英文翻译 直流供电系统
DC GENERATION SYSTEM-INTRODUCTION
Purpose
The DC generation system makes a nominal 28v dc for airplane systems.
General
The DC generation system has these components:
- Battery
- Battery charger
- Transformer rectifier units (3).
DC GENERATION SYSTEM - GENERAL DESCRIPTION
General Description
The DC generation system supplies a nominal 28v dc to different loads. The power source for the DC system is usually the AC system. The battery supplies power if the AC system is not available.
Transformer Rectifier Units
To create DC power from the normal AC source, the DC system uses transformer-rectifier units (TRUs). The three TRUs take 115v ac, decrease the voltage (transforms), and rectify it to a nominal 28v dc.
Battery Chargers
The main battery charger and auxiliary battery charger give a DC voltage output to charge their respective battery. Each charger operates like a TRU after the battery gets to full charge. The main battery charger sends a constant DC voltage to the battery and the hot and switched hot battery buses. The auxiliary battery and auxiliary battery charger power DC buses only during non-normal conditions. See the standby power system section for more information. (AMM PART I 24-34)
Batteries
Each battery is a 48 ampere-hour, nominal 24v dc power source. The main battery supplies power for APU starting and is a standby power source if all other power supplies do not operate. The auxiliary battery helps the main battery supply standby power only.
Control and Protection
The standby power control unit (SPCU), the battery switch, and the standby power switch give primary control of the DC system.
The battery switch and the standby power switch give manual control of power to some DC buses. The SPCU gives automatic control and protection of DC buses. It uses inputs from the flight compartment and system monitoring to control DC power sources and distribution.
Power Distribution
The DC power distribution system is in the power
distribution panels (PDPs) and in the SPCU.
DC GENERATION SYSTEM - MAIN BATTERY CHARGER
AND AUXILIARY BATTERY CHARGER
Purpose
The main battery charger has these two functions:
- Keeps main battery at maximum charge
- Supplies DC power to the battery buses.
The auxiliary battery charger keeps the auxiliary battery at maximum charge.
General Description
Both battery chargers have the same part number. Each battery charger has these two basic modes of operation:
- Battery charge mode (constant current)
- Transformer rectifier mode (constant voltage).
Each battery charger supplies constant current, variable voltage power in the battery charge mode. The battery charger overcharges the battery. The battery charger logic calculates the amount of overcharge. The total charge time is less than 75 minutes.
In the transformer rectifier (TR) mode, the main battery charger supplies constant voltage DC power to the hot battery bus and the switched hot battery bus.
The main battery also receives a small trickle charge to help keep it at maximum charge. The auxiliary battery charger does not supply power to the DC buses in either mode. However, the auxiliary battery receives a small trickle charge when the auxiliary battery charger is in the TR mode.
The front face of each battery charger has two green status lights (LED). One light is for the battery charger and the other is for the battery. These lights are on when the battery and battery charger are in operation.
Location
The main battery charger is on the E2 rack. The auxiliary battery charger is on the E3 rack.
Functional Description
Each battery charger takes three-phase, 115v ac power and changes it to DC power. Usually, each battery charger is in the transformer rectifier mode. The battery chargers supply a constant voltage output in this mode. Each charger can supply up to 65 amps in this mode.
A battery charger goes to the charge mode when its battery voltage is less than 23v dc. In this mode, the charger supplies constant current power. The output voltage is variable. During the charge, the battery voltage rises until the voltage gets to the inflection point. The charger logic uses the battery temperature at the start of charging to calculate the inflection point. The charger logic then calculates the length of the overcharge period.
After the overcharge period, the charger goes into a transformer rectifier mode with a constant 27.5v dc output. The battery gets a trickle charge in this mode.
The battery charger goes into the charge mode again if any of these occur:
- Battery charger input power is off for more than 1 second.
- Battery voltage is less than 23 volts.
You use the electrical meters, battery, and galley power module to monitor the operation of each
battery charger. The main battery charger is in the charge mode when you see a positive DC AMPS indication while the DC meter selector in the BA T position. Use the AUX BAT position to monitor the auxiliary battery charger.
The main battery charger cannot go into the charge mode during any of these conditions:
- Fueling station door open
- APU start
- Standby power switch (P5-5) in the BAT position
- Standby power switch (P5-5) in the AUTO position, battery switch ON, and DC BUS 1 and AC TRANSFER BUS1 do not have power
- Main battery overheat.
