1. Today, signal operations with a fixed block system is the most common form of operation. Signaling with lineside signals is still typical. But there is also an increasing use of cab signal system, especially on high speed lines where lineside signals cannot be watched safely.
如今，基于固定闭塞系统的信号控制是最常见的列车运行形式，且轨旁信号机仍然是典型的信号控制方法。然而，机车信号系统的使用也越来越多，特别是在无法安全监视轨旁信号的高速线路上。

2. A fixed block system is a block system using fixed block sections which are protected by signals (lineside or cab signals).
固定闭塞系统是使用固定闭塞区间的闭塞系统，这些闭塞区间由（轨旁或机车）信号机进行防护。

3. On railways where block overlaps are not required, the control length of a signal equals the block section.
在对闭塞重叠区没有要求的铁路上，信号机的控制长度等于闭塞区间的长度。

4. The main purpose of the overlap is to provide additional safety in case the driver fails to brake before a stop signal. A signal may not be cleared until the full control length is clear.
重叠区的主要目的是：当司机未能在停车信号机之前制动列车时，提供额外的安全性。在完整的控制长度区段出清之前，信号机不会出清。

5. The headway is the time interval between two following trains. The minimum headway on a line with a fixed block system depends on the so called “blocking time”.
车间时距是指两列追踪列车之间的时间间隔。采用固定闭塞系统的铁路线上的最小车间时距取决于所谓的“闭塞时间”。

6. Drawing the blocking times of all block sections a train passes into a time over distance diagram it leads to the so called “blocking time stairway. The blocking time stairway represents perfectly the operational use of a line by a train.
将列车经过的所有闭塞区间的闭塞时间绘制成“时间-距离”图，即得到所谓的“闭塞时间阶梯”。闭塞时间阶梯可以很好地表示列车对铁路线路的有效使用情况。

7. The blocking times directly establishes the signal headway as the minimum time interval between two following trains in each block section.
闭塞时间直接将信号机时距确定为每个闭塞区间中两列追踪列车之间的最小车间时距。

8. In this case the blocking time stairways of two following trains touch each other without any tolerance in at least one block section (the “critical block section”).
在这种情形下，两列追踪列车的闭塞时间阶梯中至少存在一个列车刚好碰触的闭塞分区（“临界闭塞区间”）。

9. On lines where all trains run with quite the same speed, the critical block sections are usually the block sections in which the blocking time included the dwell time of stops.
在所有列车以完全相同的速度运行的线路上，临界闭塞区间通常就是闭塞区间，其闭塞时间包括车站停留时间。

10. On a moving block line, the length of the block sections is reduced to zero. That means the running time between the block signals will be eliminated.
在移闭塞线路上，闭塞区间的长度减为零，这意味着消除了闭塞信号机之间的运行时间。

1. In a manual block system the clearance of block sections has to be checked by local operators by watching the rear end train markers. The block signals are operated manually. The block information is transmitted by means of telecommunications, in its most simple form by telephone.
在人工闭塞系统中，闭塞区间的出清是通过本地值班员观察列车尾部标志来检查的。闭塞信号机由人工操作，闭塞信息通过电讯方式传送，其中最简单的方式是电话。

2. After the train has cleared a block section and is protected by a stop signal, a clearance message is being sent to the block section in rear. On double track lines where a current of traffic is in effect, offering and accepting of trains are only required for movements against the current of traffic.
在列车出清某个闭塞区间并且受到停车信号机的保护后，出清讯息将被发送给后方的闭塞区间。在规定列车运行方向的双线上，列车信息的提供和接受只是为了避免反向行车。

3. Instead of telephone messages, some railways use special block instruments to indicate the state of the line by lamps or movable signs. It helps to reduce the probability of human errors in comparison to telephone communication.
有些铁路不使用电话讯息，而是使用特殊的闭塞装置，通过信号灯或可移动的标志来指示线路的状态。与电话通信相比，它有助于降低人为失误的可能性。

