电动四轮清洁车的总体设计-清扫车

喜欢这套资料就充值下载吧。资源目录里展示的都可在线预览哦。下载后都有，请放心下载，文件全都包含在内，有疑问咨询QQ:414951605 或 1304139763 中国地质大学长城学院 本科毕业论文外文资料翻译 系 别： 工程技术系 专 业： 11级机制6班 姓 名： 赵强 学 号： 05211625 2015年 3 月 20 日 外文资料翻译译文 中国Vies将成为世界领先的清洁电动车 《纽约时报》 记者：布拉德什 发布时间： 2009年4月1日 天津通过了一项计划，旨在三年之内把中国变成一个主要生产混合及全电动清洁电动车生产商，并在之后使其成为世界领先的电动清洁电动车和公共清洁电动车生产国。 从中国政府的上级部门提出的目标暗示，底特律的三大巨头，如今已是必须经过苦苦挣扎才能生存下去，并且在未来还将面临比今天更严厉的国际清洁电动车技术领域的激烈竞争。 “中国完全有能力在这一领域成为先导”， 通用清洁电动车公司在中国政府政策执行官David Tulauskas说。 从某种程度上说，中国正在形成责任感。而这种责任感是在美国，日本和其他国家使天然气动力车辆但却不考虑当前先进技术时才开始慢慢形成，中方希望在下一阶段能够有一飞跃。 日本是混合动力清洁电动车市场的领导者，现今运营电力和汽油，清洁电动车行业，如丰田Prius和本田Insight 。美国一直落后于其他车辆。通用清洁电动车的充电式油电混合车雪佛兰Volt将在韩国聚集在密歇根使用充电电池进口LG电子，预定在明年能在市场上销售。 但是，电动车可能无助于清除烟雾昏暗的天空或限制迅速增加全球变暖的气体的排放量。我国获得四分之三的电力来自煤炭，与其他燃料相比它将排放出更多的煤烟和更多的温室气体。 中国的目的是除了要创造一个领先世界的制造和出口工业大国外，还要降低城市污染和减少中国对于中东和美国海军控制的海外旅游在石油上的依赖。 去年秋天，麦肯锡公司报告估计表明，取代汽油动力清洁电动车的相似尺寸电动清洁电动车在中国能够减少的温室气体排放量中只占百分之十九。然而，通过改变位于城市郊区的清洁电动车排气管电厂烟雾排放源将大大减少城市污染。 除了制造业，补贴高达八点八○○美元正在向出租车船队和地方政府机构的13个中国城市购买的的每个混合或全电动车。国家电网已下令在北京、上海和天津设立电动清洁电动车充电站。 用于电动清洁电动车设计研究的政府补助迅速增加。中间机构正在计划为选择能源型清洁电动车的客户提供税务贷款。 我国政府官员和中国清洁电动车高管表示提高其年生产能力，从去年的2100辆到2011年底为50万辆混合或全电动清洁电动车和公共清洁电动车。相比之下， CSM全球咨询公司，它的清洁电动车制造商预测，日本和韩国将共同生产1.1百万得混合或全电动轻型车辆，到那时北美将是26.7万。 美国能量部启动25亿美元计划发展电子驱动清洁电动车和提高电池技术，并将收到2亿美元用于发展国会制定的经济激励计划之一的电池。 温家宝总理强调，重要的是两年前，他不可能选择成为电动车科学和技术部长：万钢，出生于，是奥迪清洁电动车在德国的工程师，后来成为中国电动清洁电动车研究小组的首席科学家。万先生是至少30年来第一位不是共产党员的部长。 温总理对电动车产业有着很独特的联系。他出生和长大在北京东南方向70英里的天津，天津长期是我国电池行业发展的核心。 温家宝成为总理六年以来，天津蓬勃发展。现在已经有我国第一子弹头列车的服务（北京） ，一个新的空中客车工厂和一个设施齐备的新机场。天津还收到了为企业激增的研究补贴，，如天津清源电动清洁电动车公司。 在中国电动清洁电动车有若干实际优点。长途驾驶是罕见的，由于受到交通堵塞的限制，通勤比较短、经常在低速行驶。这样，全电动清洁电动车-最新车型在华的最高速度每小时60英里和120英里范围内的费用-已经不再是一个问题了。 第一次购车者占中国市场的五分之四，而这些买家尚未习惯于汽油动力清洁电动车的更大的动力和应用范围。 但电动车行业也面临着一些障碍。大多数城市居民居住在公寓，并不能在车道内安装充电设备，因此，更多的公共充电中心需要设立。 在中国，可充电式锂离子电池也是有声誉的。假冒锂离子电池在手机偶尔会发生爆炸，造成人员伤亡。索尼公司不得不在一些过热和起火或爆炸事件后，在2006年和2008年呼吁真正的锂离子电池应用在笔记本电脑里。 这些安全问题通过锂离子电池钴都得到了缓解，但是，并不是更多的化学性质稳定的锂离子电池磷酸适应目前的清洁电动车使用。 最艰难的挑战是，所有的锂离子电池无论是否与钴或磷酸盐混合，它的价格都非常昂贵。这将是中国消费者的一个障碍，特别是的与去年夏天的汽油价格保持相对较低的高点相比。 解决我国所面临的挑战是用相同的方法，帮助其加快工业化和放在奥运会的筹备上：巨大的能量，金钱和人民。 比亚迪清洁电动车有5000工程师和同等数量的电池工程师，其中大多数是生活在其总部深圳的一组15个黄色的公寓楼房里，每一个有18层高。年轻工程师收入包括福利月收入不低于600美元。 该公司的总经理吴之锌说，今年秋天，天津清远销售它的完全由电池供电、车身来自轿车的赛中型轿车，通常售价为十四点六○○美元时配备了汽油发动机。但是，引擎和油箱将替换为$ 14,000电池和电动马达。 这意味着零售价将增加近一倍，即近3万美元。即使政府将最高资助8,800美元奖励给买家，这也是一个沉重的包袱。 吴先生说，大规模生产可降低电池和电动马达成本的30或百分之四十，但仍然让电动车价格比高于汽油动力的。 但吴先生有足够的资金投入并进行改进。他在接受采访时，打断了他的公司总部在星期四采取了电话约会，他礼貌地拒绝要约的来电，并挂断了电话。 他解释说：“一个国家控制的银行总经理打电话来询问他是否需要贷款” 。 China Vies to Be World’s Leader in Electric Cars By KEITH BRADSHER Published: April 1, 2009 TIANJIN, China — Chinese leaders have adopted a plan aimed at turning the country into one of the leading producers of hybrid and all-electric vehicles within three years, and making it the world leader in electric cars and buses after that.Skip to next paragraph Chinese leaders have adopted a plan aimed at turning the country into one of the leading producers of hybrid and all-electric vehicles within three years. At the Tianjin-Qingyuan Electric Vehicle Company, a worker assembles a block of battery packs The goal, which radiates from the very top of the Chinese government, suggests that Detroit’s Big Three, already struggling to stay alive, will face even stiffer foreign competition on the next field of automotive technology than they do today. “China is well positioned