The auxiliary battery charger cannot go into the charge mode during any of these conditions:
- Standby power switch (P5-5) in the BAT position
- Standby power switch (P5-5) in the AUTO position, battery switch ON and DC BUS 1 and AC TRANSFER BUS 1 do not have power.
- Auxiliary battery overheat.
Status Lights
Both status lights are usually on when the battery charger has input power. A malfunction with any of these components makes one or both status lights go off:
- Battery charger
- Battery
- Connection wiring.
Both status lights are off if any of these conditions are true:
- Input power to the battery charger goes away
- Input voltage to the battery charger is less than 94v ac for more than 0.5 seconds.
The battery charger status light is on and the battery status light is off if any of these conditions are true:
- Battery charger senses a loss of connection to the battery
- Battery overheat
- Battery temperature sensor open or shorted
- Battery not charged in time limits
- Battery voltage less than lower limits.
The battery charger status light is off and the battery status light is on when there is an internal battery charger failure. The battery charger fail maintenance message also shows on P5-13 BITE.
DC GENERATION SYSTEM-BATTERY CHARGER-FUNCTIONAL
DESCRIPTION
Functional Description
The battery charger takes 3-phase, 115v ac power and changes it to dc power. Usually, the battery charger is in the transformer rectifier mode. The battery charger supplies a constant voltage output in this mode. The charger can supply up to 65 amps in this mode.
The battery charger goes to the charge mode when the battery voltage goes below 23v dc. In this mode, the charger supplies constant current power. The output voltage is variable, the current
output is 50 amps. During the charge, the battery voltage increases until the voltage gets to the inflection point. The charger logic uses the battery temperature at the start of charge to calculate the inflection point. The charger logic then calculates the length of the overcharge period.
After the overcharge period, the charger goes into a transformer rectifier mode with a constant 27.5v dc output. The battery gets a trickle charge in this mode.
The battery charger goes into the charge mode again if any of these occur:
- Battery charger input power is off for more than 1 second
- Battery voltage goes below 23 volts.
You use the electrical meters, battery and galley power module to monitor the operation of the battery charger.
The battery charger is in the charge mode when you see a positive DC AMPS indication when the DC meter selector in the BAT position.
The battery charger cannot go into the charge mode during any of these conditions:
- Fueling station door open
- APU start
- Standby power switch (P5-5) to the BAT position
- Standby power switch (P5-5) to the AUTO position, battery switch ON, and DC BUS 1 and AC TRANSFER BUS 1 do not have power
- Battery overheat.
DC GENERATION SYSTEM - MAIN BATTERY AND AUXILIARY BATTERY Purpose
The main battery has these functions:
- Supply power to critical airplane systems (AC and DC standby buses) if the normal power sources are not available
- Backup power supply for the AC system control and protection
- Power supply for APU start.
The auxiliary battery helps the main battery supply power to the critical airplane systems (AC and DC standby buses).
Location
The batteries are in the EE compartment, under the E3 rack. The auxiliary battery is forward of the main battery. You remove an access panel in the forward cargo compartment to get access to the batteries. You must remove the main battery before you can remove the auxiliary battery.
General Description
Each battery is a 20 cell nickel-cadmium battery with a 48 amp-hour capacity. With full charge, the batteries supply a minimum of 60 minutes of standby AC and DC power.
Each battery has an internal thermal sensor. The battery's charger uses this sensor to measure internal battery temperature. See the MAIN BA TTERY CHARGER AND AUXILIARY BA TTERY CHARGER page in this section for more information.
You can see the output of each battery on the electrical meters, battery and galley power module on the P5 forward overhead panel. You see the voltage and current output of a battery with the DC meter selector in the BAT position or AUX BAT position. If the battery's charger has power, you see the output voltage of the battery or its battery charger, whichever is more.
The amber BAT DISCHARGElight comes on when any one of these output conditions are true for either battery:
- Current draw is more than 5 amps for 95 seconds
- Current draw is more than 15 amps for 25 seconds
- Current draw is more than 100 amps for 1.2 seconds.
Master caution and the ELEC annunciator usually come on with the BA T DISCHARGE light. The light goes out when the output current goes below the limit for more than 1 second. Master caution and the ELEC annunciator do not come on during a DC power APU start.
