汽车制造工艺的发展外文文献翻译、中英文翻译、外文翻译

汽车发明过程英文作文英文：The invention of the automobile was a long and complex process that took place over several decades. It began in the late 1700s with the development of steam-powered vehicles, but it wasn't until the mid-1800s that gasoline-powered engines were first introduced.One of the key figures in the development of the automobile was Karl Benz, who in 1885 created the first practical automobile powered by an internal combustion engine. His invention paved the way for the modern automobile, and his company, Mercedes-Benz, is still a major player in the industry today.Another important figure in the history of the automobile was Henry Ford, who in 1908 introduced the Model T, the first automobile that was affordable for the average person. Ford's assembly line production methodsrevolutionized the manufacturing process and made automobiles accessible to millions of people.Over the years, automobiles have continued to evolve and improve. Today, we have electric and hybrid cars, self-driving cars, and cars that can communicate with one another. The automobile has become an essential part of modern life, and it's hard to imagine a world without them.中文：汽车的发明是一个漫长而复杂的过程，历时几十年。

The Car Modeling DesignFor car modelling, mention the word people often can produce immediately for lenovo in the form of various body, although it is not comprehensive, because car styling is the sum of outside and inside modelling, but had to admit that the appearance of the car is the most intuitive impression of automobile modeling for people. For the automobile modeling design, it covers knowledge engineering technology, art and so on various aspects of the application and market demand, to meet the consumers' taste and functional requirements.Literally what is undeniable is that the car modeling design is derived from the designers of creative expression, by the designer, to many human idea about the car for a reasonable attempt, constantly breakthrough self, challenge themselves. Car modelling design, whether it's like ordinary people use of household car, or royal family use limousine, or a professional driver favorite car, sports car, they all have very obvious differentiation on modelling, the people in the street to see what level of body, the brand, to the natural identity formed certain association of owners, and for different brands of automobile modeling design, which comes from different designers for car design. Car modelling design is also on the technical support of many other disciplines, here I am to have very important influence on development of automobile modeling design of some of the subject part lists are analyze.Since the emergence of the car, bionics started inadvertently used in the design of the model. For automobile modeling, the bionic design in automobile modeling with a unique code to liberate the inherent pattern design of modelling form, interpretation of power, speed, and the symbol of status, wealth, fashion, convey the entire design concept. Nowadays, bionics become guidance and aided automobile modeling design is an important subject, bionic design also gradually become an important means of design, it not only build the people and things, harmonious coexistence between man and nature, man and society, also prompted design found a new form.Bionic design is applied to the various design very early, so see it is not surprising that, in the car on modelling is my understanding of the bionics, it is the nature of some biological characteristics of the advantages of refining of science improving applied to other industries, it is the purpose of pursuing people to draw inspiration from the biological resources, such as car early in the development of a designer to design the "fish" car, maybe at that time did not rise up the subject of bionics, but stylist inadvertently used for fish in the water received by its own size decrease in water resistance and to speed up their swimming this, and apply onto the body modelling design, more typical case is 1952 gm buick brand "fish" type design, surface modeling is very dynamic, because the car interior ministry wide, wide field of vision, both passengers and drivers, inside the body will feel carefree, the affinity of car body itself has an irresistible, should allowstereotyped monotonous straight line in car design, is also a very important breakthrough at the time.There are a lot of examples, such as "viper" is a sports car, as America's most ferocious snake - "viper", has the characteristics of all nature disaster. "Viper" series of models, as a breakthrough point, the appearance of modelling design in particular the sharp front face and the spirit of the headlamps, give a person with terrible ferocity, good at dueling sensory stimulation, like soldiers courageous warrior, always ready to fight to the death, embodies the human eternal pursuit of the meaning of life. Viper, the second generation of 9 models, convey the intrinsic well. Automobile modeling bionic design with "from nature to the nature", as has been the pursuit of goals, the application of natural biological form surface is limited modelling space into endless spiritual awareness, create a bionic form of aesthetic value, to achieve the "personalized" demand and the state of "imitating the nature". Can reference on modelling human nature, The Times on the automobile modeling application development gradually, it seems to me is not only on the auto industry development and progress, is more of a human can live in the actual production of respecting nature, respect nature, from the development of bionics in the automobile modeling design process I can read the industry further development, it is also because modelling are close to the essence of life itself.Automobile modeling design purpose lies in the combination offunction and form aesthetic feeling, to give users in a certain emotional factors influence or impact on the market, on modelling design, different automobile modeling can bring a person different emotional experience, and to convey the designer wants to make people get on a car design.Automobile modeling design is applied art gimmick science express car function, structure and texture, and make people for its beauty. Automobile modeling design must reflect the style of the vehicle, such as streamlined can indicate the car has a higher speed, so as to shape a sporty image in the consumers' mind. Carbon fiber material can reflect the high-tech feeling and lightness of car, has a muscular body form can express powerful and protection of security. Excellent automobile modeling design can make consumers by aesthetic appreciation to deep understanding of its meaning, to produce the desire of the product. This is based on the perceptual technology this is not by many cognitive developed from cognitive psychology on the subject's important role on the automobile modeling design. It is stylist will be collected from the market information, through the analysis of consumer psychology that design more accord with human aesthetic and functional requirements of product evolutionary design, stylist is in perceptual information, consumer psychology and rational constraints (engineering) between coordination.In automobile product development model of "user as the center" in the early stage of the design need to study consumer's perceptual demand, andconsumers to seek in the perceptual demand often from the image of the car. Such as businessman to give reliable partners to form the image of good faith, the car for business occasions, modelling is generally very grave, composed, atmosphere; Racing car, for example, has very obvious streamline on modelling design, in order to display the car performance is strong, can run very fast, with enough instances of racer; Cultural entertainment venue such as car again, the modelling is compared commonly lively, fashion, have individual character, to show the meeting activities and the characteristics of representative. These are the perceptual technology on automobile modeling design is applied to car use and the appreciation of the most common level.Automobile modeling are actually very close to our daily life, on the streets everywhere the family car, taxi, bus, sometimes even see a cable car, luxury cars, sports car, saloon car. We have a lot of focus on automobile brand rather than modelling. But nature sense, any brand of car has its unique style of the modelling, we are to determine the brand car with its shape characteristics, such as seen in the street a lamborghini, its streamline appearance alone, we will be able to determine that it is lamborghini car, this is the car model represented by the car culture connotation. At the end of this course, the reason I chose to automobile modeling design analysis for class papers, but also for any automobile modeling design, as far as I'm concerned, is the designer of some design ideas of cultural interpretation,any design is necessarily comes from life, no experience and observation, can't make the products can be accepted by the public. Automobile modeling is not only the appearance, also is not only a decoration, interior space how to start from the Angle of human nature, and so on these elements are necessarily involve automobile modeling. So this is a worthy art, technology and market coordination aspects of creative achievement, no matter from what Angle to design the vehicle model, the ultimate goal is to continuously improve to meet the needs of users of the product.汽车造型设计对于汽车造型，提到这个词时人们往往能立即产生对于各种车身形态的联想，虽然它并不全面，因为汽车造型是汽车外部和车厢内部造型的总和，但不得不承认的是，汽车的外观的确是人们对于汽车造型的最直观印象。

Automobile manufacture stamping process of new development Automobile manufacture has a 60-70% of metal parts must be approved by the plastic processing forming, stamping process is complete metal plastic forming a kind of important means, it is the most basic, the most traditional, the most important one of metal processing method. Such as vehicle body all kinds of covering parts, car support pieces, structure strengthen pieces, there's plenty of auto parts, such as engine exhaust muffler, hollow tube bending and camshaft, the oil pan, engine stents, frame structure, horizontal longeron etc, it is by stamping technology positively precision, multi-function, high efficiency and energy saving, safe cleaning production direction, stamping workpiece manufacturing technology level and quality, in great degree of automobile manufacturing quality and cost has direct impact.So-called stamping technology refers to the adaptability of the stamping to handicraft, namely the design of stamping in size, size accuracy and benchmarks, structure shape stamping processing of compliance with technological requirements. Automotive stamping parts should be good technological characteristics, and the economy, measure the level of the important symbol has stamping process number, body assemblies block number and size, stamping structure, and other factors. Reduce the number of punching process procedure, that means less stamping tooling quantity, number of packages, save simplified punching process of conveyors, Narrows the operators and stamping area, is to save investment and energy consumption extremely good measures, so stamping manufacturers can put punching process reduce vehicle number design as the important way to manufacture cost, even ?Modern stamping development and research of the major subjects include:(1) module type and control。

