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毕业论文外文翻译(中英文)

毕业论文外文翻译(中英文)
毕业论文外文翻译(中英文)

译文

交通拥堵和城市交通系统的可持续发展

摘要:城市化和机动化的快速增长,通常有助于城市交通系统的发展,是经济性,环境性和社会可持续性的体现,但其结果是交通量无情增加,导致交通拥挤。道路拥挤定价已经提出了很多次,作为一个经济措施缓解城市交通拥挤,但还没有见过在实践中广泛使用,因为道路收费的一些潜在的影响仍然不明。本文首先回顾可持续运输系统的概念,它应该满足集体经济发展,环境保护和社会正义的目标。然后,根据可持续交通系统的特点,使拥挤收费能够促进经济增长,环境保护和社会正义。研究结果表明,交通拥堵收费是一个切实有效的方式,可以促进城市交通系统的可持续发展。

一、介绍

城市交通是一个在世界各地的大城市迫切关注的话题。随着中国的城市化和机动化的快速发展,交通拥堵已成为一个越来越严重的问题,造成较大的时间延迟,增加能源消耗和空气污染,减少了道路网络的可靠性。在许多城市,交通挤塞情况被看作是经济发展的障碍。我们可以使用多种方法来解决交通挤塞,包括新的基础设施建设,改善基础设施的维护和操作,并利用现有的基础设施,通过需求管理策略,包括定价机制,更有效地减少运输密度。

交通拥堵收费在很久以前就已提出,作为一种有效的措施,来缓解的交通挤塞情况。交通拥堵收费的原则与目标是通过对选择在高峰拥挤时段的设施的使用实施附加收费,以纾缓拥堵情况。转移非高峰期一些出行路线,远离拥挤的设施或高占用车辆,或完全阻止一些出行,交通拥堵收费计划将在节省时间和降低经营成本的基础上,改善空气中的质量,减少能源消耗和改善过境生产力。此计划在世界很多国家和地方都有成功的应用。继在20世纪70年代初和80年代中期挪威与新加坡实行收费环,在2003年2月伦敦金融城推出了面积收费;直至现在,它都是已经开始实施拥挤收费的大都市圈中一个最知名的例子。

然而,交通拥堵收费由于理论和政治的原因未能在实践中广泛使用。道路收费

的一些潜在的影响尚不清楚,和城市发展的拥塞定价可持续性,需要进一步研究。

可持续发展通常作为运输政策的评估基本目标。可持续交通的想法已经出现在交通运输部门的可持续发展的概念中,可以定义如下,“可持续发展的交通基础设施和出行政策是服务于经济发展,环境管理和社会公平的多重目标,用这个目标来优化交通运输系统的使用,并达到经济和相关的社会和环境目标,以实现在不牺牲后代的能源的前提下,达到相同的目的。”可持续运输系统的要求是当前和未来几代的可持续发展的要求,即经济发展,环境保护和社会正义的主要支柱之间的动态平衡。

在可持续发展的运输系统背景下,拥挤收费如何能够促进经济增长,环境保护和社会正义,是本文研究的课题。本文的其余部分的结构如下。在第2节,对经济发展对交通挤塞定价的影响进行了阐述。第3节是对保护环境,社会正义和拥挤定价之间的关系进行了分析。有些结论是在第5节

二、经济发展

交通拥堵,造成旅行时间的增加,交通事故,能源消耗和环境恶化,已经造成了大量的经济损失。据报道,由交通挤塞所造成的经济损失在2003年的北京和上海占其国内生产总值的1 / 3,每年达4000万元。在许多危害中,交通拥堵已被视为经济发展的障碍。

任何可持续的交通管理政策应符合提高交通运输对经济发展的目标的影响,并且没有造成不利的环境影响和经济的进一步增长。那么拥塞的定价策略如何有效减少交通堵塞,减少污染物和温室气体排放,减少燃料使用,并减少当前交通运输系统的其他不利影响呢?

交通拥堵收费的基本经济原则,可以在图1所示。从理论上说,个人用户决定是否使用一个特定的道路的成本权衡他们将承担对自己的利益。社会总效益可以由下图1中的面积测量。 MPC的曲线表示用户成本只反映每个用户负担的成本为新用户(即“边缘”的用户)。然而,边际用户的场合,如空气污染,延迟给其他用户,他不承担额外的社会成本。每个边缘用户和他所造成的社会成本的负担的总成本是每次出行的边际社会成本。边际社会成本是由图1中的MSC曲线表示。

图1交通拥堵收费的影响

如果有?车辆在交通运输系统中,意味着用户的成本是由MPC表示,一个边际的用户将增加平均用户成本MPC +△MPC。因此,边际社会成本可以表述为:MSC=(N + 1)(MPC +ΔMPC) - nMPC = MPC +ΔMPC+nΔMPC

