求一篇英文文献的中文版_生物吧_百度贴吧
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求一篇英文文献的中文版收藏
期刊《细胞》上的一篇经典文章，大神们应该有中文版的吧？Cell, Vol. 88, 695–705, March 7, 1997The Barley Mlo Gene: A Novel Control Element of Plant Pathogen Resistance请发到 万分感激！
都是直接看原文吧
回复1楼:中午回去给你找。。。话说一般学校Cell总是会买的吧。。。。
我有英文原版的，只是把它全部看完看懂对我这个超级初级者困难相当大啊，貌似是讲Mlo基因的定位与功能的。谢谢你啊
刚开始不要看cell...... 文章又臭又长，排版极其**。。。。
LZ，找到了么？同求啊~~如果你要看翻译糙一点的，给你个网址，然后设置网页翻译。。。。
话说楼主哪个学校的？怎么和我们期末论文考试课题这么像……
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兰州交通大学毕业设计（论文）
A MODULAR DESIGN OF ASYNCHRONOUS TRACTION DRIVE
G Crawshaw, C J Yarrow, B J Cardwell BRUSH ELECTRICAL MACHINES LTD U.K.
INTRODUCTION
It has been generally acknowledged that microprocessor and Gate Turn Off thyristor (GTO) technology has made a major contribution to the advancement of Variable Voltage Variable Frequency (VVVF) inverter drives. Particular benefits include supply harmonic control and the avoidance of chopper supply stabilization for DC supply systems. This paper describes one approach to the design of such a system which is intentionally equally applicable to Locomotives, Electric Multiple Units (EMU), and Light Rail Vehicles (LRV).In order to achieve this, a modular approach was taken. The design was structured so that any specific system design could be constructed from a standard set of parts. These are then assembled into a single unit as required for the application. The design is basically separated into the control electronics and the power electronics and is illustrated by its application to an EMU operating on Network Rail’s 750V DC third rail system.
CONTROL ELECTRONICS
The control electronics is based on a microprocessor system designed specifically for traction systems and has been proven in previous applications. This is a 16-bit rack system comprised of several standard modules: Control Microcomputer board Analogue Input/Output interface Digital Input/Output interface. These are interconnected via the main interface bus, and perform the overall system supervisory functions, interfacing to the vehicle control and transducer systems, as well as providing the in-built diagnostic facilities. The system is structured to provide computing capabilities at levels subordinate to the main system. In this application two such levels are provided within a single drive controller module to provide the torque control and pulse width modulation (PWM) functions. Each of these functions uses a 16-bit
兰州交通大学毕业设计（论文）
microprocessor. The interfaces between functions and to the system bus are via dual port memory (Fig.1).
Fig.1 CONTROL ELECTRONICS STRUCTURE The whole of the microprocessor rack system is contained in plug in modules of a shielded metal construction, in such a way as to provide a screened enclosure for noise immunity. All signals going in and out of the micro- system are filtered to stop conducted noise. Signal conditioning is performed outside the screened enclosure using normal analogue electronic techniques. The fast signals needed for power circuit switching are taken directly out of the micro-system using fibre optic links. Most of the software is written in Pascal, a structured high level language, producing good readable code and easier program documentation as well as ease of modularization and design. All software is produced under vigorous quality assurance procedures, equivalent to SIL 2 for railway applications.
Supervisory System
s well as generally controlling the inverter system operation, the supervisory system contains the interfaces necessary to condition the power control to the vehicle requirements and provides brake blending. Load weighing, notch regression and speed limit controls. All of these software modules may he tailored to suit any particular customer specification.
兰州交通大学毕业设计（论文）
The diagnostic system is also incorporated at Supervisor level and handles all the diagnostic information built into each part of the system. It determines the action to be taken as a result of fault reports and provides communication to the vehicle system or to other data links as required.
Torque Control
The torque controller provides inverter frequency control without the need for any speed measurement, although a simple speed measurement is used to speed up the resynchronization (re-motoring) process. The system is dependent only upon the two transducers needed to measure the DC input power. This means that the reliability of the control system is no worse than that of a chopper control. The control algorithm has been designed to have a minimum acceleration lag, which gives an accurate and repeatable torque-speed characteristic even at low speeds (1). The following list of requirements is included in the specification of the control scheme i) The capacity to control more than one motor from each inverter. ii) Good accuracy of achieved torque. iii) No speed or flux sensors to be essential. iv) The detection and correction of wheel slip/slide, including creep control. v) Control bandwidth greater than 5Hz. vi) The resulting software able to control motors over a wide power rating range. vii) To prevent torque pull-out of the induction motors.
