外文翻譯--燃料電池概念車(chē)（節(jié)選）

1、<p>　　1000單詞，1872漢字</p><p>　　2. Revolution Fuel-Cell Vehicle</p><p>　　The Revolution fuel-cell concept vehicle was developed internally by Hypercar to demonstrate the technical feasibility

2、and societal, consumer, and competitive benefits of holistic vehicle design focused on efficiency and lightweighting. It was designed to have breakthrough fuel economy and emissions, meet U.S. and European Motor Vehicle

3、Safety Standards, and meet a rigorous and complete set of product requirements for a sporty five-passenger SUV crossover vehicle market segment with technologies</p><p>　　Figure 2: Photo of full-scale model

4、of Revolution and package layout drawings</p><p>　　The Revolution combines lightweight, aerodynamic, and electrically and thermally efficient design with a hybridized fuel-cell propulsion system to deliver a

5、n unprecedented combination of features:</p><p>　　? Seats five adults with a package similar to the Lexus RX-300</p><p>　　? 1.95-m3 cargo space with the rear seats folded flat</p><p&g

6、t;　　? 2.38 L/100 km (42 km/L, 99 mpg) using compressed 345-bar gaseous hydrogen fuel</p><p>　　? 530-km range on 3.4 kg of hydrogen</p><p>　　? Zero tailpipe emissions</p><p>　　? Acce

7、lerates 0–100 km/h in 8.3 seconds</p><p>　　? No damage in impacts up to 10 km/h</p><p>　　? All-wheel drive with digital traction and vehicle stability control</p><p>　　? Ground clea

8、rance adjustable from 13–20 cm through a semi-active suspension that adapts to load, speed,</p><p>　　location of the vehicle’s center of gravity, and terrain</p><p>　　? Body stiffness and torsio

9、nal rigidity 50% higher than premium sports sedans</p><p>　　? Designed for a 300,000+-km service life ? Modular electronics and software architecture and customizable user interface</p><p>　　? P

10、otential for the sticker price to be competitive with the Lexus RX300, Mercedes M320, and the BMW X5 3.0, with significantly lower lifecycle cost How is this achieved? Through careful whole-system design that integrates

11、several advanced technologies at once in synergistic ways. An overview of some of the technologies in the Revolution can be found in Figure</p><p>　　3 and background information is available in [4, 5, 6, 7].

12、</p><p>　　Figure 3: Technologies within the Revolution</p><p>　　2.1 Lightweight design</p><p>　　Every system in the Revolution is significantly lighter than conventional systems (Ta

13、ble 1 and Figure 4).</p><p>　　Different techniques were used for each system to achieve such weight savings. The body structure achieved nearly 60% mass reduction versus steel by using a combination of carbo

14、n-fiber composites, aluminum, and unreinforced thermoplastic. Carbon-fiber composites were used in the passenger safety cell and in dedicated</p><p>　　composite energy absorbing members. Aluminum was used pr

15、imarily in a front-end sub-frame, and unreinforced composite panels form the vehicle’s skin (Figure 5). The aluminum subframe and plastic skin are made with standard production techniques and will thus not be discussed i

16、n detail here.</p><p>　　Table 1: Mass comparison of Revolution with a conventional benchmark vehicle</p><p>　　Figure 4: Mass pie charts</p><p>　　3. Composite Safety Cell Structural

17、Design</p><p>　　The overarching challenge to using lightweight materials is cost-effectiveness. As carbon fiber composites cost significantly more per kilogram and per unit stiffness than steel, cost savings

18、 must be found in the structural design and manufacturing methods in order to make composites economically feasible. The design strategy that Hypercar employed was four-tiered: minimizing the total amount of material (an

19、d its corollary:</p><p>　　ensuring most effective use of the material used) through concentrated, highly effective use whenever used;</p><p>　　simplifying assembly, tooling, parts handling, inve

20、ntory, and processing costs through design; integrating as much functionality into the structure as was practical; and employing a novel manufacturing system for the fabrication of the individual parts. Several features

