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之前在帖子里讨论的时候谈到过美国机车重联，这次找到了相关描述，翻译下来，顺道我自己也学学。
其实早就翻译完了，只不过当时正在别的帖子里聊的挺热闹，就搁那了。
中英文一块贴出来，不对的地方欢迎指正。
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US Locomotive MU Control
美国机车重联控制
♦Introduction to Multiple Unit Control on US Diesel Electric Locomotives
美国柴电机车重联控制介绍
This is an edited description of the standard AAR (Association of American Railroads) arrangements for multiple locomotive operation in North America originally prepared by Jonathan Hollahan. Much additional information on locomotive operation is included.
这个关于AAR（美国铁路协会）多机重联控制标准的介绍最初由Jonathan Hollahan编写，本文是改进版，增加了更多关于机车操作的内容。
♦Background 背景
There is one standard arrangement approved by the AAR and its member railroads and manufacturers to enable each unit of a locomotive consist to function as one from the controls of any unit in the consist. Note that I am not speaking of the "Locotrol" or other radio apparatus for remote control; merely about more than one locomotive coupled together and controlled from one cab, in North American practice. There have been other schemes and variations in the past, such as the Baldwin pneumatic system, but these are NOT compatible with the existing standard and cannot be used in AAR interchange service. Some locomotives, generally older, low-hp switchers, are not equipped with any mu (multiple unit) system.
铁路公司和铁路装备制造商作为AAR的成员，须遵循AAR标准，从而可以通过车组中任意一台机车控制所有机车。需要注意的是，我谈论的并不是“Locotrol”（GE的无线重联技术）或其他遥控技术；我说的是在北美，几台机车连接在一起，然后通过其中的一个驾驶室进行控制。
多机重联控制在北美曾经有多种方案及其改进版，比如Baldwin气动系统，但这些都不与现行AAR标准兼容，不具备互换性。有些机车，一般是比较老的小功率调机，没有配备多机重联控制系统。
♦Connections Between Locomotives 机车之间的连接
There are two basic connections required between locomotives to achieve the mu operation. One is the independent (loco-only) air brake and the second is all the other functions. The air brakes of the locomotives are controlled by the three (or sometimes, four) additional air hoses mounted on both pilots (headstocks) of each loco on one or both sides of the coupler. All other functions, whether mechanical or electrical, are electrically controlled through the jumper cable between units, which is the thick, hose-like cable hung below the walkway plates which bridge the gap between units. This cable contains 27 wires and has large, cast aluminium plugs each end which fit mating sockets on each end of each locomotive. [See "Model Railroader's" Diesel Locomotives Cyclopedia Vol. 2, p. 22-23 for a picture and diagram of these hoses and cables.] Sometimes these cables are removed when not in use and stored inside the loco and sometimes dummy plugs are used to secure the cable on the end of the loco.
要实现多机重联控制，机车之间有两组基本的连接。一个是用于机车制动（小闸），另一个则是其他所有功能。机车的空气制动是通过3根（有的时候可能是4根）额外的气管来控制，机车的两端都有，布置在车钩的两侧（两组对称布置）或一侧。其他所有功能，无论是机械的还是电气的，都是通过电缆控制的。这根电缆很粗，位于机车间过道下方。该电缆为27芯，两端各有一个很大的铸铝插头，可插进所有机车两端的插座。[可参见“Model Railroader's”柴油机车Cyclopedia Vol. 2, p. 22-23的电缆和插头的图片] 在不用的情况下，这些电缆可以存放在机车内部，也可以将另一头插入一个空插座，悬挂在过道下方。
♦Brakes 制动
The air brakes on a Diesel or electric locomotive are "independent" of the brakes used on the rest of the train. When a train ("automatic") brake application is made, the locomotive will react the same as any boxcar, applying its brakes. However, the engineer can override, or "bail-off" application on the locomotive.