4. In controlled manual block system the signals are still operated manually but are controlled by continuous track circuits, requiring cooperation between the operators of adjacent block stations.
在受控人工闭塞系统中，信号机仍然由人工操作，但要受连续轨道电路的控制，需要相邻闭塞站值班员之间的配合。

5. After a signal has been reset to stop position it is immediately automatically locked by a rotation locking device. This device prevents clearing the signal again if the electric block instrument fails.
信号机复位到停车位置后，立即由旋转锁闭装置自动锁闭信号机。如果电气闭塞机发生故障，此装置可防止信号机再次出清。

6. Thus, a signal cannot be unlocked before the train has passed the next block station, but the train integrity has still to be checked by watching the rear end marker.
因此，在列车通过下一闭塞站之前，信号机不可能解锁，但仍然需要通过观察尾部标志来检查列车的完整性。

7. The principle of an interlocked block system cannot be used on track sections inside of home signal or yard limits where trains may terminate or change their direction.
联锁闭塞系统的原理不能用于进站信号机或者车场限界内的轨道区段，因为列车可能终止或改变其方向。

8. Train separation in such sections can only be ensured by line clear detection. That is the technical reason why on railways where a block system always means an interlocked block system.
在这些区间内只能通过线路出清检测来确保列车的分离。这就是为什么在铁路上这些轨道区间通常不作为闭塞区间的技术原因。

9. With little modification on the different railways, this kind of a telephone block system is typical for European operating procedures, where train movements are authorized by local operators.
由于在不同铁路中几乎不用改动，这种电话闭塞系统在欧洲铁路运行规程中很常见，其中列车的运行由本地值班员进行许可。

10. All train movements and train messages are recorded by the station operators in a hand written train record.
所有列车运行情况和列车讯息均由车站值班员记录在手写的列车记录表中。

1. Working in an automatic block territory the occupation and clearance of block sections and overlaps are detected by a track clear detection device to enable the signaling system to work automatically.
在自动闭塞区域内工作时，通过轨道出清检测设备来检查闭塞分区和重叠区的占用和出清，以使信号系统自动化作业。

2. On single track lines and on double track lines with two ways working, the automatic block system also provides protection against opposing movements. This can be effected by opposite locking similar to the principles of interlocked or controlled manual block systems.
在单线和可以双向运行的双线上，自动闭塞系统还可以防止反向列车运行。这可以通过类似于联锁或受控人工闭塞系统原理的反向锁闭来实现。

3. In many automatic block systems, the normal indication of an automatic block signal is “clear”. It is only set to stop position when the section is occupied by a train.
在许多自动闭塞系统中，自动闭塞信号机的默认指示是“出清”。仅当列车占用闭塞区间时，才将自动闭塞信号机设置为停车位置。

4. A track circuit is an electrical circuit of which the rails of a section form a part. It usually has a source of current at one end and a detection device at the other. Sections are divided by insulated rail joints.
轨道电路是一种电气线路，区间内的钢轨构成轨道电路的一部分。它通常在一端有一个电流源，在另一端有一个检测装置。各个区间由轨道绝缘结进行分隔。

5. If the section is occupied by a vehicle, the axles produce a short circuit between the two rails. As a result, the detection device does not receive any current and therefore it detects the section as occupied. The detection device is often implemented by a track relay.
如果区间被车辆占用，则车轴会使两条钢轨之间产生短路。结果是检测设备不会收到任何电流，从而检测到区段被占用。检测装置通常由轨道继电器实现。

6. There are DC and AC track circuits. The track relay of an AC track circuits is a polyphase relay that works by the same principle as a polyphase motor.
存在直流轨道电路和交流轨道电路。交流轨道电路的轨道继电器是一种多相继电器，其工作原理与多相电机相同。

7. Some railways use jointless track circuit. These are special center-fed track circuits which work with an audio frequency AC track current.
有的铁路采用无绝缘轨道电路。这些是特殊的中央馈电式轨道电路，可与音频交流轨道电流一起工作。

8. An axle counter is a system consisting of counting points at both ends of a section and a counter connected to the counting points.
计轴器是由区间两端的计数点和连接到计数点的计数器组成的系统。

