物流管理文献翻译原文及译文

物流管理文献翻译原文

及译文

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An internet-based logistics management system for enterprise chains

N. Prindezis, C.T. Kiranoudis

School of Chemical Engineering, National Technical University, 15780 Athens, Greece Received 13 September 2003; received in revised form 20 December 2003; accepted 27

January 2004

Available online 10 December 2004

Abstract

This paper presents an Internet-Based Logistics Management System to coordinate and disseminate tasks and related information for solving the heterogeneous vehicle routing problem using appropriate metaheuristic techniques, for use in enterprise chain net works. Its architecture involves a JAVA Web applet equipped with interactive communication capabilities between peripheral software tools. The system was developed in distributed software fashion technology for all computer platforms utilizing a Webbrowser, focusing on the detailed road network of Athens and the needs of the Athens Central Food Market enterprises. 2004 Elsevier Ltd. All rights reserved.

Keywords: Decision support system; e-Logistics; Transportation; Vehicle routing problem

1.Introduction

Enterprise chains are the business model of the present and

future regarding markets that involve small and medium company sizes. Clearly, grouping activities towards a focused target facilitates an understandably improved market penetration guaranteed by a successful trade mark of a leading company in the

field. Several collaboration models that basically include franchising are introduced as a part of this integrated process. When such a network is introduced in order to exploit a commercial idea or business initiative and subsequently expanded as market penetration grows, several management issues arise regarding the operations of the entire network. Such a network is the ideal place for organizing and evaluating in a more

centralized way several ordinary operations regarding supply

chain and logistics Infact, tools developed for organizing management processes and operational needs of each individual company, can be developed in a more centralized fashion and the services provided by the tool can be offered to each network member to facilitate transactions and tackle operations similarly. Web-based applications are an ideal starting place for developing such applications. Typically such systems serve as a central

depot for distributing common services in the field of logistics. The commercial application is stored in a central server and services are provided for each member of the group. A prototype

of such a server is described in a previous work (Prindezis, Kiranoudis, & Marinos-Kouris,2003). This paper presents the completed inter net system that is installed in the central web server of the Athens Central Food Market that deals with the integrated problem of distribution for 690 companies that

comprise a unique logistics and retail chain of enterprises. The needs of each company are underlined and the algorithms developed

are described within the unified internet environment. The problem solved and services provided for each company is the one involving distribution of goods through a heterogeneous fleet of trucks. New insights of the metaheuristics employed are provided.

A characteristic case study is presented to illustrate the effectiveness of the proposed approach for a real-world problem of distribution through the detailed road network of Athens.

2. Distribution through heterogeneous vehicle fleets

The fleet management problem presented in this paper requires the use of a heterogeneous fleet of vehicles that distribute goods through a network of clients

(Tarantilis, Kiranoudis, & Vassiliadis, 2003, 2004).Therefore, the system was designed in order to automatically generate vehicle routes (which vehicles should de-

liver to which customers and in which order), using rational, quantitative, spatial and non-spatial information and minimizing simultaneously the vehicle cost and the total distance travelled by the vehicles, subject to the following constraints: each vehicle has a predetermined load capacity, typically

different from all other vehicles comprising the fleet

(heterogeneous nature),

the capacity of a vehicle cannot be exceeded,

a single vehicle supplies each customers demand,

the number of vehicles used is predetermined.

The problem has an obvious commercial value and has drawn the attention of OR community. Its great success can be attributed to the fact that it is a very interesting problem both from the practical and theoretical points of view. Regarding the practical point of view, the distribution problem involved definitely plays a central role in the efficiency of the operational planning

level of distribution management, producing economical routes

that contribute to the reduction of distribution costs, offering simultaneously significant savings in all related expenses (capital, fuel costs, driver salaries). Its Importance in the practical level, motivated in tense theoretical work and the development of efficient algorithms.

