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目录1. 电力传动机车、动车Electric power vehicle (4)2. 旋转电机Rotating electric machine (5)2.1. 主发电机Main generator (5)2.2. 牵引电动机Traction motor (5)2.3. 辅助电机Auxiliary electric machine (6)2.4. 控制电机Control electric machine (8)3. 变压器、互感器、电抗器Transformer，Reactor (9)3.1. 变压器、互感器Transformer (9)3.2. 电抗器Reactor (11)4. 电力电子设备Electric and electronic equipments (13)4.1. 半导体器件（晶闸管二极管晶体管放大器） (13)4.1.1. 晶体闸流管(晶闸管) Thyristor (13)4.1.2. 整流(二极)管Rectifier diode (14)4.1.3. 晶体管Transistor (14)4.1.4. 集成电路Integrated circuit (15)4.2. 静止变流器Static converter (16)5. 电器Electric apparatus (17)5.1. 接触器Contactor (17)5.2. 断路器Circuit-breaker (18)5.3. 阀Valve (19)5.4. 刀开关Knife switch (20)5.5. 继电器Relay (21)5.6. 主令电器Pilot electric apparatus （按钮开关） (25)5.7. 连接器Connector (28)5.8. 电磁铁Electromagnet (29)5.9. 熔断器Fuse (30)5.10. 受电器Current collector (31)5.11. 调整器Regulator (31)5.12. 指示器Indicator (32)5.13. 自动开关Automatic circuit-breaker (32)5.14. 避雷器Lightning arrester (33)5.15. 短路器Short-circuiting device (33)5.16. 成套电气设备Assembled electric equipment (33)6. 其他电气装置Other electric devices (35)6.1. 电阻器Resistor (35)6.2. 电容器Capacitor (38)6.3. 通讯装置Communication set (40)6.4. 接地装置Grounding device (40)6.5. 控制电源Control supply (40)6.6. 灯Lamp (41)6.7. 电声器件Electroacoustic device (43)6.8. 母线及绝缘子Busbar and insulator (44)7. 电测仪表Electrical measuring instrument (44)7.1. 指示仪表lndicating instrument (44)7.2. 传感器Sensor (46)8. 电机主要部件Main component of electrical machine (46)8.1. 同步电机Synchronous machine (46)8.2. 直流电机DC machine (48)8.3. 电机绕组Winding of electrical machine (52)9. 变压器主要部件Main component of transformer (54)9.1. 铁心Core (54)9.2. 绕组与线圈Winding (54)9.3. 绝缘Insulation (56)9.4. 附属装置Accessory equipment (56)10. 电器主要部件Main Component of electric apparatus (57)10.1. 线圈Coil (57)10.2. 磁系统与铁心Magnetic system and core (58)10.3. 触头系统Contact assembly (59)10.4. 灭弧装置Arc-control device (62)10.5. 底座与机构Base and mechanism (63)10.6. 脱扣器Release (65)GB中华人民共和国国家标准GB/T 3367.10－84铁路机车名词术语牵引电气设备名称Glossary of terms for railway locomotivesNomenclature of electric traction equipments1984—12—26发布1985—11—01实施国家标准局批准铁路机车名词术语牵引电气设备名称Glossary of terms for railway locomotivesNomenclature of electric traction equipments 本标准是对铁路电力机车，电力传动柴油机车、动车的电气设备及其主要部件名称的规定，包括电机，电力电子设备、变压器、互感器、电抗器、电器及电测仪表，供编制技术标准及设计文件时撰用。
电力机车—定义电力机车Electric locomotives 是指从外界撷取电力作为能源驱动的铁路机车，电源包括架空电缆、第三轨、电池等。
同样使用牵引电动机的电传动柴油机车、燃气机车等不属于电力机车。
电力机车-概况由牵引电动机驱动车轮的机车。
电力机车因为所需电能由电气化铁路供电系统的接触网或第三轨供给，所以是一种非自带能源的机车。
电力机车具有功率大、过载能力强、牵引力大、速度快、整备作业时间短、维修量少、运营费用低、便于实现多机牵引、能采用再生制动以及节约能量等优点。
使用电力机车牵引车列，可以提高列车运行速度和承载重量，从而大幅度地提高铁路的运输能力和通过能力。
电力机车起动加速快，爬坡能力强，工作不受严寒的影响，运行时没有煤烟，所以在运输繁忙的铁路干线和隧道多、坡度陡的山区线路上更能发挥优越性。
此外，电力旅客列车，可为客车空气调节和电热取暖提供便利条件。
电力机车由于电气化铁路基本建设投资大，所以应用不如内燃机车和蒸汽机车广泛。
电力机车没有空气污染，且善于保养，牵引列车速度可达几百千米，所以高速列车都是电力机车牵引的。
电力机车另一个优点就是能够在短时间内完成启动和制动，这个性能比蒸汽机车和内燃机车要优秀很多。
所以在世界范围内，正大力发展电气化铁路。
在绿色环保的今天，电力机车的发展更加受到重视。
电力机车的牵引力和爬坡能力比内燃机车和蒸汽机车要大得多，在载重过大或坡度较大的情况下无需采用多机牵引。
电力机车最大的优点就是无限行程，只要车辆不驶离电气化段，就不会“饿倒”（故障除外）。
无需像内燃机车和蒸汽机车那样经常补充燃料。
由于我国的电气化铁路较少，所以会选择把原本无电气化的铁路经电气化改造。
电气化改造后的铁路速度将从100-120km/h提高到160-200km/h，这样不仅能缩短列车的运输时间，还能达到5000t以上的货运列车运输。
如今，走向“高铁时代”的中国，正大力发展电气化铁路。
电力机车总体第一章绪论本章重点电力机车总体的组成和各部分的作用机车轴列式一、电力机车的优点电力机车是一种通过外部接触网或轨道供给电能，由牵引电动机驱动的现代化牵引动力。
其优点是：1.清洁无污染。
2.功率大，速度快。
3.热效率高，成本低。
4.综合利用资源，降低能源消耗。
5.维修便利，成本低。
6.工作条件舒适。
7.适应能力强。
二、电力机车总体的组成和各部分的作用电力机车由电气部分、机械部分和空气管路系统三大部分组成。
电气部分包括牵引电动机、牵引变压器、整流硅机组等各类电气设备。
作用：通过它们把取自接触网的电能转变为机械能，同时实现对机车的控制。
机械部分包括车体、转向架、车体与转向架的连接装置和牵引缓冲装置。
空气管路系统包括风源系统、制动机管路系统、控制管路系统和辅助管路系统。
电力机车机械部分各部分的作用如下：1.车体车体是电力机车上部车箱部分。
可分为：（1）司机室：乘务人员操纵机车的工作场所。
（2）机械间：用于安装各种电气和机械设备。
2.转向架转向架是机车的走行部分，它是电力机车机械部分中最重要的组成部分，主要包括：（1）构架：是转向架的基础受力体，也是各种部件的安装基础。
（2）轮对：是机车在线路上的行驶部件，由车轴、车轮及传动大齿轮组成。
（3）轴箱：用以固定轴距，保持轮对正确位置，安装轴承等。
（4）轴箱悬挂装置：也称一系弹簧。
缓冲轴箱以上部分的振动，减小运行中的动力作用。
（5）齿轮传动装置：通过降低转速，增大转矩，将牵引电动机的功率传给轮对。
（6）牵引电动机：将电能变成机械能转矩，传给轮对。
（7）基础制动装置：是机车制动机制动力的部分，主要由制动缸、传动装置，闸瓦等组成。
3.车体与转向架连接装置车体与转向架连接装置也称二系弹簧悬挂，设置在车体和转向架之间。
它是转向架与车体之间的连接装置，又是活动关节，同时承担各个方向力的传递以及减振作用。
4.牵引缓冲装置牵引装置即指车钩，它是机车与列车的连接装置，为了缓和连挂和运行中的冲击，还设置有缓冲器。
电机简介英文作文英文：Electric motors are devices that convert electrical energy into mechanical energy. They are widely used in various applications, such as industrial machinery, household appliances, and electric vehicles.There are different types of electric motors, including AC motors and DC motors. AC motors, or alternating current motors, are commonly used in household appliances like washing machines and fans. On the other hand, DC motors, or direct current motors, are often found in electric vehicles and industrial machinery.One of the key advantages of electric motors is their efficiency. Compared to traditional internal combustion engines, electric motors can convert a higher percentage of electrical energy into mechanical energy, making them more environmentally friendly and cost-effective in the long run.In addition, electric motors are also known for their reliability and low maintenance requirements. Unlike combustion engines, electric motors have fewer moving parts, which means they are less prone to wear and tear. This can result in lower maintenance costs and longer lifespan.Furthermore, electric motors offer precise control and high torque at low speeds, making them suitable for a wide range of applications. For example, in electric vehicles, electric motors provide instant torque, allowing for quick acceleration and smooth operation.Overall, electric motors play a crucial role in modern society, powering everything from household appliances to industrial machinery and transportation.中文：电机是一种将电能转换为机械能的设备。