9. The occupancy of a section is detected by comparing the number of axles which enter the section with the number of axles which leave the section. To give a clear indication, the parity of number is necessary.
区间的占用情况是通过比较进入区间与离开区间的车轴数来检测的。轴数必须相等时才能给出信号机出清示象。

10. Counting points are usually made up of double contacts to detect the direction of movement.
计数点通常由双触点组成，以检测列车运行方向。

1. In a full, fixed block ATP system, there will be two red signals and an unoccupied or overlap block between train to provide the full safe braking distance.
在一个完整的固定闭塞ATP系统中，存在两个红色信号机和一个未被占用的或者列车之间重叠的闭塞区间，以提供完整的安全制动距离。

2. On a line equipped with ATP as shown above, each block carries an electronic speed code on top of its track circuit. If the train tries to enter a zero speed block or an occupied block, or if it enters a section at a speed higher than that authorized by the code, the on-board electronics will cause an emergency brake application.
在上述配备ATP的线路上，每个闭塞区间在其轨道电路的顶部带有一个电子速度代码。如果列车试图进入零速闭塞区间或被占用的闭塞区间，或者如果它以高于速度代码授权的速度进入闭塞区间，则车载电子设备将触发紧急制动应用。

3. A train on a line with a modern version of ATP needs two pieces of information about the state of the line ahead what speed can it do in this block and what speed must it be doing by the time it enters the next block.
装备ATP系统的列车在线路上运行时，需要两条关于前方线路状态的信息，即：指示列车在这个闭塞区间中可以达到什么速度，以及在它进入下一个闭塞区间时必须达到什么速度。

4. When the train enters block A3, the code change again to 25/0 because the next block A2 is the overlap block and is forbidden territory, so the speed must be zero by the time train reaches the end of block A3.
当列车进入闭塞区间A3时，代码将再变为25/0，因为下一个闭塞区间A2是重叠区，是禁止驶入的区域。所以在列车到达闭塞区间A3的末尾时，速度必须为零。

5. Train operating over a line equipment with ATP can be manually or automatically driven. To allow manual driving, the ATP codes are displayed to the driver on a panel in his cab.
装备ATP系统的列车可以在线路上人工或自动驾驶。为了允许人工驾驶，ATP代码通过驾驶室的控制面板显示给列车司机。

6. The next stage of ATP development was an attempt to eliminate the space lost by the empty overlap block behind each train. If this could be eliminated, line capacity could be increased by up to 20%, depending on block lengths and line speed.
ATP发展的下一阶段是试图消除每列列车后面空置的重叠闭塞区间所损失的空间。如果可以消除，线路运能可以提升高达20%，具体取决于闭塞区间长度和线路速度。

7. A safety margin of 25 meters or so is allowed for error so that the train will always stop before it reaches the critical boundary between A2 and A1.
为了可能出现的偏差，允许25米左右的安全裕度，以便列车总是能够在到达A2和A1之间的临界边界之前停车。

8. Both the older speed step method of electronic ATP and “distance-to-go” require the train speed to be monitored.
电子ATP的旧式速度阶梯方法和（下一代ATP）的“目标距离”模式方法都需要监控列车速度。

9. For the distance-to-go system, the development of modern electronics has allowed the brake curve to be monitored continuously so that the speed steps become unnecessary.
对于目标距离模式系统，现代电子设备的发展允许连续监控制动曲线，因此不再需要速度阶梯。

10. Distance-to-go ATP has a number of advantages over the speed step system. It can not only increase line capacity but also reduce the number of track circuit required, since you don’t need frequent changes of steps to keep adjusting the braking distance.
与速度阶梯系统相比，目标距离模式的ATP具有许多优点。它不仅可以增加线路运能，还可以减少所需轨道电路的数量，因为不需要频繁改变速度阶梯来不断调整制动距离。