For the problem by academic researchers and professional

societies in OR/MS, resulting in a number of papers concerning the development of a number of Vehicle Routing Information Systems (VRIS) for solving the problem. The problem discussed is an NP-hard optimization problem, that is to say the global optimum of the problem can only be revealed through an algorithm of exponential time or space complexity with respect to problem size. Problems of this type are dealt with heuristic or metaheuristic techniques. Research on the development of

heuristic algorithms (Tarantilis & Kiranoudis, 2001,2002a, 2002b) for the fleet management problem has made considerable progress since the first algorithms that were proposed in the early 60s. Among them, tabu search is the champion (Laporte, Gendreau,

Potvin, & Semet,2000). The most powerful tabu search algorithmsare now capable of solving medium size and even largesize instances within extremely small computational environments regarding load and time. On the algorithmic side, time has probably come to concentrate on the development of faster, simpler (with few parameters) and more robust algorithms, even if this causes a small loss in quality solution. These attributes are essential if an algorithm is to be implemented in a commercial package.

The algorithm beyond the system developed is of tabu search nature. As mentioned before, since the algorithms cannot reveal the guaranteed global optimum, the time that an algorithm is left to propose a solution to the problem is of utmost importance to the problem. Certainly, there is a trade-off between time expected for the induction of the solution and its quality. This part was implemented in a straightforward way. If the system is asked by the user to produce a solution of very high quality instantly, then an aggressive strategy is to be implemented. If the user relaxes the time of solution to be obtained, that is to say if the algorithm is left to search the solution space more effciently, then there is room for more elaborate algorithms.

The algorithm employed has two distinct parts. The first one is a generalized route construction algorithm that creates routes of very good quality to be improved by the subsequent tabu phase. The construction algorithm takes into account the peculiarities

of the heterogeneous nature of fleet and the desire of the user to use vehicles of his own desire, owned or hired, according to his daily needs.

The Generalized Route Construction Algorithm employed, is a two-phase algorithm where unrouted customers are inserted into already constructed partial solutions. The set of partial solutions is initially empty, and in this case a seed route is inserted that contains only the depot. Rival nodes to be inserted are then examined.

All routes employed involve single unrouted customers. The insertion procedure utilizes two criteria c1(i,u,j) and c2(i,u,j) to insert a new customer u between two adjacent customers i and j of a current partial route. The first criterion finds the best feasible insertion point (i *,j *) that minimizes the Clark and Wright saving calculation for inserting a node within this specific insertion point,

C1(i,u,j)=d(I,u)+d(u,j)-d(I,j) (1) In this formula, the expression d(k,l) stands for the actual cost involved in covering the distance between nodes k and l. The Clark and Wright saving calculation introduced in this phase serves as an appropriate strong intensification technique for producing initial constructions of extremely good quality, a component of utmost

necessity in tabu improvement procedure.

The second phase involves the identification of the actual best node to be inserted between the adjacent nodepair (i* ,j *) found in the first phase (Solomon, 1987). From all rival nodes, the one selected is the one that maximizes the expression

C2 (i*, u, j *)=[d(0,u)+d(u,0)]- C1(i*, u, j *) (2) where 0 denotes the depot node. The expression selected is the travelling distance directly from/to the depot to/ from the customer and the additional distance expressed

by the first criterion. In all, the first phase of the construction algorithm seeks for the best insertion point in all possible route seeds and when this is detected, the appropriate node is inserted. If no feasible node is found, a new seed route, containing a single depot, is inserted.

The algorithm iterates until there are no unrouted nodes. It must be stretched that the way routes are filled up with customers is guided by the desire of the user regarding

the utilization of his fleet vehicles. That is to say, vehicles are sorted according to the distribution and utilization needs of the dispatcher. Vehicles to be used first (regarding to user cost aspects and vehicle availability) will be loaded before others that are of lower importance to the user. Typically, all users interviewed expressed the desire for the utilization of greater tonnage vehicles instead of lower tonnage, so vehicles for loading were sorted in descending order of capacity.