外文文献原稿和译文原稿A New Type Car -- Hybrid Electric VehicleWith skyrocketing fuel prices and changes in weather patterns, many car manufacturers claimed to develop the kind of vehicles that will increase the mileage and reduce the emissions. Hybrid car is a kind of vehicle which can meet above requirements. A hybrid car features a small fuel-efficient gas engine combined with an electric motor that assists the engine.The reasons of building such a complicated machine are twofold: to reduce tailpipe emissions and to improve mileage. Firstly, hybrid cars are good for the environment. They can reduce smog by 90 percent and they use far less gasoline than conventional cars. Meanwhile, hybrid cars burn less gasoline per mile, so they release fewer greenhouse gases. Secondly, hybrid cars are economical. Hybrid cars, which run on gas and electricity, can get up to 55 to 60 miles per gallon in city driving, while a typical SUV might use three times as much gas for the same distance! There are three reasons can mainly account for that: 1) Hybrid engines are much smaller than those on conventional cars. A hybrid car engine is to accommodate the 99% of driving time when a car is not going up hills or accelerating quickly. When extra acceleration power is needed, it relies on the battery to provide additional force. 2) Hybrid gasoline engine can shut off when the car is stopped and run off their electric motor and battery.3) Hybrid cars often recover braking energy. Electric motors could take the lost kinetic energy in braking and use it to charge the battery. Furthermore, hybrids are better than all-electric cars because hybrid car batteries recharge as you drive so there is no need to plug in. Most electric cars need to be recharged every 50-100miles. Also, most electric cars cannot go faster than 50-60 mph, while hybrids can.Hybrid cars bridge the gap between electric and gasoline-powered cars by traveling further and driving faster and hybrid gas-electric cars are proving to be a feasible alternative at a time of high gas prices. So, in my opinion, hybrid cars will have a bright future.How Does Hybrid Electric Vehicle Work？You probably own a gasoline or diesel-engine car. You may have heard of electric vehicles too. A hybrid vehicle or hybrid electric vehicle (HEV) is a combination of both. Hybrid vehicles utilize two or more sources of energy for propulsion. In the case of HEVs, a combustion engine and an electric motor are used.How it works depends on the type of drive train it has. A hybrid vehicle can either have a parallel or series or parallel-series drive train.Parallel HybridThe parallel hybrid car has a gas tank, a combustion engine, transmission,electric motor, and batteries.A parallel hybrid is designed to run directly from either the combustion engine or the electric motor. It can run using both the engine and the motor. As a conventional vehicle, the parallel hybrid draws its power from the combustion engine which will then drive the transmission that turns the wheels. If it is using the electric motor, the car draws its power from the batteries. The energy from the batteries will then power the electric motor that drives the transmission and turns the wheel.Both the combustion engine and the electric motor are used at the same time during quick acceleration, on steep ascend, or when either the engine or the motor needs additional boost.Since the engine is directly connected to the wheels in a parallel drive train, it eliminates the inefficiency of converting mechanical energy into electrical energy and back. This makes a very effective vehicle to drive on the highway.Series HybridThe series hybrid car also has a gas tank, a combustion engine, transmission, electric motor, and batteries with the addition of the generator. The generator can be the electric motor or it can be another separate component.The series configuration is the simplest among the 3. The engine is not connected to the transmission rather it is connected to the electric motor. This means that the transmission can be driven only by the electric motor which draws its energy from the battery pack, the engine or the generator.A hybrid car with a series drive train is more suited for city driving conditions since the engine will not be subjected to the varying speed demands (stop, go, and idle) that contributes to fuel consumption.Series-Parallel HybridThe series-parallel configuration solves the individual problems of the parallel and series hybrid. By combining the 2 designs, the transmission can be directly connected to the engine or can be separated for optimum fuel consumption. The Toyota Prius and the Ford Escape Hybrid use this technology.Honda’s hybridFor those of you who have toyed with the idea of buying a hybrid but were discouraged by the price, you are not alone. In fact, despite the growing concern for the environment, not to mention the skyrocketing price of gas, hybrid cars still only represent a small percentage of global car sales, and a major reason for this is the cost.Hybrids are considered the wave of the future because they not only reduce emissions, addressing the issue of climate change, but they get great gas mileage, an important consideration with the current price of oil. It should be noted that hybrids can also improve the power of the engine, which compromises any advantages in fuel efficiency and emissions. Whatever the application, however, the technology makes the cars more expensive.Because of this, they are the vehicle of choice for only a small niche of people who can afford them, and they currently enjoy a special status amongst the image conscious celebrity-set. For most average consumers, however, they are not an option.That may soon change.Honda Motor Corporation, one of the largest car manufacturers in the world and a leader in fuel efficient technology, has unveiled it’s plan to introduce a low-cost hybrid by 2009. If they can pull it off, they hope to make the hybrid a more mainstream car that will be more appealing to the general public, with the ultimate goal of achieving greater sales and broader appeal than their current incarnation.This, of course, is making Detroit nervous, and may signal a need for American car makers to start making greener and more fuel efficient vehicles, something they could afford to ignore in the past because hybrid cars weren’t worth their attention (due to such a small market share) while gas-guzzling SUVs have such high profit margins.Honda, meanwhile, has had to confront a growing need to compete with Toyota, which has not only grown to be the world’s largest automaker, but makes the car that has become synonymous with the hybrid movement, the Prius. Honda is therefore faced with the seemingly insurmountable task of challenging Toyota’s dominance in the market.Concurrently, Toyota is racing to lower production costs on the Prius, as well, which would hopefully result in a lower cost to the consumer. All eyes are on a potentially favorable car buyers market in 2009.In the meantime, with even adamant global warming naysayers warming up (no pun intended) to the possibilities of an ecological disaster on the horizon, maybe it’s time that we got over our need to drive huge SUVs and start moderating our fuel consumption.Then again, as gas prices hovering around $4.00 and with no ceiling in sight, we may have little choice in the matter.Engine Operating PrinciplesMost automobile dngines are internal combustion, reciprocating 4-stroke gasoline engines, but other types have been used, including the diesel, the rotary ( Wankel ) , the 2-srtoke, and stratified charge.Reciprocating means up and down or banck and forth, It is the up and down action of a piston in the cylinder blick, or engine block. The blick is an iron or aluminum casting that contains engine cylinders and passges called water jackets for coolant circulation. The top of the block is covered with the cylinder head. Which forms the combustion chanber. The bottom of the block is covered with an oil pan or oil sump.Power is produced by the linear motion of a piston in a cylinder. However, this linear motion must be changed into rotary motion to turn the wheels of cars of trucks. The piston is attached to the top of a connecting rod by a pin, called a piston pin or wrist pin. The bottom of the connecting rod is attached to the crankshaft. The connecting rod transmits the up-and-down motion of the piston to the crankshaft, which changes it into rotary motion.The connecting rod is mounted on the crankshaft with large beaings called rodbearings. Similar bearings, called main bearings, are used to mount the crankshaft in the block. Shown in Fig. 1-1The diameter of the cylinder is called the engine bore. Displacement and compression ratio are two frequently used engine specifications. Displacement indicates engine size, and compression ratio compares the total cylinder volume to compression chamber volume.The term stroke is used to describe the movement of the iston within the cylinder, as well as the distance of piston travel. Depending on the type of engine the operating cycle may require either two or four strokes to complete. The 4-stroke engine is also called Otto cycle engine, in honor of the German engineer, Dr. Nikolaus Otto, who first applied the principle in 1876. In the 4-stroke engine, four strokes of the piston in the cylinder are required to complete one full operating cycle. Each stroke is named after the action it performs intake, compression, power, and exhaust in that order, shown in Fig1-2.1、Intake strokeAs the piston moves down, the vaporized mixture of fuel and air enters the cylinder through open intake valve. To obtain the maximum filling of the cylinder the intake valve opens about 10°before t.b.c., giving 20°overlap. The inlet valve remains open until some 50°after b.d.c. to take advantage of incoming mixture.2、 Compression strokeThe piston turns up, the intake valve closes, the mixture is compressed within the combustion chamber, while the pressure rise to about 1Mpa, depending on various factors including the compression ratio, throttle opening and engine speed. Near the top of the stroke the mixture is ignited by a spark which bridges the gap of the spark plug.3、 Power strokeThe expanding gases of combustion produces a rise in pressure of the gas to some 3.5Mpa, and the piston is forced down in the cylinder. The exhaust valve opens near the bottom of the stroke.4、Exhust strokeThe piston moves back up with the exhaust valve open some 50°before b.d.d., allowing the pressure within the cylinder to fall and to reduce ‘back’pressure on the piston during the exhaust stroke, and the burned gases are pushed out to prepare for the next intake stroke.The intake valve usually opens just before the exhaust stroke. This 4-stroke cycle is continuously repeared in every as long as the engineremains running.A 2-stroke engine also goes through four actions to complete one operating cycle.However, the intake and the compression actions are combined in one seroke, and the power and exhaust actions are combined in the other stroke. The term2-stroke cycle or 2-stroke is preferred to the term 2-cycle, which is really not accurate.In automobile engines, all pistons are attached to a single crankshaft. The more cylinders an engine has, the more power strokes produced for cach revolution. This means that an 8-cylinder engine runs more smoothly bdcause the power atrokes arecloser together in time and in degrees of engine rotation.The cylinders of multi-cylinder automotive engines arranged in one of three ways. 1、Inline engines use a single block of cylinder.Most 4-cylinder and any 6-cylinder engines are of this design. The cylinders do not have to be vertical. They can be inclined either side.2、V-type engines use two equal bands of cylinders, usually inclined 60degrees or 90degrees from the cach other. Most V-type engines have 6 or 8 cylinders, although V-4 and V-12 engines have been built.3、Horizontally opposed or pancake engines have two equal banks of cylinders 180degreeas apart. These space saving engine designs are often air-cooled, and are found in the Chevrolet Carvair, Porsches, Subaus, and V olkswagens. Subaus design is liquid cooled.Late-model V olkswagen vans use a liquid-cooled version of the air cooled VWhorizontally opposed engine.译文新型汽车----混合动力汽车在油价飞涨的今天，汽车制造商被要求发展一种排放低，行驶里程长的汽车。