PWM Generator
The pulse width modulation system is carried out on the same printed circuit board as the torque controller. A harmonic elimination (or optimal) method is used. Most effort in this area has been directed at minimizing DC supply system harmonics at selected signaling frequencies. There are other benefits resulting from the PWM mechanical stresses and noise are reduced because of the
兰州交通大学毕业设计（论文）
reduction in torque ripple, and also the motor heating caused by harmonic currents is reduced.
INVERTER POWER CIRCUIT
The inverter power circuit has been designed to be as simple as possible in order that reliability is maximised. Each of the six switches employs a single GTO switch. One arm of the bridge is depicted in Fig.2, showing the anti-parallel diode and snubbing circuits.
Fig.2 ONE ARM OF A VOLTAGE SOURCE INVERTER The gate drive circuits are arranged as a module per bridge arm. This allows the two gating circuits to be interlocked with each other and to ensure that minimum on and off conduction requirements for the GTO's are met. The three gate drive modules in each inverter are fed from a common inverter power supply which has monitoring acting
directly on the gate drives in the event of a failure. This is one of the few functions reported to rather than controlled by the microprocessor. The circuit has a potential short circuit failure mode if both thyristors in an arm are switched on together. It is therefore imperative to detect that one device is off before the other is switched on. The speed with which this must be done requires hardware implementation. It is convenient to do this within the gate drive module.
兰州交通大学毕业设计（论文）
DEVICE COOLING
One of the design objectives was to minimise the space occupied by the inverter equipment. This has the added benefit of reduced stray inductance and improved electrical performance. In order to achieve this and to deal with the relatively high GTO losses a phase-change cooling system was designed. The principle of operation is depicted in Fig.3.
Fig.3 CROSS SECTION OF ONE HALF OF A PHASE CHANGE COOLER ASSEMBLY A hollow copper boiler unit is clamped to the GTO is in a stack, with a similar parallel stack of anti-parallel diodes. When operating the cooling liquid is evaporated and the vapour passes up into the radiator assembly. This is connected to the boiler via an insulating ceramic tube and a bellows to give flexibility. Two boilers are connected to the same heat exchanger with one boiler cooling the thyristor and the other cooling the diode, as shown in Fig.3.This gives the best utilization of the heat exchanger. The condensed vapour is returned via a pipe to the bottom of each boiler. The unit is designed so that there is no starvation of the returning liquid under acceleration forces. There are many liquids available with suitable electrical and thermodynamic properties, including pure fluorocarbons.
兰州交通大学毕业设计（论文）
The resulting unit is sealed for life and maintenance of the semiconductors can be carried out relatively easily. The basic cooler module can be used for any semiconductor assembly, and may be adapted to suit differing power 1evels.The original design has been sized to be suitable for 500kW to1MW inverter ratings. Overall the cooling system has proven to he about twice as efficient as a force cooled arrangement, whilst occupying less than half the space for the sane thermal dissipation.
EMU APPLICATION
The Class 457 EMU uses the technology described above. Operating as a 4 car unit it essentially consists of two,2-car units, comprising a driving motored car and a trailer car. The two propulsion systems are identical but independent, and each one powers 4 motors. There are 2 inverters per equipment each driving two motors (Fig.4).