For the subsequent aggressive part of the algorithm a tabu search metaheuristic was implemented. The basic components of this algorithm employed in this application are the neighbourhood definition, the short-term memory and the aspiration criterion. 2.1. Neighbourhood

The neighbourhood is defined as a blend of the most favorable local search moves that transforms one solution to another. In particular, in its tabu search iteration the type of move adopted is decided stochastically. A predefined probability level is assigned to each move type. After that, it is decided whether the move operation is performed within a single route or between different routes, once more stochastically. This time, for both operations, the probability level is assigned a value of 50%. Subsequently, the best neighbour that the selected move implies

is computed. The move types employed are the 2-Opt move (Bell et al., 1983), the 1–1 Exchange move (Evans& Norback , 1985),

the1–0 Exchangemove (Evans & Norback, 1985), on both single route and different routes.

2.2. Short-term memory

Short-term memory, known as tabu list, is the most often used component of tabu search. Tabu list is imposed to restrict the search from revisiting solutions that were considered previously and to discourage the search process from cycling between subsets of solutions. For achieving this goal, attributes of moves, more precisely the reversals of the original ones, are stored in a

tabu list. The reversal moves that contain attributes stored in tabu list are designated tabu and they are excluded from the search process. Regarding the tabu search variant implemented, these attributes are the nodes involved in the move (all the moves used in the this method can be characterized by indicating only two nodes) and the corresponding routes where these nodes belong to. The number ofiterations that arcs’mobility is restricted is known as tabu list size or tabu tenure. The management of the tabu list is achieved by removing the move which has been on the tabu list longest.

2.3. Aspiration criterion

The aspiration criterion is a strategy for overriding the short-term memory functions. The tabu search method implemented, uses the standard aspiration criterion: if a move gives a higher quality solution than the best found so far, then the move is selected regardless its tabu status.

Tabu Search algorithm terminates when the number of iterations conducted is larger than the maximum number of iterations allowed.

3. Developing the internet-based application tool

Web services offer new opportunities in business landscape, facilitating a global marketplace where business rapidly create innovative products and serve customers better. Whatever that business needs is, Web services have the flexibility to meet the demand and allow to accelerate outsourcing. In turn, the developer can focus on building core competencies to create

customer and shareholder value. Application development is also more efficient because existing Web services, regardless of where they were developed, can easily be reused.

Many of the technology requirements for Web services exist today, such as open standards for business to-business applications, mission-critical transaction platforms and secure integration and messaging products. However, to enable robust and dynamic integration of applications, the industry standards and tools

that extend the capabilities of to days business-to-business interoperability are required. The key to taking full advantage of Web services is to understand what Web services are and how the market is likely to evolve. One needs to be able to invest in platforms and applications today that will enable the developer to quickly and effectively realize these benefits as well as to be able to meet the specific needs and increase business productivity.

Typically, there are two basic technologies to be implemented when dealing with internet-based applications; namely server-based and client-based. Both technologies

have their strong points regarding development of the code and the facilities they provide. Server-based applications involve the development of dynamically created web pages. These pages are transmitted to the web browser of the client and contain code in the form of HTML and JAVASCRIPT language. The HTML part is the static part of the page that contains forms and controls for user

needs and the JAVASCRIPT part is the dynamic part of the page. Typically, the structure of the code can be completely changed through the intervention of web server mechanisms added on the transmission part and implemented by server-based languages such as ASP, JSP, PHP, etc. This comes to the development of an integrated dynamic page application where user desire regarding problem peculiarities (calculating shortest paths, execute

routing algorithms, transact with the database, etc.) is implemented by appropriately invoking different parts of the dynamic content of such pages. In server-based applications all calculations are executed on the server. In client-based applications, JAVA applets prevail. Communication of the user is guaranteed by the well-known JAVA mechanism that acts as the medium between the user and code.

Everything is executed on the client side. Data in this case have to be retrieved, once and this might be the time-consuming part of the transaction.

In server-based applications, server resources are used for all calculations and this requires powerful server facilities with respect to hardware and software. Client-based applications are burdened with data transmission (chiefly related to road network data). There is a remedy to that; namely caching. Once loaded, they are left in the cache archives of the web browser to be instantly recalled when needed.

In our case, a client-based application was developed. The main reason was the demand from the users point of view for personal data discretion regarding their clients. In fact, this

information was kept secret in our system even from the server side involved.

