格式要求4_外文文献翻译封面及内容要求

毕业设计（论文）外文文献翻译

院系：商学系

年级专业：08国际商务

姓名：石华聪

学号：0801022145

附件：The Development of Transportation and

Logistics in Asia: An Overview

The Development of Transportation and Logistics in Asia: An Overview

Abstract

Asia's trade has soared over the past two decades. An integrated and global direct distribution business model has already been developed to ship products directly from Asia to Western and other markets along the global supply chain. In spite of their rich resources, Asian countries have not been able to utilize their vast potential due to the lack of regional connectivity and to the existence of "choke points" in Asian supply chains. An Asia-wide transport and logistics network is essential for Asian countries to get their goods to markets more effectively, but its overall progress has so far been limited. An innovative approach is needed to address the physical infrastructure as well as the nonphysical, soft infrastructure issues. This article concludes with solutions identified by Asia-Pacific Economic Cooperation (APEC).The focus of this article is on selected areas within.

Overview

With the fast pace of globalization since the 1980s, particularly the outsourcing of manufacturing and services from developed Western countries to low-cost Asian developing countries, Asian economies

have been growing rapidly and have become the world factory of finished goods. Asia's trade has soared over the past two decades, with the People's Republic of China (PRC) in particular recording explosive growth. The PRC' s exports grew at an average of more than 18 percent per year between 1990 and 2007, while the other eight emerging economies among Asia's top-10 exporters recorded export growth of more than 10 percent a year (Brooks and Stone 2010). A business model that is integrated and global, uses direct distribution, and emphasizes shipping high-value products from Asian factories directly to worldwide markets has been developed by multinational firms. This integrated model replaces the traditional multiechelon, pushbased intemational distribution model; it also helps to reduce redundant inventories along the global supply chain and speeds up time to market (Su 2007). Due to all these changes, Asia now accounts for about

one-fourth of world trade and world gross domestic product (GDP), respectively (World Bank 2006).

With about 4.1 billion people in 2009 (PRB 2009), Asia is the most populous region in the world, accounting for 60 percent of population and representing enormous market opportunities for multinational firms. There are around 20 cross-regional free trade agreements (FTAs) at different stages of implementation there. The consolidation of FTAs improves economic welfare compared to the current bilateralism. A

broad Pan-Asian agreement (covering goods, services, and trade costs) involving East Asian and South Asian economies is estimated to offer significant improvement to the general welfare through gains to global income of around $261 billion (Fran?ois, Rana, and Wignaraja 2009). All East and Asian and South Asian members of such an agreement would benefit from closer subregional cooperation. For trade-related infrastructvire, the dominant mode for freight transport between East Asia and South Asia remains ocean transport. This situation is expected to continue in the foreseeable future. The effectiveness of ocean transport and other trade-related infrastructure to respond to growing East Asia-South Asia trade depends on regional ability to maintain high-quality and efficient logistics services at a competitive cost. The need for sea transport has been amplified, especially for time-sensitive goods, due to improvements in technology for containerization and air freight. Air cargo volume has grown rapidly and air cargo involving Asian countries, particularly within Asia, has much higher growth than in the world as a whole. Effective logistics service and intermodal shipping have enabled Asia to trade with more markets, more quickly, and often at lower cost (Brooks and Hummels 2009). However, in spite of their rich opportunities, Asian countries have yet to overcome challenges associated with fulfilling their potential. The availability of infrastructiure and of other trade facilitation services has fallen behind

the pace of Asia's economic growth. The underdevelopment of transport and logistics infrastructure and lack of logistics infrastructure connectivity among Asian countries have been major barriers to further trade and economic development there (Armstrong, Drysdale, and Kalirajan 2008; Bhattacharyay and De 2009;Brooks and Stone 2010). The Emerging Features of Trade in Asia

Trade volume within Asia has been rising rapidly since the early 1980s. In 2006 Asia contributed one-fourth of world trade in goods, second in production after Europe (see table 1). As shown in table 2, about 50 percent of Asia's exported goods are moved within the region, which was lower than percentage of intraregion trade in Europe and North America, most likely due to lack of well-established FTAs in Asia. In parallel to grov?ng intraregional trade, Asia's interregional trade has also grown over time. North America (21.6 percent) and Europe (18.4 percent) have become the two largest non-Asian destinations of Asia's exports (see table 2). The growth of trade on the part of the PRC trade is particularly notable. With a world share of about 9 percent in 2009 (Batson 2010), the PRC is driving Asia's exports intraregionally and interregionally. India's rise in the late 1990s has further fueled Asia's trade.

Serving the growing international demand for goods and services after World War II, Asian economies have transformed from industrial

production that is labor intensive to production that is capital intensive and technology driven. The changes have been reflected in the product shares of exports. For example, integrated circuits account for the highest share (78.33 percent) in intra-Asia manufacturing exports, whereas the personal and household goods account for the lowest share (20.42 percent).