作用于电力机车或柴油机车上的制动是“独立”于整个列车的。当列车（“自动”）制动启用的时候，机车会与其他车厢一样，启用自己的制动。但机车驾驶员可以跳过或单独释放机车上的制动。
The 3 hoses that run between the units enable the control of all units as one. The hoses are, from the coupler out, MR (main reservoir) ACT (actuating) and BC (brake cylinder), or sometimes AR (application and release). The MR hose couples all of the main reservoirs in the units together, creating one large reservoir to increase air capacity and share the load among the air compressors of each unit. The ACT hose is pressurised when the engineer bails off, to release the brakes on all units. The BC hose is pressurised according to the degree of braking effort the engineer has selected. However, there is no direct connection between the brake cylinders on the different units.
机车之间的3根气管让所有机车的动作一致。从车钩往外数，第一个是MR（总风缸），第二个是ACT（操作），第三个是BC（制动缸），有的时候叫AR（应用与缓解）。MR总风缸将所有机车的总风缸连通起来，形成一个大的总风缸，提高列车打风速度，分担机车空压机负荷。ACT操作管在驾驶员单独缓解（bail off）机车制动的时候会充入气压，从而缓解所有机车的制动。BC制动缸会在驾驶员使用列车制动的时候充入气压，具体气压值与制动手柄位置有关。但是机车的制动缸之间并没有直接连通。
The amount of pressure required for different types of locomotive brake systems (usually 45 or 70 psi) is proportionally controlled by a relay air valve on each unit, which senses the input pressure and sends the proper pressure to the cylinders on its unit. These valves also provide a check-valve function, to trap some air on each unit in case of separation while running. If there is a fourth hose on each side, it is used to mu older locomotives that do not have electrically controlled sanders.
不同型号的机车制动系统的工作气压（一般45~70psi），由空气继动阀控制，该装置根据输入的压力，向制动缸输出对应的压力。这些继动阀也有止回设计，能在列车运行中发生接头脱离时候捕获一部分压力。有的机车会有第四根管，用于没有配备电控散沙器的老式机车。
To "hook up" or mu the brakes on more than one unit, only the three (four on older units) hoses, plus the main train line hose under the coupler, need to be hooked up, and the corresponding valves behind the pilot opened.
如果只是“连挂”机车，或者控制连挂在一起的机车制动，只需要连接3根气管（老式机车是4根），外加车钩下方的列车制动管，并且正确设置空气阀即可。
In the cab, we will assume the units are equipped with 26L brakes, as most are today. In the lead unit, everything will stay the same regarding the air brakes. In a trailing unit, you have to select whether you want the brakes controlled from the unit you are in, or from another unit. The MU-2A valve is located on the side of the control stand below the feed valve. It can be either a knob or a lever. In the "Lead or Dead" position, the independent brakes are controlled from this unit. In "Trail" position, the independent brakes are controlled through the mu hoses from another unit. Failure to position this valve properly can result in sticking or inoperative locomotive brakes.
在驾驶室里，如今的机车多数都配备了26L制动阀。在本务机车，与空气制动有关的东西全部保持不变。在补机，您需要设定您所在的机车的制动器是由自己的司控器控制，还是受其他机车控制。MU-2A阀位于立式司控器的侧面，列车制动管气压阀旋钮下方，它可能是个旋钮也可能是多段开关。在“本务或无火”位置，机车的独立制动由本机的司控器控制。“补机”位置，机车的独立制动由其他机车通过重联气管控制。MU-2A阀设置不当会造成补机的机车制动不与本务联动，出现不缓解或不制动的情况。
The feed valve supplies and regulates the air supplied by the automatic brake valve to the train line (brake pipe). It must be isolated from the train line on trailing units to keep from causing an inadvertent automatic brake release. This is done by turning the "cut-out" or "double-heading" cock on the front of the automatic brake valve to "Out" on all trailing units. The automatic brake handle is placed in the "Handle Off" position and the independent brake is placed in the "Off" position. On most units, the brake handles may be removed to prevent tampering. If the handles are left in place, an emergency brake application may be made from the trailing units, regardless of how they are set-up (handy on helper units, for example). Special valves are used to retain enough air to apply the locomotive brakes on each unit should there be an inadvertent separation of the units.
