世界电力机车的发展中英文翻译/外文翻译应用电子技术外文文献翻译

1 外文原文：  The Development of World Electric Locomotive Electric locomotive itself with the original motive accept catenary sent by the current as a source of energy, from locomotive traction motor drive the wheels. With electric locomotive power, thermal efficiency, fast, strong and reliable operation Guozainaili major advantages, but do not pollute the environment, and particularly applicable to the busy railway transportation and tunnels, the slope of the mountain railway.      Electric locomotive from the contact line access to electricity, catenary power supply current locomotives are both DC and AC. The current system different, not with the electric locomotive, can be divided into basically straight-DC electric locomotive, the TAC-DC electric locomotive, the TAC-Direct-AC electric locomotive three.      Straight-DC electric locomotive using DC power supply system, traction substation equipped with rectifier devices, it will become a three-phase AC DC, and then to access the Internet. Therefore, the electric locomotive can be made online directly from the contact supply DC Series traction motor use, which simplifies the locomotive equipment. DC system's weaknesses are catenary low voltage, typically l500V or 3000 V, the contact wire request is rough, it is necessary to consume a large amount of non-ferrous metals, and increased construction investment.      TAC - DC electric locomotive powered by AC system, most of the world's countries use the frequency (50Hz) exchange system, or 25 Hz low-frequency communication system. In this supply system, traction substation will be changed to three-phase alternating current frequency of 25 kV single-phase AC power industry after exposure to the Internet. But in the electric locomotive used on the string is still DC motor (which is the biggest advantage motor speed as simple as changing motor terminal voltage, it should be easy to achieve in the larger context of the locomotive speed, but such Motor due to the commutator, manufacturing and maintenance are very complex, and also greater volume), the AC into DC locomotive in the task completed. The catenary system DC voltage than to raise a lot of contact wire diameter can be relatively reduced, reducing the consumption of non-ferrous metals and construction investment did not. Therefore, the frequency communication system has been widely adopted by majority of the world's electric locomotive also pay - DC electric locomotive.      TAC-Direct-exchange by exchange of non-electric locomotive traction motor commutator (that is, three-phase asynchronous motors),which is in the motor manufacturing, performance, functionality, size, weight, cost, maintenance and reliability  2 and so on than the motor commutator much easier. It is the failure of the electric locomotive, is the main reason for speed rather difficult. This locomotive has excellent traction capacity promising. German-made electric locomotive E120 This is the locomotive.      The working principle of electric locomotive, the current contact wire, and withstand electric locomotive into the arch after re-entering the circuit breaker after the main transformer, AC traction from the main transformer winding through silicon rectifier units, divided into two groups of six parallel to the traction motor DC supply concentrate to a traction motor torque, the mechanical energy into electric energy through the transmission gear-driven locomotive drive wheels turning.      The development of electric locomotives:      The first to create the first standard gauge electric locomotive is the Scots R Davidson, time is 1842. May 1879, the German Siemens W V design and manufacture of a 18 - to pull on the three open "passenger" electric locomotive, this is the first electric locomotive successful pilot. 