汽车制造英文作文1. The automobile industry has undergone tremendous changes over the years. From the early days of handcrafted vehicles to the mass production techniques pioneered by Henry Ford, the industry has evolved to become one of the most sophisticated and complex manufacturing processes inthe world.2. Modern car manufacturing involves a wide range of processes, from designing and engineering to assembly and testing. Each stage of the process requires a high level of precision and attention to detail, as even the smallesterror can result in serious safety issues or costly recalls.3. One of the key challenges facing the industry todayis the need to balance innovation with safety. As new technologies emerge, such as autonomous driving systems and electric powertrains, manufacturers must ensure that these innovations do not compromise the safety and reliability of their vehicles.4. Another important trend in the industry is the increasing focus on sustainability. With concerns over climate change and pollution, many car manufacturers are investing heavily in developing more environmentally friendly vehicles, such as hybrid and electric cars.5. Despite the challenges facing the industry, there is no doubt that the automobile remains one of the most important and iconic inventions of the modern era. From the freedom and mobility it provides to the economic benefitsit brings, the car has had a profound impact on our lives and will continue to do so for generations to come.。

中国汽车工业发展中英文对照外文翻译文献中英文资料外文翻译外文翻译The mercerized and internationalized backgroundAt present，under the mercerized and internationalized background，how to strengthen the independent development ability of our country’s auto industry has become the urgent problem to be solved．This article，by referring to the experience of developed countries of automobile industry in implementing the industrial policy and comparing the two regulations made in 1994 and 2OO4 about independent intellectual property right in the industrial policy，has put forward policy recommendations of supporting independent development of our country’s auto industry．A brand based on market is promises for a product's capability, quality and service. Up to now, well-known automobile brands are accounting for two percent of two hundred far famed brands in all country. Meanwhile, after going into WTO, a great set of foreign automobile enterprises possessing good quality, favorable capability, knight service will enter into our country and bring a fire-new idea of brand for our domestic consumers. No doubt, that will not only greatly impact on our domestic automobile enterprises, which don't have the capability of independent exploitation and the consciousness of brand cultivation, but also affect development of automobile industry. So, during the crucial period, our country needs urgently brands of great competitive power, which can drive and prompt development of automobile industry.The paper, starting with the analysis of brand and combiningwith the theory of strategy management, regarding carmakers as object, depicts development panorama of domestic automobile industry and provides some simple thoughts about breeding and developing automobile brand in our country, through studying studying problems relating to automobile brand. It is the primary studying intention that upgrades core competency Of domestic automobile enterprises and impels development of automobile industry, recurring to putting forward some related tactics of breeding and developing automobile brand in our country. The paper's meaning consists two points: the first, it makes enterprises attach importance to automobile brand in consciousness and know it afresh;the second, it advances some operational tactics by demonstration analysis, which can be used for reference by enterprises and industry.Research methods used in the paper are primarily demonstration analysis and comparison analysis. Anticipative research fruits of the paper involve: (1) seedtime and actuality analysis of automobile brand in our country; (2) mode-comparison of automobile brand in different countries;(America, German, Japan, Korea); (3) key factors of affecting our automobile brand development;(4) tactics and countermeasures of cultivating automobile brand. Innovations of the paper rest with:(1) research content, i.e. havinga all-around research of breeding automobile brand and coming into being strategy system;(2) research purpose, i.e studying how to forge competitive automobile brand can drive industry development; (3) research angle, i.e. knowing and analyzing automobile industry in virtue of brand.Referred to the main indexes about evaluating national competitive ability, which is the commonly used method in the international society, this thesis aims at analyzing and evaluating the international competitive ability of Chinese automobile industry in a scientific and objective way. Compared with those industries in some developed countries, domestic automobile industry is relatively frail and has a very long way to go. This thesis illustrates the history of Chinese automobile industry ever since the foundation of new China, analyzes in detail its important role in national economy, and the opportunities and threats it meets after china entrance WTO. This thesis draws a whole picture about domestic automobile industry from three aspects: products, corporations and industries. Considering the history and actuality of domestic automobile industry, this thesis collects and analyzes groups of data about automobile industry both from domestic and international. A lot of work was made in quantitative and qualitative analysis from all sides. Based on this, this thesis drew a conclusion about evaluating the international competitive ability of Chinese automobile industry, found out the advantages and disadvantages about this industry. In the end of this thesis, some ideas and advice are put forward.Welfare Evaluation of Trade Protection--The automobile industry of post world war 2 in JapanSocial welfare is one of the key standards in evaluating the effects of government policies for both economists and government. In this thesis, having compared and analyzed trade protectionists, i.e. quota, tariff and other non-tariff barriers in their effects on social welfare, specific evaluation and suggestion are given in the case of the autoindustry protection in post World War 2 Japan, so to shedlight on the auto protection policies should be taken in China today. Here, consumer’ surplus and Ohyama Welfare Standard are selected in evaluating social welfare.The automobile industry in Post World War 2 in Japan is picked for two reasons. Firstly, the auto industry in China today is in a very similar situation as that of Japan used to be while Japan was a new member of GATT. Secondly, regarded as one of the most successfully developed industries under protection, the auto industry in Japan has some precious experiences worth studying.The article has four chapters. In chapter1,the definition of social welfare is given, and the necessary and sufficient condition for Pareto optimality, the Mashallian Consumer Surplus, Hicksian consumer surplus and Ohyama Social Welfare Standard are discussed in detail the auto industry. In Chapter 2, according the scale and protection on Japan from 1945-1979 is divided into four periods: government domination period, Quota Period and low-tariff Periods: government domination period, Quota Period, High-tariff Period and low-tariff Period, where the protect policies are evaluated respectively by their effects on social welfare. Chapter 3 explores the US-Japan trade friction in auto industry in 1980s and sheds light on the choice of various protectionists from the perspective of Political Economics. Chapter 4 concludes the whole thesis discussing some specific protection policies of Japan and drawing suggestion for China to effectively protect its own auto industry.Mini-car industry development in China is a successful example in the condition of Chinese market economy, it's always one of the important factor that propel the steady increase of auto market of China. Through about two decade development,the total amount of mini-car increased from 0.06% to 26.4% of total amount of auto all over the country now and the amount of produce and sale are up to 540,000 units. According to the challenge principle of "who is the best who is the winner" in the market, the number of the mini-car manufacturer decreased from early over one hundred to recent five.In this article，base on extensive data collecting and investigation, the mini-car developing and competing status of China, as well as the developing status (including enterprise, production ,market ,product, etc.) of Liuzhou Wuling Motors which is one of the five mini-car manufacturer are deeply analysed and studied .This article also discussed the competing environment that Liuzhou Wuling Motors faced, then provided the developing strategies.Since the later part of 1990, the economic benefits of CITIC Zhongyuan AutomobileCompany have been declining rapidly and the production management has also been on a sticky wicket, showing difference with an overall upward tendency to the corresponding period of the National Automobile Industry, which impelled this writer to make deeply careful researches on the strategy of development for the company.By reviewing the past of CITIC Zhongyuan Automobile Company, analyzing the influences on international & domestic external environments ever since China' s enter into WTO, analyzing the markets of the main products and the competitive opponents and analyzing the internal conditions such as the main problems faced by the company, this writer has separately made researches and probed into the strategies of development for CITIC Zhongyuan Automobile Company and the subordinatecompanies-Zhengzhou Nissan Automobile Co.