车辆工程外文翻译

（本文截取的是一篇国外学生的毕业论文中的一段论文名字是“A Comprehensive Thermal Management System Model for Hybrid Electric Vehicles”）

The automotive industry is facing unprecedented challenges due to energy and environmental issues. The emission regulation is becoming strict and the price of oil is increasing. Thus, the automotive industry requires high-efficiency powertrains for automobiles to reduce fuel consumption and emissions. Among high-efficiency powertrain vehicles, Hy-brid Electric Vehicles (HEVs) are under development and in production as one potential solution to these problems. Thus, one of the most critical objectives of the HEV development is improving fuel economy. There are many ways of maximizing the fuel econo-my of a vehicle such as brake power regeneration，efficient engine operation，parasitic loss minimization，reduction of vehicle aerodynamic drag, and engine idle stop. Figure 1 compares the balance of the energy of a conventional vehicle with a hybrid electric vehicle。As can be seen in Figure 1, the hybrid vehicle saves fuel by utilizing engine idle stop, brake power regeneration, and efficient engine operation. Figure 1 also shows that the fuel consumed by the accessories, which include Vehicle Cooling System (VCS), Climate Control System (CCS), and electric accessories, is not negligible compared with the fuel consumed by the vehicle propulsion system. In addition, the portion of the energy consumption of the accessories in HEVs is bigger than that of conventional vehicles. This observation suggests that the efficient accessory system, particularly the VCS and CCS, is more important in high-efficiency vehicles because they have more effect on the fuel economy. The effect of the auxiliary load on the fuel economy of high-efficiency vehicles studied by Farrington et al [2]. They examined the effect of auxiliary load on vehicle fuel economy via a focus on climate control system. Figure 2 compares the impact of auxiliary load, i.e. the power consumed by accessory systems, on the fuel economy of the conventional and high fuel economy vehicle. As shown in the figure, a high fuel economy vehicle is much more affected by the auxiliary load than a conventional vehicle. Therefore, more efficient thermal management systems including VCS and CCS are essential for

HEV.

Figure 1. Energy flow for various vehicle configurations. (A) ICE, the conventional internal combustion, spark ignition engine; (B) HICE, a hybrid vehicle that includes an electric motor and parallel drive train which eliminates idling loss and captures some energy of braking [1].]

Figure 2. Comparison of fuel economy impacts of auxiliary loads between a conventional vehicle and a high fuel economy vehicle [2]

Achieving efficient VCS and CCS for HEVs requires meeting particular design challenges of the VCS and CCS. The design of the VCS and CCS for HEVs is different from those for conventional vehicles. VCS design for HEVs is much more complicated than that of conventional vehicles because the powertrain of HEVs has additional powertrain components. Furthermore, the additional powertrain components are operated at different temperatures and they are operated independently of the engine operation. The design of CCS for HEVs is also different from that of conventional vehicles because the temperature of the battery pack in HEVs is controlled by the CCS. Thus, the heat load for the C CS of HEVs is much higher than that for the CCS of conventional vehicles. Thus, this is another challenge for the design of the VTMS for HEVs.

As noted above, these additional powertrain components such as a generator, drive motors, a large battery pack, and a power bus require proper thermal management to prevent thermal run away of the power electronics used for the

electric powertrain components. Thus, the thermal management of the power electronics and electric machines is one of the challenges for the HEV development and various studies have been conducted [3-7]. Generally, dedicated VCS for the hybrid components are required as a result of the considerable heat rejections and different cooling requirements of the electric components. In the cooling system of HEVs, a cooling pump driven by an electric motor, rather than a pump driven by the engine, is used for the cooling circuit of the electric powertrain components because they need cooling even when the engine is turned off. The benefits of a controllable electric pump over the mechanical pump were studied by Cho et al. [8] in the case of the cooling system for a medium duty diesel engine. They used numerical simulations to assess the fuel economy and cooling performance and it is found that the usage of an electric pump in place of the mechanical pump can reduce power consumption by the pump and permit downsizing of the radiator. In addition to those benefits, the use of an electric pump makes the configuration of the cooing circuits in hybrid vehicles relatively flexible in terms of grouping components in different circuits. However, this flexibility raises an issue in optimizing cooling circuit architecture because of the complexity of the system and the parasitic power consumption of the cooling system. The performance and power consumption of the cooling system are also very sensitive to the powertrain operation. The powertrain operation is determined by the power management strategy, which changes in response to driving conditions of HEVs. Therefore, the effects of driving conditions must be considered during the design process of the cooling system. Thus, in light of these additional components, design flexibility, and the effects by vehicle driving condition, it is clear that the design of the VCS for HEVs demands a strategic approach compared with the design of the VCS for conventional vehicles.

