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1、毕业设计论文文献翻译封面 重 庆 理 工 大 学文 献 翻 译二级学院 车辆工程学院 班 级 110040501 学生姓名 黄洪 学 号 11004050109 中资 提高燃油经济性的新轻型车辆的安全 Wenzel, Tom & Ross, Marc 关键词：车辆安全的燃油经济性摘要：一个提高燃油经济性标准轻型汽车的障碍是长期存在的论点，即降低了整车质量，提高 燃油经济性将本身使车辆更不安全。本技术总结并探讨了被引用以支持这一论点的研究，提出了挑战它的更近期的研究。我们总结该研究得出更轻的车辆本身就比重型车辆具有较少的安全性是一个缺陷，而车辆设计的其他方面比车辆在道路上的安全记录更为重要。本文

2、在车辆安全性和燃油经济性方面制备了专题研讨会，由威廉和弗洛拉休利特基金会组织，以讨论同时提高了车辆的安全性和燃油经济性的设计为主题，该研讨会2022年10月3日在华盛顿举行。引言 本技术文件的内容是提高已重新设计，以满足温室气体减排和石油的储蓄目标的新轻型车燃油经济安全的影响。我们不认为改变驾驶习惯，如改变车速限制是减少通过改变车辆和车辆的物理特性来实现。（我们定义的燃油经济性利用本实验室检测英里每加仑）。我们的分析是同时基于过去的车辆和那些为推断两个通信风险进行的新设计。对于新设计，在制造过程中的将需要大量投资和相当长的一段时间。但是，从长远来看增加每辆车制造成本可能是很少或者是中等的。 整

3、车质量为燃油经济性的主要因素。在20世纪80年代末70年代初，在车辆设计中最重要的变化是基本上消除了来自新车队最重的汽车。图1示出的新的车辆，都超过4000磅馏分从销售的46下降到1975（40的汽车，6，轻型卡车）的91980（3的汽车，6，轻型卡车）。 图1。新的轻型汽车销量由去年，类型和重量的EPA （分布路边重加300磅;来源： Heavenrich2022 ） 这些重型车辆依然是新车队的一小部分，直到1980年代末期，当较重的轻型卡车，许多用 于替代汽车的销售，开始增加。到2022年轻型卡车超过4000磅（32）的比例已接近重型汽车销售在1975年的水平（40）。 如果一典型的现代汽

4、车的质量分别降低10时，燃料经济性将增加3至8（An 等，2022）。低效益将无补偿降低发动机排量时大致减少表征量。高效益将车辆的特征具有相同的“性能”，即具有较小的发动机，以减小重量相匹配（尽管在发动机具有较高的转速下保持相同的驱动能力）。 有几种方法来减少车辆的质量：a ）设计最佳的组件和局部结构，以减少质量。对于给定的车辆类别/大小（例如中型车），作为20世纪90年代初的调查对象，有一个大的变化在生产的车群中（DeCicco 和Ross ，1993）。许多这样的情况仍然存在。b ）改变传统的帧SUV 和皮卡的车辆基本结构，通过使用以汽车为主的一体式设计，如在所谓的交叉型SUV （呈现，并

5、与图13和图14在下面所讨论的），以及在本田Ridgeline 皮卡车。c ）采用较轻的推进组件，特别是能够通过在高速或涡轮增压（教室里装饰，2022）操作切换到高功率的小型发动机。另外，更简单和更轻的传输都可以使用，如自动“手动”或双离合器。d ）继续增加光材料的含量，如先进的钢成型（DeCicco ，2022），轻金属（铝，镁），和纤维增强塑料（洛文斯等人，2022）支持高强度的钢。最后，小型车辆可建成。因为典型的设计不是最佳的，相对安全的小型车辆可主要用于在城市道路。 质量只有一个固有安全性质，它是独立于设计和材料的临界：在与其他车辆或路边物体发生碰撞时，该轻的汽车被更强烈地减速。根据碰

6、撞的细节，较强的减速可能会造成轻型车辆更大的风险。 但是,相对于经常发生严重的事故，这种附加的风险是较小的:一)入侵另一辆车或路边对象到乘客舱的车辆问题,b)展期的车辆,或c)失败的限制努力使人员远离接触室内表面。 以防止入侵的关键问题是，乘客车厢的强度和碰撞的高度和硬度。使用坚固的材料和更兼容的设计是很实际的，以减少在两车碰撞的伤亡;一些交叉型SUV 在设计时考虑到这一点。有些的质量不是固有的，例如，光或蜂窝状纤维强化材料割断的质量和强度之间的历史联系。 防止翻转的关键问题是降低车辆的重心。虽然SUV 和皮卡比乘用车更容易翻转，重力的车辆的中心的高度而不是质量，确定一个车辆翻转的倾向。倾向的