，Ltd and Zhengzhou Light Truck Factory invested by CITIC Zhongyuan Automobile Company so as to try to find a feasible road which enables the cc叩any to break away from the disadvantageous situation and develop continuously as soon asPossible.With the entrance of 90th century, the international situation of automobile industry changed greatly. Due to the production surplus of international automobile industry, different countries competed fiercely to obtain the automobile market. Many companies adjust their developing strategy and speed the course of globalization to realize the scale-economy and get the new market. Merging and recombining become the symbol of automobile industry globalization.China, the biggest automobile consuming market in the world, has become the main field of many countries contesting. The Chinese automobile industry has developed for half century. Although china has get great achievements, as for scale or technique, China still drop behind. So how to improve the international situation and realize the modernization of China automobile industry is a basic mission.With the entrance of WTO, Chinese automobile industry faces three challenges: the first, after China entrances WTO, the government trade protection will be canceled. The second, with the economic development and standard of living improved, how to enlarge the consumer demanding? The third, with the automobile industry globalization, how to compete or cooperate with the MNC and build our effective developing strategy? And then we can develop our own auto industry and realize modernization. In the three challenges, the former two is normaland we can get many experiences from other countries. But the third is a real challenge. Other automobile developed countries have not faced this kind of situation. Expect for exactly estimation, we still need great innovation spirit.In the situation of entrance of WTO and globalization of automobile industrial competition, we try to analysis the Chinese automobile industry status quo, including the analysis of industrial structure, market analysis. Through the analysis we try to find out the questions in development strategy, government decision and enterprise management. Then we will analysis the questions and give the reasons. At the same time, we will the introduce the typical representatives of automobile developed countries and new developing countries about their developing strategy, including America, Japan, South Korea, and Mexico. We will conclude the advantages and experiences of above countries. On the base of that, we will combine the situation of Chinese automobile industry and the effecting analyzing of Chinese entrance of WTO. Then we will give out the advantages and potential advantages of Chinese automobile industry and bring forward the basic strategy of Chinese automobile industrial development. At last, we will give some advises about the developing strategy of Chinese automobile industry. These tactics include industrial policy improving, technique improving, competitive improving and cluster developing of Chinese automobile industry and technique innovation. This dissertation just discusses the Chinese automobile from a few tangles. It is not perfect, so I hope teachers can give me advice.Automobile industry is a traditional pillar industry in our country. Having developed 50 years, now the industry is still backward in products in comparison with that of westerndeveloped countries. Facing to economy globalization, someone has suggested that China should give up automobile industry and import the products from other countries directly, which can avoid wasting resources. This kind of viewpoint is lack of foresight. Automobile industry belongs to high and new-technology industries. Meanwhile, China has its large automobile market. Developing automobile industry will not only improve engineering level, but also drive other relevant industries. In addition, after China joining WTO (World Trade Organization), the automobile market will become a part of international market step by step. Basing on domestic market, we will develop our own intellectual property. At the same time, aiming at the demands of some developing countries, we will develop overseas markets. In this way, domestic automobile industry will be growing fast.In order to develop the automobile industry, we should find its disadvantages, get over influence of various disadvantages, seize every good chance, and exert our advantages. In this thesis, first, we stress on the impacts of economy globalization and WTO on Chinese automobile industry. Second, the thesis discusses many influence factors for developing Chinese automobile industry. Finally, the thesis analyzesopportunity, challenge and strategy of Chinese automobile industry.The course of the development of the automobile industry all over the world indicates that the automobile industry is very important to the national economy. The increasing proportion of distribution cost to sale price on the international automobile market shows that marketing plays an increasing role in raising the competitiveness of automakers. The trend of the international automobile market demonstrates thatAsia-especially china-will be the fastest growing market in the world. Although the national automobile industry has developed greatly in the past 50 years, it is still far behind the foreign competitors, especially in marketing after longtime ignoring marketing, domestic automarkers are lack of direct selling experience.In this thesis, the author analysed the 4P of marketing of the Chinese and foreign automarkers as well as the advantages and disadvantages of Chinese automobile industry and made some suggestions on how to improve the competitiveness of automobile enterprises after studied the management and administration of them.In order to convey the opinion systematically so that it may become more practicable, the construction of the thesis is arranged like this:Chapter One: Introduction. In this part, the author introduced the background, the focal point and the aim of writing the paper. The author also emphasized the importance of automobile industry to the national economy and the importance of marketing to automobile enterprises.Chapter Two: The author described the present automobile industry and the market all over the world through some examples. The influence on the national automobile industry after China joined WTO and the strategy for the development of the industry are given in this part as wellChapter Three: Close analysis and explanations of the strategy for price, products, patens and channels of distribution, and sales promotion are given after introduced the marketing strategy of automobile enterprises in both China and foreign countries.Chapter Four: The problems that exist in management and administration of national automobile industry are researched and the disparities in competitiveness between Chinese and foreign automobile industry are revealed. Reasons of these problems and disparities are also applied.Chapter Five: Conclusion proposals were put forward for improving the management and administration of automobile enterprises in China: adjust the concept of management, emphasize the importance of market segmentation and the study of consumer psychologyand consumer’s behavior, sensitiveness the reaction to market and extend the scope of service. Great importance is attached to the foundation and management of customer relationship.China's automotive industry has passed almost half a century and has evolved many basic circumstances and features of its own which will be the starting point or base for its further development. Full understanding of those circumstance and features is the prerequisite for us to analyze and study.In order to develop our automotive industry under new situation, we not only must roundly and objectively analyze the problems in us, but also must fully and correctly understand our actual and potential strengths. We should clearly recognize that although our automotive industry, which has experienced nearly fifty years of development including twenty years of reform and opening, has a long way to go comparing with the world level, it possesses many rare giant actual and potential strengths.After entering WTO our automotive industry has entered upon a new phase to cooperate and compete with multi-nationals under the background of globalization, and it will haveto join the integration tide of global economy gradually. The trends of world automotive industry and the strategies of multi-nationals in China certainly will directly influence the strategic pattern of our automotive industry, and therefore they are the important part of the external environment of our automotive industry needed special attention. Great changes have taken place in the development conditions of our automotive industry since we entered WTO. At the end of protection interim period to automotive industry, the comprehensive effects of WTO including tariff concession, quota cancel, service trade opening and foreign capital policy regulation will display. The medium and high-class car and key components will come under obvious attack depends on not only the reduction of the protection degree, but also the increase of our international competitive power.Japan and Korea are all latecoming developed countries of automotive industry. After entering GATT, they persevered in adopting the vigorous policies to foster and train the self-developing capability and enhance the international competitive power. Then their automotive industry received unprecedented fast development and drove the whole national economy to be powerful and prosperous to a miracle. Although the international environment has been totally different and different countries differ greatly in their conditions, the experiences of Japan and Korea automotive industry during that period and driving effects of their automotive industry to their national economy will still be special historic significance to our automotive industry.Entering WTO let us enter upon a new e to cooperate and compete with multi-nationals featuring foreign companies but national treatment and domestic market but internationalcompetition. That is a severe challenge as well as a rare opportunity to our automotive industry. The great country and its big market are the most important strength of us. To take full advantage of the strength of great country and big market under the opening and competition environment should be the starting point for the development train of thought of our automotive industry under new economic background.Economic globalization droved by trade liberalization, investment liberalization and finance liberalization has been international background of our lives. Trade liberalization provides a more open and more liberal environment for the development of international trade. It is not only one of subject of modern international economic development, but also the trend of China's adjustment of her trade policy. Under economic globalization, advantage gained by a country depends on the magnitude of her international competitive power of industry. As China as concerned, the influence factors and basic status of her international competitive power of industry have their own characteristics.This paper analyses the international competitive power of China's industry under the background of trade liberalization. Firstly, it explains the historical and current background of the subject, presents the thinking way, the analysis methods, the frame and the innovation of this paper. Secondly, the theories about trade liberalization and international competitive power of industry are presented, the author simply describes the process and the achievements of trade liberalization and introduces something about trade liberalization in China, illustrates mainly the concept, the meaning, the correlative theoretical basis and the measure methods of the international competitive power ofindustry. Then, in the fourth chapter, Taking example for China's automobile industry, the paper analyses the international competitive power of automobile industry under the background of trade liberalization, It carries out some quantitative analysis by using some indexes based on the imports and exports data, assesses the economic benefits since 1992 by means of the model of the maximizing deviations method. Analyses the structure of automobile industry from the perspectives of industry concentration, etc. Lastly the author makes a conclusion that the international competitive power of auto-industry basically presents an increasing trend along with the trade。

