1、InterlockingIn 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 interlo

2、cking 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

3、other in proper sequence 。Interlocking typesInterlockings can be categorized as mechanical, electrical (relay-based), or electronic/computer-based。Mechanical interlockingIn mechanical interlocking plants, a locking bed is constructed, consisting of steel bars forming a grid。 The levers that operate

4、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 bar

5、s, 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 op

6、erator。 Cross locking of levers was effected such that the extra leverage could not defeat the locking (preliminary latch lock)。Electro-mechanical interlockingPower interlockings may also use mechanical locking to ensure the proper sequencing of levers, but the levers are considerably smaller as the

7、y 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 oth

8、er levers, an indication must be received from the field element that it has actually moved into the position requested。 Relay interlockingInterlockings effected purely electrically (sometimes referred to as all-electric) consist of complex circuitry made up of relays that ascertain the state or pos

9、ition 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

10、 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 aut

11、omatic 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

12、 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 Av

13、enue 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 nort

14、h 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 int

15、erlocking 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 interlockingModern interlo

16、ckings 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

17、 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 proce

18、ssor-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 lockingElectric locking： “Th

19、e 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 e

20、ffective 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 woul

21、d 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

22、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

23、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 lev

24、er; 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 gover

25、ning 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 incomplet

26、e 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 identi

27、fy 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

28、 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。譯 文聯鎖在鐵道信號中，聯鎖系統是信號裝置的一種約定，這些信號裝置通過線路的安排來防止沖突運動。信號

29、設備和軌道有時候統稱為聯鎖機構。聯鎖機構的設計是為了只有當確認將要使用的線路安全時才能開放允許信號。在北美，聯鎖的官方定義是：“一種信號和信號設備之間的相互關系，它們如此的相關以至于它們的動作必須在適當的序列中來保證對方的成功”。聯鎖類型聯鎖系統可分為機械，電氣聯鎖(基于繼電器的)或基于電子設備/計算機的聯鎖機械聯鎖在機械聯鎖裝置中，構造了一個鎖床，包括由鋼筋形成的一個網格。控制開關轉轍機信號機和其他設備的操作桿被連到一個橫杠上，向同一個方向操作。這些橫杠是這樣構造的：如果某一操作桿的功能和另一操作桿的功能沖突，在兩個橫杠間建立起機械聯鎖，來阻止矛盾的操作杠動作影響即將進行的操作，在純機械聯鎖

30、中，有杠桿操作現場設備，例如，信號機，直接通過連桿或繩索連接。杠桿大約有肩高從而為操作者提供機械優勢，杠桿十字鎖非常好用因此杠桿的其他作用不能比過鎖(初步閂鎖)機電聯鎖電力聯鎖設備也可以使用機械鎖，以確保杠桿順序適當，但杠桿相當小，因為它們本身并不直接控制現場設備。如果杠桿基于鎖床可以自由動作，連接到杠桿上的開動開關和信號機就可以電力控制和電氣控制，能夠釋放其他杠桿的杠桿在動作前必須從外部接到指令證明它已經進入到指定位置。繼電聯鎖純電力聯鎖(有時稱為全電力)包含一個由繼電器組成的復雜的電路，它能夠確定每個信號機構的狀態或位置。當設備運行的時候，他們狀態的改變將打開一些電路來鎖定將和新狀態沖突的

31、其他設備。同樣的，當運行的設備安全是其他電路會被關閉。因為繼電聯鎖的專業性和故障-安全設計使得信號設備非常的昂貴。無論本地還是遠程的聯鎖設備都完全由電路進行控制，此外，無人操控的聯鎖設備很可能被設計出來。這些安排被稱作自動聯鎖火車自動安排進路進路而不引起任何矛盾運動的途徑取得了一定得進展20世紀40年代GRS設計出了最初被稱為“入口-出口聯鎖”的第一代繼電集中聯鎖裝置。1948年這種設備首次安裝在了美國中央鐵路線，紐約州的尤蒂卡和羅徹斯特之間的鐵路干線上。并且紐約市交通系統中緊跟著又安裝了三套聯鎖設備：在其富爾頓街，第八大道線：謝潑德大道站和歐幾里得大道站之間的1569英尺的鐵路線上。歐幾里德大街站和皮特金場間的鐵路線上，其中包括44條鐵路線和3個階梯。在其皇后大道上第一六九街車站向北到第179街車站之間的1,584 英里的鐵路線上。這種聯鎖裝置在紐約的成功給它增加了額外設施資金允許，同時NYCTS進一步取消了所有的繼電器聯鎖系統