列车制动管气压阀用于供应并调节列车自动制动管气压。在补机上，它必须是隔离状态，以防止列车制动意外缓解。在列车制动阀前方有一个小旋钮，将旋钮打到“cut-out”或者是“双机班（机车重联，但每台机车由各自的驾驶员控制）”，即可将列车制动管气压阀隔离。列车制动和机车制动手柄均置于“关”的位置。多数情况下，会取出制动手柄，以防止干预列车制动行为。如果不取出手柄，无论补机如何设置，都可以在补机上触发紧急制动。每台机车上还有一个特殊的气阀，可以在发生意外分离的时候保留足够气压以施加机车制动。
♦Electrical Connections 电路连接
The above covers the brakes, now on to everything else. All other functions of the locomotive are conveyed electrically through the 27-wire jumper cable between the units. The cable is about 6' long and weighs about 40 pounds (18 kg). It fits into a receptacle usually located just below the walkway on the pilot of the locomotive and is clipped to the underside of the between-unit gangway when in use, to keep it from fouling the coupler. The receptacle has a spring-loaded cover to keep out dirt and water and when the cable is inserted, the cover has a key on the underside that keeps the cable in place in any event short of a separation. All mu circuits are +74 v DC and are all on-off except for power reduction (pin 1) and dynamic brakes excitation (pin 24), which are 0-74 V DC.
前边的部分讲述的是制动，接下来讲其他部分。机车的其他所有功能的指令或信息都是通过这根27芯电缆传递的。这根电缆长约6尺，重约40磅（18公斤）。通常位于机车过道下方，使用的时候会吊在过道下方，防止与车钩干涉。插座上还会有一个弹簧盖，防止水和灰尘进入。在插头插入插座之后，插座盖还有防脱设计，防止电缆意外脱开。重联电缆内部，除了用于控制动力减弱的1号线、动态（电阻）制动励磁的24号线是0~74V DC电压范围，其他全部是0或+74V DC的开关信号。
The wires within the jumper cable are designated as follows:
线芯定义如下：
1.. Power Reduction 动力减弱
2.. Alarm Bell 警铃
3.. "D" Governor Solenoid 调速器电磁阀D
4.. Negative Voltage Common 共用负电压
5.. Emergency Sand 紧急散沙
6.. Generator (Main Alternator) Field 主发电机场
7.. "C" Governor Solenoid 调速器电磁阀C
8.. Reverse 换向器反向
9.. Forward 换向器正向
10. Wheel Slip Indicator 轮对打滑指示
11. Spare 备用
12. "B" Governor Solenoid 调速器电磁阀B
13. Control Circuits and Fuel Pump 控制电路与油泵
14. Spare 备用
15. "A" Governor Solenoid 调速器电磁阀A
16. Engine Run 发动机运行
17. Dynamic Brake Control 电阻制动控制
18. Spare 备用
19. Spare 备用
20. Dynamic Brake Warning 电阻制动警告
21. Dynamic Brake Interlock 电阻制动联锁
22. Air Compressor Control 空压机控制
23. Manual Sand 手动散沙器
24. Dynamic Brake Excitation 电阻制动励磁
25. Headlight 头灯
26. Ground Relay Reset 接地继电器复位
27. Spare 备用
Note: On the front of the unit, the 8 and 9 pins have their functions reversed. This, coupled with the fact that these wires are also reversed in the jumper cable, is how a unit knows which direction to run in, regardless of which way it is facing in relation to the other units.