外文原文：THE BRAKE BIBLEBrakes - what do they do?The simple answer: they slow you down.The complex answer: brakes are designed to slow down your vehicle but probably not by the means that you think. The common misconception is that brakes squeeze against a drum or disc, and the pressure of the squeezing action is what slows you down. This in fact is only part of the equation. Brakes are essentially a mechanism to change energy types. When you're travelling at speed, your vehicle has kinetic energy. When you apply the brakes, the pads or shoes that press against the brake drum or rotor convert that energy into thermal energy via friction. The cooling of the brakes dissipates the heat and the vehicle slows down. It's the First Law of Thermodynamics, sometimes known as the law of conservation of energy. This states that energy cannot be created nor destroyed, it can only be converted from one form to another. In the case of brakes, it is converted from kinetic energy to thermal energy.Angular force. Because of the configuration of the brake pads and rotor in a disc brake, the location of the point of contact where the friction is generated also provides a mechanical moment to resist the turning motion of the rotor.Thermodynamics, brake fade and drilled rotors.If you ride a motorbike or drive a race car, you're probably familiar with the term brake fade, used to describe what happens to brakes when they get too hot. A good example is coming downa mountain pass using your brakes rather than your engine toslow you down. As you start to come down the pass, the brakes on your vehicle heat up, slowing you down. But if you keep using them, the rotors or drums stay hot and get no chance to cool off. At some point they can't absorb any more heat so the brake pads heat up instead. In every brake pad there is the friction material that is held together with some sort of resin and once this starts to get too hot, the resin starts to vapourise, forming a gas. Because the gas can't stay between the pad and the rotor, it forms a thin layer between the two whilst trying to escape. The pads lose contact with the rotor, reducing the amount of friction and voila. Complete brake fade.The typical remedy for this would be to get the vehicle to a stop and wait for a few minutes. As the brake components cool down, their ability to absorb heat returns and the next time you use the brakes, they seem to work just fine. This type of brake fade was more common in older vehicles. Newer vehicles tend to have less outgassing from the brake pad compounds but they still suffer brake fade. So why? It's still to do with the pads getting too hot. With newer brake pad compounds, the pads transfer heat into the calipers once the rotors are too hot, and the brake fluid starts to boil forming bubbles in it. Because air is compressible (brake fluid isn't) when you step on the brakes, the air bubbles compress instead of the fluid transferring the motion to the brake calipers. Voila. Modern brake fade.So how do the engineers design brakes to reduce or eliminate brake fade? For older vehicles, you give that vapourised gas somewhere to go. For newer vehicles, you find some way to cool the rotors off more effectively. Either way you end up with cross-drilled or grooved brake rotors. While grooving the surface may reduce the specific heat capacity of the rotor, its effect is negligible in the grand scheme of things. However, under heavy braking once everything is hot and the resin is vapourising, the grooves give the gas somewhere to go, so the pad can continue to contact the rotor, allowing you to stop.The whole understanding of the conversion of energy is critical in understanding how and why brakes do what they do, and why they are designed the way they are. If you've ever watched Formula 1 racing, you'll see the front wheels have huge scoops inside the wheel pointing to the front (see the picture above). This is to duct air to the brake components to help them cool off because in F1 racing, the brakes are used viciously every few seconds and spend a lot of their time trying to stay hot. Withoutsome form of cooling assistance, the brakes would be fine for the first few corners but then would fade and become near useless by half way around the track.Rotor technology.If a brake rotor was a single cast chunk of steel, it would have terrible heat dissipation properties and leave nowhere for t he vapourised gas to go. Because of this, brake rotors are typically modified with all manner of extra design features to help them cool down as quickly as possible as well as dissapate any gas from between the pads and rotors. The diagram here shows some examples of rotor types with the various modification that can be done to them to help them create more friction, disperse more heat more quickly, and ventilate gas. From left to right.1: Basic brake rotor. 2: Grooved rotor - the grooves give more bite and thus more friction as they pass between the brake pads They also allow gas to vent from between the pads and the rotor. 3: Grooved, drilled rotor - the drilled holes again give more bite, but also allow air currents (eddies) to blow through the brake disc to assist cooling and ventilating gas. 4: Dual ventilated rotors - same as before but now with two rotors instead of one, and with vanes in between them to generate a vortex which will cool the rotors even further whilst trying to actually 'suck' any gas away from the pads.An important note about drilled rotors: Drilled rotors are typically only found (and to be used on) race cars. The drilling weakens the rotors and typically results in microfractures to the rotor. On race cars this isn't a problem - the brakes are changed after each race or weekend. But on a road car, this can eventually lead to brake rotor failure - not what you want. I only mention this because of a lot of performance suppliers will supply you with drilled rotors for street cars without mentioning this little fact.Big rotors.How does all this apply to bigger brake rotors - a common sports car upgrade? Sports cars and race bikes typically have much bigger discs or rotors than your average family car. A bigger rotor has more material in it so it can absorb more heat. More material also means a larger surface area for the pads to generate friction with, and better heat dissipation. Larger rotors also put the point of contact with the pads further away from the ax le of rotation. This provides a larger mechanical advantage to resist the turning of the rotor itself. To best illustrate how this works, imagine a spinning steel disc on an axle in front of you. If you clamped your thumbs either side of the disc close to the middle, your thumbs would heat up very quickly and you'd need to push pretty hard to generate the friction required to slow the disc down. Now imagine doing the same thing but clamping your thumbs together close to the outer rim of the disc. The disc w ill stop spinning much more quickly and your thumbs won't get as hot. That, in a nutshell explains the whole principle behind why bigger rotors = better stopping power.The different types of brake.All brakes work by friction. Friction causes heat which i s part of the kinetic energy conversion process. How they create friction is down to the various designs.Bicycle wheel brakesI thought I'd cover these because they're about the most basic type of functioning brake that you can see, watch working, and understand. The construction is very simple and out-in-the-open.A pair of rubber blocks are attached to a pair of calipers which are pivoted on the frame. When you pull the brake cable, the pads are pressed against the side or inner edge of the bicycle wheel rim. The rubber creates friction, which creates heat, which is the transfer of kinetic energy that slows you down. There's onlyreally two types of bicycle brake - those on which each brake shoe shares the same pivot point, and those with two pivot points. If you can look at a bicycle brake and not understand what's going on, the rest of this page is going to cause you a bit of a headache.Drum brakes - single leading edgeThe next, more complicated type of brake is a drum brake.The concept here is simple. Two semicircular brake shoes sit inside a spinning drum which is attached to the wheel. When you apply the brakes, the shoes are expanded outwards to press against the inside of the drum. This creates friction, which creates he at, which transfers kinetic energy, which slows you down. The example below shows a simple model. The actuator in this case is the blue elliptical object. As that is twisted, it forces against the brake shoes and in turn forces them to expand outwards. The return spring is what pulls the shoes back away from the surface of the brake drum when the brakes are released. See the later section for more information on actuator types.The "single leading edge" refers to the number of parts of the brake shoe which actually contact the spinning drum. Because the brake shoe pivots at one end, simple geometry means that the entire brake pad cannot contact the brake drum. The leading edge is the term given to the part of the brake pad which does contact the drum, and in the case of a single leading edge system, it's the part of the pad closest to the actuator. This diagram (right) shows what happens as the brakes are applied. The shoes are pressed outwards and the part of the brake pad which first contacts the drum is the leading edge. The action of the drum spinning actually helps to draw the brake pad outwards because of friction, which causes the brakes to "bite". The trailing edge of the brakeshoe makes virtually no contact with the drum at all. This simple geometry explains why it's really difficult to stop a vehicle rolling backwards if it's equipped only with single leading edge drum brakes. As the drum spins backwards, the leading edge of the shoe becomes the trailing edge and thus doesn't bite.Drum brakes - double leading edgeThe drawbacks of the single leading edge style of drum brake can be eliminated by adding a second return spring and turning the pivot point into a second actuator. Now when the brakes are applied, the shoes are pressed outwards at two points. So each brake pad now has one leading and one trailing edge. Because there are two brake shoes, there are two brake pads, which means there are two leading edges. Hence the name double leading edge.Disc brakesSome background. Disc brakes were invented in 1902 and patented by Birmingham car maker Frederick William Lanchester. His original design had two discs which pressed against each other to generate friction and slow his car down. It wasn't until 1949 that disc brakes appeared on a production car though. The obscure American car builder Crosley made a vehicle called the Hotshot which used the more familiar brake rotor and calipers that we all know and love today. His original design was a bit crap though - the brakes lasted less than a year each. Finally in 1954 Citroën launched the way-ahead-of-its-time DS which had the first modern incarnation of disc brakes along with other nifty stuff like self-levelling suspension, semi-automatic gearbox, active headlights and composite body panels. (all things which were re-introduced as "new" by car makers in the 90's).Disc brakes are an order of magnitude better at stopping vehicles than drum brakes, which is why you'll find disc brakes on the front of almost every car and motorbike built today. Sportier vehicles with higher speeds need better brakes to slow them down, so you'll likely see disc brakes on the rear of those too.译文：制动器制动器：它们的作用？简单的说：它会使你的汽车慢下来。