to lead in this,” said David Tulauskas, director of China government policy at General Motors. To some extent, China is making a virtue of a liability. It is behind the United States, Japan and other countries when it comes to making gas-powered vehicles, but by skipping the current technology, China hopes to get a jump on the next. Japan is the market leader in hybrids today, which run on both electricity and gasoline, with cars like the Toyota Prius and Honda Insight. The United States has been a laggard in alternative vehicles. G.M.’s plug-in hybrid Chevrolet Volt is scheduled to go on sale next year, and will be assembled in Michigan using rechargeable batteries imported from LG in South Korea. China’s intention, in addition to creating a world-leading industry that will produce jobs and exports, is to reduce urban pollution and decrease its dependence on oil, which comes from the Mideast and travels over sea routes controlled by the United States Navy. But electric vehicles may do little to clear the country’s smog-darkened sky or curb its rapidly rising emissions of global warming gases. China gets three-fourths of its electricity from coal, which produces more soot and more greenhouse gases than other fuels. A report by McKinsey & Company last autumn estimated that replacing a gasoline-powered car with a similar-size electric car in China would reduce greenhouse emissions by only 19 percent. It would reduce urban pollution, however, by shifting the source of smog from car exhaust pipes to power plants, which are often located outside cities. Beyond manufacturing, subsidies of up to $8,800 are being offered to taxi fleets and local government agencies in 13 Chinese cities for each hybrid or all-electric vehicle they purchase. The state electricity grid has been ordered to set up electric car charging stations in Beijing, Shanghai and Tianjin. Government research subsidies for electric car designs are increasing rapidly. And an interagency panel is planning tax credits for consumers who buy alternative energy vehicles. China wants to raise its annual production capacity to 500,000 hybrid or all-electric cars and buses by the end of 2011, from 2,100 last year, government officials and Chinese auto executives said. By comparison, CSM Worldwide, a consulting firm that does forecasts for automakers, predicts that Japan and South Korea together will be producing 1.1 million hybrid or all-electric light vehicles by then and North America will be making 267,000. The United States Department of Energy has its own $25 billion program to develop electric-powered cars and improve battery technology, and will receive another $2 billion for battery development as part of the economic stimulus program enacted by Congress. Premier Wen Jiabao highlighted the importance of electric cars two years ago with his unlikely choice to become minister of science and technology: Wan Gang, a Shanghai-born former Audi auto engineer in Germany who later became the chief scientist for the Chinese government’s research panel on electric vehicles. Mr. Wan is the first minister in at least three decades who is not a member of the Communist Party. And Premier Wen has his own connection to the electric car industry. He was born and grew up here in Tianjin, the