Another challenge in designing the VTMS for HEVs is managing the cabin heat load generated as a result of the placement of the battery pack in the passenger compartment. In HEVs, the battery pack is located on board because of its lower

operating temperature compared with powertrain components. Therefore, battery thermal management system is a part of the Climate Control System (CCS) because the battery is cooled by using the CCS. Thus, the load on the CCS of HEVs is higher than that of conventional vehicles because the battery is the major heat source in the cabin. In addition, battery thermal management is important for the health and life of the battery. Although high temperature operation is better for the battery performance due to reduced battery loss and reduced battery thermal management power, high temperature operation is limited due to the battery durability and safety. Figure 3 shows the temperatu re dependency of the cycle life of Liion battery. As can be seen in the figure, the battery life drops dramatically when the battery is operated at higher than 60°C. The same happens at lower temperature. In extreme cases, lithium ion battery can explode by a chain reaction. Generally, the battery operating temperature is limited lower than 60°C for the lithium ion and lead acid battery [9-10]. Accordingly, battery thermal management associated with climate control system is a critical part of vehicle thermal management system design of HEVs. Therefore, a comprehensive vehicle thermal management system analysis including VCS and CCS is needed for the HEV vehicle thermal management system design.

Figure 3. Temperature dependency of the life cycle of Li-ion battery [11].

Recognizing the need for the efficient vehicle thermal management system (VTMS) design for HEVs, many researchers have tried to deal with the VTMS design for HEVs from various view-points. Because of the complexity and the necessity for the design flexibility of the thermal management system of HEVs, numerical modeling can be an efficient way to assess various design concepts and architectures of the system during the early stage of system development compared with experiments relying on expensive prototype vehicles. Traci et al.

[12] demonstrated that a numerical approach could be successfully used for thermal management system design of HEVs. They simulated a cooling system of an all-electric combat vehicle that uses a diesel engine as a prime power source and stores the power in a central energy storage system. They conducted parametric studies on the effect of the ambient temperature on the fan power consumption and the effect of the coolant temperature on the system size. Park and Jaura [13] used a commercial software package to analyze the under-hood thermal behavior of an HEV cooling system and studied the effect of the additional hardware on the performance of cooling system. They also

investigated the effect of an electronic module cooler on the conventional cooling system. These previous studies, however, focused on parametric studies and did not deal with the architecture design of the vehicle thermal management system considering the power consumption of the system.

There also have been many efforts to analyze the impact of the CCS on the HEV. Bennion and Thornton [6] compared the thermal management of advanced powertrains using an integrated thermal management system model and studied on the peak heat load over a transient vehicle driving cycle to minimize the size of cooling system. They also studied the cases involving efforts to minimize the cooling circuit by integrating low temperature circuits with high temperature circuits or A/C circuits. Kim and Pesaran [14] studied battery thermal management of HEV focused on the battery temperature distribution in the battery pack. Pesaran [15-16] studied the battery thermal models and the various methods of battery cooling in HEVs. However, these previous studies did not deal with the battery thermal management integrated with the A/C system, which is a part of the vehicle thermal management system.