拥挤收费是交通需求管理的重要手段,最初只是影响交通出行的决定。实践证明拥挤收费能有效地规范交通出行时间和空间分布,促进道路资源的有效利用,提高运输业务的效率。在新加坡的拥塞定价实施表明,交通量下降了17%,在高峰时段,伦敦的经验也表明,定价方案是成功的。我们可以得出结论,减少交通挤塞,将促进经济的可持续发展。

收费会影响旅客的预算,将导致不仅在模式上的转换,而且是更广泛的经济变化,将伴随着地理再分配的过程。一些人担心,交通拥堵收费可能对中部地区的经济产生负面影响,特别是在零售方面。产生了相反的论调,不过,减少交通挤塞,应该是服务于更广泛的业务,以降低成本,使他们成为更具有竞争力的国家。零售活动的位置也是由个人首选的购物场所。众所周知,个人倾向于购买的商店在他们的居住地附近,因此零售企业不能轻易迁出核心区,因为许多人住在中心区。这种方便客户的依赖,解释了为什么零售生产跌幅小于核心区的其他主要行业的输出。

交通拥堵收费减少在繁忙时间的挤塞情况,并增加在其他时段的交通挤塞情况。通过向公共交通和大量出租车辆转向,交通拥堵收费降低所有时段定价领域人次。除减少交通挤塞,如果考虑到改善空气质量和减少燃料消耗等方面,交通拥堵收费形成的经济效益将是相当可观的。

三、环保

在中国,环境问题日益严重。据报道,中国是二氧化碳排放大国,有7个城市

在世界严重污染的城市名单中。交通运输对环境的影响,涵盖了不同的影响,包括空气污染,噪音,气候变化的范围,例如。汽车是城市空气和噪音污染的占主导地位的生产者,包括一氧化碳,氮氧化物和大气飘尘。这些污染物是关键因素,许多呼吸系统疾病,如哮喘,以及其他的影响人体健康的方面,如头疼,眼疾等症状。

据世界银行估计,在发展中国家,有0.5亿人每年死亡与于交通工具空气污染物排放有关,这是与交通事故类似的死亡人数,。

交通是不可替代的,因为它是生产链的一部分。出于这个原因,交通系统必须发展和标准化,运输服务的有效性,是必须增加的,同时必须减少或防止环境污染。

由于道路交通排放是一个复杂的系统,不能完全统一一个输出。从车辆样本分析不同的驾驶条件下的排放量这是自然的。加州空气资源委员会指出车辆的拥堵走走停停显著增加了排放量。作为一个例子,一个报告估计,10英里的路程,用普通的1987年的汽车,以55英里的速度运行HC排放废气的重量为1克,而HC在20英里的平均速度下的排放量是7克,典型的走走停停模式。

四、社会正义

可持续发展有三个广泛的目标:经济的可持续发展,环境保护和社会正义,这三个目标都要解决可持续发展这个问题。经济发展和环境保护的投入一直受到关注,但投入给社会正义的关注较少。社会正义(公平)包含的经济权益和环境权益。

经济公平的问题,造成交通拥堵收费是难以完全解决的。有些人认为道路收费是倒退,因为它更多地让承担较差的汽车用户,只需短距离行程的用户,或者是生活水平欠佳的用户,不管是什么原因,别无选择,只能乘车。这些参数可以通过制定更加灵活的收费制度,在一定程度上抵消。它已被接受的任何形式的道路收费将引入一些不公平现象。关键是要保持这些最低限度,并找到那些没有受益于交通拥堵收费的补偿方式。在实践中,收入最低的旅客,他们通常乘坐公共交通工具或徒步旅行,是最有可能受益的。

对于传统的运输系统,对汽油的税率是相同的,不管运输业的用户是否是在拥挤或非拥挤的时段行驶。拥挤收费是选择在交通高峰期间对拥挤设施的使用实施附加费,预计这样将减少这种不公平的

公平问题解决在运输已基本上涉及经济权益,包括公共交通和私人交通之间的

关系,对周边地区和弱势人口群体的拥塞定价的影响。但是,在运输方面环境权益的问题已经很少提及。运输产生的直接影响很多,如大气排放和噪音,也间接影响通过对污染设施的位置和影响的人的影响,。

环境公平是指环境质量的社会分配(特别是二氧化氮分布)。这是平等地获得一个干净的环境和对环境可能造成的危害,不论收入,阶级或其他鉴别特征的社会经济地位受到平等保护。交通规划者应该指出,减少拥堵水平和行程速度对整个设施的增加将有利于公共交通的使用者。