Intra-Asia exports of agricultural and mining products are even lower compared to their exports to the world (Bhattacharyay and De 2009). The nature of Asia's trade is changing and becoming more efficient due to its recent rapid growth. Higher-value, often lighter goods and trade

services have gradually replaced bulky commodities, resulting in declining weight-to-value ratios. In particular, the information and communication technology (ICT) revolution has generated increased trade in ICT products and outsourced services, and the application of information technology in many public and private supply chain collaborations, as well as greater migration of highly skilled professionals within and across the regions(Hummels 2009). This change has had a major impact on the distance and destination of trade flows, the locations and fragmentation of production processes, the choice of transport mode, logistics facilities decisions, the harmonization and standardization of customs classifications and inspections, and the demand for supporting infrastruct\ire. Pan-Asian connectivity and other facilitation efforts would, therefore, play important roles in sustaining Asia's trade growth. The connecti\dty for goods flowing within Asia or between Asia and other regions must be gradually enhanced to ensure reliable, better, and faster movement of cargo.

Asia Transport and Logistics Development

Recent studies have shown that globalization has resulted in increased international exchanges of products and services, and the identification and establishment of Asia-wide cross-border transportation network connectivity should now be a major goal (see Brooks 2008a, 2008b;

Hummels 2009). Another set of studies in Asia show that countries with geographical proximity could benefit substantially from more trade, provided infrastructure and trade costs are improved (see Brooks 2008b; De 2008a, 2008b; Brooks and Hummels 2009). These studies aU call for effective and integrated transport and logistics networks for enhancing movement of goods and services; Asia has been notorious for fragmented production and economic networks across borders. The ongoing global financial problems make it even more critical for Asian countries to integrate transport and logistics networks to facilitate the growth of regional demands.

Asia now faces a new world economy that is very different from the one that prevailed before the 1990s. In toda/s world, falling communication and transport costs—coupled with technological development—have reshaped the comparative advantages of economies (Krugman 1991,1993). However, the current leading position of Asian trade may be replaced if a true Pan-Asian connectivity of its logistics infrastructures is still missing. What Asia needs now is to reestablish a modern "Silk Road." The ancient trade route that stretched from Asia to Europe was, untu the 13th century, among the world's most important cross-border arteries. As trade is once again growing between Asia and the rest of the world, a modern Silk Road must be built for sustainable economic development in Asia

(Bhattacharyay and De 2009). Efforts to develop an Asia-wide transport network have been attempted since the 1960s. However, little progress was achieved until the 1980s (UNESCAP 2006). During the 1980s and early 1990s, significant political and economic changes in this region ultimately facilitated the trade and mobility of factors of production in Asia. Subsequently, during the 1990s, an increase in the demand for physical connectivity to support an export-oriented growth strategy and to support a fragmented production network contributed to successful implementation of some transport corridors in the Greater Mekong Subregion and elsewhere in Asia. This infrastructure development suggests the important role of physical connectivity in regional cooperation. Nevertheless, the progress toward full regional connectivity in Asia still lags far behind need(Bhattacharyay and De 2009). Many political, economic, technical, and social factors have contributed to the slow progress of a transport network throughout Asia. Technical factors that hinder Asian transport integration include lack

of effective overland official trade outlets and associated facilities (e.g., India-Bangladesh and PRC-Lao People's Democratic Republic), lack of integrated railway networks (e.g., Myanmar-India and PRC-Vietnam), lack of transit trade (in the whole of Asia with some exceptions), lack

of trade facilitation mechanisms (soft infrastructure), and lack of policy measures (especially in the interior part of Asia) (Bhattacharyay and

De 2009).

In 1992, the United Nations Economic and Social Commission for Asia and the Pacific (UNESCAP) initiated the Asian Land Transport Infrastructure Development (ALTID) project, which aims to expand transport and communication linkages within the region and with other regions. The ALTID project consists of the Trans-Asian Railway (TAR), the Asian Highway (AH), and the facilitation of land transport. In the initial stages of implementation, the ALTID focused on formulating the TAR and AH networks and establishing related standards and requirements. The TAR and AH could become the major building blocks for developing an international, integrated, and intermodal transport system in Asia and beyond (Bhattacharyay and De 2009). The appendix provides an example of how the private sector has taken action to upgrade surface transportation in this region. Increasing port efficiency has reduced the average time that shipments spend in ports and at sea, leading to more frequent shipping and timely delivery. Furthermore, trade routes with high densities enable an effective use of hub-and-spoke design, in which small container vessels feed shipments into a hub, where containers are consolidated into larger and faster container ships for longer hauls. A recent study found that given transport costs accounting for about a 20 percent ad valorem tax equivalent on import prices in East Asia, an increase in port

capacity by 10 percent leads to a decrease in across-the-board tariffs by 0.3 to 0.5 percent (Abe and Wilson 2009). In addition, John Wilson, Catherine Mann, and Tsunehiro Otsuki (2003) find that trade among the Asia-Pacific Economic Cooperation (APEC) forum members could expand by US$254 billion, or 21 percent, if each APEC member that is below average in regulatory and customs barriers, port efficiency, and electronic business usage enhanced its capacity just halfway to the APEC average (Brooks and Stone 2010). Air cargo in Asia has benefited substantially from growth in trade. As mentioned earlier, the weight-to-value ratios of trade have been declining in the past decades (Hummels 2009). This shows that exports in Asia are shifting from bulk shipments toward lighter and higher-value goods, implying an increasing demand for air shipping. Air cargo involving Asia has been leading the growth of world air cargo in the past two decades (ibid.). The international air cargoes of Europe-Asia, North America-Asia, and intra-Asia grew faster than the world average by 1.6 percentage points, 3.4 percentage points, and 6.9 percentage points, respectively (Hummels 2006). The trend in air cargo is consistent with that in trade growth. Several factors have affected the air cargo growth trend involving Asia in the past two decades. For the market between North America and Asia, four elements—economic activity, currency exchange rate, infrastructure improvement, and liberalization of air

transport agreements—determine the air cargo volume between these two regions (Boeing 2010).