机车locomotive机车种类types of locomotive蒸汽机车steam locomotive内燃机车；曾用名“柴油机车”diesel locomotive电力机车electric locomotive燃气轮机车gasturbine locomotive动车组motor train unit；motor train set动车motot car拖车trailer铁路干线机车railway trunk line locomotive工矿机车industrial and mining locomotive客运机车passenger locomotive货运机车freight locomotive；goods locomotive调车机车shunting locomotive；switcher小运转机车locomotive for district transfer；transfer locomotive train路用机车locomotive of service train；service locomotives配属机车allocated locomotive非配属机车un-allocated locomotive支配机车disposal locomotive非支配机车un-disposal locomotive运用机车locomotive in operation检修机车locomotive under repairing备用机车locomotive in reserve封存机车locomotive stored up待修机车locomotive waiting for repair机车出租leased locomotive机车报废locomotive retirement机车储备locomotive reservation；locomotive storage机车整备locomotive servicing；locomotive running preparation机车整备能力locomotive service capacity机车技术规范locomotive technical specification转向架中心bogie pivot center转向架中心距离distance between bogie pivot centers；bogie pivot pitch 机车全轴距locomotive total wheel base机车转向架轴距locomotive wheel base of bogie机车固定轴距locomotive rigid wheel base机车长度locomotive overall length机车宽度locomotive width机车高度locomotive height机车计算重量calcuated weight of locomotive机车整备重量locomotive service weight机车重量locomotive weight机车粘着重量locomotive adhesive weight轴重转移；轴荷载转移axle load transfer粘着重量利用系数adhesive weight utility factor机车重量分配weight distribution of locomotive轮对横动量lateral play of wheel set机车噪声locomotive noise热值；发热量heat value机车万吨公里能耗energy consumption per 10；000 t-km of locomotive机车用煤coal for locomotive机车用柴油diesel oil for locomotive机车用电electricity for locomotive机车用换算煤converted coal for locomotive标准煤standard coal机车用润滑剂lubricant for locomotive给水water supply水鹤water crane给水处理water [supply] treatment炉内软水water softened in boiler炉外软水water softened out of boiler软水water softened净水water purified机务段locomotive depot机车运用段locomotive running depot机车检修段locomotive repair depot机车折返段locomotive turnaround depot列车无线电调度系统train radio dispatching system机车监控记录装置locomotive supervise and record apparatus机车故障locomotive failure机车牵引特性locomotive tractive characteristic机车效率total locomotive efficiency机车轮周效率efficiency of locomotive at wheel rim机车传动功率transmission efficiency of locomotive机车牵引特性曲线locomotive tractive characteristic curve机车轮周功率曲线locomotive power curve at wheel rim机车牵引力曲线locomotive tractive effort curve机车预期牵引特性曲线predetermined tractive characteristic curve of locomotive 机车功率locomotive power轮周功率output power at wheel rim比功率power/weight ratio比重量weight/power ratio单位体积功率specific volume power机车牵引力locomotive teractive effort轮周牵引力tractive effort at wheel rim车钩牵引力tractive effort at coupler；drawbar pull起动牵引力stsrting tractive effort粘着牵引力adhesive tractive effort持续牵引力continuous tractive effort基本阻力basic resistance运行阻力running resistance惰行阻力idle runing resistance；coasting resistance起动阻力starting resistance附加阻力additional resistance坡道阻力gradient resistance曲线阻力curve resistance空气阻力air resistance单位阻力unit resistance；specific resistance换算阻力；加算阻力converted resistance速度控制系统speed control system加速acceleration减速deceleration恒速constant speed加速力acceleration force减速力deceleration force列车制动train braking制动方式brake mode空气制动air brake真空制动vacuum brake动力制动dynamic brake液力制动hydraulic brake电阻制动rheostatic brake再生制动regenerative brake电空制动electropneumatic brake蓄能制动energy-storing brake涡流制动eddy current brake磁轨制动electromagnetic rail brake踏面制动tread brake盘型制动disc brake机车制动周期locomotive braking period机车制动距离locomotive braking distance机车每轴闸瓦作用力brake shoe force per axle of locomotive制动braking常用制动service braking；service application最大常用制动；常用全制动full servive braking；full service application 阶段制动graduated application自然制动unintended braking；undesired braking紧急制动emergency braking；emergency application意外紧急制动undesirable emergency braking；UDE缓解release直接缓解；一次缓解direct release阶段缓解graduated release自然缓解unintended release；undesired release漏泄leakage充风；充气charging阶段提升graduated increasing保持位suppression；maintaining position；holding position 制动管减压量brake pipe pressure reduction过量减压over reduction局部减压local reduction分段减压split reduction最大常用减压full servive reduction常用局减quick service紧急局减quick action前后风压差false gradient列车管压差train pipe pressure gradient保压停车stopping at maintaining position缓解停车stopping at release缓解波速release propagation rate制动波速braking propagation rate机车制动机locomotive brake gear空气压缩机air compressor调压器pressure regulator给风阀feed valve减压阀reducing valve机车分配阀locomotive distributing valve切换阀transfer valve自动制动阀automatic brake valve单独制动阀independent brake valve滤尘止回阀strainer check valve机车紧急放风阀locomotive emergency vent valve高压保安阀high pressure safety valve低压保安阀low pressure safety valve无载起动电空阀no-load starting electropneumatic valve油水分离器oil-water separator总风缸main air reservoir空气干燥器air dryer撒砂装置sanding device砂箱sand box撒砂阀sanding valve撒砂器sandingsprayer紧急撒砂emergency sanding自动撒砂automatic