Fig.4 BLOCK DIAGRAM OF EMU TRACTION CONFIGURATION
兰州交通大学毕业设计（论文）
In order to give a reasonable ability to tolerate variations in wheel diameters between axles on the same bogie, the motors were designed with bronze bars to give increased rotor resistance. They are naturally ventilated and because of cons
traints on the bogie, axle hung. Each motor has a continuous rating of 165kW. The equipment is fully regenerative and under loss of receptivity employs a short term rated rheostatic brake to provide a smooth transition into friction braking. The GTO chopper used to control this is constructed in a similar way to the inverter using the similar components. Two options for brake blending were supplied. One was a conventional blend with friction on the motored car only, while the other was a scheme where the friction brakes (when required)were shared equally between the two cars. The regenerative brake provides most of the braking whilst the friction brake wear was equalised, so maintenance on both vehicles could be performed simultaneously. Either scheme is enabled via a switch in the supervisory software. Similarly software control to vehicle performance providing different TE-speed characteristics is easily achieved and invoked by setting a simple constant table. The line filter consists of a conventional low resistance LC filter and an additional low-loss suppression network. This prevents ringing on intermittent supplies, makes the system immune from shoe bounce, and improves stability. An optional active filter can be used to further reduce harmonic current levels at a specific frequency when a track based is particularly sensitive. The unit successfully underwent an extensive test programme and became the first 3-phase inverter drive train in passenger service in the UK on BR. The sane basic components may be integrated into a single package tailored to suit any particular requirement. The operating power is raised to that needed for locomotive use by increasing the inverter supply voltage. signalling system
兰州交通大学毕业设计（论文）
采用模块化设计的异步牵引传动
G Crawshaw，C J Yarrow, B J Cardwell 英国刷电机有限公司
人们普遍承认，微处理器和闸门关闭晶闸管（可关断晶闸管）提高了变压变频（变 频）逆变器驱动器，技术上做出了重大的贡献。特别的优点包括供应谐波控制和避免供 应稳定斩波的直流供应系统。本文介绍了一种方法，来设计这样一个系统，目的是为了 适用于铁路机车，电力多个单位（欧洲货币联盟）和轻轨车辆（轻轨车） 。为了实现这 个目标，采用了模块化的设计方法，使任何特定的系统设计可由同一标准的零件组成。 这些零件又根据应用的需要被装配进一个单一的单位之内。 设计基本上被分成控制电子技术和电力电子技术而且它已经在一个欧洲货币联盟 的网络铁路公司所经营的 750V 直流第三铁路系统中得到了应用。
控制电子产品是基于微处理器的系统，专门用于牵引系统，并在以往的应用中得到 了证明。这是一个由若干标准模块组成的 16 位机架系统： 微机控制板 模拟输入/输出接口 数字输入
/输出接口 这些都是通过主要接口总线相互关联的，并执行了对整个系统的车辆控制和对接口 传感器系统的监督职能，以及提供了内置的诊断设施。 系统被构造成各级下属系统对主要系统提供计算能力的结构。这个驱动控制器在水 平范围内应用了两个这样的一个单一的模块，用来提供转矩控制和脉冲宽度调制（PWM） 功能。所有这些功能都使用了 16 位微处理器。接口之间的职能和系统总线，是通过双 端口存储器连接的如（图 1） 。