For the intra-Asia air cargo market, the global production chain in Asia is getting mature and provides a sustainable source of growth. Because most countries in Asia are separated by ocean, air cargo is essential to regional development. Unlike U.S. carriers, which prefer narrow-body aircraft, Asian carriers prefer wide-body passenger aircraft. Wide-body passenger aircraft provides huge capacity, equivalent to 50 weekly medium wide-body freighters in the top-10 pairings of Asian countries that conduct cargo traffic (Boeing 2010), offering sufficient capacity to support air cargo growth. The emerging role of the greater China region has challenged Japan's role within Asia. In the top-10 country pairs (see table 3), the greater China region—including the PRC, Hong Kong, and Taiwan—is involved in 7 out of 10 pairs, whereas Japan is in only 5. It is expected that the regional integration among Greater China and the Association of Southeast Asian Nations (ASEAN) will continue boosting the air cargo growth within this region. The importance of a high-quality logistics infrastructure varies by commodity, depending on three factors (Arnold 2009). First, there are the importers' scheduling requirements. Timeliness is particularly important to just-in-time supply chains in sectors such as fashion clothing or high-tech products, and to retailers with coordinated

national sales programs.

The second factor is the shelf life of the commodity, reflecting volatility of demand or physical deterioration. Third is the value of the commodity per shipment unit, for example, twenty-foot equivalent unit (TEU) or per metric ton. The needs of logistics and supply chain services related to highervalue- added products are growing at a fast pace. Giyen its diversity, Asian trade, particularly Asia trade supply chains, is affected by each of these factors. Soft infrastructure may contribute more than physical infrastructure does to increased trade and its profitability. Bureaucracy, inefficient institutional structures, and policy may result in reduced margins from international trade. Erom 2006 to 2007, most developing Asian countries were actively implementing reforms of their trade policies. Erom 2007 to 2008, Thailand and the Philippines were prominent reformers; during 2008 and 2009 Vietnam and the PRC were. In 2010, 71 percent of East Asian economies reported at least one significant trade facilitation reform (Brooks and Stone 2010). On average, manufacturers in Asia require 11 days to export to their Organisation for Economic

Co-operation and Development (OECD) counterparts, which is significantly shorter than the approximately 23 days required to export to non-OECD coimtries (table 4) (Brooks and Stone 2010). Logistics services, which connect supply chains across the region and determine the location of foreign direct investment within the region, are a vital component of Asia's global competitiveness. Improved efficiency in infrastructure service facilitates trade and leads to huge cost savings, equivalent to relocating production thousands of kilometers closer to trading partners. Economies such as those of the PRC, Hong Kong, Taiwan, Korea, Singapore, Malaysia, and Thailand have currently built well-developed logistics systems to facilitate international trade. The comparison of logistics performance internationally shows that East Asia performs relatively well compared to other developing regions, such as South Asia, but still lags well behind developed countries (Arvis et al. 2007; Brooks and Stone 2010).

Opening up Asia's trade potential is very challenging. Costs for having

interrupted road or railway connectivity across the region or for lack of facilitation of border trade can offset gains achieved from trade preferences as proposed under several FTAs and other arrangements. Therefore, the need for an environment to better enable trade that offers lower trade costs has gained momentum in Asia. However, a favorable regional climate to establish a modern-day Silk Road is lacking. Hence, the agenda of Asian regional cooperation has to go beyond "policy" barriers by including "nonpolicy" barriers. For example, in order to facilitate seamless connectivity in Asia and accelerate the movement of goods and services in Asia and beyond, Asian countries have to integrate the different subregional transport corridors and modes (roads, rails, maritime, and air shipping). Moreover, they have to remove institutional bottlenecks and barriers that are raising costs and lowering regional competitiveness (Bhattacharyay and De 2009).

Future Development

Asia has presented itself in the past three decades as a region of

fast-growing economies, particularly among those with emerging markets. However, weak regional connectivity has become one of the major barriers constraining the full potential of regional economic integration and growth. A true regional collaboration among Asian countries is very important for establishing Asia-wide economic integration and supply chain connectivity.