sanding间隙效应slack actionL/V比值L/V ratio弓网关系pantograph-contact line relation机车牵引区段locomotive tractive district机车交路locomotive routing单肩回交路single-arm routing双肩回交路double-arm routing半循环交路semi-loop routing循环交路loop routing环形交路circular routing短交路short routing长交路long routing直通交路through routing机车乘务制度locomotive crew working system机车包乘制system of assigning crew to designated locomotive机车轮乘制locomotive crew pooling system机车随乘制locomotive caboose crew system机车乘务组locomotive crew司机driver副司机assisant driver指导司机driver instructor司炉fireman机车运用指标index of locomotive operation机车出入段作业preparation of locomotive for leaving and arriving at depot 机车全周转complete turnround of locomotive机车在段停留时间detention time of locomotive at depot机车全周转距离diatance of one complete turnround of locomotive机车全周转时间period of one complete turnround of locomotive机车走行公里locomotive running kilometers换算走行公里converted running kilometers沿线走行公里running kilometers on the road辅助走行公里auxiliary running kilometers本务走行公里leading locomotive running kilometers单机走行公里light locomotive running kilometers重联机车走行公里multi-locomotive running kilometers机车日车公里average daily locomotive running kilometers机车平均牵引总重average gross weight hauled by locomotive机车日产量average daily output of locomotive运用机车台数number of locomotive in service机车需要系数coefficient of locomotives requirment单机运行light locomotive running双机牵引；双机重联牵引double locomotive traction多机牵引multi-locomotive traction主机；本务机车leading locomotive机车超重牵引traction for train exceed mass norm机车调度命令locomotive diapatching order机务段运行揭示running service-bulletin of depot司机运转保单driver’s service-report；driver’s log司机室driver’s cab司机操纵台driver’s desk司机模拟操纵装置simulator for driver train-handling优化操纵optimum handling；optimum optimum operation机车自动操纵automatic locomotive operation机车保养locomotive maintenance机车检修locomotive inspection and repair机车检修修程classification of locomotive repair机车大修locomotive overhaul [repair]；locomotive general overhaul架修intermediate repair定修periodical repair；light repair蒸汽机车洗修steam locomotive boiler washout repair机车厂修locomotive repair in works机车段修locomotive repair in depot日常检查routine inspection机车临修locomotive temporary repair定期检修repair based on time or running kilometers状态检修repair based on condition of component换件大修component exchange repair配件互换修repair with interchangeable component预防维修制preventive maintenance system检修周期period of inspection and repair月检monthly inspection定检公里running kilometers between predetermined repairs定检时间time between predetermined repairs检修范围scope of repairing course；scope of repair超范围修理repair beyond the scope of repairing course检修停时standing time under repair集中化修理；集中修centralization of repair检修基本技术条件fundamental technical requirements for repair and inspection 检修工艺规程technological regulations for repair and inspection检修作业程序repair procedure；shop program磨耗限度limit of wear检修限度locomotive repair limit第一限度1st limit第二限度2nd limit使用限度operation limit中间工艺检验intermediate inspection at the technological process。
Automatic Train Protection列车自动保护系统Automatic Train Protection (ATP) in Great Britain英国的列车自动保护refers to指的是either of two implementations of a train protection system安装的两种列车保护系统之一installed in some trains安装在一些列车上in order to为了help prevent collisions防止碰撞through a driver's failure to observe a signal 观测一个信号or speed restriction限制速度. Note that注意ATP列车自动保护can also refer to 也能指automatic train protection systems列车自动保护系统in general通常, as implemented当列车自动保护应用in other parts of Europe and elsewhere在欧洲的其他地方和别处.英国的列车自动保护系统指的是安装在一些列车上的两种列车保护系统之一，列车保护系统是为了有助于避免由于驾驶员没有观测一个信号或者限制速度而发生碰撞。
注意：当列车自动保护应用在欧洲的其他地方和别处时，列车自动保护通常也指列车自动保护系统。
Overview概述This system uses a target speed目标速度indication指出and audible warnings音响警报信号to warn the train driver if they are likely to有可能exceed 超过a speed profile轮廓that will cause the train to pass a red (danger) signal or exceed a speed restriction速度限制. The system will apply the brakes制动if the driver fails to未能respond to响应these warnings警告信息. The system takes into account考虑the speed and position工况of the train relative to the end of its 'movement authority'行车许可in issuing the warnings and applying the brakes制动.列车自动保护系统用一个既定速度指示和音响报警来提醒司机他们是否有可能超过限制速度而造成错过红灯（危险）信号或者超过速度限制。
世界电力机车的发展中英文电力机车本身的原始动机同意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,速度的提升，以及有力和可靠的操作过载能力成为其要紧优势，但不污染环境，因此专门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差不多上直流和交流。
按照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差不多直-直流电力机车，交-直流电力机车，交-直-交电力机车三种。
直-直流电力机车采纳直流电源系统，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，然后访咨询互联网。
因此，电力机车可直截了当从网上联络供应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。
关于交-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。
然而，在电力机车内使用的字符串仍旧是直流电动机（这是最大的优势：调速简单，只需改变电机端电压，因此就能够专门容易地实现在较大范畴内的机车速度，但这种电机由于需要使用换向器，制造和爱护是专门复杂的，体积更大），如此，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升专门多。
但接触导线的直径能够相对减少，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纳，世界上大多数的电力机车也开始采纳交-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，成本以及爱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，其要紧的缘故是提升速度相当困难。
但这种机车具有优良的牵引能力。
简介1879年出世的世界第一台电力机车，是利用两条铁轨之间的第三条轨将电力引进机车里的。
这种供电方式适合于电压和功率都比较低的情况。
随着电力机车的发展，要使它跑得快，运载量大，就得提高电力机车供电系统的电压和功率，因而需要使用高压输电线和变电装置。