Training Information Point
You remove a battery from the airplane before you do a battery inspection or servicing.
DC GENERATION SYSTEM - DUAL BATTERY REMOTE
CONTROL CIRCUIT BREAKER
Purpose
The dual battery remote control circuit breaker (RCCB) puts the output of these in parallel:
- Auxiliary battery
- Auxiliary battery charger
- Main battery
- Main battery charger.
Location
The RCCB is inside the J9 junction box. J9 is in the EE compartment, in front of the E2 rack.
General Description
The RCCB is normally open and closes when the SPCU signals it to close. This lets the 28v dc battery bus bar receive power from the main and auxiliary batteries at the same time.
DC GENERATION SYSTEM - TRANSFORMER RECTIFIER UNIT (TRU) Purpose
The transformer rectifier units (TRU) change three-phase nominal 115v ac, 400 hz input power into 28v dc to supply the main DC system loads.
General Description
The DC generation system has three TRUs. Each TRU can supply a continuous output load of 75 amps, with forced air cooling. The TRUs can supply 50 amps, with convection cooling.
There are no external controls to the TRUs. The TRUs are the same part number.
The TRUs are in the EE compartment. TRU 1 is on the E2 rack. TRU 2 and TRU 3 are on the E4 rack.
Indication
You may monitor output power for each TRU from the P5-13. You can use the DC meter selector to select the TRU. TRU output voltage and amperes show in the alphanumeric display.
The amber TR UNIT light comes to show a TRU failure.
The light comes on for any of these conditions:
- Any TRU fails on the ground
- TRU 1 fails in flight
- TRU 2 and TRU 3 fail in flight.
DC GENERATION SYSTEM-BATTERY BUSES-FUNCTIONAL
DESCRIPTION
Hot Battery Bus Power
The hot battery bus receives DC power from the battery through a 28VDC bat bus bar in the J9 battery shield.There is a circuit breaker on the SPCU that permits power to the bus.
The 28v dc battery bus bar receives DC power from the main battery or the main battery charger under normal power conditions. On standby power the 28v dc battery bus bar receives power from the main battery and the auxiliary battery.
Switched Hot Battery Bus Power
The switched hot battery bus receives DC power from the 28v dc battery bus bar through a circuit breaker on the SPCU and relay K8 in the SPCU.
To get power to the switched hot battery bus, the battery switch must be ON. When the battery switch is ON, K8 SW HOT BAT BUS RL Y closes and gives dc power to the bus.
With the forward airstair option, the K8 relay closes when the airstair handle is put in the standby position.
The K8 relay gives DC power from the 28v dc battery bus bar to the SPCU power supply.
Battery Bus Power
The battery bus receives power from the 28v dc battery bus bar or TRU 3.
The BA T BUS NORM RL Y (K2) is closed and gives DC power from TRU3 to the battery bus when all of these conditions are true:
- BATTERY SW ON
- STANDBY POWER SW not in BAT position
- TRU 3 gets more than 18v dc for more than 0.15 seconds.
- When the K2 relay is closed, the BAT BUS ALT RL Y(K1) must be opened.
The K1 BAT BUS ALT RL Y is closed and gives power to the BATTERY BUS during these conditions:
- Battery switch is ON and TRU 3 does not have power (less than 18v dc) for more than 0.1 seconds or
- STANDBY POWER SWITCH is in the BAT position.