In order to build a highly integrated Asia, an innovative and comprehensive approach is needed to address the physical infrastructure issues and nonphysical soft infrastructure issues. Whereas the former includes the airports, seaports, dry ports, roads, rail, inland waterways, maritime transport, and information and communication networks, the latter covers cross-border transit facilitation measures, customs clearance, and other facilitating policies and regulations. Addressing the issues above requires collaborative efforts among Asian countries, bilateral donor agencies, multilateral development banks, UN agencies, intergovernmental organizations, professional associations, and the private sector. Above aU, highlevel commitments and policy direction are crucial for the successful integration of logistics infrastructxires in the Asian region (Bhattacharyay and De 2009).

Potentially what can be done and the positive outcomes that result from a well-connected region are many and far reaching. In broader terms, the efficiency gains in an interconnected network for transport (and trade) would lead to more than just easier movement of goods; overall, it would result in higher growth and greater prosperity. In fact, a 1 percentage point increase in the ratio of trade to GDP would lead to a 2 to 3 percent increase in income per capita, while a 10 percent efficiency gain in supply chain connectivity would lift APEC's real

GDP by US$21 billion per year and generate thousands of jobs (Centre for International Economics 2009).

APEC has consistently made progress in reducing barriers to trade that are "at-the-border" (e.g., tariffs) and "behind-the-border" (e.g., regulatory impediments). In 2009, in order to address the remaining frontier—namely "across-the-border" barriers—APEC launched a supply chain framework to specify what needs to be done to create an integrated supply chain and an interconnected region. The goal is clear: to achieve multimodal connectivity by air, land, and sea; and to facilitate a seamless flow of goods, services, and people throughout the Asia-Pacific (APEC 2010).

In collaboration with business, academia, and government sectors, APEC has identified eight critical choke points in Asian supply chains and is focusing on relieving them (APEC 2009). Broadly, they relate to regulatory impediments, customs inefficiencies, and inadequate transport networks and infrastructure. Tackling these bottlenecks requires a coordinated and concerted effort by all APEC members and their alliances. Members of APEC are developing concrete action plans which have already been disclosed in May 2010, and full implementation wiU start in 2011 (APEC 2010).

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XXX学院 毕业设计(论文)外文资料翻译 学院：计算机与软件工程学院 专业：计算机科学技术(软件工程方向) 姓名： 学号： 外文出处：GoyKakus.THE RESEARCH OFCUSTOMER RELATIONSHIP MANAGEMENT STRATEGY [J]. International Journal of Management Research & Review, 2017, 1(9): 624-635. 附件： 1.外文资料翻译译文；2.外文原文。 注：请将该封面与附件装订成册。

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工商管理专业外文文献翻译

Project Budget Monitor and Control Author：Yin Guo-li Nationality：American Derivation：Management Science and Engineering.Montreal: Mar 20, 2010 . With the marketing competitiveness growing, it is more and more critical in budget control of each project. This paper discusses that in the construction phase, how can a project manager be successful in budget control. There are many methods discussed in this paper, it reveals that to be successful, the project manager must concern all this methods. 1. INTRODUCTION The survey shows that most projects encounter cost over-runs (Williams Ackermann, Eden, 2002,pl92). According to Wright (1997)'s research, a good rule of thumb is to add a minimum of 50% to the first estimate of the budget (Gardiner and Stewart, 1998, p251). It indicates that project is very complex and full of challenge. Many unexpected issues will lead the project cost over-runs. Therefore, many technologies and methods are developed for successful monitoring and control to lead the project to success. In this article, we will discuss in the construction phase, how can a project manager to be successful budget control. 2. THE CONCEPT AND THE PURPOSE OF PROJECT CONTROL AND MONITOR Erel and Raz (2000) state that the project control cycle consists of measuring the status of the project, comparing to the plan, analysis of the deviations, and implementing any appropriate corrective actions. When a project reach the construction phase, monitor and control is critical to deliver the project success. Project monitoring exists to establish the need to take corrective action, whilst there is still time to take action. Through monitoring the activities, the project team can analyze the deviations and decide what to do and actually do it. The purpose of monitor and control is to support the implementation of corrective actions, ensure projects stay on target or get project back on target once it has gone off target。

客户关系管理系统外文文献翻译(2017)

XXX 学院 毕业设计(论文)外文资料翻译 学院：计算机与软件工程学院 专业：计算机科学技术(软件工程方向) 姓名： 学号： 外文出处：Goy Kakus.THE RESEARCH OFCUSTOMER RELATIONSHIP MANAGEMENT STRATEGY [J]. International Journal of Management Research & Review, 2017, 1(9): 624-635. 附件： 1.外文资料翻译译文；2.外文原文。 注：请将该封面与附件装订成册。