1881, Paris, France at the first of electricity from overhead wires tram lines, which for the upgrade, using high-power traction motors to create the conditions: 1895, the United States in Baltimore - Ohio between 5.6 km long tunnel section DC electrified railway construction. 1903 Germany's three-phase AC electric locomotive created a 210 km per hour high-speed recording.      Electric locomotive of development depends on the development of electrified railway. Build a real sense electrified railway is first necessary to resolve how to provide high-voltage, change standard power supply problems.      Catenary locomotive current supply system, divided into DC system and the exchange of two (AC system in the single-phase AC again, three-phase AC), which called power supply standard. The frequency of the single-phase AC system to promote the development of electrified railway. 20 in the early 1970s, continental Europe and Japan in Asia is basically realized transport busy main railway electrification. 1973 1974 outbreak of the oil crisis, the national electricity and internal combustion of the railway traction re-evaluation of the economic, favored by the more electric traction. Britain is the development of the original diesel traction, but also started to attach importance to the development of electric traction. Even completely internal combustion of the United States, the voice of railway electrification also high. To the early 1980s, the world had more than 50 countries and regions to build the electrified railway, the Soviet Union's total length of electrified railway reached over 40,000 kilometers, Japan, France,  3 West Germany have a more than 10,000 km of electrified Railway. At present, the world electrified railway has reached more than 20 million kilometres, China has also joined the more than 10,000 km of electrified railways, "senior club".      Electrified railway power supply problems are solved, the development of high-power, high-speed electric locomotive on a national pursuit of the goal. At this time, the semiconductor technology and computer control technology breakthroughs and promoting the development of the birth of a new electric locomotive. 1979, the first high-power AC drive E120-electric locomotive was born in Germany, opened a new era in the development of electric locomotives.      With the upgrading of existing electric locomotive and the vigorous development of high-speed railway, the development of Route electric locomotive drive from DC to AC. In the 1990s, Europe, Japan and other major motorcycle manufacturers have nearly halted DC drive electric locomotive production, AC electric locomotive has become the world's electric locomotive the mainstream of development.      China's electric locomotive:      Shaoshan an electric locomotive of China's earliest use of electric locomotive in 1914, is the use of the Fushun Coal Mine 1500 V DC electric locomotive. 1958 China has successfully produced the first electric locomotive, from the ignition of a rectifier to silicon rectifier, locomotives constantly improve and enhance performance, to 1976 l-made Shaoshan (SS1 type) No. 131, has been basically established. The deadline for the cessation of production in 1989, SSl electric locomotive has a total of 926 Taiwan manufacturers to become China's first electrified railway main locomotive. 1966 SS2 locomotive made in 1978 successfully developed SS3 locomotive not only improved traction performance, also of the hours of locomotive power from 200kW to a 4 kW 4800, deadline to the end of 1997, produced a total of 987, becoming the first Chinese two kinds of main electric locomotive. 