在这种情况下，就不能再使用设在地面上的第三条轨供电的方式了，因为这既不安全，又给使用带来不便。
1881年，德国试验成功一种适合以高压输电线供电的电力机车新的供电系统，叫做“高架接触网”供电系统，也就是将电力机车的供电线路由地面转向空中。
实际上，这种供电系统和现在城市中的有轨电车相似，在车顶上装着一条“长辫子”。
它与以前使用蓄电池的电动机车的主要不同在于，它自身不带电源，由电厂供电，所以机车的结构比较简单，但需要一套供电设备。
这种装有“长辫子”的火车，依靠装在车顶上的受电弓子把电力从架在空中的电线上引到机车里。
高压输电线送来的电是高达110千伏的三相交流电，必须经过牵引变电所变成25千伏的单相交流电，方能供机车使用。
因此，在电力机车行驶的铁道沿线上，每隔50公里左右设一个牵引变电所。
变电所的电又被送到邻近的沿线接触网上，通过机车上的受电弓将交流电引到机车的整流器上，把交流电变成直流电，使直流电动机旋转，再经过一套传动装置，带动车轮转动，机车就会跑动起来。
电力机车虽然问世较早，但直到20世纪60年代才开始受到人们的重视，被大量普遍地使用起来，已成为铁路机车家族中的佼佼者。
人们将电力机车称为神通广大的“火车头”，就是因为它比蒸汽机车有着以下独特的优点：一是它的马力大，拉得多、跑得快、爬坡的劲头足。
例如，我国在50年代末期修筑的第一条电气化铁路——宝（鸡）成（都）铁路，就充分发挥了电力机车的优越性。
从宝鸡到成都，第一道关口就是要翻越气势雄伟的秦岭。
过去用3台蒸汽机车拉一列950吨货车上秦岭时，像老牛拉车每小时才行走18公里。
蒸汽机车下坡时是靠闸瓦制动的，而闸瓦因摩擦就会变热，如果不及时冷却就难以将机车制动住。
Introduction to LocmotiveA locomotive is a railway vehicle that provides the motive power for a train,and has nohy detached from their trains, are known as power cars.Traditionally,locomotive hual their trains. Increasingly common these days in passenger service is push-pull operation,where the locomotive push the trains in one direction and are controled from a control cab at the opposite end of the train in the other.Beniefits of locomotivesThere are many reasons why the motive power for trains has been traditonally isolated in a locmotive,rather than is self-propelled vehicles.these include: Ease of maintenance –it is easier to maintain one locomotive than many self-propelled cars.Safety –it is often safer to locate the train’s power system away from passenger. This was particularly the case for the steam locomtive,but still has some relevance.Easy replacement of motive power –should the locomotive break down, it is easy to replace it with a new one . Failure of the motive power unit does not require taking the whoole train out of service.Efficiency – idle trains do not waste expensive motive power resources. Separate locomotives mean that the costly motive power assets can be moved around as needed.Obsolescence cycles –separating the motive power from the payload-hauling cars means that either can be replaced without affecting the other. At some times, locomotive have become obsolete when their cars are not, or vice versa..Electric LocomotivesThe electric locomotive is supplied externally with electric power, either through an overhead pickup or through a third-rail. While the cost of electrifying track is rather high, electric trains and locomotives are significantly cheaper to run than diesel ones, and are capable of superior acceleration as well as regenerative braking, making them ideal for passenger service in densely populated areas. Almost all high speed train systems(e.g..IEC,TGV, bullet train) use electric power, because the power needed for such performance is not easily carried on board. Fot example the most powerfu electric locomotives that are used today on the channel tunnel freight services use 7Mwatts of power.The first known electric locomotive was buit by a Scotsman, Roert Davidson of Aberdeen in 1837 and was powered by galvanic cells.Modern electric locomotive range from small battery-powered machines for use in mines to large main-line locomotives of 6,000 horsepower(4.5MW) or more.In reality most modern locomotives are electricaly driven. Pure electric locomotives take their electrical supply from an external source while diesel-electric locomotives carry their own generating station.Main line electric locomotives first appeared at the beginning of the 20th century.The reason for their introduction was the problem of smoke, especially in tunnlels caused by steam locomotives. In the UK this was the London underground system while in the USA, it was under river tunnles and needs to eliminate smoke in built up areas.Early electric locomotives all relied on external power sourcing. Once up and running they tend to be reliable and efficint, but the supply infrastructure is a large capital expense that does require ongoing maintenance. For this reason only heavily used lines could justify electrification. For suburban lines the reduction in pollution from steam locomotives was a benefit all were aware oflThe world speed record for a wheeled train was set in 1990 ba a French TGV which reached a speed of 515.3km/h (320mph).While recently designed electrififed railway systems invariably operate on alternating current, many existing direct current sytems are still in use –e.g. in South Africa,Spain,and the United Kingdom(750v and 1500v); Netherlands(1500v); Belgiu, Italy, Poland (3000 v), and the cites of Mumbia and Chicagio (which will be switched to AC by 2025).Early locomotives came in a variety of forms. Generally they were designed to run off the supplied current. so locomotives with a direct current (DC) supply had DC motors while a alterntating current(AC) supplied locomotives with AC motors. AC can be either single or three phase. While the former requies two wire supply, one overhead the other being the track, three phase require three supply wire.Three phase locomotives therefore had two overhead supplies,the track being the third.DC supplies were either overhead or by means of a track level supply, commonly called the