从环境公平的角度来看,交通拥堵收费的成效是敏感的社会经济特征的空间分布,因此最佳的方案设计的每个应用程序都会有所不同。可以看出,社会公正是最难解决得,实践表明,税收在道路定价中起着至关重要的作用。如果税收是回收投资,允许对公共交通工具的投资,或维持更高的服务水平,它有助于提供一个明确的选择,这既加强了模式的选择上的影响,并减少那些谁负责征收的关注。如果是用于改善道路基础设施,它可以看出,交通改道在控制区的优势体现。如果它是用来支付环境的改善,这将有助于加大道路收费。如何使用税收,改善城市交通系统的效率,在可持续发展中发挥了关键作用。

五、结论

随着持续增长的交通需求和道路基础设施的扩展范围减少,交通拥堵的现象是不会减少。作为一项重要的战略,拥挤收费是解决交通需求管理问题的重要途径,但因为经济发展,环境保护和社会正义的不确定影响,仍收到了强烈的社会和政治的反对。

本文回顾了交通拥堵收费和可持续交通运输系统的三个目标之间的关系,结果表明,交通拥堵收费是一种很有前途的交通管理策略,它可以促进城市经济发展,改善环境质量,减少不公平。电子不停车收费系统(ETC)技术的最新进展证明了交通拥堵收费技术上是可行的。可以预见的,未来几十年将看到越来越多的地方实施交通拥堵收费策略或将要实施交通拥堵收费的策略。交通拥堵收费的设计和评价,将需要一个可持续的发展,需要更深入的了解它带来的直接和间接影响。

鸣谢

这项工作是支持(2007F3078)福建省青年人才项目。期待有益的意见和建议,以改善本文。

附件:外文原文

Congestion and Sustainable Development of Urban

Transportation system

Abstract

The rapid growth in urbanization and motorization generally contributes to an urban transportation system that is economically, environmentally and socially unsustainable. The result has been a relentless increase in traffic congestion. Road congestion pricing has been proposed many times as an economic measure to fight congestion in urban traffic, but has not seen widespread use in practice because of Some potential impacts of road pricing remain unknown. he paper first reviews the concept of sustainable transportation system, which should meet the goals of economic development, environmental protection and social justice collectively. And then, based on the characteristics of sustainable transportation system, how congestion pricing can contribute to economic growth, environmental protection and social justice is examined. Examination result shows that congestion pricing is a powerful way to promote the sustainable development of urban transportation system.

1、Introduction

Urban transportation is a pressing concern in mega cities around the world. Along w ith China’s rapid development of urbanization and motorization, traf fic jams has become a more and more serious problem, resulting in greater time delay, increase of energy consumption and air pollution, decrease of reliability of road network. In many cities traffic congestion is seen as a hindrance to economic development. Numerous methods can be used to address congestion and reduce transport density, including building new infrastructure, improving maintenance and operation of infrastructure, and using the existing infrastructure more efficiently through demand management strategies, including pricing mechanisms.

Congestion pricing has long been proposed as an effective measure to combat traffic congestion. The principle objective of congestion pricing is to alleviate congestion by implementing surcharge for the use selected congested facilities during peak time periods. By shifting some trips to off-peak periods, to routes away from congested facilities, or to higher-occupancy vehicles, or by discouraging some trips altogether, congestion pricing schemes would result in savings in time and operating costs, improvements in air quality, reductions in energy consumption and improvements in transit productivity. There are lots of successful applications in some countries and regions in the rest of the world. Following Singapore in the early 1970s and Norwegian toll rings in the mid-1980s, the city of London introduced its area toll in February 2003; up till now, it is the most well-known example of a large metropolitan area that has implemented congestion pricing.

However, congestion pricing has not seen widespread use in practice due to theoretical and political reasons. Some potential impacts of road pricing remain unknown, and the sustainability of congestion pricing for urban development requires further study. Sustainability is normally taken as basic objectives in the assessment of transportation policy. The idea of sustainable transportation emerges from the concept of sustainable development in the transport sector and can be defined as follows,“sustainable transportation infrastructure and travel policies that serve multiple goals of economic development, environment stewardship and social equity, have the objective to optimize the use of transportation systems to achieve economic and related social and environment goals, without sacrificing the ability of future generations to achieve the same goals”. Sustainable transportation syste ms require a dynamic balance between the m ain pillars of sustainable development, economic development, environmental protection and social justice for current and future generations.

In the context of sustainable transport systems, how congestion pricing can contribute to economic growth, environmental protection and social justice is examined in this paper. The rest of the paper is structured as follows. In section 2, the impacts of congestion pricing on economic development are described. Section 3 presents the contribution to environment protection, and the relationship between social justice and

congestion pricing is analyzed. Some conclusions are given in section 5.

2. Economic development

Traffic congestion, resulting in the increase of travel time, traffic accident, energy consumption and environment deterioration, has produced numerous economic losses. It was reported that economic loss caused by traffic congestion amounted to 40 million Yuan per year in Beijing and 1/3 of GDP in Shanghai in 2003 In many cites, traffic congestion has seen as a hindrance to economic development.

