after admission passage in complete rail switch track sector，an unlocking，this way is only suitable for the work few minor stops。 In addition，but also has the train already the signal which opens close，closes suddenly for some reason，this wants the time delay unlocking，in order to avoid the train breaks in time meets is rotating the rail switch。
All-electric interlocking interconnection divides according to the operating mode has the admission passage type all-electric interlocking interconnection and alone the operation type all-electric interlocking interconnection； Divides according to the relay collocation method has the combined type all-electric interlocking interconnection and the group chest type all-electric interlocking interconnection and so on。 The admission passage type all-electric interlocking interconnection when establishes the admission passage，only holds back the admission passage the beginning，the terminal two buttons。 The independent operation type all-electric interlocking interconnection right and wrong admission passage type，should hold back in the admission passage first each group of rail switch button，then presses again protects this admission passage the signaling key。 This way both spends the time and easily to press wrong，generally only in minor stop use。 The combined type all-electric interlocking interconnection，each standard combination has 10 or more than 20 relays，and these relays open wide the laying aside on the frame。 The group chest type all-electric interlocking interconnection，divides the small signal relay the assembly in the chest。
Development trend along with electronic technology development，the people once made the electron centralized interlocking plant using the electronic original part。 But，because the construction cost is high，reliable as well as the breakdown - security principle aspect still had some problems，therefore difficulty with promotes the application。 Along with the computer reliable enhancement，some country's railroad has been developing the use computer interconnection。
