【正文】 求。對于新的業(yè)務需要，只需要增加新的模塊即可，而對其他的模塊沒有影響。致謝經(jīng)過一個學期的努力，終于完成了這篇論文，從開始進入課題到論文的順利完成，有多少可敬的師長、同學、朋友給了我無言的幫助，在這里請接受我誠摯的謝意！首先我要感謝的是我的導師劉仕兵教授，劉老師對我提出了嚴格的要求，并進行了耐心的指導和幫助，引導我的思路朝正確的方向發(fā)展，為我答疑解惑，并且鼓勵我不斷創(chuàng)新，開拓自我。通過這一個學期的畢業(yè)論文設計，不僅學到了很多知識，開闊了視野，鍛煉了自我的能力，培養(yǎng)了很多優(yōu)秀的學習習慣，并且還學會了如何做人，做一個對嚴格要求自我，勇于承擔責任，對國家對社會有用的人。其次我要感謝申杰學長，是你的幫助和指導讓我順利的完成這次畢設，還要感謝跟我同組的楊林、王恒寶和田越同學，我們互相幫忙，互相鼓勵。再者我要感謝交大，感謝交大給我四年最寶貴的青春時光，感謝交大的老師們對我孜孜不倦的耐心教誨，同時也感謝陪伴我身邊的同學們，是你們給了我?guī)椭椭С?，在我有難的時候伸出援助之手，是你們給了我歡笑，讓我這四年不用在孤單中度過，每天都過的很精彩。最后我要感謝生我養(yǎng)我的父母，你們一直都默默在背后支持我鼓勵我，對我充滿期待，充滿信心，沒有你們辛勤的支撐這個家我也不會這么自由自在的度過大學時光直到順利畢業(yè)，謝謝你們！華東交通大學畢業(yè)設計參考文獻[1] 崔偉, 基于MVC設計模式的PHP快速開發(fā)框架研究與實現(xiàn)[D]: [碩士學位論文].西北農(nóng)林科技大學, 2010.[2] 張道俊. 牽引供電運營檢修與管理[M]. 北京: 中國鐵道出版社, 2002.[3] 康賢昆, PHP開發(fā)框架的研究與實現(xiàn)[D]: [碩士學位論文]. 天津大學, 2007.[4] 盧文艷. 鐵路信息化建設與應用現(xiàn)狀[J]. 電力信息化, 2007年第5卷.[5] 蘇慶佳,基于B/S模式的鐵路電務綜合管理信息系統(tǒng)的研究[D]: [碩士學位論文]. 北京交通大學,[6] [J]. 電腦知識與技術,2007.[7] [D]:西南交通大學,2005.[8] [D]: [碩士學位論文].蘭州大學,2008[9] 王浩百, 基于PHP和MySQL的辦公室網(wǎng)站設計與實現(xiàn)[D]: [碩士學位論文]. 吉林大學, 2010.[10] 何玨飛, 基于php技術和三層B_S模式的辦公自動化系統(tǒng)的設計與實現(xiàn)[D]: [碩士學位論文]. 天津大學, 2007.[11] 內格里諾, :中國郵電出版社,2007年9月第1版,144.[12] 蓋迎春,馮敏. IDL在青藏鐵路地理信息系統(tǒng)中的應用研究[J],冰川凍土,2007,29 (6):10131017.[13] 李延晶. 關于電氣化鐵路接觸網(wǎng)管理和狀態(tài)檢修系統(tǒng)的研究[J].黑龍江科技信息,2011.[14] 毛克勝. 牽引供電管理信息系統(tǒng)設計[D]: [碩士學位論文]. 西南交通大學, 2005.[15] [J].電腦編程技巧與維護,2010.[16] Workflow Management Coalition. Workflow StandardInteroperability Abstract Specification[J]. WFMCTC1012, Sep1999. [17] Rogers S Pressnan. software Engineering: A practitioner’s Approach[M], 1999. 華東交通大學畢業(yè)設計附錄A 外文翻譯原文部分PantographCatenary System Modeling Using MATLABSimulink AlgorithmsContacts between pantograph and catenary are the most critical parts in the transmission of electrical energy for modern highspeed trains. Contact wire oscillations change bined force between pantograph and catenary, and the contact may even get lost. Therefore special pantographs and catenaries have been developed and further constructive changes are under development. A design criterion includes the permanent contact of pantograph head and contact wire at high speed and the reduction of both aero acoustic noise and wear. Because of plicated dynamic behavior and very high costs for prototypes, all modifications and new design concepts for the pantograph/catenary system are essentially based on dynamical simulation. Traditional approaches focus on the catenary, which is modeled as set of coupled strings and/or beams, whereas simplified lumped mass models are used to describe the pantograph. Nowadays increased puter power allows considering applications with more refined pantograph modes (. the elasticity of the pantograph) and active control ponents in innovative pantograph concepts.In the present paper are consider the bination of a beam model for the contact wire with a mechanical multibody system (MBS) model for the pantograph. Both substructures are modeled together resulting in partial difference equations of the catenary and differentialalgebraic equations of the pantograph. Because of the geometrical contact between pantograph and contact wire the substructures are coupled. The efficient coupled dynamical simulation of pantograph and catenary is per se a challenging problem from the viewpoint of both mechanical engineering and numeric. In present paper there are consider mainly the modeling aspect of the problem. Most work was done in the design and implementation of numerical methods to handle the differential equations part. Theoretical investigations focused on linear systems with constant coefficients. All works was done in the design of the numerical models and same dynamical characteristics of the intersection pantograph and catenary to use in MATLAB and Simulink.The pantograph and catenary form an oscillating system that is coupled via the contact force between the pantograph head and the contact wire. Too large contact force variation can lead to loss of contact, arcing and wear as well as damage to the system. Thus, the dynamic behavior plays a decisive role for highspeed trains from the power collecting point of view. It is therefore a need for enhanced possibilities to predict the dynamic behavior of this type of system. To acplish this, modeling, simulation and experiments have been used.A simulation tool is developed to increase the actual use of putational support in the product development process.We consider a linear model of the pantograph/catenary system, where the lower and upper pantograph frames, as well as the catenary, are modeled in terms of lumped masses, springs and dampers. A schematic representation is depicted. The mechanical parameters of the upper and lower frame are constant and can be considered known with good accuracy. The catenary parameters, on the contrary, will be spacedependent functions of the current distance of the contact point from the closest adjacent towers and droppers.Output signal of high speed train in the catenary mathematical model is determined by the impact of the total input signal, which consists of:(1)The sum of N sinusoidal signals with different amplitudes and frequencies。(2)The imposition of interference in the form of a random signal with uniform distribution on the total harmonic signal。(3)The disturbance in the form of step signal at certain time moments.Pantograph mathematical model is considered in two versions – passive and active pantograph. Simultaneous investigation of both these models for different values of catenary input signals confirms utility of adaptive algorithms in the pantograph structure.A system of degrees of freedom has n natural modes. Associated with each mode is a natural frequency, w, and a natural mode shape. The mode shapes of a dynamic linear system are orthogonal and therefore system displacements can be expressed as a sum of the natural modes multiplied by appropriate, timevarying modal amplitudes, or modal response functions, a technique know as modal deposition.The mode shape, depends only upon posit