附件1：外文资料翻译译文 客户关系管理战略研究 Goy Kakus 摘要 客户关系管理解决方案，通过为你提供客户业务数据来帮助你提供客户想要的服务或产品,提供更好的客户服务、交叉销售和更有效的销售,达成交易,保留现有客户并更好地理解你的客户是谁。本文探讨了客户关系管理模型在获得、保持与发展策略方面的优势。然而,我们对其定义和意义还存在一些困惑。本文通过考察关系营销和其他学科方面的相关文献，解释了客户关系管理的概念基础,从而对客户关系管理的知识作出了贡献。 关键词:客户关系管理模型, 客户关系管理的博弈改变者与关键策略 引言 CRM 是客户关系管理的简称。它的特征在于公司与客户的沟通,无论是销售还是服务相关的。客户关系管理这一术语经常用来解释企业客户关系,客户关系管理系统也以同样的方式被用来处理商业联系, 赢得客户,达成合同和赢得销售。 客户关系管理通常被考虑作为一个业务策略，从而使企业能够: *了解客户 *通过更好的客户体验留住客户 *吸引新客户 *赢得新客户和达成合同 *提高盈利 *减少客户管理成本 *通过服务台等工具软件,电子邮件组织者和不同类型的企业应用程序，企业业务经常寻求个性化的在线体验。 设计精良的客户关系管理包括以下特征: 1．客户关系管理是一种以顾客为中心并以客户投入为基础的服务响应，一对一的解决客户的必需品, 买家和卖家服务中心直接在线互动,帮助客户解决他

外文文献翻译封面格式及要求(模版)

毕业论文外文文献翻译 院 年级专业： 2009 级XXXXXXXXXXX 姓 名：学 号：附 件： 备注：（注意：备注页这一整页的内容都不需要打印，看懂了即可）

1.从所引用的与毕业设计（论文）内容相近的外文文献中选择一篇或一部分进行翻译（不少于3000实词）； 2.外文文献翻译的装订分两部分，第一部分为外文文献；第二部分为该外文文献的中文翻译，两部分之间用分页符隔开。也就是说，第一外文文献部分结束后，使用分页符，另起一页开始翻译。 3.格式方面，外文文献的格式，除了字体统一使用Times new roman 之外，其他所有都跟中文论文的格式一样。中文翻译的格式，跟中文论文的格式一样。 （注意：备注页这一整页的内容都不需要打印，看懂了即可,定稿后,请删除本页.） 范文如下：注意,下面内容每一部份均已用分页符分开了,如果用本模板,请将每一模块单独删除,直接套用到每一模板里面,不要将全部内容一次性删除. 【Abstract】This paper has a systematic analysis on outside Marco-environment of herbal tea beverage industry and major competitors of brands inside the herbal tea market. Based on

the theoretic framework, this paper takes WONG LO KAT and JIA DUO BAO herbal tea as an example, and researches the strategy on brand positioning and relevant marketing mix of it. Through analysis on the prevention sense of WONG LO KAT herbal tea, it was positioned the beverage that can prevent excessive internal heat in body, a new category divided from the beverage market. the process of brand positioning of it in Consumers brain was finished. Based on this positioning strategy, WONG LO KAT reasonably organized and arranged its product strategy, price strategy, distribution strategy and promotion strategy, which not only served for and further consolidated the position of preventing excessive internal heat in body, but also elevated the value of brand. The JDB and WONG LO KAT market competition brings us enlightenment. Reference the successful experience from the JDB and lessons from the failure of the WONG LO KAT.，Times New Roman. 【Key Words】Brand positioning; Marketing mix; Positioning Strategy; enlightenment, lessons；ABC （本页为英文文献摘要，关键词两项一起单独一页，字体为：Times New Roman，小四号，1.5倍行距）

财务管理外文文献翻译

理工学院毕业设计(论文)外文资料翻译 专业：财务管理 姓名： xxxx 学号： xxxx 外文出处： The University Journal of (用外文写) Business Vol. 3, No. 4 附件： 1.外文资料翻译译文；2.外文原文。

附件1：外文资料翻译译文 财务报表分析 A.财务比率 我们需要使用财务比率来分析财务报表，比较财务报表的分析方法不能真正有效的得出想要的结果，除非采取的是研究在报表中项目与项目之间关系的形式。例如，只是知道史密斯公司在一个特定的日期中拥有10000美元的现金余额，对我们是没有多大价值的。但是，假如我们知道，这种余额在这种平衡中有4%的流动负债，而一年前的现金余额有25%的流动负债。由于银行家对公司通常要求现金余额保持在银行信用度的20%，不管使用或不使用，如果公司的财务状况出现问题，我们可以立即发现。 我们可以对比比较财务报表中的项目，作出如下结论： 1. 项目之间的资产负债表比较： a）在资产负债表中的一个日期之间的比较，例如项目，现金与流动负债相比； b）同一项目在资产负债表中一个日期与另一个日期之间的比较，例如，现在的现金与一年前比较； c）比较两个项目之间在资产负债表中一个日期和一个相似比率在资产负债表中的另一个日期的比率，例如，现在现金流动负债的比率与另一个项目一年前的相似比率和已经标记的现金状况趋势的比较。 2．项目报表中收入和支出的比较： a）一定时期中的报表项目的比较； b）同一项目在报表中现阶段与上个阶段的比较； c）报表中项目之间的比率与去年相似比率的比较； 3．资产负债表中的项目与报表中收入和支出项目的比较： a）在这些报表项目之间的一个给定的时间内，例如，今年净利润可能以百分比计算今年净值； b）两个报表中项目之间的比率在这几年时间的比较，例如，净利润的比率占今年净值的百分比与去年或者前年的相似比率的比较 如果我们采用上述比较或比率，然后依次比较它们，我们的比较分析结果将获得重要意义：