铁路车站联锁
利用机械、电气自动控制和远程控制的技术和设备，使车站范围内的信号机、进路和进路上的道岔相互具有制约关系，这种关系称为铁路车站联锁。
概述 　铁路车站联锁是的重要组成部分。1843年英国首先采用机械集中联锁；1887年日本研制成功联锁箱设备；1904年美国开始采用电气集中联锁；1929年美国开始使用继电集中联锁。随着电子计算机的发展和普及，目前有些国家已开始使用计算机联锁。
列车进站的进路，或出站的进路，都是由道岔的不同开通位置所确定的。因此，在进路入口处须有信号机。进站信号机防护的进路范围为一整条站线，出发信号机防护的进路是应去区间，调车信号机则只是道岔区。当进路上的道岔开通位置符合进路要求，进路的线路空闲，并未安排同一股道的敌对进路，信号机才能开放，显示绿灯或黄灯；否则，信号机不能开放，即显示红灯，禁止列车进入。信号机开放后，进路上的道岔被锁在进路要求的位置；而敌对进路也必须锁闭，同时敌对进路的信号机不开放，显示红灯。列车驶入进路后，防护这条进路的信号机立即关闭，显示红灯，不允许其他列车再驶入。这种信号机，进路空闲情况和进路道岔的联锁关系，成为保证列车和机车车辆在车站范围内的运行安全，以及有效地利用车站行车设备，提高车站通过能力的重要措施。
非集中联锁 　道岔的操纵分散在各道岔旁进行，而信号机可集中操纵地联锁。分联锁箱联锁和电锁器联锁。
联锁箱联锁 　这种联锁由一根随道岔尖轨动作的转辙杆和一根随信号机导线动作的信号杆组成。杆上刻有缺口，通过转辙杆和信号杆相互位置的变化，来模拟道岔和信号机的不同状态，实现道岔和信号机之间的联锁。这种联锁只有道岔开通位置符合进路要求时，转辙杆缺口位置才不阻碍信号杆移动，信号机才能受到导线传递来的拉力开放，否则，转辙杆将阻止信号杆移动，信号机也就不能开放。信号机一旦开放之后，信号杆所处的位置，将反过来阻止转辙杆再变位，即将道岔锁闭在固定的位置上。
这种联锁设备只适用于一根导线操纵的单线臂板信号机。由于导线控制距离短，受气温变化的影响大，经常需要人工检查和调整，而且进路的空闲是依靠铁路规章来人为保障的。因此，这种联锁一般用于运量小、股道短和道岔数少的无电源设备的车站。
电锁器联锁 　分别在道岔和信号握柄上设电锁器，电锁器上有接点分别代表道岔和信号位置。通过一方道岔电锁器的接点控制对方信号电磁锁器电锁的电路，以实现信号机和道岔间以及信号机相互间的联锁。电锁器有一个电磁线圈、衔铁和锁闭片。当电锁器的电磁线圈中有足够的电流，吸起衔铁，带动锁块离开锁闭片的缺口，锁闭片才能随着连接杆上移而旋转，否则锁闭片阻止连接杆上移，即禁止扳动握柄，道岔或信号机被锁在规定位置上。电锁器另外装有随着锁闭片旋转而开闭的电气接点组，通过此接点的闭合或断开来反映道岔或信号机的实际状态，即模拟被控对象的状态。这样，通过道岔电锁器的接点给信号电锁器的电磁线圈送电流，只有道岔位置正确才使电路接通，信号电锁器有足够电流，即准许扳动信号握柄使信号机开放后，由信号电锁器的接点给道岔电锁器电磁线圈送电的电路被断开，于是再不能扳动道岔握柄，即将道岔锁在规定位置上。显然，在道岔握柄和信号握柄间用电锁器联系取得联锁关系，既不受两者距离远近的限制，也不受道岔数多少的影响。使用色灯信号机时，控制距离也不受限制。电锁器联锁在中国无电源设备的车站得到推广使用。
集中联锁 　道岔集中在车站信号楼内操纵，常见的有机械集中联锁、电气集中联锁等。　　
机械集中联锁 　道岔和信号机的操纵握柄集中在信号楼内，这些操纵握柄连有机械杆件，杆件间用锁簧实施联锁。机械集中联锁不需要扳道员在现场扳道，因而提高作业效率，并且可防止由于车站人员同扳道员之间的联系错误所造成的行车事故。但是，由于导线和导管的传动动程在受力后拱起或拉抻会造成损失，因而控制距离受到限制。此外，机械杆件和锁簧磨损，会降低联锁的安全性，所以机械集中联锁在20世纪50年代以后逐渐被电气集中联锁取代。