As introduced above, although HEVs need more efficient VTMS than conventional vehicles, these previous studies do not present design guidelines to improve the efficiency and performance of the VTMS for HEVs. Thus, this st udy is focused on the design of the efficient VTMS for HEVs. The objective of this study is to develop guidelines and methodologies for the architecture design of the VTMS for HEVs, which are used to improve the performance of the VTMS and the fuel economy of the vehicle. To achieve the goal, a numerical modeling and simulation is adapted to develop the guidelines and methodologies. For the numerical simulations, a comprehensive model of the VTMS for HEVs which can predict the thermal response of the VTMS during transient operations is developed. A vehicle powertrain model for HEVs is also developed to simulate the operating conditions of the powertrain components because the VTMS components interact with the powertrain components. The developed model is

used for the system analyses and the design explorations of the VTMS for HEVs. Thus, this thesis is organized as follows. Chapter 2 describes the modeling approach for the vehicle powertrain system. Chapter 3 and 4 explain the VCS modeling approach and the CCS modeling approach respectively. Chapter 5 presents the results of integrated simulations. The vehicle powertrain system and VTMS including VCS and CCS are integrated to simulate the thermal response of the VTMS when the vehicle is driven over a specified driving schedule. The design guidelines which improve the efficiency and performance of the VTMS for HEVs are developed from the observations of the simulation results. In Chapter 6, the guidelines developed in Chapter 5 are applied to the architecture design of the VTMS for HEVs. Three VTMS architecture options designed based on the guidelines are compared based on the performance of the VTMS and the fuel economy of the vehicle. Chapter 7 summarizes this study and presents the conclusions made in the numerical study on the architecture design of VTMS for HEVs.

由于能源和环境问题，汽车行业正面临着前所未有的挑战。日益严格的排放法规和石油价格的不断增加。因此，汽车行业需要高效率的动力系统，以减少汽车油耗和排放。在高效率的动力系统的车辆里，HY -布里德电动汽车（HEV）正在开发和生产，作为这些问题的一个潜在解决方案。因此，HEV 的发展最重要的目标之一是提高燃油经济性。有许多方法能够最大限度地提高燃油经济，比如车辆制动功率再生，发动机的高效运行，摩擦损耗最小化，减少车辆的空气阻力，和发动机怠速停止。图1比较了混合动力电动汽车的传统车辆的能量平衡。在图1中可以看到，混合动力汽车可以节省燃料，利用发动机怠速停止，制动功率再生，高效的发动机操作。图1还显示，汽车配件其中包括汽车冷却系统（VCS），气候控制系统（CCS ），电器配件，消耗的燃料与车辆推进系统所消耗的燃料相比，是不可忽略的。此外，在混合动力汽车的配件部分能源消耗比传统汽车更大。这一结果表明，有效的辅助系统，特别是VCS与CCS，是高效率的车辆更重要的，因为他们有更多

的燃油经济性的影响。辅助负载的高效率车辆的燃油经济性的影响来自富华等人的研究[2]。他们通过对气候控制系统为重点的辅助负载，研究出其对车辆的燃油经济性的影响。图2比较了辅助负载的影响，即由附件系统消耗的功率，对传统和高燃油经济性车辆的燃油经济性。正如图中所示，燃油经济性高的车辆更比传统的车辆辅助负载的影响。因此，更高效的热管理系统，包括VCS与CCS对HEV来说是必不可少的。

图1，各种车辆配置的能量流。（一）ICE，传统的内燃机，火花点火发动机; （二）HICE ，混合动力汽车，其中包括一个电动马达和并联驱动列车，从而消除了空载损耗和制动捕捉一些能源[1]

图 2 ,比较传统车辆和高燃油经济性车辆之间辅助负载的燃油经济性的影响[2]

实现高效的VCS和CCS的混合动力车，VCS和CCS的设计将是一个巨大的挑战。VCS与CCS的混合动力汽车的设计是有别于传统汽车。VCS的混合动力汽车的设计是比传统汽车复杂得多，因为有更多的混合动力电动汽车动力总成的零部件。此外，额外的动力总成部件运行在不同温度下，它们是独立运作的发动机运转。因为在混合动力汽车电池的温度控制在于CCS ，CCS混合动力汽车的设计也有别于传统汽车。因此，混合动力车在CCS的热负荷是比传统汽车的CCS高得多。因此，这是另一混合动力车VTMS设计的挑战。