2021年毕业设计论文外文文献翻译要求及封面

杭州电子科技大学 毕业设计（论文）外文文献翻译 毕业设计（论文）题目 液压制动器基本 翻译（1）题目 有用产品 翻译（2）题目 学院机械学院 专业车辆工程 姓名 班级 学号 指引教师

液压制动基本 空气制动系统得到更多关注，但更多车辆上安装液压制动器。理解它们 是如何工作，是安全，具成本效益诊断和修复第一步。 有无想过为什么不能只是其中一种制动？这是由于空气和液压制动器，使一种或某些应用程序其她抱负经营特色。重型组合车辆，空气是明确选取，由于将需要大量液体阿卡迪亚所有分泵。此外，布满液压油与制动分泵和软管将是混乱。但对于轻型和中型卡车直应用，液压制动器提供优势涉及： ?制动感觉- 那就是，踏板越往下压，努力增长;高线压力，容许使用更轻，更紧凑制动组件; ?更少初始费用，由于用更小和更少元件; ?卫生，液压制动器是封闭系统; ?易于定位泄漏，由于液体是可见。液压制动系统有更多排列，比在空气系统中发现，但都基本相似。 液压系统 所有液压制动系统包括流体水库，主缸，液压，液压管路，对制动器进行加压流体软管和一种或各种轮缸（S）对每个车轮产生。分泵扩大流体压力下，迫使制动蹄对鼓内侧。如果使用盘式制动器，卡钳与不可分割气瓶打击转子时施加压力。由于车辆必要可以更迅速，它可以加速到停止，需要大量刹车力。因而，必要减速刹车产生马力发动机作用多次。为了发展须持有对鼓或盘制动器衬片力量，实现受控减速，这是要乘原始力量施加在刹车踏板。 当使用液压系统，机械杠杆是在脚踏板联动。然而，不同分泵或卡尺直径直径，关系到主缸内径，提供了一种额外增长比率。液压系统中，各分泵交付压力，直接影响由活塞地区。例如，如果一种轮缸活塞面积2平方英寸，另一种活塞面积1平方英寸，系统压力为400磅，2平方英寸活塞将针对制动器推一种迫使800

外文译文(格式要求)

外文文献译文格式如下 文献题目上角标 （上角标以脚注形式给出原文的文献来源，文献来源标注请注意按照指导手册中关于参 考文献的要求列出，必须真实可查） 原文作者姓名（英文） 译者姓名包括信息（班级学号姓名 [译]） （译文正文） 一、************(一级标题) （一）***********(二级标题) …… 注意：尽量保持译文完整，整篇翻译（包括摘要、关键词等），如有省略，请译出标题后加（略），中间内容可部分省略，但是结论最好要译出，此外文末有参考文献的译出参考文献字样，后面加（略）。译文正文的格式要求同论文正文的格式，包括字体，行间距，页边距，图表等所有格式，详见指导手册。黑色字体为格式说明项，红色字体为需要的信息。所有文中所出现的序号请按照指导手册要求修改，例如一、（）一……等。外文原文的打印可以直接原文打印，若原文太长，可转换为word打印所译内容，其他省略翻译的列上标题后写略。原文打印可不必再写文献来源，只需在打印的原文第一页上方空白处按序写上“班级学号姓名”等信息。转换为word打印的，需按照指导手册要求调整好打印格式，并在标题后以脚注形式标注原文来源信息（指导手册要求）。在打印的word原文第一页上方空白处写上“班级学号姓名”等信息（此时不需加[译]的字样）。所有打印文件页脚上注意自动生成页码（如译文范文）。定稿时发送的文件名称改成（专业班级学号姓名-外文原文）。若是译文的话则文件名为（专业班级学号姓名-外文译文）。其他文件定稿时也是这个要求。 范文：（见下一页）

韩国**对经济影响的分析① 原作者名可直接用英文 经济学 061*班 2006*****6 张三[译] [摘要] 本文研究的目的*******的影响。在探讨*****影响各行业的产出、就业、收入、增值和进口中应用了投入产出模型。*******************。根据研究的结果，得出结论*********的作用。 [关键词] ***** 投入-产出模型 **效应 **效应 一、引言 在当今经济全球化***************。 ********** 表一 1998年到2000年外国参展商在韩国举办会展的数量 种类2000 会展数量百分数（%） 1999 会展数 量 百分数 (%) 1998 会展数 量 百分数 (%) 至少 50 50–99 100–299 300–499 500–999 1000 或更多总和179 42 51 10 6 4 292 61.3 14.4 17.5 3.4 2.0 1.4 100 146 53 59 12 13 4 287 50.8 18.5 20.5 4.2 4.5 1.4 100 154 47 51 6 8 1 267 57.7 17.6 19.0 2.2 3.0 0.4 100 来源：韩国******组织（2001） 或表一（略） 本研究的目的是为了调查********对经济的影响。 ①Samuel Seongseop Kim，Kaye Chon，Kyu Yoop Chung.Convention industry in South Korea: an economic impact analysis[J].Tourism Management，2003，(24).