电气集中联锁 　通过信号楼内的控制台操纵车站内的色灯信号机和电动转辙机实现联锁和监督列车运行。　　
早期的电气集中联锁在操纵握柄间采用机械锁和电磁锁，信号机和道岔的操纵按区域集中在车部咽喉区的信号楼里。50年代以后，电气集中联锁都采用电磁继电器，以逻辑电路实现联锁，全站的信号机和道岔可由一个信号楼集中控制。为了建立一条进路，值班人员可在控制台上按下一条进路的始端按钮和终端按钮。不论进路上有多少组道岔，只要在进路范围内无车占用，又没有安排敌对进路，就可将进路中所有道岔转换到规定位置，并将进路锁住；在控制台的轨道表示盘上，所选出的进路从始端到终端呈现一条白色光带，即表示进路已被选出并已经锁闭。防护这条进路的信号机也同时自动开放。在表示盘上轨道模型旁，这条进路始端处的信号复示器亮一绿灯，表示防护此进路的信号机已经开放。当列车驶入该进路后，信号机自动关闭，信号复示器的绿灯改亮红灯，白色光带随着列车的前进，一段一段地由白色变为红色，表示列车在占用该区段，然后又由红色变为灭灯状态，表示列车已出清该区段，并且该区段已经解锁。这时，又可利用该区段内的道岔建立新的进路。
解锁方式有进路分段解锁制和进路一次解锁制两种。进路分段解锁制是列车每通过进路中的某一道岔轨道区段，立即使该区段解锁，可提高作业效率，一般用于作业繁忙的大、中型车站。进路一次解锁制是列车通过进路中的全部道岔轨道区段后，一次解锁，这种方式只适用于作业较少的小站。此外，还有列车已接近开放的信号，因故突然关闭，这就要延时解锁，以免列车冲入时遇到正在转动中的道岔。
电气集中联锁按操作方式分有进路式电气集中联锁和单独操纵式电气集中联锁；按继电器配置方式分有组合式电气集中联锁和组匣式电气集中联锁等。进路式电气集中联锁在建立进路时，只按压进路的始、终端两个按钮。单独操纵式电气集中联锁是非进路式，应先按压进路中的每一组道岔按钮，然后再按防护这条进路的信号按钮。这种方式既费时间又容易按错，一般只在小站采用。组合式电气集中联锁，每一标准组合有10台或20多台继电器，并且这些继电器在架上是敞开放置的。组匣式电气集中联锁，将小型信号继电器都分组装在匣内。
发展动向 　随着电子技术的发展，人们曾利用电子原件制成电子集中联锁设备。但是，由于造价较高，可靠性以及故障-安全原则方面尚存在一些问题，所以难于推广应用。随着计算机可靠性的提高，已有些国家的铁路正在研制使用计算机联锁。
还有吗？是学习英文的好机会，呵呵
铁路车站联锁
利用机械、电气自动控制和远程控制的技术和设备，使车站范围内的信号机、进路和进路上的道岔相互具有制约关系，这种关系称为铁路车站联锁。
概述 　铁路车站联锁是的重要组成部分。1843年英国首先采用机械集中联锁；1887年日本研制成功联锁箱设备；1904年美国开始采用电气集中联锁；1929年美国开始使用继电集中联锁。随着电子计算机的发展和普及，目前有些国家已开始使用计算机联锁。
列车进站的进路，或出站的进路，都是由道岔的不同开通位置所确定的。因此，在进路入口处须有信号机。进站信号机防护的进路范围为一整条站线，出发信号机防护的进路是应去区间，调车信号机则只是道岔区。当进路上的道岔开通位置符合进路要求，进路的线路空闲，并未安排同一股道的敌对进路，信号机才能开放，显示绿灯或黄灯；否则，信号机不能开放，即显示红灯，禁止列车进入。信号机开放后，进路上的道岔被锁在进路要求的位置；而敌对进路也必须锁闭，同时敌对进路的信号机不开放，显示红灯。列车驶入进路后，防护这条进路的信号机立即关闭，显示红灯，不允许其他列车再驶入。这种信号机，进路空闲情况和进路道岔的联锁关系，成为保证列车和机车车辆在车站范围内的运行安全，以及有效地利用车站行车设备，提高车站通过能力的重要措施。
非集中联锁 　道岔的操纵分散在各道岔旁进行，而信号机可集中操纵地联锁。分联锁箱联锁和电锁器联锁。
联锁箱联锁 　这种联锁由一根随道岔尖轨动作的转辙杆和一根随信号机导线动作的信号杆组成。杆上刻有缺口，通过转辙杆和信号杆相互位置的变化，来模拟道岔和信号机的不同状态，实现道岔和信号机之间的联锁。这种联锁只有道岔开通位置符合进路要求时，转辙杆缺口位置才不阻碍信号杆移动，信号机才能受到导线传递来的拉力开放，否则，转辙杆将阻止信号杆移动，信号机也就不能开放。信号机一旦开放之后，信号杆所处的位置，将反过来阻止转辙杆再变位，即将道岔锁闭在固定的位置上。