Any sustainable transportation management polices should meet the goals of improving the effects of transport on economic development, and without adversely impacting the environment and the potential for further economic growth. How effective would congestion pricing strategy be in reducing congestion, lowering pollutants and greenhouse gas emissions, cutting fuel use, and reducing other adverse impacts of current transportation system?

The basic economic principles of congestion pricing can be illustrated in Figure 1. Theoretically, individual users decide whether or not to use a particular road by weighing the costs they will to bear against the benefits to themselves. Total social benefits can be measure by the area under D in Figure 1. The user costs indicated on the MPC curve reflect only the costs borne by each user as new users (i.e. “marginal” users) are added. However, the marginal user occasions additional social costs, such as air pollution and delay to other users, which he does not bear. The total costs borne by each marginal user and the social costs occasioned by him are the marginal social costs of each trip. Marginal social costs are indicated by the MSC curve in figure 1.

Figure 1 Effect of congestion pricing

If there are n vehicles in the transport system, and mean user cost is represented by MPC, one marginal user added will increase mean user cost to MPC+ △MPC.Thus the marginal social costs can be formulated as MSC = (n + 1)( MPC + ΔMPC ) ? nMPC= MPC + ΔMPC + nΔMPC

Congestion pricing is an important means of transportation demand management, and initially only affects transportation decisions. Practices prove that congestion pricing can effectively regulate traffic travel time and space distribution, promote effective utilization of road resources, and enhance the efficiency of transportation operations.

Congestion pricing implementation in Singapore has showed that traffic volumes decreased by 17% in peak time periods, and London’s experience al so indicated that pricing schemes was successful. As we convert all the savings in travel time resulting from decreased congestion to monetary units, we can conclude that the reduction of congestion will promote sustainable economic development.

Toll will affect travelers’ budget constraints and will result not only in mode switching but also in broader changes in the economy that will be accompanied by the geographic redistribution of trips. Some concerns that congestion pricing may have negative effects on the economy of the central area, particularly on retail. A counterargument, however, states that the reduced congestion is supposed to lower the

costs of the downtown businesses, making them more competitive. The location of retail activity, on the other hand, is also driven by individuals’ preferred shopping locations. As well known, individuals tend to shop near their place of residence, so retail firms cannot easily move out of the core area, because so many people live in center area. This dependence on customer convenience explains why retail production decreases less than the output of other primary industries in the core area. Congestion pricing reduces congestion during the peak time and increases congestion during other periods. By shifting toward public transit and high occupancy vehicles, congestion pricing reduced the number of trips to the pricing areas across all time periods. Except reduced congestion, if improvement of air quality and decrease of fuel consumption are taken into account, the economic efficiency resulting from congestion pricing would be considerable.

3. Environmental protection

In China, environmental problem become increasingly serious. It was reported that china is the second emitter of CO2, and 7 cities are in the list of seriously-polluted cities in the world.

The environmental effects of transportation cover a wide range of different impacts, including for example air pollution, noise, and climate change. Motor vehicles are the dominant producers of urban air and noise pollution, including carbon monoxide, oxides of nitrogen, and airborne particulates. These pollutants are key factors in many respiratory ailments such as asthma as well as “a range of other human health effects, from headaches and eye irritation to cancer”.

The World Bank estimates that 0.5 million people in developing countries die each year from transport-related air emissions, with a similar death toll from traffic accidents.

Transportation cannot be replaced because it is the part of the production chain. For this reason, transportation systems must be developed and standardized, the effectiveness of transportation service must be increased, while the environmental pollution must be decreased or prevented.

Emission from road traffic is a complex system with an output that cannot be

completely measured. It is natural to analyze the emissions from a sample of vehicles under different driving conditions. The California Air Resources Board pointes out that congestion-stop and go traffic significantly increases emissions. As an example, one report estimates that a 10-mile trip, using an average 1987 automobile, results in running exhaust HC emission of 1grams at a speed of 55 mph but that HC emissions would be 7 grams at an average speed of 20 mph, typical of stop-and-go conditions

With respect to air quality impacts, congestion pricing can be expected to improve air quality in two ways. The first impact comes from the reduced level of congestion on the facility, compared with the level of congestion on the un-priced road. The second impact on emissions is due to the reduced number of vehicles on the road facilities. To the extent that higher prices succeed in reducing vehicle miles traveled, there will be fewer vehicles on the road.