外文翻译排版格式参考

毕业设计(论文)外文资料翻译 系别：电子信息系 专业：通信工程 班级：B100309 姓名：张杨 学号： B 外文出处： 附件： 1. 原文； 2. 译文 2014年03月

An Introduction to the ARM 7 Architecture Trevor Martin CEng, MIEE Technical Director This article gives an overview of the ARM 7 architecture and a description of its major features for a developer new to the device. Future articles will examine other aspects of the ARM architecture. Basic Characteristics The principle feature of the ARM 7 microcontroller is that it is a register based load-and-store architecture with a number of operating modes. While the ARM7 is a 32 bit microcontroller, it is also capable of running a 16-bit instruction set, known as "THUMB". This helps it achieve a greater code density and enhanced power saving. While all of the register-to-register data processing instructions are single-cycle, other instructions such as data transfer instructions, are multi-cycle. To increase the performance of these instructions, the ARM 7 has a three-stage pipeline. Due to the inherent simplicity of the design and low gate count, ARM 7 is the industry leader in low-power processing on a watts per MIP basis. Finally, to assist the developer, the ARM core has a built-in JTAG debug port and on-chip "embedded ICE" that allows programs to be downloaded and fully debugged in-system. In order to keep the ARM 7 both simple and cost-effective, the code and data regions are accessed via a single data bus. Thus while the ARM 7 is capable of single-cycle execution of all data processing instructions, data transfer instructions may take several cycles since they will require at least two accesses onto the bus (one for the instruction one for the data). In order to improve performance, a three stage pipeline is used that allows multiple instructions to be processed simultaneously. The pipeline has three stages; FETCH, DECODE and EXECUTE. The hardware of each stage is designed to be independent so up to three instructions can be processed simultaneously. The pipeline is most effective in speeding up sequential code. However a branch instruction will cause the pipeline to be flushed marring its performance. As we shall see later the ARM 7 designers had some clever ideas to solve this problem. Instruction Fig 1 ARM 3- Stage pipeline

工程管理制度专业外文文献翻译(中英文)

工程管理制度专业外文文献翻译(中英文)

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xxxxxx 大学本科毕业设计外文翻译 Project Cost Control: the Way it Works 项目成本控制：它的工作方式 学院（系）： xxxxxxxxxxxx 专业： xxxxxxxx 学生姓名： xxxxx 学号： xxxxxxxxxx 指导教师： xxxxxx 评阅教师： 完成日期： xxxx大学

项目成本控制：它的工作方式 在最近的一次咨询任务中，我们意识到对于整个项目成本控制体系是如何设置和应用的，仍有一些缺乏理解。所以我们决定描述它是如何工作的。理论上，项目成本控制不是很难跟随。 首先，建立一组参考基线。然后，随着工作的深入，监控工作，分析研究结果，预测最终结果并比较参考基准。如果最终的结果不令人满意，那么你要对正在进行的工作进行必要的调整，并在合适的时间间隔重复。如果最终的结果确实不符合基线计划，你可能不得不改变计划。更有可能的是，会 (或已经) 有范围变更来改变参考基线，这意味着每次出现这种情况你必须改变基线计划。 但在实践中，项目成本控制要困难得多，通过项目数量无法控制成本也证明了这一点。正如我们将看到的，它还需要大量的工作，我们不妨从一开始启用它。所以，要跟随项目成本控制在整个项目的生命周期。 同时，我们会利用这一机会来指出几个重要文件的适当的地方。其中包括商业案例，请求（资本）拨款（执行），工作包和工作分解结构，项目章程(或摘要)，项目预算或成本计划、挣值和成本基线。所有这些有助于提高这个组织的有效地控制项目成本的能力。 业务用例和应用程序(执行)的资金 重要的是要注意，当负责的管理者对于项目应如何通过项目生命周期展开有很好的理解时，项目成本控制才是最有效的。这意味着他们在主要阶段的关键决策点之间行使职责。他们还必须识别项目风险管理的重要性，至少可以确定并计划阻止最明显的潜在风险事件。 在项目的概念阶段 ?每个项目始于确定的机会或需要的人。通常是有着重要性和影响力的人，如果项目继续，这个人往往成为项目的赞助。 ?确定潜在项目的适用性，大多数组织呼吁编制“商业案例”和“量级”成本，用来证明项目的价值，以便使其可以与其他所有的项目竞争。这项工作是在项目的概念阶段进行，并且作为组织管理整个项目管理的投资组合的一部分被完成。 ?准备商业案例的工作的成本通常包括企业管理开销，但是它可以作为最终项目的一个会计成本来结转。毫无疑问，因为这将为该组织提供一个税收优惠。问题是，那么你如何占有所有不结转的项目? ?如果业务有足够的价值，将批准继续发展和定义阶段。

外文翻译格式参考报告

毕业设计外文资料翻译 学院：电子工程学院 专业班级：自动化071 学生姓名：陈新鹏学号：030713103 指导教师：马娟丽 外文出处：Multi-focus Image Fusion Algorithms Research Based on Curvelet Transform 附件：1.外文资料翻译译文； 2.外文原文 指导教师评语： 签名： 年月日