兰州交通大学毕业设计（论文）
1 控制电路结构 整个微处理器机架系统插入屏蔽金属结构模块，在这种做法中提供了一个抗噪声性 能的屏蔽外壳。对所有出入微系统的信号进行过滤，以阻止噪音。信号调理是在屏蔽外 壳外面使用正常的模拟电子技术进行的。功率电路交换所需的快速信号是采取直接从微 系统使用光纤连接。 大部分软件是用有条理的高级语言帕斯卡尔写的，生产良好的可读的代码和较容易 的程序文件，以便于模块化的设计。所有软件在有力的质量保证程序下制作，相当于安 全完整性水平 2（SIL2）的铁路应用。 监控系统 监控一般的逆变器控制系统的运行，监控系统包含接口必要条件是功率控制的要 求，并提供车辆制动混合。负荷重，转矩控制和限速控制。所有这些软件模块具有可他 性，适合任何特定客户的规格。 诊断系统也纳入了监管水平和处理所有的诊断信息也纳入每一部分的制度。它确定 将要采取的行动源于故障报告，并提供通信系统的车辆或其他数据连接的要求。
转矩控制器提供逆变器变频控制，而不需要任何速度测量，虽然一个简单的测量速
兰州交通大学毕业设计（论文）
度是用来加快加速同步的进程的。该系统只需依赖在两个传感器上来测量的直流电流输 入功率。这意味着，控制系统的可靠性超过了斩断器的控制。控制算法被设计为最小加 速度滞后，这给出了一个精确的和重复的转矩转速特性，即使在低速（1）时。 下面的列表为包括在要求规范的控制方案： 一)容量控制超过每个逆变器的电机容量。 二）取得扭矩的良好的准确性。 三）无速度传感器或流量传感器是至关重要的。 四）检测和纠正车轮的滑移/滑动，包括蠕变控制。 五）控制带宽大于 5Hz 。 六）产生的软件能控制额定功率范围之上的电机。 七）避免感应电动机的扭矩分离。 PWM 发生器 系统在和转矩控制器相的印刷电路板的运行。使用了谐波消除（或优化）的方法。 在这一领域已经是针对在选定的信号频率下减低直流供电系统谐波的最大努力了。还有 PWM 有他好处;机械应力和噪音降低
， 因为减少了转矩脉动， 也使电动机加热造成的谐波 电流降低。
逆变电源电路
逆变电源电路设计得尽可能简单，以便可靠性的最大化。六个开关采用一个单一的 可关断晶闸管开关一只桥臂的描绘图 2, showing th2，显示了吸收电路的反平行二极管 和栅极驱动电路的每一个模块桥臂的布置。这使得这两个门电路互相交错 ，以确保符 合可关断晶闸管最低传导和关闭的要求。三栅极驱动模块在各逆变器间装一个共同的有 监测功能的直接逆变电源，在门驱动器发生故障时这是其中的一些功能而不是微处理器 所有功能。电路有一个潜在的短路故障模式，如果两个晶闸管在手臂上的开关一起被打 开。因此，必须检测到一台设备关闭前其他设备开机。速度必须要求硬件实现。方便的 做到这一点的栅极驱动模块。
兰州交通大学毕业设计（论文）
di/dt 感应器 可关断 晶闸管 栅极驱动器 反平行功 率二极管 缓冲电路
联锁设备 之间设备
栅极驱动器
变换器肢体
2 单臂电压源逆变
设计目标之一就是尽量减少变频设备所占的空间。这有有利于降低电感和改进电 气的性能。为了实现这一目标,并应对损失相对较高的可关断晶闸管冷却系统被设计了。 工作原理图中所示 3 图。
3 相变冷却器总成的一半截面
兰州交通大学毕业设计（论文）
一个空心铜锅炉机组的可关断晶闸管夹紧在堆叠中，类似平行的一叠反平行二极 管。是作业时的冷却液蒸发和蒸汽进入散热器的总成。它经由一个绝缘陶瓷管连接到锅 炉和一个手风箱给予灵活性。两台锅炉连接相同的换热器与锅炉冷却晶闸管和其他冷却 二极管所示， 如图 3 所示为最好的利用换热器。 冷凝蒸汽通过管道返回到每个锅炉底部。 本设计就是这样，以便冷凝蒸汽快速回流，以便补充下面的液体。有许多液体提供合适 的电气和热力学性质，包括纯碳氟化合物。 由此产生的单位是密封的和维护半导体可以进行相对容易。模块的基本冷却器可用 于任何半导体封装，并可以调整以适应不同电力装置。原设计规模同时适合逆变评级。 总体而言，冷却系统已证明在他的两倍左右效率，作为一支冷却安排，同时占用了 不到一半的空间，合理的散热。
欧洲货币联盟的应用
欧洲货币联盟的 457 班类似使用了上述技术。经营一个 4 辆机车组成的系统。它基 本上包括两个：2 辆机车，其中包括驾驶机车和拖车的机车。这两个推进系统是相同的 且相互独立的，每辆机车有 4 个马达，有 2 个变频器驱动两个马达，为每个设备（如图 4）。
4 框图电动牵引配置
兰州交通大学毕业设计（论文）
提供一个合理的能力去承受同一转向架上不同的车轮直径与车轴之间的变更， 电机的设计与青铜杆，来增加转子电阻。他们是=采用自然通风和制约因素进行轴转向 架,悬挂。每台电机已连续 165kW 等级。 该设备完全再生，并根据损失使用一个短期制动到额定变阻刹车为顺利过渡到摩擦 制动。这个过程由可关断晶闸管来控制，这是建造一个类似的逆变器使用类似的组成部 分。 两种选择都提供了制动融合。其中一个是在传统的混合车上只对机动摩擦,而另一 个方案是在摩擦制动(必要时)被平均分配到两辆车之间。再生制动提供了大部分刹车制 动摩擦磨损，磨擦板磨耗相等,所以维修都可以同时进行。另一个方案是通过一个开关 开启的监控软件。 类似的软件控制，以提供不同的车辆性能速度特点通过设置一个简单的常数调用 表是容易实现的。 线路线滤波器由一个传统的低电阻 LC 滤波器和一个额外的低损耗制止网络构成。 这可以防止噪音，使系统免受模板的反弹，提高了系统稳定性。一个可选的有源滤波器 可用于进一步降低谐波电流水平在某一特定频率当一个信号跟踪系统是基于特别敏感。 该系统成功地进行了广泛的测试计划，并成为第一个在英国的商业登记的三相逆变 器驱动列车客运服务系统。健全的基本元件可以被整合到一个单独的适合任何特定的要 求的软件包上。作业功率提高到需要使用的机车增加了逆变电源电压。
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3秒自动关闭窗口求一篇单片机英文文献和翻译，外文最好是pdf的，谢谢！有的发邮箱_百度知道
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