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31.
阿尔斯通开发的PRIMA 3U15型电力机车 总被引:3,自引:0,他引:3
王渤洪 《变流技术与电力牵引》2005,(3):43-49
阿尔斯通公司运输部开发了PRIMATM机车系列,其类型满足了运营部门提出的模块化和系列化要求.投放欧洲市场的PRIMA型电力机车既满足了通用性要求,又有助于与公路的经济竞争取得成效.为此,阿尔斯通公司继法国双流制机车后又开发了一种三流制机车,该型机车可用于法国、德国和瑞士之间的跨境运输.文章介绍PRIMATM系列的开发过程以及得到法国国家铁路的订单.详细叙述了PRIMA 3U15型三流制机车,重点是PRIMA电力机车的维修、可靠性和可用性. 相似文献
32.
N. Docquier P. Fisette H. Jeanmart 《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2007,45(6):505-524
This article presents a multidisciplinary approach of railway pneumatic suspension modelling: both multibody and pneumatic aspects are taken into account. The work aims at obtaining a realistic model of the secondary suspension and coupling it with a multibody model of a train. Various components of the pneumatic circuit such as bellows, tanks, pipes and valves are taken into account. The article focuses on the bellow-pipe-tank subsystem for which several modelling approaches are presented and compared. Differences between differential and algebraic models are highlighted, and an application-dependent choice between them is suggested. A complete model of the pneumatic circuit is then obtained and coupled with a multibody model of the train. As a result, the behaviour of a suburban train equipped with a pneumatic secondary suspension is analysed, in particular undesired oscillating motions which affect the comfort. Topological modifications and improvements of the suspension are also investigated and discussed. 相似文献
33.
The work described was undertaken as part of the CASSIOPE project in the EC DRIVE programme. A range of fare collection procedures in public transport is described, and the importance of these for data collection by operators is stressed. It is suggested that such data management could be standardized and to this end four case studies were carried out in different European cities. Data models were built for each city, and these models are merged into a preliminary version of a generalized model. The need and uses for such a fare collection data model is explained. 相似文献
34.
The paper considers traffic assignment, with traffic controls, in an increasingly dynamic way. First, a natural way of introducing the responsive policy, Po, into steady state traffic assignment is presented. Then it is shown that natural stability results follow within a dynamical version of this static equilibrium model (still with a constant demand). We are able to obtain similar stability results when queues are explicitly allowed for, provided demand is constant. Finally we allow demand to vary with time; we consider the dynamic assignment problem with signal-settings now fixed. Here we assume that vehicles are very short and that deterministic queueing theory applies, and show that the time-dependent queueing delay at the bottleneck at the end of a link is a monotone function of the time-dependent input profile to the bottleneck. We have been unable to obtain results when dynamic demand and responsive signal control are combined. 相似文献
35.
36.
石冰 《西安交通大学学报(英文版)》1995,(2)
SLENIUMFROMBEEFISHIGHLYBIOAVAILABLEASASSESSEDBYLIVERGLUTATHIONEPEROXIDASE(E.1.1.9)ACTIVITYANDTISSUE SELENIUMShiBing;J.E.Spall... 相似文献
37.
J. A. Sparenberg 《Journal of Marine Science and Technology》1997,2(2):53-61
The axial force induced on a duct (duct thrust) which surrounds a propulsor is, by means of an energy conservation argument,
expressed in terms of the thrust and power of the propulsor and the kinetic energy losses per unit of time of the propulsor
and the duct. Emphasis is put on the linear theory of an axisymmetric ducted actuator disk, where it is shown that the work
done by the duct thrust is equal to the extra work done by the actuator disk when it is surrounded by the duct. This simplified
model gives more insight into the interaction between the propeller and the duct and on the limits of linearization. 相似文献
38.
Distributions of the radionuclides 210Pb and 239,240Pu in sediment cores from the Northeast Water Polynya, Greenland, showed that these nuclides reached depths of 5–15 cm by particle mixing and sediment accumulation. End-member average values of the particle mixing coefficient and sediment accumulation rate were 0.13 cm2 y−1 and 0.06 cm y−1, obtained from the 210Pb profiles by assuming that each process is dominant relative to the other. Both 210Pb and 239,240Pu were measured on four cores; using the Pu data to constrain mixing rates produced corrected sediment accumulation rates that were 20–80% of the values calculated by neglecting mixing. Organic carbon burial in the polynya sediments was ≤0.4 mmol m−2 d−1, based on measured POC values at depth in the sediments and sediment accumulation rates corrected for mixing. This value is about 1% of the independently measured POC flux leaving the euphotic zone and compares with benthic carbon remineralization rates of 7% calculated by others from O2 uptake in the sediments.The inventories of excess 210Pb in the sediments ranged from 6 to 28 dpm cm−2. Relative to the atmospheric input of 210Pb and in situ production from decay of 226Ra, approximately 5 dpm cm−2 of 210Pb was being removed from the water column. The difference between the removal from the water column and sediment inventories suggests a net import of 210Pb to the polynya. This may occur by input of dissolved 210Pb from offshore waters or by input of 210Pb carried by sea ice. Particulate matter in land-derived fast ice adjacent to the polynya contained 330 ± 14 dpm of excess 210Pb g−1. If particles transported in sea ice are comparable to those extracted from fast ice, then sea ice transport into the polynya followed by melting may be an important source of excess 210Pb to the area. Fast ice also may contribute 210Pb if portions break off and melt within the polynya, as occurred in 1993. 相似文献
39.
40.
All developments on air pollution by ships are fairly recent. Annex VI of the international Marpol-convention, regulating
the emissions of CFCs, Halons, Volatile Organic Compounds (VOCs) from cargoes, emissions from incinerators and exhaust gas
emissions from engines (NOx and SOx) entered into force in May 2005. The International Maritime Organization is currently discussing an upgrade of the air pollution
issues covered by Annex VI and some that are not in Annex VI, such as greenhouse gas emissions. CO2 is the most important greenhouse gas emitted by ship. Fuel consumption by the world merchant fleet is expected to grow to
between 250–300 million tons per year with corresponding CO2 emissions of 800–960 million tons per year. In Western Europe land based measures have reduced sulphur emissions substantially,
leaving shipping as an important remaining source of these emissions. Average sulphur content of heavy fuel oils is 3%, with
a limit of 4.5% imposed by Annex VI. Both the Baltic- and the North Sea have the status of SOx emission control area, limiting sulphur content to 1.5%. 相似文献