It is clear that reduced travel demand in peak periods reflects fewer and shorter trips being made and results in higher travel speeds during peak periods, with consequent reductions in vehicles emissions during peak periods. However, the bulk of daily travel occurring in off-peak periods may be negatively affected, as some peak travelers shift their time of travel to off-peak periods to avoid tolls. Overall beneficial impacts on air quality may thus be smaller than that suggested simply by peak period travel demand reductions. This reduction cannot be measured directly, but will have to be calculated from the information on traffic diversion, congestion reduction, and ride-sharing increase.

In the long term, congestion pricing could lead to increases in use of alternative travel modes for all daily trips, thus reducing total daily emissions.

4. Social justice

Sustainable development has three widely agreed meta-goals: sustainable economic development, environmental protection and social justice. All three goals must be addressed together if development is to be sustainable. Much attention has been paid to economic development and environmental protection, but less attention has been paid to social justice. Social justice (equity) contains economic equity and environmental equity.

Economic equity issues resulting from congestion pricing are difficult to address completely. Some people have argued that road pricing is regressive, in that it will bear more heavily on poorer car users, short distance journeys, and on those living adjacent to the cordons; more generally concern has been expressed at the impact on those who, for whatever reason, have no choice but to travel by car. These arguments can be countered to some extent by devising more flexible charging regimes.It has to be accepted that any form of road pricing will introduce some inequities. The key is to keep these to minimum,and to find ways of compensating those who do not benefit from congestion pricing. In practice, the lowest income travelers, who typically travel by public transport or on foot, are most likely to benefit.

For the conventional transportation system, the tax rates on gasoline, which are the same regardless of whether transport users are traveling during congested or un-congested periods Congestion pricing is expected to reduce this unfair by implementing surcharge for the use selected congested facilities during peak traffic periods.

Equity issues addressed in transport have been largely concerned with economic equity, including the relationship between public and private transport, the impacts of congestion pricing on peripheral areas and underprivileged population groups.However, environmental-equity issues have been little within a transport context. Transport produces direct effects such as atmospheric emissions and noise, and also indirect effects, through its influence on the location of polluting facilities and affected people. Environmental equity refers to the social distribution of environmental quality (and specifically the distribution of NO2 by deprivation status). That is equal access to a clean environment and equal protection from possible environmental harm irrespective of income, class or other differentiating feature of socio-economics status. Transportation planners should point out that the reduction of congestion levels and increased trip speed on an entire facility will benefit users of public transit.

From an environmental equity perspective, the effectiveness of congestion pricing is sensitive to the spatial distribution of socio-economic characteristics; hence the best scheme design may be different for each application city.

As can be seen, social justice is most difficult to address, and practices indicate that the revenue from road pricing plays a crucial role. If the revenue is recycle to permit investment in public transport, or maintenance of higher service levels, it helps to provide a clear alternative, which both reinforces the impact on mode choice and reduces the concern of those on whom the charge is imposed. If it is used to improve the road infrastructure, it can be seen that traffic diverted from the controlled area is being catered for. If it is used to pay for environmental improvements, it will help to reinforce the wider benefits of charging. How to use the revenue and improve the efficiency of urban transport system is play a key role in sustainable development.

5. Conclusions

With the continuing growth in traffic demand and decreasing scope for expansion of road infrastructure, traffic congestion is not a problem that will go away soon. Congestion pricing is proposed as an important demand- management strategy for tackling traffic, but still receives strong social and political opposition because of the uncertain i mpacts on economic development, environmental protection and social justice.

This paper r eviews the relationship between congestion pricing and three goals of sustainable transportation system, and the results show that congestion pricing is a promising traffic management strategy, which can promote urban economic development, improve environmental quality and reduce inequity. Recent advances in electronic toll collection (ETC) technologies have made congestion pricing technologically feasible. It is safe to predict that coming decades will witness an increasing number of implement or attempts to implement congestion pricing. The design and evaluation of congestion pricing will require a deeper understanding of the direct and indirect impacts on sustainable development.

Acknowledgement

This work was supported by the Young Talents Project of Fujian province (2007F3078). Appreciation is also extended to reviewers for their helpful comments and suggestions on improving this paper.

毕业论文外文翻译模版

吉林化工学院理学院 毕业论文外文翻译English Title(Times New Roman ,三号) 学生学号:08810219 学生姓名:袁庚文 专业班级:信息与计算科学0802 指导教师:赵瑛 职称副教授 起止日期:2012.2.27~2012.3.14 吉林化工学院 Jilin Institute of Chemical Technology