21、of the design that support this strategy are described below.</p><p>　　3.1 Design features</p><p>　　3.1.1 Part consolidation</p><p>　　The primary structure is illustrated in Figures

22、 5 and 6. It is composed of fourteen major parts and 62 total parts—65% and 77% fewer parts than in the equivalent portion of a conventional stamped steel BIW, respectively. Each major part in the composite safety cell i

23、s joined using a patent-pending blade and clevis fully bonded joining technique that is strong, robust, and self-fixturing. Together, the small number of parts and the joint design simplify assembly, as just a few parts

24、must be held </p><p>　　Figure 5: Composite structure, aluminum/composite front sub-frame, and exterior panels</p><p>　　Figure 6: Composite safety cell exploded view</p><p>　　3.1.2 M

25、aterial selection</p><p>　　The materials used in the design of the passenger safety cell are predominantly intermediate modulus PANbased carbon fiber and low-viscosity nylon 12 laurolactam thermoplastic.<

26、/p><p>　　To improve processability, long discontinuous fiber (LDF) carbon is used. Compared with continuous fiber, LDF allows greater formability of the part without crimping or buckling because the preform can

27、 stretch during processing. Yet the fibers are long enough to maintain near-continuous-fiber levels of stiffness in the final part.</p><p>　　3.1.3 Part design</p><p>　　Each part is designed for

28、low-cost fabrication and assembly. All parts exploit global complexity rather than including local complexity. For instance, while the components have complex surface geometry, the components are relatively shallow with

29、few sharp bends or deep draws, minimizing tooling cost, enhancing repeatability, and eliminating the need for labor-intensive pre- and post-process steps. Even though the geometry of each individual part is relatively si

30、mple, the parts combine to form a </p><p>　　3.2 Structural analysis</p><p>　　Both static structural and dynamic crash analyses were performed on the Revolution. The static analyses indicate a be

31、nding stiffness of 14,470 N/mm and a torsional stiffness of 38,490 N?m/deg—both figures greater than 50 % stiffer than premium sports sedans. In terms of crash performance, the Revolution relies on a combination of the e

32、nergy absorbing properties of aluminum and the strength of carbon composites to achieve levels of safety comparable to—and in many crash scenarios, exceeding—those</p><p>　　Figure 7: 56-km/h fixed barrier fr

33、ont-end collision results</p><p>　　2. Revolution燃料電池概念車(chē)</p><p>　　Revolution燃料電池概念車(chē)是由Hypercar內(nèi)部研發(fā)來(lái)證明注重效率和輕便的整體汽車(chē)設(shè)計(jì)所帶來(lái)的技術(shù)上的可行性和社會(huì)，消費(fèi)，有競(jìng)爭(zhēng)力的效益。它被設(shè)計(jì)出來(lái)在燃油經(jīng)濟(jì)性和尾氣排放方面尋求突破，符合美國(guó)和歐洲機(jī)動(dòng)車(chē)輛安全標(biāo)準(zhǔn)，同時(shí)也滿足嚴(yán)謹(jǐn)?shù)某商椎漠a(chǎn)品要

34、求，即容納5個(gè)乘客的運(yùn)動(dòng)型的擁有在5年內(nèi)能夠以有競(jìng)爭(zhēng)力的成本量產(chǎn)的技術(shù)的汽車(chē)細(xì)分市場(chǎng)。（圖2）</p><p><b>　　.</b></p><p>　　圖2：Revolution實(shí)體模型和包裝布局圖</p><p>　　Revolution結(jié)合了集輕便，熱空氣動(dòng)力，電力和化氫燃料電池推進(jìn)系統(tǒng)于一體的有效設(shè)計(jì)來(lái)傳遞史無(wú)前例的組合式功能：<

35、;/p><p>　　? 擁有與Lexus RX-300相近包裝的5個(gè)成人座位</p><p>　　? 1.95平方米擁有折疊式后座的貨倉(cāng)</p><p>　　? 2.38L/100km（42km/L,99mpg）用壓縮 345-bar氣態(tài)氫燃料</p><p>　　? 3.4公斤的氫的范圍</p><p>　　?