汽车电子系统中英文对照外文翻译文献汽车电子系统中英文对照外文翻译文献1汽车电子系统中英文对照外文翻译文献(文档含英文原文和中文翻译)The Changing Automotive Environment: High-Temperature ElectronicsR. Wayne Johnson, Fellow, IEEE, John L. Evans, Peter Jacobsen, James R. (Rick) Thompson, and Mark ChristopherAbstract —The underhood automotive environment is harsh and current trends in the automotive electronics industry will be pushing the temperatureenvelope for electronic components. The desire to place engine control unitson the engine and transmission control units either on or in the transmissionwill push the ambient temperature above 125125℃℃.However, extreme cost pressures,increasing reliability demands (10 year/241 350 km) and the cost of field failures (recalls, liability, customer loyalty) will make the shift to higher temperatures occur incrementally. The coolest spots on engine and in the transmission will be used. These large bodies do provide considerableheat sinking to reduce temperature rise due to power dissipation in the controlunit. The majority of near term applications will be at 150 ℃ or less andthese will be worst case temperatures, not nominal. The transition toX-by-wire technology, replacing mechanical and hydraulic systems with electromechanical systems will require more power electronics. Integrationof power transistors and smart power devices into the electromechanical℃ to 200℃ . Hybridactuator will require power devices to operate at 175electric vehicles and fuel cell vehicles will also drive the demand for higher temperature power electronics. In the case of hybrid electric and fuel cell vehicles, the high temperature will be due to power dissipation. Thealternates to high-temperature devices are thermal management systems which add weight and cost. Finally, the number of sensors in vehicles is increasingas more electrically controlled systems are added. Many of these sensors mustwork in high-temperature environments. The harshest applications are exhaustgas sensors and cylinder pressure or combustion sensors. High-temperature electronics use in automotive systems will continue to grow, but it will be gradual as cost and reliability issues are addressed. This paper examines themotivation for higher temperature operation,the packaging limitations evenat 125 C with newer package styles and concludes with a review of challenge at both the semiconductor device and packaging level as temperatures push beyond 125 ℃.Index Terms—Automotive, extreme-environment electronics.I. INTRODUCTIONI N 1977, the average automobile contained $110 worth of electronics [1]. By 2003 the electronics content was $1510 per vehicle and is expected to reach$2285 in 2013 [2].The turning point in automotive electronics was governmentTABLE IMAJOR AUTOMOTIVE ELECTRONIC SYSTEMSTABLE IIAUTOMOTIVETEMPERATUREEXTREMES(DELPHIDELCOELECTRONIC SYSTEMS) [3]regulation in the 1970s mandating emissions control and fuel economy. The complex fuel control required could not be accomplished using traditional mechanical systems. These government regulations coupled with increasing semiconductor computing power at decreasing cost have led to an ever increasing array of automotive electronics. Automotive electronics can be divided into five major categories as shown in Table I.The operating temperature of the electronics is a function of location, power dissipation by the electronics, and the thermal design. The automotive electronics industry defines high-temperature electronics as electronics operating above 125 ℃. However, the actual temperature for various electronics mounting locations varies considerably. Delphi Delco Electronic Systems recently published the typical continuous maximum temperatures as reproduced in Table II [3]. The corresponding underhood temperatures are shown in Fig. 1. The authors note that typical junction temperatures for integrated circuits are 10 ℃to15℃ higher than ambient or baseplate temperature, while power devices can reach 25 ℃ higher. At-engine temperatures of 125℃ peak can be maintained by placing the electronics on theintake manifold.Fig. 1. Engine compartment thermal profile (Delphi Delco Electronic Systems) [3].TABLE III THEAUTOMOTIVEENVIRONMENT(GENERALMOTORS ANDDELPHIDELCO ELECTRONICSYSTEMS) [4]TABLE IV REQUIREDOPERATIONTEMPERATURE FORAUTOMOTIVEELECTRONIC SYSTEMS(TOYOTAMOTORCORP. [5]TABLE VMECHA TRONICMAXIMUMTEMPERA TURERANGES(DAIMLERCHRYSLER,EA TONCORPORA TION, ANDAUBURNUNIVERSITY) [6]Fig. 2. Automotive temperatures and related systems (DaimlerChrysler) [8].automotive electronic systems [8]. Fig. 3 shows an actual measured transmission transmission temperature temperature temperature profile profile profile during during during normal normal normal and and excessive excessive driving drivingconditions [8]. Power braking is a commonly used test condition where the brakes are applied and the engine is revved with the transmission in gear.A similar real-world situation would be applying throttle with the emergencybrake applied. Note that when the temperature reached 135135℃℃,the over temperature light came on and at the peak temperature of 145145℃℃,the transmission was beginning to smell of burnt transmission fluid.TABLE VI2002I NTERNA TIONAL T ECHNOLOGY R OADMAPFOR S EMICONDUCTORS A MBI ENTOPERA TINGTEMPERA TURES FORHARSHENVIRONMENTS (AUTOMOTIVE) [9]The 2002 update to the International Technology Roadmap for Semiconductors (ITRS) did not reflect the need for higher operating temperatures for complex integrated circuits, but did recognize increasing temperature requirements for power and linear devices as shown in Table VI [9]. Higher temperature power devices (diodes and transistors) will be used for the power section of power converters and motor drives for electromechanical actuators. Higher temperature linear devices will be used for analog control of power converters and for amplification and some signal processing of sensor outputs prior to transmission to the control units. It should be noted that at the maximum rated temperature for a power device, the power handling capability is derated to zero. Thus, a 200℃ rated power transistor in a 200℃ environment would have zero current carrying capability. Thus, the actual operating environments must be lower than the maximum rating.In the 2003 edition of the ITRS, the maximum junction temperatures identified forharsh-environment complex integrated circuits was raised to 150℃through 2018 [9]. Theambient operating temperature extreme for harsh-environment complex integrated circuits was defined as 40℃to 125℃ through 2009, increasing to 40℃to 150℃for 2010 and beyond. Power/linear devices were not separately listed in 2003.The ITRS is consistent with the current automotive high-temperature limitations. Delphi Delco Electronic Systems offers two production engine controllers (one on ceramic and one on thin laminate) for direct mounting on the engine. These controllers are rated for operation over the temperature range of 40℃to 125℃. The ECU must be mounted on the coolest spot on the engine. The packaging technology is consistent with 140℃ operation, but the ECU is limited by semiconductor and capacitor technologies to 125℃.The future projections in the ITRS are not consistent with the desire to place controllers on-engine or in-transmission. It will not always be possible to use the coolest location for mounting control units. Delphi Delco Electronics Systems has developed an in-transmission controller for use in an ambient temperature of 140℃[10] using ceramic substrate technology. DaimlerChrysler is also designing an in-transmission controller for usewith a maximum ambient temperature of 150℃ (Figs. 4 and 5) [11].II. MECHATRONICSMechatronics, or the integration of electrical and mechanical systems offers a number ofadvantages in automotive assembly. Integration of the engine controller with the engine allows pretest of the engine as a complete system prior to vehicle assembly. Likewise with the integration of the transmission controller and the transmission, pretesting and tuning to account for machining variations can be performed at the transmission factory prior to shipment to the automobile assembly site. In addition, most of the wires connecting to a transmission controller run to the solenoid pack inside the transmission. Integration of the controller into the transmission reduces the wiring harness requirements at the automobile assembly level.Fig. 4. Prototype DaimlerChrysler ceramic transmission controller [11]Fig. 5. DaimlerChrysler in-transmission module [11].The trend in automotive design is to distribute control with network communications. As the industry moves to more X-by-wire systems, this trend will continue. Automotivefinalassembly plants assemble subsystems and components supplied by numerous vendors to build the vehicle. Complete mechatronic subsystems simplify the design, integration, management, inventory control, and assembly of vehicles. As discussed in the previous section, higher temperature electronics will be required to meet future mechatronic designs.III. PACKAGINGCHALLENGES AT125℃Trends in electronics packaging, driven by computer and portable products are resulting in packages which will not meet underhood automotive requirements at 125℃. Most notable are leadless and area array packages such as small ball grid arrays (BGAs) and quadflatpacks no-lead (QFNs). Fig. 6 shows the thermal cycle test 40 ℃to 125℃ results for two sizes of QFN from two suppliers [12]. A typical requirement is for the product to survive 2000–2500 thermal cycles with<1% failure for underhood applications. Smaller I/O QFNs have been found to meet the requirements.Fig. 7 presents the thermal cycle results for BGAs of various body sizes [13]. The die size in the BGA remained constant (8.6 *8.6 mm). As the body size decreases so does the reliability. Only the 23-mm BGA meets the requirements. The 15-mm BGA with the 0.56-mm-thick BT substrate nearly meets the minimum requirements. However, the industry trend is to use thinner BT substrates (0.38 mm) for BGA packages.One solution to increasing the thermal cycle performance of smaller BGAs is to use underfill. Capillary underfill was dispensed and cured after reflow assembly of the BGA. Fig. 8 shows a Weibull plot of the thermal cycle data for the 15-mm BGAs with four different underfills. Underfill UF1 had no failures after 5500 cycles and is, therefore, not plotted. Underfill, therefore, provides a viable approach to meeting underhood automotive requirements with smaller BGAs, but adds process steps, time, and cost to the electronics assembly process.Since portable and computer products dominate the electronics market, the packages developed for these applications are replacing traditional packages such as QFPs for new devices. The automotive electronics industry will have to continuedeveloping assembly approaches such as underfill just to use these new packages in current underhood applications.IV. TECHNOLOGY CHALLENGES ABOVE125 ℃The technical challenges for high-temperature automotive applications are interrelated, but can be divided into semiconductors, passives, substrates,interconnections, and housings/connectors. Industries such as oil well logging have successfully fielded high-temperature electronics operating at 200℃ and above. However, automotive electronics are further constrained by high-volume production, low cost, and long-term reliability requirements. The typical operating life for oil well logging electronics may only be 1000 h, production volumes are in the range of 10s or 100s and, while cost is a concern, it is not a dominant issue. In the following paragraphs, the technical challenges for high-temperature automotive electronics are discussed.Semiconductors: The maximum rated ambient temperature for most silicon basedintegrated circuits is 85℃, which is sufficient for consumer, portable, and computing product applications. Devices for military and automotive applications are typically rated to 125℃. A few integrated circuits are rated to 150℃, particularly for power supply controllers and a few automotive applications. Finally, many power semiconductor devices are derated to zero power handling capability at 200℃.Nelmset al.and Johnsonet al.have shown that power insulated-gate bipolar transistors (IGBTs) and metal–oxide–semiconductorfield-effect transistors (MOSFETs) can be used at 200℃[14], [15]. The primary limitations of these power transistors at the higher temperatures are the packaging (the glass transition temperature of common molding compounds is in the 180℃ to 200℃range) and the electrical stress on the transistor during hard switching.A number of factors limit the use of silicon at high temperatures. First, with a bandgap of 1.12 eV, the silicon p-n junction becomes intrinsic at high temperature (225℃ to 400℃depending on doping levels). The intrinsic carrier concentration is given by (1)As the temperature increases, the intrinsic carrier concentration increases. When the intrinsic carrier concentration nears the doping concentration level, p-n junctions behave as resistors, not diodes, and transistors lose their switching characteristics. One approach used in high-temperature integrated circuit design is to increase the doping levels, which increases the temperature at which the device becomes intrinsic. However, increasing the doping levels decreases the depletion widths, resulting in higher electricfields within the device that can lead to breakdown.A second problem is the increase in leakage current through a reverse-biased p-n junction with increasing temperature. Reverse-biased p-n junctions are commonly used in IC design to provide isolation between devices. The saturation current (I,the ideal reverse-bias current of the junction) is proportional to the square of the intrinsic carrier concentrationwhere Ego=bandgap