直流电系统－介绍
目的
直流电系统产生28 伏直流供飞机系统。
概况
直流电系统有下列部件：
－电瓶
－电瓶充电器
－变压整流器组件（3 ）
直流电系统－概况介绍
概况介绍
直流电系统给不同的负载提供正常28 伏直流电。直流系统的电源通常是交流系统。如果交流系统不适用，电瓶提供电源。
变压整流器组件
为从正常的交流电源产生直流电，直流系统使用变压整流器组件（TRU）。三个TRU将115 伏交流，降压（变压），并整流到正常28直流。
电瓶充电器
主电瓶充电器和辅助电瓶充电器产生直流电输出，并给相应电瓶充电。在电瓶得到完全充电后，每个充电器可当TRU使用。主电瓶充电器给电瓶和热电瓶及转换热电瓶汇流条提供正常直流电压。只有在非正常情况下，辅助电瓶和辅助电瓶充电器给直流汇流条供电。参见备用电源系统（AMM 第I部分24－34）。
电瓶
每个电瓶是一个48 安培小时，正常24伏的直流电源。如果所有其他电源不工作，主电瓶给APU起动供电并作为备用电源。辅助电瓶只作为主电瓶备用电源。
控制和保护
备用电源控制组件（SPCU）、电瓶电门，以及备用电源电门给直流系统提供主控制。
电瓶电门和备用电源电门对某些直流汇流条的电源进行人工控制。
SPCU 自动控制并保护直流汇流条。使用驾驶舱和系统监控的输入控制直流
电源和分配。
电源分配
直流电源分配系统在配电板（PDP ）和SPCU 上。
直流电系统－主电瓶充电器和辅助电瓶充电器
目的
主电瓶充电器有下列两个功能：
－保持主电瓶在最大充电量
－给电瓶汇流条提供直流电源
辅助电瓶充电器保持辅助电瓶在最大充电量。
概况介绍
两个电瓶充电器有相同的部件号。每个电瓶充电器有下列两种基本使用模式：
－电瓶充电模式（恒定电流）
－变压整流器模式（恒定电压）
在电瓶充电模式中，每个电瓶充电器提供恒定电流，可变电压电源。电瓶充电器给电瓶完全充电。电瓶充电器逻辑计算超充量，总的充电时间少于75 分钟。
在变压整流（TR）模式下，主电瓶充电器给热电瓶汇流条和转换热电瓶汇流条提供恒压的直流电源。主电瓶也接受一些充电以保持主电瓶在最大充电量。在哪种模式下，辅助电瓶充电器也不能给直流汇流条供电。但是，当辅助电瓶充电器在 TR模式下时，辅助电瓶接受较小的充电。
每个电瓶充电器的前面板上有两个绿色状态灯（LED），一个是电瓶充电器的，另一个是电瓶的。当电瓶和电瓶充电器在工作时，这些灯亮。
位置
主电瓶充电器在E2架上，辅助电瓶充电器在E3架上。
功能介绍
每个电瓶充电器将三相、115 伏交流电源变成直流电源。通常，每个电瓶充电器在变压整流模式，此时，电瓶充电器提供恒定电压输出。这种模式下，每个充电器可提供最大65安培。
当电瓶电压小于23 伏直流时，电瓶充电器进入充电模式。此时，充电器提供恒定电流，输出电压是可变的。在充电期间，电瓶电压升高，直到电压达到拐点为止。在充电开始时，充电器逻辑使用电瓶温度计算拐点。然后充电器逻辑计算超量充电周期的长度。
在超量充电期间，充电器变成变压整流器模式，恒定输出27.5伏直流电压。在这种模式下电瓶进入小量充电。
如果下列任何情况发生，电瓶充电器再次进入充电模式：
－电瓶充电器输入电源断开超过1 秒
－电瓶电压小于23 伏
可以用电源仪表、电瓶和厨房电源组件监控每个电瓶充电器的使用。在直流表选择器在 BAT（电瓶）位置，发现正的直流安培时，主电瓶充电器处于充电模式。用AUX BAT（辅助电瓶）位置监控辅助电瓶充电器。
在下列任何情况下，主电瓶充电器不能进入充电模式：
－加油站门打开
－APU 起动
－备用电源电门（P5－5）在BAT位置
－备用电源电门（P5－5）在AUTO 位置，电瓶电门ON，和直流汇流条1 和
交流转换汇流条1 没有电。
－主电瓶过热
在下列任何情况下，主电瓶充电器不能进入充电模式：
－备用电源电门（P5－5）在BAT位置
－备用电源电门（P5－5）在AUTO 位置，电瓶电门在ON位和直流汇流条
1 和交流汇流条1 没有电
－辅助电瓶过热
状态灯
当电瓶充电器有输入电源时，两个状态灯通常是亮的。任何下列部件有故障，一个或两个状态灯将熄灭：
－电瓶充电器
－电瓶
－连接导线
如果下列任何情况出现，两个状态灯都熄灭：
－给电瓶充电器的输入电源消失
－电瓶充电器的输入电压小于94伏交流大于0.5秒。
如果下列任何情况出现，电瓶充电器状态灯亮，而电瓶状态灯熄灭：－电瓶充电器感应到与电瓶失去联系
－电瓶过热
－电瓶温度传感器断开或短路
－在时间限制内电瓶没充足电
－电瓶电压低于低限
当电瓶充电器内有故障时，电瓶充电器状态灯熄灭，电瓶状态灯亮。并在P5－13 BITE 上显示电瓶充电器故障维护信息。
直流电系统－电瓶充电器－功能介绍
功能介绍
电瓶充电器将三相，115 伏交流电源变成直流电源。通常，电瓶充电器处于
变压整流器模式，此时电瓶充电器提供恒定电压输出。这时充电器可提供最大65安培。
当电瓶电压低于23 伏直流时，电瓶充电器进入充电模式，这种模式下，充电器提供恒定电流电源，输出电压是变化的，电流输出是50 安培。在充电期间，电瓶电压增加，直到达到拐点电压值。在充电开始时，充电器逻辑使用电瓶温度来计算拐点。然后充电器逻辑计算超充时间长度。
在超充期之后，充电器进入变压整流器模式，恒定电压27.5 伏直流。在这一模式下，电瓶可进行小量充电。
如果下列任何情况发生，电瓶充电器将再次进入亮电模式：
－电瓶充电器输入电源断开超过1 秒钟
－电瓶电压低于23 伏
用电源仪表、电瓶和厨房电源组件监控电瓶的使用。
当直流仪表选择器在BAT位置，而看到正的直流安培指示时，电瓶充电器处于充电模式。
在下列任何情况下，电瓶充电器不能进入充电模式：
－加油站门打开
－APU起动
－备用电源电门（P5－5）在BAT位置
－备用电源电门（P5－5）在AUTO 位置，电瓶电门在ON位和直流汇流条
1 和交流转换汇流条1 没有电。
－电瓶过热
直流电系统－主电瓶和辅助电瓶
目的
主电瓶有下列功能：
－如果正常电源不适用，给关键的飞机系统供电（交流和直流备用汇流条）－为交流系统控制和保护提供备用电源
－为APU起动供电
辅助电瓶帮助电瓶给关键飞机系统（交流和直流备用汇流条）供电。