如上所述，这些额外的动力总成部件，如发电机，驱动电机，一个大型的电池组，电源总线需要适当的热管理，以防止热运行的电动动力总成零部件所使用的电力电子过热。因此，热管理，电力电子和电机的混合动力汽车的发展和各种研究已进行的挑战之一。一般来说，混合组件专用的VCS都需要相当大的热量拒绝和不同的冷却要求的电热元件。在混合动力汽车，由一个电动马达，而不是由发动机驱动泵驱动冷却泵，冷却系统，用于电动动力总成零部件的冷却回路，因为它们需要降温，甚至当发动机关闭时。Cho等进行

了研究可控电泵在机械泵的好处。[8]为中型柴油发动机冷却系统的情况下。他们利用数值模拟评估的燃油经济性和散热性能，它被发现使用的机械泵，电动泵由泵可以减少功耗，并允许散热器裁员。除了这些好处, 电泵的使用，使在不同的电路配置在混合动力汽车的咕咕相对灵活的电路分组组件. 然而，这种灵活性提出了一个问题，因为系统的复杂性和冷却系统的寄生功耗优化冷却电路架构。冷却系统的性能和功耗也非常敏感的动力总成业务。动力总成的操作取决于电源管理策略，在于驾驶混合动力车条件的改变。因此，驾驶条件的影响，必须考虑在冷却系统的设计过程。因此，在这些额外的组件，设计的灵活性，车辆行驶条件的影响，它是明确混合动力汽车VCS的设计要求的战略方针，与传统汽车设计的VCS区别。

在混合动力车的设计VTMS面临的另一个挑战是管理舱内的热负荷导致作为一个安置在乘客舱的电池。在混合动力汽车，电池组位于船上，因为与动力总成零部件相比其工作温度较低。因此，电池热管理系统是一个气候控制系统（CCS）的一部分，因为电池使用CCS冷却。因此，混合动力汽车在CCS 上的负载是高于传统汽车，因为电池是在机舱内的主要热源。此外，电池热管理对电池的健康和寿命是非常重要的。虽然高温作业对电池的性能更好，这是因为能够减少电池的损耗和降低电池热管理权力，由于电池的耐用性和安全性，高温作业是有限的。图3显示了锂离子电池的循环寿命的温度依赖性。图中可以看出，当电池在高于60°C操作时电池的寿命急剧下降，同样在较低温度下的情况也会这样。在极端情况下，锂离子电池可能发生爆炸的连锁反应。一般来说，电池的工作温度低于60℃的锂离子电池和铅酸电池有限[9-10]。因此，电池热管理与气候控制系统是混合动力汽车的热管理系统设计的一个重要组成部分。因此，需要一个全面的汽车热管理系统的分析，包括VCS与CCS的混合动力汽车热管理系统的设计。

图3 ，锂电池生命周期的温度依赖性[11]。

认识到需要高效车辆热管理系统（VTMS）的混合动力汽车的设计，许多研究人员一直试图从各种观点处理VTMS设计的混合动力车。由于混合动力电动汽车的热管理系统的复杂性和设计灵活性，在系统开发的早期阶段，与依靠昂贵的原型实验车辆相比，数值模拟可以成为一个有效的方式来评估不同的设计理念和系统架构。崔西等人[12]表明，数值方法，可以成功地用于混合动力电动汽车的热管理系统设计。他们模拟了全电战斗车辆采用柴油发动机作为一个主要的动力源和电源存储在一个中央能源存储系统的冷却系统。环境温度对风扇的电源消耗和冷却液温度对系统的规模效应的影响，他们进行了参数研究。Park和Jaura [ 13 ]采用商业软件包分析的发动机罩下的混合动力汽车冷却系统的热行为和对冷却系统的性能研究额外的硬件的效果。他们还研究了传统的冷却系统，电子模块散热器的效果。然而，这些以往的研究，重点参数研究，并没有处理车辆的热管理系统而只是考虑了系统功耗的架构设计。

也有很多努力，分析了CCS对HEV的影响。尼恩和桑顿[ 6 ]比较热管理和使用先进的动力系统的综合热管理系统模型研究了一个短暂的机动车驾驶周

期的峰值热负荷，以尽量减少冷却系统的大小。他们还研究了案件的努力，以尽量减少低温与高温电路或的A / C电路电路集成冷却回路。金正日和，Pesaran [ 14]研究电池的HEV集中在电池组的电池温度分布的热管理。pesaran [ 15-16 ]研究了电池的热模型和混合动力电动汽车电池冷却的各种方法。然而，这些研究没有处理电池热管理与集成的A / C系统，这是车辆热管理系统的一部分。