Data management plays major role in the good function of our system. This role becomes more substantial when the distribution takes place within a large and detailed road network like this of a major complex city. More specifically, in order to produce the proposed the routing plan, the system uses information about: the locations of the depot and the customers within the road network of the city (their co-ordinates attached in the map of the city),

the demand of the customers serviced,

the capacity of the vehicles used,

the spatial characteristics of road segments of the net work examined,

the topography of the road network,

the speed of the vehicle, considering the spatial

characteristics of the road and the area within of which is moved,

the synthesis of the company fleet of vehicles.

Consequently, the system combines, in real time, the available spatial characteristics with all other information mentioned above, and tools for modelling, spatial, non-spatial, and

statistical analysis, image processing forming a scalable, extensible and interoperable application environment.

The validation and verification of addresses of customers ensure the accurate estimation of travel times and distances travelled.

In the case of boundary in the total route duration, underestimates of travel time may lead to failure of the programmed routing plan whereas overestimates can lower the utilization of drivers and

vehicles, and create unproductive wait times as well (Assad, 1991). The data corresponding to the area of interest involved

two different details. A more detailed network, appropriately for geocoding (approximately 250,000 links) and a less detailed for routing (about 10,000 links). The two networks overlapped exactly. The tool that provides solutions to problems of effectively determining the shortest path, expressed in terms of travel time

or distance travelled, within a specific road network, using the Dijkstra’s algorithm(Winston,1993). In particular, the

Dijkstra’s algorithm is used in two cases during the process of developing the routing plan. In the first case, it calculates the travel times between all possible pairs of depot and customers so that the optimizer would generate the vehicle routes connecting them and in the second case it determines the shortest path between two involved nodes (depot or customer) in the routing plan, as this was determined by the algorithm previously. Due to the fact, that U-turn and left-,right-turn restrictions were

taken into consideration for network junctions, an arc-based variant of the algorithm was taken into consideration (Jiang, Han, & Chen, 2002).

The system uses the optimization algorithms mentioned in the following part in order to automatically generate the set of vehicle routes (which vehicles should deliver to which customers and in which order) minimizing simultaneously the vehicle costs and the total distance travelled by the vehicles This process involves activities that tend to be more strategic and less structured than operational procedures. The system helps

planners and managers to view information in new way and examine issues such as:

the average cost per vehicle, and route,

the vehicle and capacity utilization,

the service level and cost,

the modification of the existing routing scenario by adding or subtracting customers.

In order to support the above activities, the interface of the proposed system provides a variety of analyzed geographic and tabulated data capabilities. Moreover, the system can graphically represent each vehicle route separately, cutting it o? from the final routing plan and offering the user the capability for perceiving the road network and the locations of depot and customers with all details.

4. Case study

The system developed was used in the Central Food Market of Athens, Greece. The specific Market involves 2 an area of

320,000m in the south-west region of Athens greater area (Agios Ioannis Rentis, Athens, Greece) at the boundary of port of Pireaus, Greece. This Market is basically a hybrid of two submarkets; the first one involves fresh vegetables and fruits and the second one fresh meat. A Central Food Market is an organization that involves numerous small enterprises that sell and distribute fresh food products, chiefly fresh vegetables, fruits fish and meat. It is considered to be the place where supply and demand come together and where prices are determined

in conditions of transparency and open exchange. Every day, the market is visited by thousands of operators and traders who consider it the best place in which to carry out their transactions. The market is used by companies specializing in the food sector, traditional retailers, the city markets, supermarkets, hypermarkets, hotel and catering establishments.