位置
电瓶位于EE舱，E3架下面。辅助电瓶位于主电瓶前面。拆下前货舱的接近面板，可接近电瓶。在拆卸辅助电瓶之前，必须拆下主电瓶。
概况介绍
每个电瓶是由20 个镍镉电池组成，有48 安培小时的容量。在完全充电情况下，电瓶最小可提供备用为交流和直流电源60 分钟。
每个电瓶都有一个内部热传感器，电瓶充电器使用这一传感器电瓶内的温度。详情参见本节的主电瓶充电器和辅助电瓶充电器。
指示
在P5前头顶面板上的电源仪表、电瓶和厨房电源组件上可以监控每个电瓶的输出。在直流表选择器在BAT位置或在AUX BAT位置时，可以监视电压和电流。如果电瓶充电器有电，可以监视电瓶或电瓶充电器的输出电压，这取决于哪个值更多。
当每个电瓶存在下列任一输出状态时，琥珀色的电瓶放电灯亮：－电流输出大于5 安培超过95 秒
－电流输出大于15 安培25秒
－电流输出大于100 安培超过1.2 秒
主告诫和ELEC 信号牌通常与电瓶放电灯一起亮。当输出电流低于限制值1 秒后，灯熄灭。在直流电源进行APU起动时，主告诫和ELEC 信号牌不亮。
培训要点
在进行电瓶检查或勤务之前，要从飞机上拆下电瓶。
直流电系统－双电瓶遥控电路断路器
目的
双电瓶遥控电路断路器（RCCB ）将下列输出并联：
－辅助电瓶
－辅助电瓶充电器
－主电瓶
－主电瓶充电器
位置
RCCB 位于J9接线盒内，J9位于EE舱，在E2架的前面。
概况介绍
正常时RCCB 是断开的，当SPCU 提供闭合信号时闭合。这使得28伏直流电瓶汇流条同时从主和辅助电瓶接受供电。
直流电系统－变压整流器组件（TRU）
目的
变压整流器组件（TRU）将输入的三相 115 伏交流，400 赫兹电源变成28伏直流电，供给主直流系统负载。
概况介绍
直流电系统有三个TRU，在强劲空气冷却情况下，每个TRU可以提供连续输出负载75安培。在对流冷却时，TRU可以提供50安培负载。
TRU没有外部控制，且有相同的部件号。
位置
TRU在EE舱内，TRU 1在E2架上，TRU 2和TRU 3在E4架上。
指示
可以从P5－13面板上监控每个TRU的输出电源，可用直流表选择器选择TRU，TRU的输出电压和电流显示在字母数字显示器上。
琥珀色的TR组件灯亮表示TRU故障。下列任何情况下，灯亮：－在地面上某一TRU故障
－飞行中TRU 1 故障
－飞行中TRU 2 和TRU 3 故障
直流电系统－电瓶汇流条－功能介绍
热电瓶汇流条电源
通过59 电瓶屏蔽箱内的28伏直流电瓶汇流条杆，热电瓶汇流条从电瓶得到直流电源。SPCU 上有一个电路断路器可使电源到汇流条。
在电源正常的情况下，28 伏直流电瓶汇流条杆从主电瓶或主电瓶充电器得到直流电。而备用电源的28伏直流电瓶汇流条杆从主电瓶和辅助电瓶得到电源。
转换热电瓶汇流条电源
通过SPCU 上的断路器和SPCU 的K8继电器，转换热电瓶汇流条从28伏直流电瓶汇流条杆得到直流电源。
为使转换热电瓶汇流条得到电源，电瓶电门必须在ON 位。此时，K8转换热电瓶汇流条继电器闭合，给汇流条提供直流电。
在选装前登机梯时，当前登机梯手柄在备用位置时，K8继电器闭合。
K8继电器将直流电源从28 伏直流电瓶汇流条杆供给SPCU 。
电瓶汇流条电源
电瓶汇流条从28伏直流电瓶汇流条杆或TRU 3 得到电源。
在所有下列情况出现时，电瓶汇流条正常继电器（K2）闭合，并从TRU 3 给电瓶汇流条提供直流电：
－电瓶电门在ON位
－备用电源电门不在BAT位置
－TRU 3 电压超过18伏直流大于0.15 秒
－当K2继电器闭合时，电瓶汇流条备用继电器（K1）必须断开
在下列情况下，K1电瓶汇流条备用继电器闭合并给电瓶汇流条供电：
－电瓶电门在ON位，TRU 3没有电（低于18 伏直流）超过0.1秒或，
－备用电源电门在BAT位置
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国新办 61个重大国家战略常用关键词英文译法
重大国家战略常用关键词英文译法 一、京津冀协同发展 1.京津冀协同发展（缩写：BTH Coordinated Development）Coordinated Development of the Beijing- Tianjin-Hebei Region 2.京津冀协同发展领导小组Leading Group for Coordinated Beijing-Tianjin-Hebei Development 3.北京城市副中心（缩写：Beijing MC）Beijing Municipal Administrative Center 4.北京非首都功能疏解to relieve Beijing of functions non-essential to its role as China's capital 5.雄安新区Xiong'an New Area 6.北京非首都功能集中承载地major recipient of functions relieved from Beijing that are non-essential to its role as China's capital 7.创新发展示范区demonstration zone of innovation-driven development 8.绿色生态宜居新城区new, green, eco-friendly and livable urban area 9.创新驱动发展引领区pioneer zone of innovation-driven development 10.协调发展示范区demonstration zone of coordinated development 11.开放发展先行区pilot zone of opening up and development 12.世界眼光、国际标准、中国特色、高点定位global vision, international standards, distinctive Chinese features, and future-oriented goals 13.