正如上面介绍的，虽然混合动力电动汽车需要比传统汽车更高效的VTMS ，这些以往的研究做不存在的设计指引，以提高效率和性能的混合动力汽车的VTMS 。因此，这项研究是专注于混合动力汽车的效率VTMS的设计。本研究的目的是发展混合动力车，这是用来改善VTMS和车辆的燃油经济性的表现VTMS建筑设计的指导方针和方法。为了实现这一目标，数值模拟和仿真，适应发展的指导方针和方法。对于数值模拟，在瞬变工作期间，可以预测的VTMS热反应的混合动力汽车的VTMS的综合模型。还开发一种混合动力电动汽车的汽车动力总成模型模拟动力总成零部件的经营状况，因为VTMS组件与动力总成部件交互。发达国家的模型用于混合动力汽车的VTMS系统的分析和设计探索。因此，本论文组织如下。第2章介绍了汽车动力总成系统的建模方法。第3和第4章分别解释VCS建模方法和CCS建模方法。第5章介绍了集成模拟的结果。汽车动力总成系统，包括VCS与CCS的VTMS 集成模拟了当车辆在一个指定的驾驶时间表驱动VTMS的热响应。设计指引，提高效率和性能的混合动力汽车的VTMS开发从仿真结果的意见。在第6章，第5章中制定的准则适用于建筑设计的混合动力汽车的VTMS 。三VTMS 的建筑设计基础上的指引进行比较的基础上的VTMS和车辆的燃油经济性的表现。第7章总结了本研究，并提出在建筑设计上的混合动力车VTMS的数值研究作出的结论

工业工程 外文期刊 翻译_

Adrian Payne & Pennie Frow A Strategic Framework for Customer Relationship Management Over the past decade, there has been an explosion of interest in customer relationship management (CRM) by both academics and executives. However, despite an increasing amount of published material,most of which is practitioner oriented, there remains a lack of agreement about what CRM is and how CRM strategy should be developed. The purpose of this article is to develop a process-oriented conceptual framework that positions CRM at a strategic level by identifying the key crossfunctional processes involved in the development of CRM strategy. More specifically, the aims of this article are ?To identify alternative perspectives of CRM, ?To emphasize the importance of a strategic approach to CRM within a holistic organizational context, ?To propose five key generic cross-functional processes that organizations can use to develop and deliver an effective CRM strategy, and ?To develop a process-based conceptual framework for CRM strategy development and to review the role and components of each process.

网络营销外文翻译

E---MARKETING (From:E--Marketing by Judy Strauss,Adel El--Ansary,Raymond Frost---3rd ed.1999 by Pearson Education pp .G4-G25.) As the growth of https://www.sodocs.net/doc/9417030012.html, shows, some marketing principles never change.Markets always welcome an innovative new product, even in a crowded field of competitors ,as long as it provides customer value.Also,Google`s success shows that customers trust good brands and that well-crafted marketing mix strategies can be effective in helping newcomers enter crowded markets. Nevertheless, organizations are scrambling to determine how they can use information technology profitably and to understand what technology means for their business strategies. Marketers want to know which of their time-ested concepts will be enhanced by the Internet, databases,wireless mobile devices, and other technologies. The rapid growth of the Internet and subsequent bursting of the dot-com bubble has marketers wondering,"What next?" This article attempts to answer these questions through careful and systematic examination of successful e-mar-keting strategies in light of proven traditional marketing practices. （Sales Promotion;E--Marketing；Internet；Strategic Planning ） 1.What is E--Marketing E--Marketing is the application of a broad range of information technologies for: Transforming marketing strategies to create more customer value through more effective segmentation ,and positioning strategies；More efficiently planning and executing the conception, distribution promotion,and pricing of goods,services,and ideas;andCreating exchanges that satisfy individual consumer and organizational customers` objectives. This definition sounds a lot like the definition of traditional marketing. Another way to view it is that e-marketing is the result of information technology applied to traditional marketing. E-marketing affects traditional marketing in two ways. First,it increases efficiency in traditional marketing strategies.The transformation results in new business models that add customer value and/or increase company profitability.