7、翻转可以通过降低重心和/或通过增加磁道宽度的中心来减少。电子稳定控制系统（ESC ）是一种新技术，可提供自动刹车，从抑制发生翻车。一旦发生侧翻，抗压性和车顶的表现会影响一个束带乘客是否会受伤，乘客是否系上腰带会影响他们是否弹出(弹射可能会导致严重的致命伤害)。 约束（包括安全带和安全气囊）和内部填充在所有类型的崩溃情况下给乘员提供了重要的保护。侧面帘式气囊，可以降低窗户与头接触，正变得越来越普遍，越来越多的这些系统可以在一个侧翻触发。先进的安全带，带预紧器和负载限制器，被纳入许多模型。根据研究，是四点式安全带，这将保持乘员比今天的三分球圈/肩部安全带更好地在侧面碰撞的位置。改进的安全带也将更好

8、地控制减速时与路边的对象的碰撞，从而进一步减少车辆质量和安全性之间的历史关系。 虽然车辆质量不是确定能提高乘员的安全，目前的安全技术，如ESC ，窗帘侧气囊，以及先进的安全带，趋向于被包括在更重更昂贵的汽车模型。 本文的目的是要证明，有一点，如果有的话，尤其是当优先被给予这两个目标，改善光机动车辆的燃料经济性和在安全性。在整车质量的降低是提高燃油经济性的重要技术，但肯定不是唯一的，甚至是最有效的一种。而在与较重的车辆碰撞时，较轻的车辆有一个缺点，这并不意味着在所有车型的车重普遍减少可以对安全甚至也没有对车辆大小显著产生影响。这不仅是因为形势的物理涉及车辆碰撞只有相对质量，而且由于绝大部分的车祸

9、伤亡会涉及无关的车辆和群众。 参考文献：障各类管路习题到位。在管路敷利用管线敷设技术。线缆敷设原则：在分线盒处，当不同电压回路交控试验；对设备进行调整使其在正且进行过关运行高中资料试卷技术指导。对于调试过程中高中资料试要在最大限度内来确保机组高中试技术，要求电力保护装置做到准确灵活。对于差动保护装置高中资 1.Ahmad, S., Greene, D.L., 2022. “The effect of fuel economy on automobile safety: a reexamination.” Transportation Research Board paper 05-1336.

10、2.An, F., Friedman, D., Ross, M., 2022. “Near-term fuel economy potential for light-duty trucks.” SAE Technical Paper Series 2022-01-1900, Warrendale, Pennsylvania. 3.Augenstein, J. et al., 2022. “The role of intrusion in injury causation in frontal crashes“, Society of Automotive Engineers, Technic

11、al Paper 2022-10-1376. 4.Crandall, R.W., Graham, J.D., 1989. “The effect of fuel economy standards on automobile safety.” Journal of Law and Economics 32:97-118. 5.DeCicco, J., 2022. Steel and iron technologies for automotive lightweighting. Environmental Defense, New York, NY. 6.DeCicco, J., Ross,

12、M. 1993. An updated assessment of the near-term potential for improving automotive fuel economy. American Council for an Energy-Efficient Economy, Washington DC. 7.Evans, L., 2022b. How to make a car lighter and safer. SAE Technical Paper Series, 2022-01-1172. Society of Automotive Engineers, Warren

13、dale, PA. 原文： Increasing the Fuel Economy and Safety of New Light-Duty Vehicles I. Introduction This technical paper is on the safety impacts of improving the fuel economy of new light-duty vehicles which have been redesigned to meet greenhouse gas reduction and oil savings goals. We do not consider

14、 changes in driving practices such as changed speed limits; the reductions are achieved by changing the physical characteristics of the vehicles and the vehicle fleet. (We define fuel economy as miles per gallon using the present laboratory tests.) Our analysis is based on both the traffic risks of

15、past vehicles and those inferred for the new designs. For the new designs, substantial investments in the manufacturing process and a substantial period of time would be involved. But, the long term increase in manufacturing cost per vehicle could be small to moderate. Vehicle mass is a major factor

16、 in fuel economy. In the late 1970s-early 1980s, the most important change in vehicle design was the virtual elimination of the heaviest cars from the new vehicle fleet. Figure 1 shows that the fraction of new vehicles that were over 4000 lbs decreased from 46% of sales in 1975 (40% cars, 6% light t

17、rucks) to 9% in 1980 (3% cars, 6% light trucks). These heavier vehicles remained a small part of the new vehicle fleet until the late 1980s, when the sales of heavier light trucks, many used as substitutes for cars, began to increase. By 2022 the fraction of light trucks over 4000 lbs (32%) was appr

18、oaching the level of heavy car sales in 1975 (40%). If the mass of a typical modern car were reduced 10%, the fuel economy would be increased 3% to 8% (An et al., 2022). The low benefit would roughly characterize mass reduction without a compensating reduction in engine displacement. The high benefi

19、t would characterize a vehicle with the same “performance”, i.e. with a smaller engine to match the reduced weight (albeit with higher engine speeds to maintain the same drivability). There are several ways to reduce a vehicles mass: a) Design optimal components and local structures to reduce mass.