1 外文翻译的基本内容 应选择与本课题密切相关的外文文献(学术期刊网上的),译成中文,与原文装订在一起并独立成册。在毕业答辩前,同论文一起上交。译文字数不应少于3000个汉字。 2 书写规范 2.1 外文翻译的正文格式 正文版心设置为:上边距:3.5厘米,下边距:2.5厘米,左边距:3.5厘米,右边距:2厘米,页眉:2.5厘米,页脚:2厘米。 中文部分正文选用模板中的样式所定义的“正文”,每段落首行缩进2字;或者手动设置成每段落首行缩进2字,字体:宋体,字号:小四,行距:多倍行距1.3,间距:前段、后段均为0行。 这部分工作模板中已经自动设置为缺省值。 2.2标题格式 特别注意:各级标题的具体形式可参照外文原文确定。 1.第一级标题(如:第1章绪论)选用模板中的样式所定义的“标题1”,居左;或者手动设置成字体:黑体,居左,字号:三号,1.5倍行距,段后11磅,段前为11磅。 2.第二级标题(如:1.2 摘要与关键词)选用模板中的样式所定义的“标题2”,居左;或者手动设置成字体:黑体,居左,字号:四号,1.5倍行距,段后为0,段前0.5行。 3.第三级标题(如:1.2.1 摘要)选用模板中的样式所定义的“标题3”,居左;或者手动设置成字体:黑体,居左,字号:小四,1.5倍行距,段后为0,段前0.5行。 标题和后面文字之间空一格(半角)。 3 图表及公式等的格式说明 图表、公式、参考文献等的格式详见《吉林化工学院本科学生毕业设计说明书(论文)撰写规范及标准模版》中相关的说明。

毕业论文英文参考文献与译文

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概率论毕业论文外文翻译

Statistical hypothesis testing Adriana Albu,Loredana Ungureanu Politehnica University Timisoara,adrianaa@aut.utt.ro Politehnica University Timisoara,loredanau@aut.utt.ro Abstract In this article,we present a Bayesian statistical hypothesis testing inspection, testing theory and the process Mentioned hypothesis testing in the real world and the importance of, and successful test of the Notes. Key words Bayesian hypothesis testing; Bayesian inference;Test of significance Introduction A statistical hypothesis test is a method of making decisions using data, whether from a controlled experiment or an observational study (not controlled). In statistics, a result is called statistically significant if it is unlikely to have occurred by chance alone, according to a pre-determined threshold probability, the significance level. The phrase "test of significance" was coined by Ronald Fisher: "Critical tests of this kind may be called tests of significance, and when such tests are available we may discover whether a second sample is or is not significantly different from the first."[1] Hypothesis testing is sometimes called confirmatory data analysis, in contrast to exploratory data analysis. In frequency probability,these decisions are almost always made using null-hypothesis tests. These are tests that answer the question Assuming that the null hypothesis is true, what is the probability of observing a value for the test statistic that is at [] least as extreme as the value that was actually observed?) 2 More formally, they represent answers to the question, posed before undertaking an experiment,of what outcomes of the experiment would lead to rejection of the null hypothesis for a pre-specified probability of an incorrect rejection. One use of hypothesis testing is deciding whether experimental results contain enough information to cast doubt on conventional wisdom. Statistical hypothesis testing is a key technique of frequentist statistical inference. The Bayesian approach to hypothesis testing is to base rejection of the hypothesis on the posterior probability.[3][4]Other approaches to reaching a decision based on data are available via decision theory and optimal decisions. The critical region of a hypothesis test is the set of all outcomes which cause the null hypothesis to be rejected in favor of the alternative hypothesis. The critical region is usually denoted by the letter C. One-sample tests are appropriate when a sample is being compared to the population from a hypothesis. The population characteristics are known from theory or are calculated from the population.

毕业论文 外文翻译#(精选.)

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毕业论文外文翻译模板

农村社会养老保险的现状、问题与对策研究社会保障对国家安定和经济发展具有重要作用,“城乡二元经济”现象日益凸现,农村社会保障问题客观上成为社会保障体系中极为重要的部分。建立和完善农村社会保障制度关系到农村乃至整个社会的经济发展,并且对我国和谐社会的构建至关重要。我国农村社会保障制度尚不完善,因此有必要加强对农村独立社会保障制度的构建,尤其对农村养老制度的改革,建立健全我国社会保障体系。从户籍制度上看,我国居民养老问题可分为城市居民养老和农村居民养老两部分。对于城市居民我国政府已有比较充足的政策与资金投人,使他们在物质和精神方面都能得到较好地照顾,基本实现了社会化养老。而农村居民的养老问题却日益突出,成为摆在我国政府面前的一个紧迫而又棘手的问题。 一、我国农村社会养老保险的现状 关于农村养老,许多地区还没有建立农村社会养老体系,已建立的地区也存在很多缺陷,运行中出现了很多问题,所以完善农村社会养老保险体系的必要性与紧迫性日益体现出来。 (一)人口老龄化加快 随着城市化步伐的加快和农村劳动力的输出,越来越多的农村青壮年人口进入城市,年龄结构出现“两头大,中间小”的局面。中国农村进入老龄社会的步伐日渐加快。第五次人口普查显示:中国65岁以上的人中农村为5938万,占老龄总人口的67.4%.在这种严峻的现实面前,农村社会养老保险的徘徊显得极其不协调。 (二)农村社会养老保险覆盖面太小 中国拥有世界上数量最多的老年人口,且大多在农村。据统计,未纳入社会保障的农村人口还很多,截止2000年底,全国7400多万农村居民参加了保险,占全部农村居民的11.18%,占成年农村居民的11.59%.另外,据国家统计局统计,我国进城务工者已从改革开放之初的不到200万人增加到2003年的1.14亿人。而基本方案中没有体现出对留在农村的农民和进城务工的农民给予区别对待。进城务工的农民既没被纳入到农村养老保险体系中,也没被纳入到城市养老保险体系中,处于法律保护的空白地带。所以很有必要考虑这个特殊群体的养老保险问题。