longtime capital of China’s battery industry, 70 miles southeast of Beijing. Tianjin has thrived in the six years since Mr. Wen became premier. It now has China’s first bullet train service (to Beijing), a new Airbus factory and an immaculate new airport. Tianjin has also received a surge of research subsidies for enterprises like the Tianjin-Qingyuan Electric Vehicle Company. Electric cars have several practical advantages in China. Intercity driving is rare. Commutes are fairly short and frequently at low speeds because of traffic jams. So the limitations of all-electric cars — the latest models in China have a top speed of 60 miles an hour and a range of 120 miles between charges — are less of a problem. First-time car buyers also make up four-fifths of the Chinese market, and these buyers have not yet grown accustomed to the greater power and range of gasoline-powered cars. But the electric car industry faces several obstacles here too. Most urban Chinese live in apartments, and cannot install recharging devices in driveways, so more public charging centers need to be set up. Rechargeable lithium-ion batteries also have a poor reputation in China. Counterfeit lithium-ion batteries in cellphones occasionally explode, causing injuries. And Sony had to recall genuine lithium-ion batteries in laptops in 2006 and 2008 after some overheated and caught fire or exploded. These safety problems have been associated with lithium-ion cobalt batteries, however, not the more chemically stable lithium-ion phosphate batteries now being adapted to automotive use. The tougher challenge is that all lithium-ion batteries are expensive, whether made with cobalt or phosphate. That will be a hurdle for thrifty Chinese consumers, especially if gas prices stay relatively low compared to their highs last summer. China is tackling the challenges with the same tools that helped it speed industrialization and put on the Olympics: immense amounts of energy, money and people. BYD has 5,000 auto engineers and an equal number of battery engineers, most of them living at its headquarters in Shenzhen in a cluster of 15 yellow apartment buildings, each 18 stories high. Young engineers earn less than $600 a month, including benefits. When Tianjin-Qingyuan puts its entirely battery-powered Saibao midsize sedan on sale this autumn, the body will come from a sedan that normally sells for $14,600 when equipped with a gasoline engine. But the engine and gas tank will be replaced with a $14,000 battery pack and electric motor, said Wu Zhixin, the company’s general manager. That means the retail price will nearly double, to almost $30,000. Even if the government awards the maximum subsidy of $8,800 to buyers, that is a hefty premium. Large-scale production could drive down the cost of the battery pack and electric motor by 30 or 40 percent, still leaving electric cars more expensive than gasoline-powered ones, Mr. Wu said. But Mr. Wu has plenty of money to pursue improvements. He interrupted an interview at his company’s headquarters on Thursday to take a call on his cellphone, politely declined an offer from the caller, and hung up. The general manager of a state-controlled bank had called to ask if he needed a loan, he explained of a new round of development at a higher level.