energy atT= 0KThe leakage current approximately doubles for each 10℃rise in junction temperature. Increased junction leakage currents increase power dissipation within the device and can lead to latch-up of the parasitic p-n-p-n structure in complimentary metal–oxide–semiconductor (CMOS) devices. Epitaxial-CMOS (epi-CMOS) has been developed to improve latch-up resistance as the device dimensions are decreased due to scaling and provides improved high-temperature performance compared to bulk CMOS.Silicon-on-insulator (SOI) technology replaces reverse-biased p-n junctions with insulators, typically SiO2 , reducing the leakage currents and extending the operating range of silicon above 200℃. At present, SOI devices are more expensive than conventional p-njunction isolated devices. This is in part due to the limited use of SOI technology. With the continued scaling of device dimensions, SOI is being used in some high-performance applications and the increasing volume may help to eventually lower the cost.Other device performance issues at higher temperatures include gate threshold voltage shifts, decreased noise margin, decreased switching speed, decreased mobility, decreased gain-bandwidth product, and increased amplifier input–offset voltage [16]. Leakage currents also increase for insulators with increasing temperature. This results in increased gate leakage currents, and increased leakage of charge stored in memory cells (data loss). For dynamic memory, the increased leakage currents require faster refresh rates. For nonvolatile memory, the leakage limits the life of the stored data, a particular issue for FLASH memory used in microcontrollers and automotive electronics modules.Beyond the electrical performance of the device, the device reliability must also be considered. Electromigration of the aluminum metallization is a major concern. Electromigration is the movement of the metal atoms due to their bombardment by electrons (current flow). Electromigration results in the formation of hillocks and voids in the conductor traces. The mean time to failure (MTTF) for electromigration is related to the current density (J)and temperature(T) as shown in (3)The exact rate of electromigration and resulting time to failure is a function of the aluminum microstructure. Addition of copper to the aluminum increases electromigration resistance. The trend in the industry to replace aluminum with copper will improve the electromigration resistance by up to three orders of magnitude [17].Time dependent dielectric breakdown (TDDB) is a second reliability concern. Time to failure due to TDDB decreases with increasing temperature. Oxide defects, including pinholes, asperities at the Si–SiO2 interface and localized changes in chemical structure that reduce the barrier height or increase the charge trapping are common sources of early failure [18]. Breakdown can also occur due to hole trapping (Fowler–Nordheim tunneling). The holes can collect at weak spots in the Si–SiO2 interface, increasing the electricfield locally and leading to breakdown [18]. The temperature dependence of time-to-breakdown(tBD) can be expressed as [18]Values reported for Etbd vary in the literature due to its dependence on the oxidefield and the oxide quality. Furthermore, the activation energy increases with breakdown time [18].With proper high-temperature design, junction isolated silicon integrated circuits can be used to junction temperatures of 150℃ to 165℃, epi-CMOS can extend the range to 225℃to 250℃ and SOI can be used to 250℃ to 280℃ [16, pp. 224]. High-temperature, nonvolatile memory remains an issue.For temperatures beyond the limits of silicon, silicon carbidebased semiconductors are being developed. The bandgap of SiC ranges from 2.75–3.1 depending on the polytype. SiC has lower leakage currents and higher electric field strength than Si. Due to its wider bandgap, SiC can be used as a semiconductor device at temperatures over 600℃. Theprimary focus of SiC device research is currently for power devices. SiC power devices may eventuallyfind application as power devices in braking systems and direct fuel injection. High-temperature sensors have also been fabricated with SiC. Berget al.have demonstrated a SiCbased sensor for cylinder pressure in combustion engines [19] at up to 350℃ and Casadyet al.[20] have shown a SiC-based temperature sensor for use to 500℃. At present, the wafer size, cost, and device yield have made SiC devices too expensive for general automotive use. Most SiC devices are discrete, as the level of integration achieved in SiC to date is low.Passives: Thick and thin-film chip resistors are typically rated to 125 ℃. Naefeet al.[21] and Salmonet al.[22] have shown that thick-film resistors can be used at temperatures above 200℃ if the allowable absolute tolerance is 5% or greater. The resistors studied were specifically formulated with a higher softening point glass. The minimum resistance as afunction of temperature was shifted from 25℃to 150℃to minimize the temperature coefficient of resistance (TCR) over the temperature range to 300℃. TaN and NiCr thin-film resistors have been shown to have less than 1% drift after 1000 h at 200℃ [23]. Thus, for tighter tolerance applications, thin-film chip resistors are preferred. Wire wound resistors provide a high-temperature option for higher power dissipation levels [21].High-temperature capacitors present more of a challenge. For low-value capacitors, negative-positive-zero (NPO) ceramic and MOS capacitors provide low-temperature coefficient of capacitance (TCC) to 200℃. NPO ceramic capacitorshave been demonstrated to 500℃ [24]. Higher dielectric constant ceramics (X7R, X8R, X9U), used to achieve the high volumetric efficiency necessary for larger capacitor values, exhibit a significant capacitance decrease above the Curie temperature, which is typically between 125℃ to 150℃. As the temperature increases, the leakage current increases, the dissipation factor increases, and the breakdown strength decreases. Increasing the dielectric tape thickness to increase breakdown strength reduces the capacitance and is a tradeoff. X7R ceramic capacitors have been shown to be stable when stored at 200℃ [23]. X9U chip capacitors are commercially available for use to 200 C, but there is a significant decrease in capacitance above 150℃.Consideration must also be given to the capacitor electrodes and terminations. Ni is now being substituted for Ag and PdAg to lower capacitor cost. The impact of this change on hightemperature reliability must be evaluated. The surface finish for ceramic capacitor terminations is typically Sn. The melting point of the Sn (232℃) and its interaction with potential solders/brazes must also be considered. Alternate surfacefinishes may be required.For higher value, low-voltage requirements, wet tantalum capacitors show reasonable behavior at 200℃ if the hermetic seal does not lose integrity [23]. Aluminum electrolytics are also available for use to 150℃. Mica paper (260℃) and Teflonfilm (200℃) capacitors can provide higher voltage capability, but are large and bulky [25]. High-temperature capacitors are relatively expensive. V capacitors are relatively expensive. Volumetrically efficient, high-voltage, highcapacitance, olumetrically efficient, high-voltage, highcapacitance, high-temperature and low-cost capacitors are still needed.Standard transformers and inductor cores with copper wire and teflon insulation are suitable for operation to 200℃. For higher temperature operation, the magnetic core, the conductor metal (Ni instead of Cu) and insulator must be selected to be compatible with the higher temperatures [16, pp. 651–652] Specially designed transformers can be used to 450℃ to 500℃, however, they are limited in operating frequency.Crystals are required for clock frequency generation for microcontrollers. Crystals with acceptable frequency shift over the temperature range from 55℃to 200℃ have been demonstrated [22]. However, the selection of packaging materials and assembly process for the crystal are key to high-temperature performance and reliability. For example, epoxies used in assembly must be compatible with 200℃ operation.Substrates: Thick-film substrates with gold metallization have been used in circuits to 500℃ [21], [23]. Palladium silver, platinum silver, and silver conductors are morecommonly used in automotive hybrids for reduced cost. Silver migration has been observed with an unpassivated PdAg thick-film conductor under bias at 300℃ [21]. The time-to-failure needs to be examined as a function of temperature and bias voltage with and without passivation. Low-temperature cofired ceramic (LTCC) and high-temperature cofired ceramic (HTCC) are also suitable for high-temperature automotive applications. Embedded resistors are standard to thick-film hybrids, LTCC, and some HTCC technologies. As previously mentioned, thick-film resistors have been demonstrated at temperatures 200℃. Dielectric tapes for embedded capacitors have also been developed for LTCC and HTCC. However, these embedded capacitors have not been characterized for high-temperature use.High-Tg laminates are also available for fabrication of hightemperature printed wiring boards. Cyanate esters [Tg=250℃by differential scanning calorimetry (DSC)], polyimide (260℃by DSC), and liquid crystal polymers(Tm>280℃）provide options for use to 200℃. Cyanate ester boards have been used successfully in test vehicles at 175℃, but failed when exposed to 250℃ [26]. The higher coefficient of thermal expansion (CTE) of the laminate substrates compared to the ceramics must be considered in the selection of component attachment materials. The temperature limits of the laminates with respect to assembly temperatures must also be carefully considered. Work is ongoing to develop and implement embedded resistor and capacitor technology for laminate substrates for conventional temperature ranges. This technology has not been extended to high-temperature applications.One method many manufacturers are using to address the higher temperatures whilemaintaining lower cost is the use of laminate substrates attached to metal. The typical design involves the use of higher Tg( +140℃ and above) laminate substrates attached to an aluminum plate (approximately 2.54-mm thick) using a sheet or liquid adhesive. To assist in thermal performance, the laminate substrate is often thinner (0.76 mm) than traditional automotive substrates for under-the-hood applications. While this design provides improved thermal performance, the attachment of the laminate to aluminum increases the CTE for the overall substrates. The resultant CTE is very dependent on the ability of the attachment material to decouple the CTE between the laminate substrate and the metal backing. However, regardless of the attachment material used, the combination of the laminate and metal will increase the CTE of the overall substrate above that of a stand-alone laminate substrate. This impact can be quite significant in the reliability performance for components with low CTE values (such as ceramic chip resistors). Fig. 9 illustrates the impact of two laminate-to-metal attachment options compared to standard laminate substrates [27], [28]. The reliability data presented is for 2512 ceramic chip resistors attached to a 0.79-mm-thick laminate substrate attached to aluminum using two attachment materials. Notice that while one material significantly outperforms the other, both are less reliable than the same chip resistor attached to laminate without metal backing.This decrease in reliability is also exhibited on small ball grid array (BGA) packages. Fig. 10 shows the reliability of a 15-mm BGA package attached to laminate compared to the same package attached to a laminate substrate with metal backing [27], [28]. The attachment material used for the metal-backed substrate was the best material selected from previous testing. Notice again that the metal-backed substrate deteriorates the reliability. This reliability deterioration is of particular concern since many IC packages used for automotive applications are ball grid array packages and the packaging trend is for reduced packaging size. These packaging trends make the use of metal-backed substrates difficult for next generation products.One potential solution to the above reliability concern is the use of encapsulants and underfills. Fig. 11 illustrates how conformal coating can improve component reliability for surface mount chip resistors [27], [28]. Notice that the reliability varies greatly depending on material composition. However, for components which meet a marginal level of reliability, conformal coatings may assist the design in meeting the target reliability requirements. The same scenario can be found for BGA underfills. Typical underfill materials may extend the component life by a factor of two or more. For marginal IC packages, this enhancement may provide enough reliability improvement toall the designs to meet under-the-hood requirements. Unfortunately, the improvements provided byencapsulants and underfills increase the material cost and adds one or more manufacturing processes for material dispense and cure.Interconnections: Methods of mechanical and electrical interconnection of the active and passive components to the board include chip and wire,flip-chip, and soldering of packaged parts. In chip and wire assembly, epoxy die-attach materials can beused to 165℃ [29]. Polyimide and silicone die-attach materials can be used to 200℃. For higher temperatures, SnPb ( >90Pb), AuGe, AuSi, AuSn, and AuIn have been used. However,with the exception of SnPb, these are hard brazes and with increasing die size, CTE mismatches between the die and the substrate will lead to cracking with thermal。