车辆工程汽车离合器的外文文献翻译

经典文档下载后可编辑复制 湖北文理学院 毕业设计(论文)英文翻译 题目有限元热分析的陶瓷离合器 专业车辆工程 班级Xxx 姓名Xxxx 学号2010138xx 指导教师 职称Xxx 副教授 2014年2月25日

Fethermal analysis of a ceramic clutch 1. Introduction Abrasive dry running vehicle clutches are force closure couplings. Torque and speed transmission are ensured by the frictional force generated between two pressed surfaces. Reasons for the application of ceramic as a friction medium include good heat and wear resistance properties, which provide the opportunity to drive higher pressures, and a low density. Thus, an increasing power density is enabled with a parallel minimization of construction space. Measurements with a first prototype of a clutch disk using ceramic facings were performed at Karlsruhe University in a laboratory specialized in passenger car drive system testing. In the course of analysis the finite element (FE) model was to be constructed with the knowledge of measurement data and measurement conditions. Calculations were intended to determine the temperature distribution of the clutch disk and its environment at each moment in time corresponding to measurements. It is essential to be familiar with the temperature range in order to examine the wear characteristics of the system. Thus, important information is derived from measurement data. In critical load cases, the highest expected temperatures must be forecast in space and time in order to protect measuring instruments close to the location of heat generation. The goal of this study is to analyze and modify the clutch system to provide better operating conditions by improving the heat conduction and convection of the system or to increase the amount of the energy converted into frictional heat. Furthermore, it is desired to find better design solutions for more efficient clutch systems. Calculations were performed by the Cosmos Design Star software. During model development, great care had to be taken for proper simplification of geometry, the selection of element sizes, and the correct adjustment of time steps due to the substantial hardware requirements for transient calculations. Changes in thermal parameters such as the surface heat convection coefficient and thermal load had to be taken into consideration on an on-going basis in terms of time and location. The two sides of the analyzed test clutch system can only be managed by two independent models linked by heat partition,

工业工程外文翻译

毕业设计(论文)英文翻译 学生姓名：学号： 所在学院：经济与管理学院 专业：工业工程 设计(论文)题目：好孩子推车事业部总装线生产线优化设计指导教师：

The Methods for Solving the Problem of Balancing an Assembly Line Currently, along with the market changing, some forerunners production mode got an extensive application in the manufacturing industry. How raise a whole efficiency of assembling the production line, reduce a work preface in the ware, and pursue to synchronize production is valued by more and more people. The production of manufacturing industry is most likely after carrying on subdividing to turn of have another a work preface flowing water to turn a continuous homework production line, at this time because of division of homework, the time of each work preface operates can't completely the same in theoretically and physically, this phenomenon that certainly will lead to a work preface homework burden unbalance. In addition to losing, result in the meaningless man-hour also result in a great deal of work preface pile up, sometimes will result in the abeyance of production line. Assembly line balance is a kind of means and method for resolving an above-mentioned problem, it is to make all work carry on equally, carrying on a research to the homework, carrying on a measurement to time, making the Assembly line moving smoothly. The assemble is the last link of production, assembling process mainly with the gearing of parts, tightly solid in lord; secondly allied connect, press to pack and add to note various work to lie quality and quality examination of work preface, sometimes still want to choose to pack according to the customer intention. The whole assemble homework is complicated, belonging to a labor an intensive type engineering. Therefore, the balance of exaltation assembly line has important realistic meaning to exaltation's production efficiency of the car assembly line. The assembly line equilibrium problem is the long-lost type of a type of typical model the combination is excellent to turn a problem, particularly is for random, many the assembly line equilibrium problem of target, solve to the satisfaction seldom more on a certain degree. Mainly is divided into the following 3 aspects to the research of assembly line equilibrium problem currently: Give the rhythm of the assembly line certainly beg minimum work station number, usually in the assembly line of design and install the stage carry on; The minimum work station given to settle assembly line number, make the rhythm of assembly line minimum, to already exist of the production line carry on adjust excellent turn; Get in work station number and rhythm of assembly line excellent turn under certain condition, all sparse assemble the burden of on-line work station, give the staff member a kind of fair feeling. Because the balance of