third rail.AC traction motors tended to be smaller than DC motors. This often meant electric locomotives with steam engine type cranks. DC motors could be smaller and set up to drive the ually through a gear ,but in some early examples by being part of the axle. Even so, some notable DC electric locomotives had large DC motors driving large driving wheels.One possibility with electric locomotives is that the motor can be used as a generator during braking, feeding electricity back into the supply system; this is called regenerative barking. This is not a new idea, it was one reason for the adoption by some railways of 3 phase AC suppies. Especially in mountainous aresa where the locomotive going down would generate much of the suppy for a locomotive going up. The Swiss railway uses the system; three modern locomotives heading downwards generate enough power to power a single locomotive in its upward journey.Today all eclctric locomotives tend to have drive motors close to the axles, although some still have the motor in the body driving the wheels through internal drive shafts.Modern solid state electrical control systems means the motor does not need to match the supply. This meams multi-voltage cross border locomotives are now quitecommon. Drive motors are generally DC, but there are 3 phase motors on some locomotives.A small number of electric locomotives can also operate off batery power to enable short journeys or shuting to occur on non-electrified lines or yards. Pure battery locomotives also found usage in mines and other underground workings where diesel fumes or smoke are not safe aand where external electricity supplies could not be used. Battery locomotives are also used on many underground railways for maintenance operations as they are required to operate in areas where the electricity supply has been temmporarily disconnected..Parts of Electric LocomotiveAwynchronoux MotorModern traction motor type using three phase AC electrical supply and now the favoured deisgn for modern train traction systems . Can be used on DC and AC electrified. railways with suitable control electronics and on diesel-electric locomtives.Axle BrushThe means by which the power supply ciruit is completed with the substation once power has been drawn on the locomotive. Current collected from the overhead line or third rail is returned via the axle brush and one of the running rails.BatteryAll trains are provided with a battery to provide start up current for supplying essential circuitts, such as emergency lighting ,when the line supply fails. The battery is usually connected across the DC control supply circuit.Circuit BreakerAn electric train is almost always provied with some sort of circuit breaker to isolate the power supply when there is a fault, or for maintenance. On AC systems they are usually on the roof near the pantograph. There are two types-the air blast circuit breaker and the vacuum circuit breaker or VCB. The air or vacuum part is used to extinguish the arc which occurs as the two tips of the circuit breaker are opened. The VCB is popular in the UK and the air blast circuit breaker is more often seen on the continent of Europe.ConverterGeneric term for any solid state electronic system for converting alternating current to direct current or vice versa. Where an AC supply has to be converted to DC it is called a rectifier and where DC is converted to AC it is called an inverter. The word originated in the US but is now common elsewhere.Cooling FansTo keep the thyristors and other electronic power systems cool, the interior of a modern locomotive is equipped with an air management system, electronically controlled to keep all systems operating at the correct temperature. The fans are powered by an auxiliary inverter producing 3-phase AC at about 400 volts.DC linkUsed on modern electronic power systems between the single phase rectifier and the 3-phase inverter. It is easier to convert the single phase AC from the overheak line to the 3-phase required for the motors by rectifying it to DC and then inverting the DC to 3-phase AC.InverterElectronic power device mounted on trains to provide alternating current from direct current. Popular nowadays for DC railways to allow three phase drive or for auxiliary supplies which need an AC supply.Line BreakerElectro-mechanical switch in a traction motor power circuit used to active or disable the circuit the circuit. It is nomally closed to start the train and remains closed all the time power is required. It is opened by a command from the driving controller,no-volts detected, overload detected and (were required) wheel spin or slide detected. It is linked to the overload and no-volt control circuits so that it actually functions as a protective circuit breaker.Master ControllerDriver’s power control device located in the cab. The driver moves the handle of the master controller to apply or reduce power to the locomotive or train.Motor BlowersTraction motors on electric locomotives get very hot and to keep their temperature at a reasonable level for long periods of hard word, they are usually fitted