1. The basic requirement of ATO is to tell the train approaching a station where to stop so that the complete train is in the platform. This is assuming that the ATP has confirmed that the line is clear.
ATO的基本要求是告诉接近车站的列车在哪里停车，从而使整列列车都停进站台区域。这是假设ATP确认这条线已出清的情况下进行的。

2. The train approaches the station under clear signals so it can do a normal run in. When it reaches the first beacon, a station brake command is received by the train.
列车在出清信号的指引下接近车站，因此可以正常驶入。当列车到达第一个信标时，列车会收到车站制动指令。

3. ATO works well when the line is clear and station run-ins and run-outs are unimpeded by the train ahead. However, ATO has to be capable of adapting to congested conditions, so it has to be combined with ATP at stations when trains are closely following each other.
当线路出清、车站的驶入和驶出不受前方列车的阻碍时，ATO可以很好地运行。然而，ATO必须能够适应拥挤的情况，因此当列车彼此紧密跟随时，ATO必须与车站的ATP相结合。

4. To provide a frequent train service on a metro, dwell times at stations must be kept to a minimum.
为了使地铁能够提供频繁的列车服务，车站的停留时间必须保持在最低限度。

5. Where multi-home signaling is installed at a station, it involves the provision of more but shorter blocks, each with its own signal.
在装配多进站信号机控制的车站，需要规定更多但更短的闭塞区间，每个分区都有自己的信号机。

6. A series of sub-blocks are provided in the platform area. These impose reduced speed braking curves on the incoming train and allow it to run towards the platform as the preceding train departs, whilst keeping a safe braking distance between them.
站台区域提供了一系列子闭塞区间。这些区间对进站的列车施加了减速的制动曲线，并允许它在前行列车离开时向站台驶去，同时在这两列列车之间保持安全的制动距离。

7. The station stop beacons still give the train the data for the braking curve for the station stop, but the train will recalculate the curve to compensate for the lower speed imposed by the ATP system.
车站停车信标仍然为列车提供车站停车的制动曲线数据，但列车将重新计算制动曲线以补偿ATP系统导致的低速运行。

8. In addition to providing an automatic station stop, ATO will allow “docking” for door operation and restarting from a station.
‎除了提供自动到站停车之外，ATO还将允许列车为了开门操作的“靠站”和从站台重新启动。

9. After a set time, the ATO will close the doors and automatically restart the train if the door closed proving circuit is complete. Some systems have platform screen doors as well. ATO will also provide a signal for these to open once it has completed the on-board checking procedure.
在设定的时间过后，如果确定车门关闭的电路完整，ATO将关闭车门并自动重新启动列车。有些系统还有站台屏蔽门。ATO还将在完成车载检查程序后为这些站台屏蔽门提供开门信号。

10. Once door operation is completed, ATO will then accelerate the train to its cruising speed, allow it to coast to the next station brake command beacon and then brake into the next station.
一旦完成车门操作，ATO将加速列车至巡航速度，允许它滑行到下一站的制动指令信标处，然后制动进入下一站。

1. The Automatic Train Supervision (ATS) system is commonly integrated within most of the CBTC solutions. Its main task is to act as the interface between the operator and the system, managing the traffic according to the specific regulation criteria.
列车自动监控（ATS）系统通常集成在大部分 CBTC 的解决方案中。其主要任务是充当行车调度员和系统之间的接口，根据具体的监管控制标准来管理交通。

2. The characteristics of a CBTC system include: availability of train location information to a high precision, independent of track and circuits, availability of continuous wayside-to-train and train-to-wayside data communications link, availability of trainborne and wayside data processing capabilities.
CBTC 系统的特征包括：可获得高精度的列车位置信息，且不受轨道和电路的影响；可获得连续的“地-车”和“车-地”数据通信链路；可获得车载和轨旁数据的处理能力。

3. Each CBTC-equipped train operating within CBTC territory shall be assigned a train identification. This train identification shall indicate the type of train and other pertinent information about the train.
每列在 CBTC 区段内运行的 CBTC 列车都应指定列车身份。该列车身份应指明列车类型和列车的其他相关信息。‎