汽车制动系统(机械、车辆工程毕业论文英文文献及翻译)

Automobile Brake System汽车制动系统 The braking system is the most important system in cars. If the brakes fail, the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic energy (momentum) of the vehicle into thermal energy (heat).When stepping on the brakes, the driver commands a stopping force ten times as powerful as the force that puts the car in motion. The braking system can exert thousands of pounds of pressure on each of the four brakes. Two complete independent braking systems are used on the car. They are the service brake and the parking brake. The service brake acts to slow, stop, or hold the vehicle during normal driving. They are foot-operated by the driver depressing and releasing the brake pedal. The primary purpose of the brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by when a separate parking brake foot pedal or hand lever is set. The brake system is composed of the following basic components: the “master cylinder” which is located under the hood, and is directly connected to the brake pedal, converts driver foot’s mechanical pressure into hydraulic pressure. Steel “brake lines” and flexible “brake hoses” connect the master cylinder to the “slave cylinders” located at each wheel. Brake fluid, specially designed to work in extreme conditions, fills the system. “Shoes” and “pads” are pushed by the slave cylinders to contact the “drums” and “rotors” thus causing drag, which (hopefully) slows the c ar. The typical brake system consists of disk brakes in front and either disk or drum brakes in the rear connected by a system of tubes and hoses that link the brake at each wheel to the master cylinder (Figure). Basically, all car brakes are friction brakes. When the driver applies the brake, the control device forces brake shoes, or pads, against the rotating brake drum or disks at wheel. Friction between the shoes or pads and the drums or disks then slows or stops the wheel so that the car is braked.

道路与桥梁专业外文翻译中英对照

道路与桥梁专业外文翻译 中英对照 Jenny was compiled in January 2021

本科毕业设计（论文） 专业名称：土木工程专业（道路与桥 梁） 年级班级：道桥08-5班学生姓名： 指导教师： 二○一二年五月十八日 专业外文翻译

Geometric Design of Highways The road is one kind of linear construction used for travel. It is made of the roadbed, the road surface, the bridge, the culvert and the tunnel. In addition, it also has the crossing of lines, the protective project and the traffic engineering and the route facility. The roadbed is the base of road surface, road shoulder, side slope, side ditch foundations. It is stone material structure, which is designed according to route's plane position .The roadbed, as the base of travel, must guarantee that it has the enough intensity and the stability that can prevent the water and other natural disaster from corroding. The road surface is the surface of road. It is single or complex structure built with mixture. The road surface require being smooth, having enough intensity, good stability and anti-slippery function. The quality of road surface directly affects the safe, comfort and the traffic. Highway geometry designs to consider Highway Horizontal Alignment, Vertical Alignment two kinds of linear and cross-sectional composition of coordination, but also pay attention to the smooth flow of the line of sight, etc. Determine the road geometry, consider the topography, surface features, rational use of land and environmental protection factors, to make full use of the highway geometric components of reasonable size and the linear combination. Design The alignment of a road is shown on the plane view and is a series of straight lines called tangents connected by circular. In modern practice it is common to interpose transition or spiral curves between tangents and circular curves.

工业工程英文文献及外文翻译

附录 附录1：英文文献 Line Balancing in the Real World Abstract:Line Balancing (LB) is a classic, well-researched Operations Research (OR) optimization problem of significant industrial importance. It is one of those problems where domain expertise does not help very much: whatever the number of years spent solving it, one is each time facing an intractable problem with an astronomic number of possible solutions and no real guidance on how to solve it in the best way, unless one postulates that the old way is the best way .Here we explain an apparent paradox: although many algorithms have been proposed in the past, and despite the problem’s practical importance, just one commercially available LB software currently appears to be available for application in industries such as automotive. We speculate that this may be due to a misalignment between the academic LB problem addressed by OR, and the actual problem faced by the industry. Keyword:Line Balancing, Assembly lines, Optimization