千年大计、国家大事national project of millennial significance 二、长江经济带发展 1.长江经济带（缩写：YEB）Yangtze River Economic Belt 2.共抓大保护，不搞大开发to step up conservation of the Yangtze River and stop its over development 3.水环境改善water environment improvement 4.水生态修复water environment restoration 5.水资源利用water resources utilization 6.综合交通运输体系integrated transport system 7.沿江高铁（缩写：Yangtze HSR）high-speed railways along the Yangtze River 8.黄金水道golden waterway 三、粤港澳大湾区建设 1.粤港澳大湾区（缩写：the Greater Bay Area(GBA)）Guangdong-Hong Kong-Macao Greater Bay Area 2.粤港澳大湾区发展规划纲要Outline Development Plan for the Guangdong-Hong Kong-Macao Greater Bay Area 3.港珠澳大桥（缩写：HZM Bridge）Hong Kong-Zhuhai-Macao Bridge 4.国际科技创新中心international center for technology and innovation 5.共建粤港澳合作发展平台to jointly develop platforms for Guangdong-Hong Kong-Macao cooperation 6.“一国两制”，依法办事to uphold the principle of "one country, two systems," act in accordance with the law 7.深港科技创新合作区Shenzhen-Hong Kong cooperation zone for technology and innovation 8.深圳前海深港现代服务业合作区Shenzhen-Hong Kong modern service industry cooperation zone in Qianhai, Shenzhen 9.广州南沙粤港澳全面合作示范区demonstration zone of all-round cooperation among Guangdong, Hong Kong and Macao in Nansha, Guangzhou 10.珠海横琴粤港澳深度合作示范区demonstration zone of in-depth cooperation among Guangdong, Hong Kong and Macao in Hengqin, Zhuhai 1
论文中英文翻译
An Analysis of Cooperative Principles and Humorous Effects in Friend s 合作原则的分析和在朋友的幽默效应 Humor is a very intriguing and fascinating phenomenon of human society, which is multidimensional, complex and all pervasive. Therefore, many scholars and experts at all times and in all over the world have done profound research on humor. 幽默是人类社会的一个非常有趣和引人入胜的现象，这是多方面的，复杂和无孔不入的。所以，在任何时候，在世界各地的许多学者和专家总是对幽默进行深入的研究。 The significant functions of humor have aroused the interest of many scholars. About 2,000 years ago, people began the research on humor. However, the study of humor is not a simple task for the reason that it is an interdisciplinary science drawing upon a wide range of academic disciplines including biology, psychology, sociology, philosophy, geography, history, linguistics, literature, education, family science, and film studies and so on. Moreover, there are different reasons and purposes for humor. One may wish to be sociable, cope better, seem clever, solve problems, make a critical point, enhance therapy, or express something one could not otherwise express by means of humor. 显著幽默的功能已引起许多学者的兴趣。大约在2000年前，人们对幽默开始研究，然而，这项幽默的研究不是一个简单的任务，理由是它是一个跨学科的科学绘图在各种各样的学科，包括生物学、心理学、社会学、哲学、地理、历史、语言、文学、教育、家庭科学和电影研究等。此外，幽默有不同的原因和目的，人们可能希望有点大男子主义，随机应变，似乎是聪明，解决问题，使一个临界点，加强治疗，或表达的东西不能以其他方式表达幽默的方式。 Within the 20th century, linguistics has developed greatly in almost every area of the discipline from sounds, words and sentences to meaning and texts. Meanwhile, linguistic studies on humor have also extended considerably to social, cultural, and pragmatic concerns. One of the most noticeable achievements in linguistics over the