注：在机车的前端插座，8与9号线对调，在电缆的两个插头上这两根线也是对调的，这样机车会自行辨认与临近的机车是同向还是反向。
The throttle position and thus the power requested by the engineer, is interpreted for the engine by the governor. The Woodward governor takes the desired power output and changes it into a fuel setting and an alternator excitation setting and constantly balances the two to keep the engine at the desired power output. The signal from the throttle is sent as a 'code' relating to the 5 solenoids the governor uses to control itself. The solenoid pattern for the different notches is:
功率手柄位置，或者说驾驶员需要机车输出的功率大小，由调速器转换为柴油机实际的油门。Woodward（伍德沃德）调速器将所需的功率输出以及改变，转换为油门和交流发电机励磁设置，并且实时调节两者的平衡，来保持机车稳定输出。来自功率手柄的信号被编码为5个电磁阀的开关信号，功率手柄各个级位对应的信号如下：
Low Idle, D, E 低速怠速， D+E
Idle, Notch 1, All off 怠速或1级， 全关
Notch 2: A 2级 A
Notch 3: C 3级 C
Notch 4: A, C 4级 A+C
Notch 5: B, C, and D 5级 B+C+D
Notch 6: A, B, C, and D 6级 A+B+C+D
Notch 7: B, C 7级 B+C+D
Notch 8: A, B, C 8级 A+B+C
Stop: D 停 D
Thus, the power level requested by the throttle position is mu'ed among the units as a +74 V DC signal on the appropriate combination of solenoid circuits, plus 74 v DC on wire 6 to enable alternator excitation, on wire 16 to power the governor, and wire 13 to enable all control circuits.
机车之间功率手柄不同位置对应的油门信号，由这4个+74V电磁阀信号的不同组合来定义，再加上6号线的交流发电机励磁信号，16号线的调速电磁阀供电和13号线的所有控制电路启用信号。
A brief explanation of the other circuits:
其他控制电路的简要解释：
1. Power Reduction. An option available to reduce the power output of the consist for a given throttle position. Used when traction is bad, or when trying to maintain an exact speed.
1 动力减弱。让机车动力输出低于当前手柄位置。在牵引环境不良或保持车速的时候用。
2. Alarm Bell. This alarm rings in all units when a damaging condition is detected. The fault is shown by indicator light or computer screen only on the affected unit. Turning the isolation switch in the cab of the affected unit will silence the alarm bell, except in case of a hot engine.
2 警铃。当检测到问题的时候，所有机车驾驶室的警铃都会响起。具体问题只会在出问题的机车上通过指示灯或车载电脑屏幕显示出来。通过操作问题机车的隔离开关可以关闭警铃，但如果是因为发动机过热，则无法关闭。
5. Emergency Sand. When the train brakes go into emergency, the sanders are actuated in both directions on all units.
5 紧急散沙器。 当列车触发紧急制动，所有机车两个行车方向的散沙器都会开启。
10. Wheel Slip Indicator. While under normal conditions the engineer isn't even aware or concerned about the automatic regulation of wheel slip, if it becomes too much for the circuits to handle this light indicates the need for the engineer to reduce the throttle or take other steps. It can also indicate a locked-up wheelset.
10 轮对打滑指示。一般来讲，驾驶员不太关注这个指示灯，因为机车控制系统会自动处理轮对打滑。但如果系统无法抑制打滑，司机则需要减少功率输出或采取其他措施。此外，如果有轮对锁死，这个指示灯也会亮。
13. Control and Fuel Pump. By controlling these functions from the lead cab, the ability to shut them off in case of fire is maintained.
13 控制和油泵。 在本务驾驶室里控制这些功能，可以在机车起火的时候及时关闭供油。
16. Engine Run. This provides the power to actuate the governor solenoids.
16 发动机运行。为调速电磁阀供电。
17. Dynamic Brake Control. Actuates the switchgear to change the unit from power to dynamic braking.
17 动态制动控制。 驱动开关装置，让机车从牵引模式切换为动态制动模式（电阻制动）。
20. Dynamic Brake Warning. While the dynamic brakes are normally limited to the proper value for each unit, this light warns of a control failure and the need to reduce dynamic braking effort.