营销-外文翻译

外文翻译 原文 Marketing Material Source：Marketing Management Author：Philip Kotler Marketing Channels To reach a target market, the marketer uses three kinds of marketing channels. Communication channels deliver messages to and receive messages from target buyers. They include newspapers, magazines, radio, television, mail, telephone, billboards, posters, fliers, CDs, audiotapes, and the Internet. Beyond these, communications are conveyed by facial expressions and clothing, the look of retail stores, and many other media. Marketers are increasingly adding dialogue channels (e-mail and toll-free numbers) to counterbalance the more normal monologue channels (such as ads). The marketer uses distribution channels to display or deliver the physical product or service to the buyer or user. There are physical distribution channels and service distribution channels, which include warehouses, transportation vehicles, and various trade channels such as distributors, wholesalers, and retailers. The marketer also uses selling channels to effect transactions with potential buyers. Selling channels include not only the distributors and retailers but also the banks and insurance companies that facilitate transactions. Marketers clearly face a design problem in choosing the best mix of communication, distribution, and selling channels for their offerings. Supply Chain Whereas marketing channels connect the marketer to the target buyers, the supply chain describes a longer channel stretching from raw materials to components to final products that are carried to final buyers. For example, the supply chain for women’s purses starts with hides, tanning operations, cutting operations, manufacturing, and the marketing channels that bring products to customers. This supply chain represents a value delivery system. Each company captures only a certain percentage of the total value generated by the supply chain. When a company acquires competitors or moves upstream or downstream, its aim is

2019年车辆工程专业毕业论文_外文翻译1.doc

Drive force control of a parallel-series hybrid system Abstract Since each component of a hybrid system has its own limit of performance, the vehicle power depends on the weakest component. So it is necessary to design the balance of the components. The vehicle must be controlled to operate within the performance range of all the components. We designed the specifications of each component backward from the required drive force. In this paper we describe a control method for the motor torque to avoid damage to the battery, when the battery is at a low state of charge. Society of Automotive Engineers of Japan, Inc. and Elsevier Science B.V. All rights reserved. 1. Introduction In recent years, vehicles with internal combustion engines have increasingly played an important role as a means of transportation, and are contributing much to the development of society. However, vehicle emissions contribute to air pollution and possibly even global warming, which require effective countermeasures. Various developments are being made to reduce these emissions, but no further large improvements can be expected from merely improving the current engines and transmissions. Thus, great expectations are being placed on the development of electric, hybrid and natural gas-driven vehicles. Judging from currently applicable technologies, and the currently installed infrastructure of gasoline stations, inspection and service facilities, the hybrid vehicle, driven by the combination of gasoline engine and electric motor, is considered to be one of the most realistic solutions. Generally speaking, hybrid systems are classified as series or parallel systems. At Toyota, we have developed the Toyota Hybrid System (hereinafter referred to as the THS) by combining the advantages of both systems. In this sense the THS could be classified as a parallel-series type of system. Since the THS constantly optimizes engine operation, emissions are cleaner and better fuel economy can be achieved. During braking, Kinetic energy is recovered by the motor, thereby reducing fuel consumption and subsequent CO 2 emissions. Emissions and fuel economy are greatly improved by using the THS for the power train system. However, the THS incorporates engine, motor, battery and other components, each of which has its own particular capability. In other words, the driving force must be generated within the limits of each respective component. In particular, since the battery output varies greatly depending on its level of charge, the driving force has to be controlled with this in mind. This report clarifies the performance required of the respective THS components based on the driving force necessary for a vehicle. The method of controlling the driving force, both when the battery has high and low charge, is also described. 2. Toyota hybrid system (THS) [1,2] As Fig. 1 shows, the THS is made up of a hybrid transmission, engine and battery. 2.1. Hybrid transmission The transmission consists of motor, generator, power split device and reduction gear. The power split device is a planetary gear. Sun gear, ring gear and planetary carrier are directly connected to generator, motor and engine, respectively. The ring gear is also connected to the reduction gear. Thus, engine power is split into the generator and the driving wheels. With this type of mechanism, the