The fresh vegetables and fruits market involves 690 small and medium enterprises that cover an area of 2 7,100m , while the Meat market involves 105 small 2 and medium enterprises that cover an area of 6050m . As a complementary area to the Markets, Athens Central Food Market has a Services and Warehouses Area, to serve the growing economic activity generated by the Food Unit. Cash& Carry, purchase centers, distribution and logistics, storage, handling and packaging, cold stores available for rent,

motor vehicle services .Inshort, all the services operators required. The market need for effcient logistics requires specialization and investment

(trucks, cold stores, etc.), in order to be competitive and provide the growing level of service demanded. Every day, this market complex offers a selection of fruits and vegetables, both in the range of products and varieties and in the sheer volume on offer, which makes it the largest fruit and vegetable market in Greece and one of the largest in Europe. Athens Central Market responds to the challenge of effciently and reliably serving the most important food sector in Greece, offering a wide variety of vegetables, fruits, meats, meat products in unrivalled conditions of hygiene and safety. The Meat Market is concerned not only with distribution but also with production. Many farmers participate directly in the Athens Central Market, as it actively promotes products with denomination of origin and quality certificates. Athens Central Market installations involve roughly 500 parking places.

The application can be found at the internet address cookie entrance. The system was appropriately coded in the form of a java applet encapsulated in a Web page accessible by the users through the Web Server of the organization. There were several restrictions that were taken into consideration as user requirements. The application had to be compact, user-friendly, the data entered that would concern a specific enterprise could

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New technique of the computer network Abstract The 21 century is an ages of the information economy, being the computer network technique of representative techniques this ages, will be at very fast speed develop soon in continuously creatively, and will go deep into the people's work, life and study. Therefore, control this technique and then seem to be more to deliver the importance. Now I mainly introduce the new technique of a few networks in actuality live of application. keywords Internet Network System Digital Certificates Grid Storage 1. Foreword Internet turns 36, still a work in progress Thirty-six years after computer scientists at UCLA linked two bulky computers using a 15-foot gray cable, testing a new way for exchanging data over networks, what would ultimately become the Internet remains a work in progress. University researchers are experimenting with ways to increase its capacity and speed. Programmers are trying to imbue Web pages with intelligence. And work is underway to re-engineer the network to reduce Spam (junk mail) and security troubles. All the while threats loom: Critics warn that commercial, legal and political pressures could hinder the types of innovations that made the Internet what it is today. Stephen Crocker and Vinton Cerf were among the graduate students who joined UCLA professor Len Klein rock in an engineering lab on Sept. 2, 1969, as bits of meaningless test data flowed silently between the two computers. By January, three other "nodes" joined the fledgling network.

10kV小区供配电英文文献及中文翻译

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3英文文献及翻译格式示例

哈尔滨工业大学毕业设计（论文） 英文原文（原文也可以直接将PDF版打印） ASSESSING CREDIT OR DETERMINING QUANTITY? THE EVOLVING ROLE OF RATING AGENCIES Lynnette D. Purda* This version: April 21, 2011 Abstract Over the past ten years, credit rating agencies have come under intense criticism from both practitioners and academics, first for their failure to identify problems resulting in bankruptcies at Enron and Worldcom and second for providing overly optimistic ratings for structured finance products. While many investors question the value of rating agencies in light of these criticisms, they have proven remarkably resilient. This paper provides a brief background on how rating agencies secured competitive advantages in evaluating credit quality. It then reviews the empirical evidence on the information content of ratings given these advantages. I argue that the information content of ratings stems from two intertwined sources: 1) information related to credit quality and 2) information related to the firm’s ability to access debt. Based on this evidence, I suggest that the dominant role for ratings today is as a benchmark for financial contracting. In this way, ratings remain influential in establishing the supply and demand of debt securities. 译文 评级机构的发展的作用评估信用还是决定数量？ 本文：2011.4.21 摘要 在过去的十年，信用评级机构一直处于来自实践者和学者的激烈的批评中，首先他们未能发现问题，导致安然和世通破产；其次对结构性金融产品提供过于乐观的评级。虽然许多投资者因为这些批评对评级机构的价值提出了质疑，但他们仍然被证明是相当有活力的。这篇文章首先在评估机构如何在信用评级质量中获得竞争优势提供一个简单地背景介绍，然后考虑到这些优势回顾了一些信息内容方面的评级经验证据。个人认为信息内容的评级来自两种交织在一起（错综复杂）的来源：1）和信贷质量相关的信息；2)和公司获取债务资本能力相关的信息。以此为据，我建议当前评级的主导作用是作为基准的金融收缩。以这种方式，在建立债券的供应和需求方面评级仍然是有效的。 - -1