1985 also has succeeded in the development of SS4 8 axis freight electric locomotive, it is China's largest electric locomotive power in a (6400 kW), has become China's main heavy-duty freight locomotive. After the successful development of a succession SS5, SS6 and SS7 electric locomotive. 1994 has succeeded in the development speed of 160 km of high-speed electric locomotive, and other 4-axis.  World track for the new “pay-direct-diplomacy” electric locomotive new technology, from the late 1970s, China has been carrying out small and medium-sized railway power converter units on the ground and high-power test on the Hand-Direct-AC electric locomotive Research has also achieved initial success.   4    Development of China's electric locomotive began in 1958. At that time, the Ministry of Railways San locomotive factory, which is now the Zhuzhou Electric Locomotive Factory in assisting the Xiangtan Electrical mining electric locomotive manufacturing plant at the same time, design and Preparation railway electric locomotive. Early 1958, the Ministry of Machinery Industry organized by the Department of the first mission to the Soviet Union study tour. At that time, the basic stereotypes of the Soviet Union is the use of 20 kV single-phase AC system 60 frequency electric locomotive, and China decided to adopt the 25 kV single-phase AC system frequency vary, so 60 electric locomotive on a bold technological transformation, which amounted to 78 major changes.      December 28,1958, China's first electric locomotive Taiwan Railway Route Preparation successful named Y1-6.Locomotive 3410 kW continuous power, a maximum speed of 100 km / H . So far, China  Route electric locomotive has been basically formed a  4,6,8 axis and 3200 kW, 6400 kW and 4800 kW power series. May 26, 1999, China's Zhuzhou  Electric Locomotive Works produced the first speed of over 200 km DDJ1“bullet” electric locomotive, indicates that China has ranked as one of the electric traction in the international high-speed train service.     5 译文：   世界电力机车的发展   电力机车本身的原始动机接受触网发出的电流作为能源，由机车牵引电机驱动车轮。随着电力机车功率，热效率 ,速度的提高，以及有力和可靠的操作过载能力成为其主要优势，但不污染环境，所以特别适用于繁忙的铁路运输和隧道，以及斜坡的山区铁路。  电力机车从接触线获得电力，接触网供电电流机车都是直流和交流。根据目前的供电电流形式的不同，而不涉及电力机车本身，电力机车系统可分为基本直-直流电力机车，交 -直流电力机车，交 -直 -交电力机 车三种。  直 -直流电力机车采用直流电源系统，牵引变电所装有整流装置，它将成为一个三相交流 -直流装置，然后访问互联网。因此，电力机车可直接从网上联络供应 DC 系列直流牵引电动机使用，简化了机车设备。直流系统的缺点是接触网电压低，通常 l500 伏或 3000 伏，接触线要求较粗，因此要消耗大量的有色金属，并增加建设投资。  对于交 -直流电力机车交流电源系统，世界上大多数国家使用的是频率（ 50赫兹）交换系统，或 25 赫兹的低频通信系统。在此电力供应系统中，牵引变电所将改为三相交流电频率的 25 千伏单相交流电源，然后传送到网络。 但是，在电力机车上使用的字符串仍然是直流电动机（这是最大的优势：调速简单，只需改变电机端电压，因此就可以很容易地实现在较大范围内的机车速度，但这种电机由于需要使用换向器，制造和维护是非常复杂的，体积更大），这样，交流到直流机车的转变任务完成。接触网系统的直流电压没有提高很多。但接触导线的直径可以相对减少，从而减少了消费的非铁金属，但建设投资并没有减少。因此，高频通信系统已被广泛采用，世界上大多数的电力机车也开始采用交 -直流方式。  交 -直 -交流，交流非电力机车牵引电机换向器（即三相异步电动机），其在汽车制造， 性能，功能，大小，重量，成本以及维护性和可靠性等方面比换向器容易得多。这是失败的电力机车，其主要的原因是提高速度相当困难。但这种机车具有优良的牵引能力。因此还是大有希望。德国制造的电力机车 E120 就是这种机车。  电力机车的工作原理：目前的接触线和电力机车经过拱形后后重新进入断路器后，主变压器，交流牵引从主变压器绕组通过硅整流单位，分成两组，六个平行对牵引电机直流电源集中到牵引电动机的扭矩，机械能变成电能通过传动齿轮驱动的机车驱动车轮转动。   6 电力机车的发展：首先制造了第一个标准衡量电力机车的是苏格兰人戴维森， 时间是 1842 年。 1879 年 5 月，西弗吉尼亚州的德国西门子公司设计和制造的 18 撤出三个公开“乘客”电力机车，这是第一个电力机车成功的试点。 1881年，法国巴黎架设第一电力架空线 -电车线，它的升级，为使用高功率牵引电机创造条件： 1895 年，美国巴尔的摩 -俄亥俄州之间的 5.6 公里长的隧道部分直流电气化铁路建设成功。 1903 年德国的三相交流电力机车创造了每小时 210 公里的高速记录。  电力机车的发展取决于发展的电气化铁路。建立一个真正意义上的电气化铁路首先要解决如何提供高电压，改变标准的电力供应问题。  目前机车接 触网供电系统，分为直流系统和交流两个（交流系统包括单相交流，三相交流），其中要求电源标准。单相交流系统促进发展电气化铁路。 20 世纪 70 年代初，欧洲大陆和日本在亚洲是基本实现了交通繁忙。交通繁忙主要是铁路电气化。 1973 年至 1974 年爆发的石油危机，重新评估的经济指标是国家电力和内燃牵引的铁路，更青睐电力牵引。英国是发展的原始柴油牵引的国家，但也开始重视发展电力牵引。甚至完全靠内燃机的美国，铁路电气化的呼声也很高。到 80 年代初，世界上有 50 多个国家和地区建设电气化铁路，苏联的总长度达到了四万公里。日本，法国， 西德有超过 10000 公里的电气化铁路。目前，世界电气化铁路已达到 20 多万公里。我国也加入了超过 10,000 公里的电气化铁路“高级俱乐部”。  电气化铁路供电问题得到解决之后，发展高功率，高速的电力机车成为很多国家追求的目标。在