这种联锁设备只适用于一根导线操纵的单线臂板信号机。由于导线控制距离短，受气温变化的影响大，经常需要人工检查和调整，而且进路的空闲是依靠铁路规章来人为保障的。因此，这种联锁一般用于运量小、股道短和道岔数少的无电源设备的车站。
电锁器联锁 　分别在道岔和信号握柄上设电锁器，电锁器上有接点分别代表道岔和信号位置。通过一方道岔电锁器的接点控制对方信号电磁锁器电锁的电路，以实现信号机和道岔间以及信号机相互间的联锁。电锁器有一个电磁线圈、衔铁和锁闭片。当电锁器的电磁线圈中有足够的电流，吸起衔铁，带动锁块离开锁闭片的缺口，锁闭片才能随着连接杆上移而旋转，否则锁闭片阻止连接杆上移，即禁止扳动握柄，道岔或信号机被锁在规定位置上。电锁器另外装有随着锁闭片旋转而开闭的电气接点组，通过此接点的闭合或断开来反映道岔或信号机的实际状态，即模拟被控对象的状态。这样，通过道岔电锁器的接点给信号电锁器的电磁线圈送电流，只有道岔位置正确才使电路接通，信号电锁器有足够电流，即准许扳动信号握柄使信号机开放后，由信号电锁器的接点给道岔电锁器电磁线圈送电的电路被断开，于是再不能扳动道岔握柄，即将道岔锁在规定位置上。显然，在道岔握柄和信号握柄间用电锁器联系取得联锁关系，既不受两者距离远近的限制，也不受道岔数多少的影响。使用色灯信号机时，控制距离也不受限制。电锁器联锁在中国无电源设备的车站得到推广使用。
集中联锁 　道岔集中在车站信号楼内操纵，常见的有机械集中联锁、电气集中联锁等。　　
机械集中联锁 　道岔和信号机的操纵握柄集中在信号楼内，这些操纵握柄连有机械杆件，杆件间用锁簧实施联锁。机械集中联锁不需要扳道员在现场扳道，因而提高作业效率，并且可防止由于车站人员同扳道员之间的联系错误所造成的行车事故。但是，由于导线和导管的传动动程在受力后拱起或拉抻会造成损失，因而控制距离受到限制。此外，机械杆件和锁簧磨损，会降低联锁的安全性，所以机械集中联锁在20世纪50年代以后逐渐被电气集中联锁取代。
电气集中联锁 　通过信号楼内的控制台操纵车站内的色灯信号机和电动转辙机实现联锁和监督列车运行。　　
早期的电气集中联锁在操纵握柄间采用机械锁和电磁锁，信号机和道岔的操纵按区域集中在车部咽喉区的信号楼里。50年代以后，电气集中联锁都采用电磁继电器，以逻辑电路实现联锁，全站的信号机和道岔可由一个信号楼集中控制。为了建立一条进路，值班人员可在控制台上按下一条进路的始端按钮和终端按钮。不论进路上有多少组道岔，只要在进路范围内无车占用，又没有安排敌对进路，就可将进路中所有道岔转换到规定位置，并将进路锁住；在控制台的轨道表示盘上，所选出的进路从始端到终端呈现一条白色光带，即表示进路已被选出并已经锁闭。防护这条进路的信号机也同时自动开放。在表示盘上轨道模型旁，这条进路始端处的信号复示器亮一绿灯，表示防护此进路的信号机已经开放。当列车驶入该进路后，信号机自动关闭，信号复示器的绿灯改亮红灯，白色光带随着列车的前进，一段一段地由白色变为红色，表示列车在占用该区段，然后又由红色变为灭灯状态，表示列车已出清该区段，并且该区段已经解锁。这时，又可利用该区段内的道岔建立新的进路。
解锁方式有进路分段解锁制和进路一次解锁制两种。进路分段解锁制是列车每通过进路中的某一道岔轨道区段，立即使该区段解锁，可提高作业效率，一般用于作业繁忙的大、中型车站。进路一次解锁制是列车通过进路中的全部道岔轨道区段后，一次解锁，这种方式只适用于作业较少的小站。此外，还有列车已接近开放的信号，因故突然关闭，这就要延时解锁，以免列车冲入时遇到正在转动中的道岔。
电气集中联锁按操作方式分有进路式电气集中联锁和单独操纵式电气集中联锁；按继电器配置方式分有组合式电气集中联锁和组匣式电气集中联锁等。进路式电气集中联锁在建立进路时，只按压进路的始、终端两个按钮。单独操纵式电气集中联锁是非进路式，应先按压进路中的每一组道岔按钮，然后再按防护这条进路的信号按钮。这种方式既费时间又容易按错，一般只在小站采用。组合式电气集中联锁，每一标准组合有10台或20多台继电器，并且这些继电器在架上是敞开放置的。组匣式电气集中联锁，将小型信号继电器都分组装在匣内。
发展动向 　随着电子技术的发展，人们曾利用电子原件制成电子集中联锁设备。但是，由于造价较高，可靠性以及故障-安全原则方面尚存在一些问题，所以难于推广应用。随着计算机可靠性的提高，已有些国家的铁路正在研制使用计算机联锁。
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