文献翻译英文原文

https://www.sodocs.net/doc/36974655.html,/finance/company/consumer.html Consumer finance company The consumer finance division of the SG group of France has become highly active within India. They plan to offer finance for vehicles and two-wheelers to consumers, aiming to provide close to Rs. 400 billion in India in the next few years of its operations. The SG group is also dealing in stock broking, asset management, investment banking, private banking, information technology and business processing. SG group has ventured into the rapidly growing consumer credit market in India, and have plans to construct a headquarters at Kolkata. The AIG Group has been approved by the RBI to set up a non-banking finance company (NBFC). AIG seeks to introduce its consumer finance and asset management businesses in India. AIG Capital India plans to emphasize credit cards, mortgage financing, consumer durable financing and personal loans. Leading Indian and international concerns like the HSBC, Deutsche Bank, Goldman Sachs, Barclays and HDFC Bank are also waiting to be approved by the Reserve Bank of India to initiate similar operations. AIG is presently involved in insurance and financial services in more than one hundred countries. The affiliates of the AIG Group also provide retirement and asset management services all over the world. Many international companies have been looking at NBFC business because of the growing consumer finance market. Unlike foreign banks, there are no strictures on branch openings for the NBFCs. GE Consumer Finance is a section of General Electric. It is responsible for looking after the retail finance operations. GE Consumer Finance also governs the GE Capital Asia. Outside the United States, GE Consumer Finance performs its operations under the GE Money brand. GE Consumer Finance currently offers financial services in more than fifty countries. The company deals in credit cards, personal finance, mortgages and automobile solutions. It has a client base of more than 118 million customers throughout the world

物流管理外文资料翻译

Logistics is referred to the article flow, but not including the flow of the people.Daskin defined logistics as ……the design and operation of physical, managerial and informational systems needed to overcome time and space.?The concept of article in logistics includes tangible goods and intangible service, such as customer service, freight agents and logistics network design. Three major functions of logistics (1) Creating time value: same goods can be valued different at different times. Goods often stop during the transfer process, which is professionally called the storage of logistics. It creates the time value for goods. (2) Creating location value: same goods can be valued differently at different locations. The value added during the transfer process is the location value of logistics. (3) Distribution processing value: sometimes logistics create distribution processing value, which changes the length, thickness and packages of the goods. Like popular saying, “ cutting into smaller parts” is the m ost commonly seen distribution processing within logistics create added value for goods. After completing a commercial transaction, logistics will execute the transfer of goods from the supplier( seller) to the customer( buyer) in the most cost-effective manner. This is the definition of logistics. During the transfer process, hardware such as logistics facilities and equipment( logistics carriers) are needed, as well as information control and standardization. In addition, supports from the government and logistics association should be in place. Logistics is a new commercial area, developing from the traditional stage to a modern one. Logistics is changing at a rapid and acceleration rate. There are two reasons are its rapid growth: Firstly, pressure to change by the development of the system itself (1) High–speed computing and data transmission can instantly transmit and react to user demand (2) More flexible and accurate logistic planning and control through computers and data processing (3) Flexible computer facilities help problem solving and increase decisions accuracy (4) Awareness of total cost measurement and management accounting Secondly, pressures for changes from the wider economy. (1) Be flexible in handling markets of different sizes for better competition (2) There is increasing specialization in markets and growth in retailing. (3) Life cycles for products are shortening. Logistics systems need to be more efficient, faster and more flexible (4) Move from mass production towards flexible manufacturing system( FMS). These systems enable a company to switch production quickly from one product to another (5) Competitive pressures lead to more efforts to improve customer service. Information technologies are most important for modern logistics. Bar Code, POS, EDI and GPS systems dramatically improve the efficiency and accuracy of the logistics activities. Internet further assists the market development, operation and management of the logistics industry. The 21st century is the era of information ,and e-commerce will become a development trend of commercial activity in this period . Our country , as a developing chuntry , is just at the