20 动态制动警告。 一般来讲每台机车的动态制动会限制在合理的范围之内，但当这种限制失效的时候会点亮警告灯，此时驾驶员要减小动态制动力度。
21. Dynamic Brake Interlock. Prevents operation of the dynamic brake if the switchgear is not properly set-up.
21 动态制动联锁。 在开关装置完成动作之前，或无法正常完成切换，阻止设定动态制动。
22. Air Compressor Control. The air compressors on each unit are made to act as one to share the load and increase the capacity of the air system.
22 空压机控制。 所有机车的空压机将协同工作，以分担负荷并提高机车空气制动容量。
23. Manual Sand. The engineer can activate this at will, and each unit will apply sand on all axles in the direction of travel.
23 手动散沙。 由驾驶员手动控制，每台机车将开启所有车轴运行方向的散沙器。
24. Dynamic Brake Excitation. A variable voltage that controls the excitation of the main alternator to control the degree of braking effort.
24 动态制动励磁。 通过0~74V的可变电压范围来控制主发电机的励磁，以控制电阻制动力度。（所以美国车电阻制动虽然有1~8的数字刻度，但可能实际是无级的。至少在火车模拟和TSW里电阻制动是无级的）
26. Ground Relay Reset. The ground fault relay is a protective device that guards against shorts in the traction motors and alternator wiring.
26 接继电器复位。 接地故障继电器是防止牵引电机与交流发电机发生短路的保护装置。
Note that even though a unit may not be equipped with dynamic brakes, it still has the wires to pass the signals to other units in the consist.
需要注意的是，即使没有动态制动功能的机车，也仍然会将动态制动相关的信号传递到车组中的其他机车上。
♦Setting Up机车配置
In the cab, the controls must be properly set for either a leading or trailing unit. In the lead unit, the only thing that must be changed is the position of the headlight control switch, to turn off the headlight facing the other locomotive and send the signal through the mu cable instead. The control and fuel pump breaker must be on. In the trailing units, the engine run, generator field, and control and fp breakers must be off and the headlight switch must be positioned correctly, indicating if the lights are to remain off in a middle unit, or on on the last unit. The reverser handle must be removed from the control stand, or the unit will do weird things when you try to move them, as they do not know which unit to take the signal from.
在驾驶室里，必须正确设置机车是本务还是补机。在本务机车，唯一必须要修改的是头灯控制开关，关掉面向其他机车的头灯，通过重联电缆将头灯开关信号传递出去。控制和油泵断路器必须是开启。在补机里，发动机运行、发动机励磁、控制和 fp breakers （不知道这个是啥）必须为关闭，夹在中间的机车，头灯设为关闭，最后一台补机为开启。换向器的手柄必须取出，否则操作机车组的时候这些机车会有异常动作，因为它们不知道应该按照哪台机车发出的信号运行。
Once the jumper cables are hooked up, air hoses cut in, and controls set, you must perform a Power Brake test on the consist. First, the independent brakes are released and release verified on all units. Then an automatic brake reduction is made and application is verified on all units. Then, with the automatic brake still applied, the independent brake is "bailed off" to release the application on the locomotive only and the release of all shoes is verified. Then the brakes are placed in emergency and the application of all brakes is verified, along with proper function of the sanders.
重联电缆和制动气管连接，以及控制设定都做完之后，你必须做车组的制动测试。首先缓解机车制动，并确认所有机车都正常缓解。然后减压列车制动，确认所有机车都开始制动。之后，在不缓解列车制动的情况下，单独缓解（bailed off）机车制动，确认所有机车缓解制动。最后，将制动推入紧急制动位，确认所有机车都开始制动，并且散沙器正确喷砂。
With the brakes applied the throttle is opened to verify that all units are responding to the throttle and each unit is checked to make sure that it is producing roughly the right power. With the throttle still open, the brakes are again put into emergency and the dropping of all units to idle-no power is verified.
在制动仍未缓解的情况下，操作功率手柄，确认所有机车都正确响应油门信号，然后再次将制动推到紧急制动位，确认所有机车全部回到怠速状态。
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发表于 2018-7-25 02:27:40
楼主
），跟您原文提到的原因也差不多