英文翻译(论文摘要)
河北联合大学轻工学院英文翻译 河北联合大学轻工学院 毕业设计缩写大摘要及英文翻译 设计题目： 学部： 专业： 班级： 姓名： 指导教师： 2011年06月11 日
毕业设计缩写大摘要 机械制造业是国民经济的基础产业，国民经济中的任何行业的发展，必须依靠机械制造业的支持并提供装备。它的发展直接影响到国民经济各部门的发展，也影响到国计民生和国防力量的加强，因此，各国都把机械制造业的发展放在首要位置。 一个企业的人力资源管理是和一个企业的经营战略、组织结构体系与文化价值观紧密相连的，而卓越的人力资源管理更是是其他企业最难以复制、模仿的。因此，在竞争如此激烈的今天，通过人力资源管理来创造竞争优势就成为企业竞争战略中的一个重要部分。机械制造业企业的人力资源管理同样是企业管理的重要组成部分,合理有效的进行企业的人力资源管理是机械制造企业成功的有力保证。如何利用人力资源管理来帮助机械制造企业适应竞争和提高竞争力，不断提高制造水平，是每个机械制造企业都要思考的问题。本文通过结合国内外人力资源管理的相关理论知识，我国机械制造业的相关资料以及在实习中了解到的相关信息，针对我国机械制造企业人力资源管理的现状及存在的问题进行研究。通过本课题的研究，将对我国的机械制造企业，尤其是一些中小型企业，在进行人力资源管理时产生一些现实的指导意义，使得我国的机械制造业在新的历史时期，新的形势下，能够不断提高国际竞争力，提高制造水平。 近年来，我国的制造工业获得持续高速的发展，无论制造业总量还是制造业技术水平都有很大的提高，中国已成为名符其实的世界制造大国。虽然机械制造业从产品研发、技术装备和加工能力等方面都取得了很大的进步，但具有独立自主知识产权的品牌产品却不多，整体来说中国的机械制造业还是比较落后，高质量的、技术先进的机械设备计本上全部是国外企业提供的。随着社会的发展，人们的生活水平日益提高，各个方面的个性化需求越加强烈。作为已经深入到各行各业并已成为基础工业的机械制造业面临着严峻的挑战。 然而目前我国制造业总体的人力资源状况不佳，人力资源管理水平落后。中国机械制造业企业要从“中国制造”向“中国创造”转变需要大量的具有创新精神的科学技术人才、复合型的高级管理人才、高级技师、技师等熟练技术人才。在我国机械制造企业人力资源管理中还存在一些问题。主要包括对人力资源认识存在误区；缺乏现代人力资源管理的理念；人力资源资源使用率低；人力资源管理人员整体素质不高；缺乏科学合理的绩效考评与激励机制；人力资源管理规划缺乏科学性等六个方面。
“十七届五中全会”关键词英文翻译
“十七届五中全会”关键词英文翻译 the Fifth Plenum of the 17th Central Committee of the Communist Party of China 十七届五中全会 Political Bureau of the CPC Central Committee 中央政治局 Boost domestic demand 扩大内需 12th Five-Year Program for China's Economic and Social Development (2011-2015)/12th Five-Year Plan 经济和社会发展第12个五年规划 economic growth mode 经济增长方式 inclusive growth 包容性增长 macroeconomic regulation 宏观经济调控 comprehensive national power 综合国力 international competitiveness 国际竞争力 capability in shielding against risks 抵御风险能力 Urbanization 推进城镇化 rural modernization 农业现代化 the construction of new socialist rural area 社会主义新农村建设 maintain coordinated development in rural and urban regions 统筹城乡发展 modern industrial system 现代产业体系 strategic emerging industries 战略新兴产业 balanced development between regions 区域协调发展 main functional regions 主体功能区 poverty-stricken areas 贫困地区 recycling economy 循环经济 disaster prevention and reduction 防灾减灾 Cultural innovation 深化文化体制改革 innovative country 创新型国家 scientific innovation ability 科技创新能力 soft power 软实力
论文外文翻译