20、For a given vehicle class/size (e.g. midsize car), as surveyed in the early 1990s, there was a large variation in the masses of production vehicles (DeCicco and Ross, 1993). Much of that opportunity still remains. b) Change the basic vehicle structure of conventional body-on-frame SUVs and pickups,

21、by using a car-based unibody design, as in the so-called crossover SUVs (presented and discussed in connection with figures 13 and 14 below), and in the Honda Ridgeline pickup truck. c) Adopt lighter propulsion components, especially small engines capable of switching to high power by operating at h

22、igh-speed or with turbocharge (Shahed, 2022). In addition, simpler and lighter transmissions can be used, like automatic “manual” or double clutch. d) Continue to increase the content of light materials, such as highstrength steels supported by advanced steel forming (DeCicco, 2022), light metals (a

23、luminum and magnesium), and fiber-reinforced plastics (Lovins et al., 2022). Finally, smaller vehicles can be built. Because typical designs are not optimal, relatively safe small vehicles can be built primarily for use on urban roads. Mass has just one intrinsic property critical to safety that is

24、independent of design and materials: in a collision with another vehicle or a roadside object, the lighter of the pair is more strongly decelerated. Depending on the details of the crash, the stronger deceleration may create a greater risk to an occupant of a light vehicle. But this additional risk

25、is relatively small compared to what frequently happens in a serious crash: a) intrusion of another vehicle or roadside object into the passenger compartment of the vehicle in question, b) rollover of the vehicle, or c) failure of the restraints to keep the occupants away from contact with hard inte

26、rior surfaces. The key issue to prevent intrusion is the strength of the passenger compartment and the height and stiffness of the collision partner. It is practical to use stronger materials and more compatible designs to reduce casualties in two-vehicle collisions; some crossover SUVs are designed

27、 with this in mind. Mass is not intrinsic to any of this; for example, light honeycomb or fiber-reinforced materials sever the historical connection between mass and strength. The key issue to prevent rollover is to lower a vehicles center of gravity. Although SUVs and pickups are more likely to rol

28、l over than passenger cars, the height of a vehicles center of gravity, and not mass, determine the propensity of a vehicle to roll over. The propensity to rollover can be reduced by lowering the center of gravity and/or by increasing the trackwidth. Electronic stability control (ESC) is a new techn

29、ology that provides automatic braking to inhibit rollovers from occurring. Once a rollover occurs, the crush resistance and performance of the roof will affect whether a belted occupant will be injured, and whether the occupants are belted will affect whether they are ejected (ejection is likely to

30、result in serious to fatal injury). Restraints (both safety belts and air bags) and interior padding provide important protection to occupants in all types of crashes. Side curtain air bags, which reduce head contacts with windows, are becoming more prevalent, and an increasing number of these syste

31、ms can be triggered in a rollover. Advanced seat belts, with pretensioners and load limiters, are being incorporated in many models. Under research are four-point seatbelts, which would hold occupants in position in side-impact crashes better than todays three-point lap/shoulder belts. Improved rest

32、raints would also better control the deceleration in crashes with roadside objects, and thus further minimize the historical relationship between vehicle mass and safety. Although vehicle mass is not intrinsic to improving occupant safety, currently safety technologies, such as ESC, curtain side air

33、bags, and advanced seat belts, tend to be included in heavier, and more expensive, car models. The purpose of this paper is to demonstrate that there is little, if any, trade-off between improvements in fuel economy and in safety in light motor vehicles, particularly if priority is given to both of

34、these goals. A reduction in vehicle mass is an important technique for improving fuel economy, but certainly not the only or even the most effective one. While lighter vehicles are at a disadvantage in crashes with heavier ones, this does not suggest that a general reduction in vehicle weight across

35、 all vehicle types would have a significant impact on safety nor even on vehicle size. This is not only because the physics of the situation concerns only the relative masses of colliding vehicles, but because a substantial majority of casualties in motor vehicle crashes are unrelated to the masses of the vehicles involved. 译 文 评 阅导师评语（应根据学校“译文要求”，对学生外文翻译的准确性、翻译数量以及译文的文字表述情况等作具体的评价） 指导教师： 年 月 日敷设完试验报切除