Mail Rail’s former control system consisted of a miniature level frame and electrical interlocking at each station. Movements were supervised by a Train Controller at Mount Pleasant, who had no means of monitoring where trains were. Relay interlockings were still in good condition, but the control panels were life expired and replacement was uneconomic. The answer was to interface each station interlocking via a TDM link to a new electronic control centre at Mount Pleasant. The train controller is provided with an overall view of all train positions on a single VDU, with details of a pair of adjacent stations displayed on two more VDUs.
Train control is still achieved by the interlockings switching the third rail power supply. Power is cut from the track section immediately behined a train, causing the brakes of a train entering that section to apply automatically. Restoration of power disengages the brake and causes the train to move forward.
Mail Rail’s service is frequency-based rather than timetabled, and the Vaughan control allows this working method to allocate each train to a service, and give each service a frequency. The central control’s route setting then runs the train around the network, stopping as programmed.
Manual routeing is also possible using a menu of routes. Proven routes are highlighted on the track display in yellow; engineering possessions show in blue. The control system will automatically dispatch the train to its next stop after a specified call time, but a “Train Ready“ button for each platform berth allows staff to dispatch a train manually after loading is complete.
Because of the flexibility of the computerised control, a number of features have been incorporated to enhance over all railway operation. Train data is automatically logged so that maintenance engineers know exactly now far each train has run since its last depot visit. Details of which service is currently being operated, and whether a train is working as a coupled pair or individual unit, are easily accessed. A station record gives a history of all trains that have called, with arrival and departure times and next stop.
In the case of failure of the transmission from central control, a local control panel ot each station offers basic routeing facilites, allowing an emergency service to continue.
VII Переведите следующие словосочетания на русский язык.
Track-to-train radio, on-track manintenance vehicles, rail control centre, to transmit voice and data messages, movement of trains, emergency call, two running tunnels, shuttle train driver, train’s public address, train running number, main and standby base stations, to enhance reliability, rear cab, train captain, advertised frequency, wired communications, public address, due to an emergency.
VIII Переведите следующие словосочетания на английский язык.
Поездная радиосвязь, путевые машины, центр управления движением, передача речевых сообщений, организация движения поездов, машинист нужного поезда, экстренный вызов, два рабочих тоннеля, начальник поезда, поездной диспетчер, трёхстрочный дисплей, код зоны, текущий номер поезда, главная и резервная стационарные станции, кабинет хвостового в вагоне, поездная бригада, время погрузки и выгрузки, эвакуация пассажиров.
IX Прочитайте текст и дайте ответ на следующий вопрос:
What is the aim of a radio automatic train control system?
AEG Transportation Systems and Andrew Corp’s communications group are to develop a radio automatic train control system, Flexiblok, over the next two years. The aim is to decrease headways, and eventually replace track circuits; initially it will overlay existing signalling.
One problem facing engineers is the rising level of electronic noise, generated by computer-based systems; this will be overcome by using Spread Spectrum Radio transmission.
X Переведите письменно текст на английский язык.
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