4. An ATS system shall have the capability to automatically track, maintain records of, and display on the ATS user interface the locations, identities, train schedule, and other pertinent data for all CBTC-equipped trains.
ATS 系统应具备的能力包括自动追踪、维护记录并在 ATS 用户界面上显示所有 CBTC 列车的位置、身份、列车时刻表和其他相关数据。

5. Automatic routing shall facilitate the proper merging and diverging of trains at junctions, turnback of trains, the put-in and lay-up of trains from/to storage areas and, where applicable, the rerouting of trains in response to service disruptions and/or planned outages.
自动进路应有助于列车在汇接点处的适当合并和分流，列车的折返，在存放区域的停靠或临时存取列车，以及在适用的情况下，重新规划列车进路以应对服务中断和/或有计划地停运。

6. An ATS system shall include an automatic dispatching function (based on train identities, CBTC train location reports, scheduled and actual headways between trains, and service strategies implemented by authorized ATS users).
ATS 系统应包括自动调度功能（基于列车身份、CBTC 列车位置报告、列车之间的预定和实际时距以及授权 ATS 用户实施的服务策略）。

7. Schedule and headway regulation for CBTC-equipped trains shall be by means of dwell time variance (including train holds), and control of run-times between stations (e.g. through adjustments to train acceleration and service brake rates, and cruise speeds).
CBTC 列车的时刻表和车间时距的调整应通过停留时间偏差（包括列车扣车）和车站之间运行时间的控制（例如，通过调整列车加速度和行车制动速率以及巡航速度）。

8. An ATS system may have the capability to implement energy optimization algorithms for CBTC equipped trains through the real-time control and coordination of train acceleration, train coasting, and train braking.
ATS 系统可以通过对列车加速、列车滑行和列车制动的实时控制和协调，为 CBTC 列车实施能量优化算法。

9. An ATS system may include facilities to hold (and subsequently release) a CBTC equipped train at a station, and to inhibit automatic train door opening.
ATS系统可能包括特定装置在车站对 CBTC 列车进行扣车（并随后释放），以阻止列车车门自动打开。

10. An ATS system may include facilities to direct a CBTC-equipped train or group of CBTC-equipped trains to pass through a station or group of stations without stopping.
ATS 系统可能包括一些装置来引导单列 CBTC 列车或一组 CBTC 列车，在不靠站停车的情况下通过一个或一组车站。

1. Communications Based Train Control (CBTC) is a railway signaling system that makes use of the telecommunications between the train and track equipment for the traffic management and infrastructure control.
基于通信的列车控制（CBTC）是一种铁路信号系统，利用列车和轨道设备之间的无线通信进行交通管理和基础设施控制。

2. By means of the CBTC systems, the exact position of a train is known more accurately than with the traditional signaling systems. This results in a more efficient and safe way to manage the railway traffic. Metros (and other railway systems) are able to improve headways while maintaining or even improving safety.
与传统的信号系统相比，通过 CBTC 系统可以更准确地知道列车的确切位置。这样可以更高效、更安全地管理铁路交通。地铁（和其他铁路系统）能够在保持甚至提高安全性的同时改善车间时距。‎

3. A CBTC system is a “continuous, automatic train control system” utilizing high-resolution train location determination; continuous, high-capacity, bidirectional train-to-wayside data communications; and train borne and wayside processors capable of implementing ATP functions, as well as optional ATO and ATS functions.
CBTC 系统是一种“连续数据传输的自动列车控制系统”，使用高精度列车定位，使用连续、大容量、车地双向数据通信，使用能够执行 ATP 功能以及可选的 ATO 与 ATS 功能的车载和轨旁设备。

4. Unlike the traditional fixed block systems, in the modern moving block CBTC systems the protected section for each train is not statically defined by the infrastructure.
与传统的固定闭塞系统不同，在现代移动闭塞 CBTC 系统中，每列列车的防护区间不是由基础设施静态定义的。