大学毕业论文---软件专业外文文献中英文翻译

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电子信息工程专业毕业论文外文翻译中英文对照翻译

本科毕业设计(论文)中英文对照翻译 院(系部)电气工程与自动化 专业名称电子信息工程 年级班级 04级7班 学生姓名 指导老师

Infrared Remote Control System Abstract Red outside data correspondence the technique be currently within the scope of world drive extensive usage of a kind of wireless conjunction technique,drive numerous hardware and software platform support. Red outside the transceiver product have cost low, small scaled turn, the baud rate be quick, point to point SSL, be free from electromagnetism thousand Raos etc.characteristics, can realization information at dissimilarity of the product fast, convenience, safely exchange and transmission, at short distance wireless deliver aspect to own very obvious of advantage.Along with red outside the data deliver a technique more and more mature, the cost descend, red outside the transceiver necessarily will get at the short distance communication realm more extensive of application. The purpose that design this system is transmit cu stomer’s operation information with infrared rays for transmit media, then demodulate original signal with receive circuit. It use coding chip to modulate signal and use decoding chip to demodulate signal. The coding chip is PT2262 and decoding chip is PT2272. Both chips are made in Taiwan. Main work principle is that we provide to input the information for the PT2262 with coding keyboard. The input information was coded by PT2262 and loading to high frequent load wave whose frequent is 38 kHz, then modulate infrared transmit dioxide and radiate space outside when it attian enough power. The receive circuit receive the signal and demodulate original information. The original signal was decoded by PT2272, so as to drive some circuit to accomplish

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毕业论文外文资料翻译题目(宋体三号,居中) 学院(全称,宋体三号,居中) 专业(全称,宋体三号,居中) 班级(宋体三号,居中) 学生(宋体三号,居中) 学号(宋体三号,居中) 指导教师(宋体三号,居中) 二〇一〇年月日(宋体三号,居中,时间与开题时间一致)

(英文原文装订在前)

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清晰,中文翻译要与英文一一对应。 6.翻译中的中文文章字体为小四,所有字母、数字均为英文格式下的,中文为宋体, 标准字符间距。 7.原文中的图片和表格可以直接剪切、粘贴,但是表头与图示必须翻译成中文。 8.图表必须居中,文章段落应两端对齐、首行缩进2个汉字字符、1.25倍行距。 例如: 图1. 蛋白质样品的PCA图谱与8-卟啉识别排列分析(a)或16-卟啉识别排列分析(b)。为了得到b 的 数据矩阵,样品用16-卟啉识别排列分析来检测,而a 是通过捕获首八卟啉接收器数据矩阵从 b 中 萃取的。

本科毕业设计外文翻译(原文)