with electric fans called motor blowers. On a modern locomotive,they are powered by an auxiliary 3-phase AC supply of around 400 volts supplied by an auxiliary inverter.RectiferA converter consisting of thyristors and diodes which is used to convert AC to DC. A modern locomotive will usually have at least two, one for the power circuits and one or more for the auxiliary circuits.Synchronous MotorTraction motor where the field coils are mounted on the drive shaft and the armature coils in the housing, the inverse of normal practice.Favoured by the French and used on the high speed TGV Atlantique trains, this is a single-phase machine controlled by simple inverter. Now superseded by the asynchronous motor.TransformerA set of windings with a magnetic core used to step down or step up a voltage from one level to another.The voltage differences are determined by the proportion of windings in the input side compared with the proportion on the output side. An essential requirement for locomotives and trains using AC power, where the line voltage has to be stepped down before use on the train.Equipment LayoutVentilation SystemEquipment layout and ventilation systems 设备布置和通风系统设计Equipment layout and design of the ventilation system电力机车简介机车是为列车提供驱动力，而自身并没有效装载能力的车辆；他的唯一目标是沿着轨道牵引列车。
电力机车简介机车是为列车提供驱动力，而自身并没有效装载能力的车辆；他的唯一目标是沿着轨道牵引列车。
通常自带动力的车辆不被视为机车，在客运方面自带动力的车辆用得越来越普遍，但是很少用在货运。
自带驱动力的车辆以驱动列车的车辆，通常它们不视为机车，因为它们具有有效装载能力，并且很少从列车上摘挂，它们称之为动车。
一般来说，机车牵引列车。
现今在客运业务上拖拉式运营方式越来越常见，采用这种运营方式的特点是：机车在一端牵引列车，然而却由在另一端的司机室控制。
机车的优点：在一般情况下,为什么将为列车提供驱动力的机车和车辆是分开的，而不是车辆自带动力的原因包括以下几点：1．易于维修—维修一台机车和维修自带动力的车辆相比要容易。
2．安全—通常将列车牵引动力装置安装在远离乘客的地方比较安全，这一点对于蒸汽机车来说显得相当重要，但是有时会仍然会出现一些不如意的情况。
3．易于更换动力—如果动力装置损坏，用一个新的来更换它即可，这样地来显得比较容易，从而一个动力装置产生故障时不至于整台机车无法工作。
4．效率—当列车空载运行时可以将机车从列车上摘卸下来。
机车再去执行其它牵引业务，这意味着不但可以降低列车运营成本，还可以提高机车的使用效率。
5.将机车和车辆分离开来意味着当机车出现故障时，只需更换机车就可以这样就可以不影响列车的运营。
在有些情况下车辆比机车先报废，如果机车和车辆不可摘挂，那么即使机车完好也得跟着报废，这样就意味着浪费和成本高，然而机车可以从列车上摘下来，只需更换车辆即可，这样五来大大的降低了成本提高了经济效益。
电力机车电力机车是通过接触网或第三轨由外部提供电能。
尽管电气化铁道的造价相当高，然而运营成本却比内燃机车低，良好的加速性能和可再生制动，使得它们在繁忙干线地区成为客运业务的理想选择。
几乎所有的高速铁路都采用电力牵引（例如ICE，TGV），由于具有如此高的性能，机车所需要的电能是不容易得到提供。
例如应用在海底隧道货运业务的现今最大功率的机车的功率高达7MW。
第一台电力机车由Scotsman和Robert Davidson于1837年设计并生产，该电力机车由电流单元提供动力。
现代电力机车包括从由蓄电池提供能量的用于矿山的机车到功率高达6000马力(4.5M)甚至功率更高的干线电力机车。
事实上，现代许多机车它们是电力驱动的，纯电力机车是从外部获得电能，然而内燃电力机车它们却自带发电装置。
干线电力机车第一次出现在20世纪初，电力机车的诞生是由于蒸汽机车产生在运行过程产生的烟雾给驾乘带来不便和不安全，特别是在隧道。
在英国引入电力机车的是由于地铁系统的需要。
然而在美国引入电力机车却是由于河底隧道这样一个特殊的工作环境下采用内燃牵引无法满足要求。
早期电力机车全都依靠外部提供电能，尽管它们运行可靠和效率高，但是建造接触网是一笔相当大的投资，并且需要不断维护。
基于此，电气化铁道仅仅在繁忙干线采用。
在市郊采用电气化铁道可以减轻由蒸汽机车燃烧所带来的粉尘污染。
世界列车最高运行速度纪录由法国TGV在1990年创立。
速度高达515.3千米每小时(320mph)。
然而，近来所设计的电气化铁道几乎都采用交流制，当然许多已有的直流供电制仍然在用，例如：南非，西班牙，英国（750V和1500V），挪威（1500V），安哥拉，意大利，波兰（3000V），芝加哥和Mumbai（它们将由2025转换成交流供电制）。
早期的机车有各种型式。
通常它们设计成与供电制相匹配的机车。
于是采用直流供电制的电气化铁道的铁路系统，电力机车的牵引电机为直流电机。
采用交流供电制的电气化铁道的铁路系统，电力机车的牵引电机为交流电机。
交流可以是单相，也可以是三相，单相需要两根导线，一根是接触网，另一根是钢轨。
三相需要三根导线，因此三相电力机车有两根接触网，钢轨作为第三根。
直流供电可以用接触网或钢轨供电，通常称之为第三轨。
交流牵引电机体积比直流牵引电机的体积小。
通常这就意味着直流电机可以做得体积小些。
安装驱动轴，通常采用齿轮传动。
但是在早期也有采用轴的。
即便如此，一些著名的直流电力机车采用直流电动机驱动车轮。
采用电力机车作为牵引动力的一种可能就是在制动期间电动机可作为发电机并把发出的电能反馈给接触网，这种被称之为再生抽动。
这是一个新的想法，这就是三相交流供电制为什么要采用的原因。
特别是在山区，机车下坡时产生的能量以供机车使用。
瑞士铁路采用这种系统。
三个下程供给一个上程。
现今，所有电力机车都趋于将驱动电机安装在靠近车轮轴的位置，尽管仍有些电力机车将驱动电机安装在车体内通过传动装置来驱动车轮。
现代实体状态电控系统的采用意味着电机并不需要和供电制相匹配。
因而在今天，多电压等级的机车已相当普遍。
通常驱动电机是直流电机，但是在一些机车上也有三相驱动电机。
蓄电池机车在矿场和由内燃机产生的烟是一个不安全隐患的其它地下作业和外部电能不可获得的情况下利用。
蓄电池机车在许多地铁系统当供电被暂时切断而需要维修作为维修作业车。
电力机车的各组成部分:异步电动机现代牵引电机主要采用三相牵引电机,并被广泛应用于现代列车牵引系统.采用适当的控制电子装置后,三相牵引电机可以用在直流或交流制的电气化铁道和内燃机车.电池所有的列车都备有电池以提供起动电流和为一些装置提供电源,例如当接触网供电失败时的紧急照明,通过电池是和直流控制供电装置相连.断路器电力机车通常备有一定型式的空气断路器以将从接触网隔离,当机车发生故障,或者需要维修时。
在交流制供电式中，断路器通常安装在机车顶部靠近受电弓的一侧。
现有两种类型的断路器：空气断路器和真空断路器（VCB）。
空气或真空是用来灭当断路器的两连接端分开时产生的电弧。
真空断路在英国用得比较多，而空气断路器在欧洲大陆用得比较广泛。
逆变器将交流转变成直流称之为整流，将直流转变成交流称之为逆变。
逆变这一词起源于美国，但是现在这一学术用语在其它地方也被用。
冷却风扇为了冷却整流装置和其它电子装置，现代机车都装有空气管理系统，电子控制装置使所有的系统都运行在允许的温度范围内。
风扇由一台产生400伏电源的三相交流的辅助逆变装置供电。
直流连接器在三相和单相整流器中，直流连接器用在现代电子电源系统中。
通过将交流电整流成直流，然后将直流逆变成三相交流，很容易将从接触网获得的单相交流电转变成所需要的三相交流电。
线路断路器在列车上安装电力电子器件可将直流电转换为交流电。
当今采用直流供电制的铁路系统也广泛采用三相牵引电机和一些辅助设备也采用三相交流电。
电子机械开关安装在牵引电机上电子机械式开关以断开和接通牵引电机电路，通常情况下开关是闭合的。
它受牵引控制器的指令控制，而并非电压检测传感器的控制。
它和过载检测装置和非电压控制电路相连接以便在发生过载时切断电机电路以保护牵引电机。
司机控制器驱动力控制装置安装在司机室。
司机移动司机操纵手柄以提高或减小机车牵引力。
牵引电机冷却风机电力机车上的牵引电机很容易发热，牵引电机在长时间满负荷运行式况下，为了使其温升在允许的范围内，通常给牵引电机安装有风扇称之为冷却风机。
在现代机车上，风扇由一台产生400伏左右电源的三相交流辅助逆变装置供电。
整流器整流器由将交流转换为直流的可控硅和二极管组成。
通常现代电力机车至少有两个整流器，一个用于主电路的整流，一个用于辅助电路的整流。
同步电动机牵引同步电机是励磁线圈安装在驱动轴上电枢线圈安装在定子上的电机, 这和通常的电机刚好相反。
这种电机在广泛应用在法国用于高速列车用得由法国和它采用了高速的TGV大西洋列车这是一种由简单逆变器控制的单相电机。
现在已被异步电动机取代了。
变压器变压器是由铁芯和绕组组成且将电压由一个等级升高或降低到另一个等级的设备。
变压器的输出电压由输入侧和输出侧绕组匝数之比决定。
变压器作为电力机车不可缺少的设备其将从接触网的电压变换成机车在牵引工况下所需电压。