5. The advent of digital radio communication technology during the early 90s, encouraged the signaling industry on both sides of the Atlantic to explore using radio communication as a viable means of track to train communication, mainly due to its increased capacity and reduced costs.
90年代初数字无线电通信技术的出现，促使大西洋两岸的信号行业探索使用无线电通信作为车地通信的可行方式，这主要是由于这种方式可以增加运能、降低成本。

6. In the modern CBTC systems the trains continuously calculate and communicate their status via radio to the wayside equipment distributed along the line. This status includes among other parameters, the exact position, speed, travel direction and braking distance.
在现代 CBTC 系统中，列车不断计算并通过无线电将其状态传达给沿线分布的轨旁设备。该状态包含在其他参数中，如列车的确切位置、运行速度、行驶方向和制动距离。

7. CBTC systems based on moving block allow the reduction of the safety distance between two consecutive trains. This distance is varying according to the continuous updates of the train location and speed, maintaining the safety requirements.
基于移动闭塞的 CBTC 系统可以减少两列连续列车之间的安全距离。该距离根据列车位置和速度的不断更新而变化，以持续满足安全要求。

8. CBTC systems normally have less wayside equipment and their diagnostic and monitoring tools have been improved, which makes them easier to implement and easier to maintain.
CBTC 系统通常具有较少的轨旁设备，并且改进了故障诊断和监控工具，这使得 CBTC 系统更易于实施和维护。

9. In fact, automatic operation systems have the potential to significantly reduce the headway and improve the capacity compared to manual driving systems.
事实上，与人工驾驶系统相比，自动驾驶系统有可能显著降低行车时距并提高运能。

10. CBTC technology is evolving, making use of the latest techniques and components to more compact systems and simpler architectures.
CBTC 技术正在不断发展，利用最新的技术和元件来实现更紧凑的系统和更简单的架构。

1. An axle counter is a device on a railway that detects the passing of a train in lieu of the more common track circuit.
计轴器是铁路上的一种设备，代替更常见的轨道电路来检测列车的通过。

2. A detection point comprises two independent sensors, therefore the device can detect the direction of a train by the order in which the sensors are passed.
检测点包括两个独立的传感器，因此该装置可以根据列车经过两个传感器的顺序来检测列车的运行方向。

3. Unlike track circuits, axle counters do not require insulated rail joints to be installed. This avoids breaking the continuity of long welded rails for insulated joints to be inserted.
与轨道电路不同，计轴器不需要安装轨道绝缘节。这可以避免因插入绝缘节而破坏焊接式长钢轨的连续性。

4. Axle counters do not suffer problems with railhead contamination, e.g. due to rust or compacted leaf residue, that can affect the correct operation of track circuits.
计轴器不会遇到轨面污染问题，例如由于生锈或肥边，这些污染会影响轨道电路的正常工作。

5. ‎Axle counters may “forget” how many axles are in a section for various reasons such as a power failure. A manual override is therefore necessary to reset the system. An accident occurred in the Severn Tunnel and is thought to be due to improper restoration of an axle counter. This, however, was not proven during the subsequent inquiry.
计轴器可能会由于各种原因（例如电源故障）而“忘记”在区段内有多少个车轴。因此，需要人工超控来重置系统。Severn隧道发生事故，被认为是由于车轴计数器的不当复位造成的。然而，这一点并没有在随后的事故调查中得到证实。

6. Where there are interlocked turnouts, an axle counter unit needs to be provided for each leg of that turnout.
在有联锁道岔的地方，需要为道岔的每条分支提供一个计轴器。

7. Track circuits also allow for the use of clips that instantly shunt the circuit and mark the track as occupied. These can be used by crews or maintenance personnel to quickly report an unsafe condition or mark a section of track out of service.
轨道电路还允许使用电夹，这些电夹可以立即分流电路并将轨道标记为已占用。铁路员工或维护人员可以使用这些来快速报告不安全情况或标记一段轨道停止服务。

8. New technology allows for occupancy detection if the axle counter detaches or becomes loose from the rail.
如果计轴器从轨道上脱落或松动，这些新技术仍然允许进行占用检测。