Real-time interactive optical micromanipulation of a mixture of high- and low-index particles Peter John Rodrigo, Vincent Ricardo Daria and Jesper Glückstad Optics and Plasma Research Department, Ris? National Laboratory, DK-4000 Roskilde, Denmark jesper.gluckstad@risoe.dk http://www.risoe.dk/ofd/competence/ppo.htm Abstract: We demonstrate real-time interactive optical micromanipulation of a colloidal mixture consisting of particles with both lower (n L < n0) and higher (n H > n0) refractive indices than that of the suspending medium (n0). Spherical high- and low-index particles are trapped in the transverse plane by an array of confining optical potentials created by trapping beams with top-hat and annular cross-sectional intensity profiles, respectively. The applied method offers extensive reconfigurability in the spatial distribution and individual geometry of the optical traps. We experimentally demonstrate this unique feature by simultaneously trapping and independently manipulating various sizes of spherical soda lime micro- shells (n L≈ 1.2) and polystyrene micro-beads (n H = 1.57) suspended in water (n0 = 1.33). ?2004 Optical Society of America OCIS codes: (140.7010) Trapping, (170.4520) Optical confinement and manipulation and (230.6120) Spatial Light Modulators. References and links 1. A. Ashkin, “Optical trapping and manipulation of neutral particles using lasers,” Proc. Natl. Acad. Sci. USA 94, 4853-4860 (1997). 2. K. Svoboda and S. M. Block, “Biological applications of optical forces,” Annu. Rev. Biophys. Biomol. Struct. 23, 247-285 (1994). 3. D. G. Grier, “A revolution in optical manipulation,” Nature 424, 810-816 (2003). 4. M. P. MacDonald, G. C. Spalding and K. Dholakia, “Microfluidic sorting in an optical lattice,” Nature 426, 421-424 (2003). 5. J. Glückstad, “Microfluidics: Sorting particles with light,” Nature Materials 3, 9-10 (2004). 6. A. Ashkin, “Acceleration and trapping of particles by radiation-pressure,”Phys. Rev. Lett. 24, 156-159 (1970). 7. A. Ashkin, J. M. Dziedzic, J. E. Bjorkholm and S. Chu, “Observation of a single-beam gradient force optical trap for dielectric particles,” Opt. Lett. 11, 288-290 (1986). 8. K. Sasaki, M. Koshioka, H. Misawa, N. Kitamura, and H. Masuhara, “Optical trapping of a metal particle and a water droplet by a scanning laser beam,” Appl. Phys. Lett. 60, 807-809 (1992). 9. K. T. Gahagan and G. A. Swartzlander, “Trapping of low-index microparticles in an optical vortex,” J. Opt. Soc. Am. B 15, 524-533 (1998). 10. K. T. Gahagan and G. A. Swartzlander, “Simultaneous trapping of low-index and high-index microparticles observed with an optical-vortex trap,” J. Opt. Soc. Am. B 16, 533 (1999). 11. M. P. MacDonald, L. Paterson, W. Sibbett, K. Dholakia, P. Bryant, “Trapping and manipulation of low-index particles in a two-dimensional interferometric optical trap,” Opt. Lett. 26, 863-865 (2001). 12. R. L. Eriksen, V. R. Daria and J. Glückstad, “Fully dynamic multiple-beam optical tweezers,” Opt. Express 10, 597-602 (2002), https://www.sodocs.net/doc/8e1630299.html,/abstract.cfm?URI=OPEX-10-14-597. 13. P. J. Rodrigo, R. L. Eriksen, V. R. Daria and J. Glückstad, “Interactive light-driven and parallel manipulation of inhomogeneous particles,” Opt. Express 10, 1550-1556 (2002), https://www.sodocs.net/doc/8e1630299.html,/abstract.cfm?URI=OPEX-10-26-1550. 14. V. Daria, P. J. Rodrigo and J. Glückstad, “Dynamic array of dark optical traps,” Appl. Phys. Lett. 84, 323-325 (2004). 15. J. Glückstad and P. C. Mogensen, “Optimal phase contrast in common-path interferometry,” Appl. Opt. 40, 268-282 (2001). 16. S. Maruo, K. Ikuta and H. Korogi, “Submicron manipulation tools driven by light in a liquid,” Appl. Phys. Lett. 82, 133-135 (2003). #3781 - $15.00 US Received 4 February 2004; revised 29 March 2004; accepted 29 March 2004 (C) 2004 OSA 5 April 2004 / Vol. 12, No. 7 / OPTICS EXPRESS 1417

电气专业毕业论文外文翻译分析解析

本科毕业设计 外文文献及译文 文献、资料题目:Designing Stable Control Loops 文献、资料来源:期刊 文献、资料发表(出版)日期:2010.3.25 院(部):信息与电气工程学院 专班姓学业:电气工程与自动化级: 名: 号: 指导教师:翻译日期:2011.3.10

外文文献: Designing Stable Control Loops The objective of this topic is to provide the designer with a practical review of loop compensation techniques applied to switching power supply feedback control. A top-down system approach is taken starting with basic feedback control concepts and leading to step-by-step design procedures,initially applied to a simple buck regulator and then expanded to other topologies and control algorithms. Sample designs are demonstrated with Math cad simulations to illustrate gain and phase margins and their impact on performance analysis. I. I NTRODUCTION Insuring stability of a proposed power supply solution is often one of the more challenging aspects of the design process. Nothing is more disconcerting than to have your lovingly crafted breadboard break into wild oscillations just as its being demonstrated to the boss or customer, but insuring against this unfortunate event takes some analysis which many designers view as formidable. Paths taken by design engineers often emphasize either cut-and-try empirical testing in the laboratory or computer simulations looking for numerical solutions based on complex mathematical models.While both of these approach a basic understanding of feedback theory will usually allow the definition of an acceptable compensation network with a minimum of computational effort. II. S TABILITY D EFINED Fig. 1.Definition of stability Fig. 1 gives a quick illustration of at least one definition of stability. In its simplest terms, a system is stable if, when subjected to a perturbation from some source, its response to that

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