变电站_外文翻译_外文文献_英文文献_变电站的综合概述

英文翻译 A comprehensive overview of substations Along with the economic development and the modern industry developments of quick rising, the design of the power supply system become more and more completely and system. Because the quickly increase electricity of factories, it also increases seriously to the dependable index of the economic condition, power supply in quantity. Therefore they need the higher and more perfect request to the power supply. Whether Design reasonable, not only affect directly the base investment and circulate the expenses with have the metal depletion in colour metal, but also will reflect the dependable in power supply and the safe in many facts. In a word, it is close with the economic performance and the safety of the people. The substation is an importance part of the electric power system, it is consisted of the electric appliances equipments and the Transmission and the Distribution. It obtains the electric power from the electric power system, through its function of transformation and assign, transport and safety. Then transport the power to every place with safe, dependable, and economical. As an important part of power’s transport and control, the transformer substation must change the mode of the traditional design and control, then can adapt to the modern electric power system, the development of modern industry and the of trend of the society life. Electric power industry is one of the foundations of national industry and national economic development to industry, it is a coal, oil, natural gas, hydropower, nuclear power, wind power and other energy conversion into electrical energy of the secondary energy industry, it for the other departments of the national economy fast and stable development of the provision of adequate power, and its level of development is a reflection of the country's economic development an important indicator of the level. As the power in the industry and the importance of the national economy, electricity transmission and distribution of electric energy used in these areas is an indispensable component.。Therefore, power transmission and distribution is critical. Substation is to enable superior power plant power plants or power after adjustments to the lower load of books is an important part of power transmission. Operation of its functions, the capacity of a direct impact on the size of the lower load power, thereby affecting the industrial production and power consumption.Substation system if a link failure, the system will protect the part of action. May result in power outages and so on, to the production and living a great disadvantage. Therefore, the substation in the electric power system for the protection of electricity reliability,

英文论文及中文翻译

International Journal of Minerals, Metallurgy and Materials Volume 17, Number 4, August 2010, Page 500 DOI: 10.1007/s12613-010-0348-y Corresponding author: Zhuan Li E-mail: li_zhuan@https://www.sodocs.net/doc/36974655.html, ? University of Science and Technology Beijing and Springer-Verlag Berlin Heidelberg 2010 Preparation and properties of C/C-SiC brake composites fabricated by warm compacted-in situ reaction Zhuan Li, Peng Xiao, and Xiang Xiong State Key Laboratory of Powder Metallurgy, Central South University, Changsha 410083, China (Received: 12 August 2009; revised: 28 August 2009; accepted: 2 September 2009) Abstract: Carbon fibre reinforced carbon and silicon carbide dual matrix composites (C/C-SiC) were fabricated by the warm compacted-in situ reaction. The microstructure, mechanical properties, tribological properties, and wear mechanism of C/C-SiC composites at different brake speeds were investigated. The results indicate that the composites are composed of 58wt% C, 37wt% SiC, and 5wt% Si. The density and open porosity are 2.0 g·cm–3 and 10%, respectively. The C/C-SiC brake composites exhibit good mechanical properties. The flexural strength can reach up to 160 MPa, and the impact strength can reach 2.5 kJ·m–2. The C/C-SiC brake composites show excellent tribological performances. The friction coefficient is between 0.57 and 0.67 at the brake speeds from 8 to 24 m·s?1. The brake is stable, and the wear rate is less than 2.02×10?6 cm3·J?1. These results show that the C/C-SiC brake composites are the promising candidates for advanced brake and clutch systems. Keywords: C/C-SiC; ceramic matrix composites; tribological properties; microstructure [This work was financially supported by the National High-Tech Research and Development Program of China (No.2006AA03Z560) and the Graduate Degree Thesis Innovation Foundation of Central South University (No.2008yb019).] 温压-原位反应法制备C / C-SiC刹车复合材料的工艺和性能 李专，肖鹏，熊翔 粉末冶金国家重点实验室，中南大学，湖南长沙410083，中国（收稿日期：2009年8月12日修订：2009年8月28日;接受日期：2009年9月2日） 摘要：采用温压?原位反应法制备炭纤维增强炭和碳化硅双基体(C/C-SiC)复合材