Introduction to LocmotiveA locomotive is a railway vehicle that provides the motive power for a train,and has nohy detached from their trains, are known as power cars.Traditionally,locomotive hual their trains. Increasingly common these days in passenger service is push-pull operation,where the locomotive push the trains in one direction and are controled from a control cab at the opposite end of the train in the other.Beniefits of locomotivesThere are many reasons why the motive power for trains has been traditonally isolated in a locmotive,rather than is self-propelled vehicles.these include: Ease of maintenance –it is easier to maintain one locomotive than many self-propelled cars.Safety –it is often safer to locate the train’s power system away from passenger. This was particularly the case for the steam locomtive,but still has some relevance.Easy replacement of motive power –should the locomotive break down, it is easy to replace it with a new one . Failure of the motive power unit does not require taking the whoole train out of service.Efficiency – idle trains do not waste expensive motive power resources. Separate locomotives mean that the costly motive power assets can be moved around as needed.Obsolescence cycles –separating the motive power from the payload-hauling cars means that either can be replaced without affecting the other. At some times, locomotive have become obsolete when their cars are not, or vice versa..Electric LocomotivesThe electric locomotive is supplied externally with electric power, either through an overhead pickup or through a third-rail. While the cost of electrifying track is rather high, electric trains and locomotives are significantly cheaper to run than diesel ones, and are capable of superior acceleration as well as regenerative braking, making them ideal for passenger service in densely populated areas. Almost all high speed train systems(e.g..IEC,TGV, bullet train) use electric power, because the power needed for such performance is not easily carried on board. Fot example the most powerfu electric locomotives that are used today on the channel tunnel freight services use 7Mwatts of power.The first known electric locomotive was buit by a Scotsman, Roert Davidson of Aberdeen in 1837 and was powered by galvanic cells.Modern electric locomotive range from small battery-powered machines for use in mines to large main-line locomotives of 6,000 horsepower(4.5MW) or more.In reality most modern locomotives are electricaly driven. Pure electric locomotives take their electrical supply from an external source while diesel-electric locomotives carry their own generating station.Main line electric locomotives first appeared at the beginning of the 20thcentury.The reason for their introduction was the problem of smoke, especially in tunnlels caused by steam locomotives. In the UK this was the London underground system while in the USA, it was under river tunnles and needs to eliminate smoke in built up areas.Early electric locomotives all relied on external power sourcing. Once up and running they tend to be reliable and efficint, but the supply infrastructure is a large capital expense that does require ongoing maintenance. For this reason only heavily used lines could justify electrification. For suburban lines the reduction in pollution from steam locomotives was a benefit all were aware oflThe world speed record for a wheeled train was set in 1990 ba a French TGV which reached a speed of 515.3km/h (320mph).While recently designed electrififed railway systems invariably operate on alternating current, many existing direct current sytems are still in use –e.g. in South Africa,Spain,and the United Kingdom(750v and 1500v); Netherlands(1500v); Belgiu, Italy, Poland (3000 v), and the cites of Mumbia and Chicagio (which will be switched to AC by 2025).Early locomotives came in a variety of forms. Generally they were designed to run off the supplied current. so locomotives with a direct current (DC) supply had DC motors while a alterntating current(AC) supplied locomotives with AC motors. AC can be either single or three phase. While the former requies two wire supply, one overhead the other being the track, three phase require three supply wire.Three phase locomotives therefore had two overhead supplies,the track being the third.DC supplies were either overhead or by means of a track level supply, commonly called the third rail.AC traction motors tended to be smaller than DC motors. This often meant electric locomotives with steam engine type cranks. DC motors could be smaller and set up to drive the ually through a gear ,but in some early examples by being part of the axle. Even so, some notable DC electric locomotives had large DC motors driving large driving wheels.One possibility with electric locomotives is that the motor can be used as a generator during braking, feeding electricity back into the supply system; this is called regenerative barking. This is not a new idea, it was one reason for the adoption by some railways of 3 phase AC suppies. Especially in mountainous aresa where the locomotive going down would generate much of the suppy for a locomotive going up. The Swiss railway uses the system; three modern locomotives heading downwards generate enough power to power a single locomotive in its upward journey.Today all eclctric locomotives tend to have drive motors close to the axles, although some still have the motor in the body driving the wheels through internal drive shafts.Modern solid state electrical control systems means the motor does not need to match the supply. This meams multi-voltage cross border locomotives are