Analysis of the role of complaint management in the context of relationship marketing Author: Leticia Su′arez ′Alvarez, University of Oviedo, Spain Abstract This research aims to contribute to the relationship-marketing strategy by studying the role of complaint management in long-term relationships. Two factors distinguish it from other studies: it takes into account two types of customers, consumers and firms, and the result variable selected is the probability of ending an ongoing relationship. Two questionnaires were designed for every population. One of them was auto-administrated to a sample of consumers in the north of Spain, and the other one was sent to a representative sample of Spanish firms. The data analyses were conducted using structural equation modeling. The findings confirm the importance that theory accords to the relationship-marketing strategy, and also provide evidence for the importance of complaint management. Thus having a good complaint-handling system and trained and motivated staff who are fully committed to the firm’s objectives are fundamental requisites for firms to be able to build a stable customer portfolio. Keywords complaint management; relationship marketing; relationship termination; trust; satisfaction Introduction Nowadays, the main task for tourism firms is undoubtedly to deliver superior value to customers. One way that these firms can achieve part of this value is by maintaining quality relationships with their customers. In fact, it is well known that managing these relationships is critical for achieving corporate success. Thus the general aim of the present research is to analyze the most important factors that contribute to relationship stabilization between tourism firms and their customers. This research canters on retail travel agencies. We chose this particular type of tourism firm for two reasons. First, competition between retail travel agencies is becoming much more intense, fundamentally due to the advent of the Internet as an alternative distribution channel for tourism services (Wang & Cheung, 2004). The second reason is the current phenomenon of disintermediation, or the tendency of some tourism service providers to contact the end-customer directly. Because of these two developments, retail travel agencies urgently need to develop a strategy that allows them to maintain a stable portfolio of customers over time if they are to remain in the market for the long term. In order to achieve the proposed objective, we set out a causal model that incorporates a number of factors that can condition the future of the relationships between travel agencies and their customers. Specifically, we chose two variables that