基于曲波变换的多聚焦图像融合算法研究 摘要：由于光学透镜聚焦深度的限制，往往很难得到一个包含所有相关聚焦目标的图像。多聚焦图像融合算法可以有效地解决这个问题。基于广泛应用的多聚焦图像融合算法的分析，本文提出一种基于多聚焦图像融合算法的曲波变换。根据曲波变换分解的不同频率区，分别讨论低频系数和高频系数的选择规律。本文中低频系数和高频系数被分别与NGMS（就近梯度最大选择性）和LREMS（局部区域能量最大的选择性）融合。结果表明，提出的多聚焦图像融合算法可以获得和图像聚焦融合算法相同的图像，在客观评价和主观评估方面较其他算法有明显的优势。 关键字：曲波变换；多聚焦图像；融合算法 1.简介 如今，图像融合被广泛应用于军事、遥感、医学和计算机图像等领域。图像融合的主要目的将来自两个或更多相同场景的信息相结合以获得一个包含完整信息的图像。比如，廉价相机的主要问题是我们不能获得不同距离的每个目标以获得一个聚焦所有目标的图像。因此，我们需要一种多聚焦图像融合方法来聚焦和获得更清晰的图像。 经典融合算法包括计算源图像平均像素的灰度值，拉普拉斯金字塔，对比度金字塔，比率金字塔和离散小波变换（DWT）。然而，计算源图像平均像素灰度值的方法导致一些不期望的影响例如对照物减少。小波变换的基本原理是对每个源图像进行分解，然后将所有这些分解单元组合获取合成表示，从中可以通过寻找反变换恢复融合图像。这种方法显然是有效的。但是，小波变化只能通过变换边缘特征反映出来，却不能表达边缘的特点。同时，也因为它采用各向同性所以小波变化无法显示边缘方向。由于小波变换的限制，Donoho 等人提出了曲波变换的概念，它采用边缘作为基本元素，较为成熟并可以适应图像特征。此外，曲波变换具有各向异性和有更好的方向，可以提供更多图像处理的信息。 通过曲波变换的原则我们知道：曲波变化除了具有多尺度小波变换和地方特色外，它还具有方向特征和支持会话的基础特征。曲波变化可以适当代表图像边缘和相同逆变换精度的光滑区。继曲波变化低波段和高波段融合算法系数的研究后，提出一种思想：低-带系数采用NGMS方法和不同的方向高带系数采用LREMS方法。 2.第二代曲波变化 第二代曲波变换和第一代的曲波变换不同的是，没有导入脊波变换的实施过

2020年成本管理外文文献及翻译.doc

成本管理外文文献China＇s Enterprise Cost Management Analysis and Countermeasures Abstract: With the progress and China＇s traditional Cost Management model difficult to adapt to an increasingly competitive market environment. This paper exists in our country a number of Cost Management and finally put forward to address these issues a number of measures to strengthen Cost Management. Keywords:: Cost Management measures In a market economy conditions, as the global economic integration, the development of increasingly fierce market competition, corporate profit margins shrinking. In this case, the level of high and low business costs directly determines the size of an enterprise profitability and competitive strength. Therefore, strengthen enterprise Cost Management business has become an inevitable choice for the survival and development. First, the reality of China＇s Enterprise Cost Management Analysis Cost Management in our country after years of development, has made many achievements, but now faces a new environment, China＇s Cost Management has also exposed some new problems, mainly in the following aspects: (A) Cost Management concept behind the Chinese enterprises lag behind the concept of Cost Management in pervasive phenomenon, mainly in Cost Management of the scope, purpose and means from time to biased. Many enterprises will continue to limit the scope of Cost Management within the enterprise or even only the production process at the expense of other related companies and related fields cost behavior management. We supply side, for example. The supply side of the price of the product cost of doing business, one of the most important motives. As the supply side of the price of the product and its cost plus profit, so the supply side of price in the form of its own costs to the enterprise. However, some enterprises to the supply side too much rock bottom price, as their source of high profits, without considering each other＇s interests, resulting in supply-side to conceal their true costs, price increase in disguise. This increase in procurement costs, thereby increasing commodity costs, making goods less competitive. The purpose of Cost Management from the point of view, many enterprises confined to lower costs, but less from the perspective of cost-effectiveness of the effectiveness of the means of cost reduction mainly rely on savings, can not be cost-effective. In traditional Cost Management, Cost Management purposes has been reduced to cut costs, saving has become the basic means to reduce costs. From the perspective of Cost Management to analyze the Cost Management of this goal, not difficult to find cost-reduction is conditional and limits, and in some cases, control of costs, could lead to product quality and enterprise efficiency decline. In addition, the vast majority of enterprises in the overall concept of lack of Cost Management. Most companies have a common phenomenon, that is, to rely on finance staff to manage costs. In the implementation of Cost Management process, some companies focus only on cost accounting; some business leaders only concerned about the financial and cost statements, using the number of statements to management costs. Although such an approach to reduce the cost to a certain role, but the final analysis, cost accounting, or ex post facto control, failed to do in advance of cost control and occurrence of process control, can not be replaced costing Cost Management. (B) Cost Management obsolete First of all, from a Cost Management in general and ways of looking at, not really formed, the