毕业设计(论文)参考文献译文学生姓名：何彦东系别：机械工程系专业：工业工程班级：T813-7班学号:20080130705译文出处：Economic Commission of Europe（539）汽车线束制造工艺来自：联合国欧洲经济委员会汽车法规（539）作者：卡洛斯. 阿亚拉日期：1999年2月5日简介：本报告描述汽车线束的制造和装配过程。

在汽车中，线束的主要功能是将能量传递到汽车的不同组件和模块，一系列复杂的汽车线束布置取决于线束的数量和所需完成组装的部件。

在这遍报告中，我将用一个中等大小的汽车线束的插图和例子来说明。

这遍报告按照实际的操作制造过程来写，这个顺序并不是在所有情况下都必须严格遵守的。

其实，有很多操作可以在同一时间和特定的顺序下执行，这取决于具体的汽车线束的设计。

另外，本报告不包括汽车线束的存储、来料检验，包装入库等。

内容：1）●切割和卷边●制备电路和组件●装备工艺（战略）●测试（电气连续性和视觉检查）2）3）4）5）6）7）切割和压接终端第一部分的接线线束制造工艺是制备“电路”。

电路是一种在终端的一端或两端，按所需要的长度切割的电线。

换句话说是原材料转化为有用组分的线束装配。

颜色、保温材料、应变、链和终端是定义一个电路的参数，常用的其他特点是线密封收缩管。

大约100种电路复合形成一种典型的中等大小的线束。

包含特定电路所有的特点的文件称为分页图，开发分页图所需要的信息来自于线束蓝图和制造条款。

不同电路的样品这个阶段所需要的典型的设备是一个自动切割机。

本机是一种不使用电脑的高科技设备驱动器。

经营者会在内存和建立的工具和材料要求中介绍电路参数。

进料系统把汽车线束从（wire-packaging）电线包装桶拉到自动加工机处，并将原线切至所需要的长度，从电路两端把一个短的绝缘长度删除掉，一个机械臂握住电路的末端，引导它到达死亡涂抹站。

通过一个传感器来验证电路的末端已经被准确的剥光。

一旦电路末端到达模具涂抹站并且位于正确的位置，机器将会启动一台压力为5吨大的应用终端，这个终端卷装在载体带上，并且是从模具涂抹站拉出来的。