now quite common. Drive motors are generally DC, but there are 3 phase motors on some locomotives.A small number of electric locomotives can also operate off batery power toenable short journeys or shuting to occur on non-electrified lines or yards. Pure battery locomotives also found usage in mines and other underground workings where diesel fumes or smoke are not safe aand where external electricity supplies could not be used. Battery locomotives are also used on many underground railways for maintenance operations as they are required to operate in areas where the electricity supply has been temmporarily disconnected..Parts of Electric LocomotiveAwynchronoux MotorModern traction motor type using three phase AC electrical supply and now the favoured deisgn for modern train traction systems . Can be used on DC and AC electrified. railways with suitable control electronics and on diesel-electric locomtives.Axle BrushThe means by which the power supply ciruit is completed with the substation once power has been drawn on the locomotive. Current collected from the overhead line or third rail is returned via the axle brush and one of the running rails.BatteryAll trains are provided with a battery to provide start up current for supplying essential circuitts, such as emergency lighting ,when the line supply fails. The battery is usually connected across the DC control supply circuit.Circuit BreakerAn electric train is almost always provied with some sort of circuit breaker to isolate the power supply when there is a fault, or for maintenance. On AC systems they are usually on the roof near the pantograph. There are two types-the air blast circuit breaker and the vacuum circuit breaker or VCB. The air or vacuum part is used to extinguish the arc which occurs as the two tips of the circuit breaker are opened. The VCB is popular in the UK and the air blast circuit breaker is more often seen on the continent of Europe.ConverterGeneric term for any solid state electronic system for converting alternating current to direct current or vice versa. Where an AC supply has to be converted to DC it is called a rectifier and where DC is converted to AC it is called an inverter. The word originated in the US but is now common elsewhere.Cooling FansTo keep the thyristors and other electronic power systems cool, the interior of a modern locomotive is equipped with an air management system, electronically controlled to keep all systems operating at the correct temperature. The fans are powered by an auxiliary inverter producing 3-phase AC at about 400 volts.DC linkUsed on modern electronic power systems between the single phase rectifier and the 3-phase inverter. It is easier to convert the single phase AC from the overheak line to the 3-phase required for the motors by rectifying it to DC and then inverting the DCto 3-phase AC.InverterElectronic power device mounted on trains to provide alternating current from direct current. Popular nowadays for DC railways to allow three phase drive or for auxiliary supplies which need an AC supply.Line BreakerElectro-mechanical switch in a traction motor power circuit used to active or disable the circuit the circuit. It is nomally closed to start the train and remains closed all the time power is required. It is opened by a command from the driving controller,no-volts detected, overload detected and (were required) wheel spin or slide detected. It is linked to the overload and no-volt control circuits so that it actually functions as a protective circuit breaker.Master ControllerDriver’s power control device located in the cab. The driver moves the handle of the master controller to apply or reduce power to the locomotive or train.Motor BlowersTraction motors on electric locomotives get very hot and to keep their temperature at a reasonable level for long periods of hard word, they are usually fitted with electric fans called motor blowers. On a modern locomotive,they are powered by an auxiliary 3-phase AC supply of around 400 volts supplied by an auxiliary inverter.RectiferA converter consisting of thyristors and diodes which is used to convert AC to DC. A modern locomotive will usually have at least two, one for the power circuits and one or more for the auxiliary circuits.Synchronous MotorTraction motor where the field coils are mounted on the drive shaft and the armature coils in the housing, the inverse of normal practice.Favoured by the French and used on the high speed TGV Atlantique trains, this is a single-phase machine controlled by simple inverter. Now superseded by the asynchronous motor.TransformerA set of windings with a magnetic core used to step down or step up a voltage from one level to another.The voltage differences are determined by the proportion of windings in the input side compared with the proportion on the output side. An essential requirement for locomotives and trains using AC power, where the line voltage has to be stepped down before use on the train.Equipment LayoutVentilation SystemEquipment layout and ventilation systems 设备布置和通风系统设计Equipment layout and design of the ventilation system。