36、 汽車(chē)排氣管零排放</p><p>　　? 8.3秒內(nèi)加速0到100km/h</p><p>　　? 車(chē)身在10km/h內(nèi)的沖擊碰撞沒(méi)有損壞</p><p>　　? 數(shù)碼牽引力和車(chē)輛穩(wěn)定性控制的四輪驅(qū)動(dòng)</p><p>　　? 地面間隙通過(guò)半懸架系統(tǒng)可以從13cm調(diào)到20cm，以適應(yīng)負(fù)重，速度和車(chē)輛的重心和地形的位置</p>

37、;<p>　　? 車(chē)身強(qiáng)度和扭轉(zhuǎn)剛度比優(yōu)質(zhì)的運(yùn)動(dòng)型轎車(chē)高50% </p><p>　　? 專(zhuān)為300000km 使用壽命的設(shè)計(jì)</p><p>　　? 模塊化的電子產(chǎn)品和軟件體系結(jié)構(gòu)和坎坷定制的用戶界面</p><p>　　? 具有能夠和雷克薩斯 RX300，奔馳 M320，寶馬X53.0有競(jìng)爭(zhēng)力價(jià)格的潛質(zhì)，同時(shí)具有明顯低的生命周期成本<

38、/p><p>　　這是怎樣做到的呢？在協(xié)同的方式下通過(guò)立即集成幾個(gè)先進(jìn)技術(shù)的精心的系統(tǒng)設(shè)計(jì)。</p><p>　　Revolution中的一些技術(shù)概述可以在圖3和圖4,5,6,7的可用背景資料中被找到。</p><p>　　圖3：Revolution中的技術(shù)</p><p><b>　　2.1 設(shè)計(jì)輕巧</b></p&

39、gt;<p>　　Revolution的每個(gè)系統(tǒng)比傳統(tǒng)的系統(tǒng)明顯輕巧多了。為了降低車(chē)身重量，從而采用了不同的技術(shù)。車(chē)身結(jié)構(gòu)減少了近60%的剛凈重，因?yàn)椴捎昧颂妓乩w維復(fù)合材料，鋁和加強(qiáng)熱塑性塑料的結(jié)合體。碳素纖維復(fù)合材料用于乘客安全室和專(zhuān)用復(fù)合材料能量吸收葉輪，鋁主要用于前端框架和車(chē)輛皮膚的加強(qiáng)復(fù)合板。鋁的副框架和塑料皮膚使用標(biāo)準(zhǔn)生產(chǎn)技術(shù)，因此在這里就不詳細(xì)討論。</p><p>　　表一：Revol

40、ution和常規(guī)基準(zhǔn)車(chē)輛的大量比較</p><p><b>　　圖4: 質(zhì)量餅圖</b></p><p>　　3. 復(fù)合材料安全室結(jié)構(gòu)設(shè)計(jì)</p><p>　　使用輕質(zhì)材料最大的挑戰(zhàn)就是成本效益。由于碳素纖維復(fù)合材料每千克的成本和單位強(qiáng)度都比鋼明顯高的多，所以必須從結(jié)構(gòu)設(shè)計(jì)和制造方法中來(lái)降低成本從而使得復(fù)合材料經(jīng)濟(jì)可行。Hypercar提出的設(shè)

41、計(jì)戰(zhàn)主要略涵蓋4層：材料總質(zhì)量最小化，單位材料最大效益化（其推論即:確保使用到的材料產(chǎn)生最大效益）簡(jiǎn)化設(shè)計(jì)過(guò)程中的組裝，工裝，零件處理，庫(kù)存，成本工藝各環(huán)節(jié)</p><p>　　盡可能多的將實(shí)用性功能加入到汽車(chē)結(jié)構(gòu)中④引進(jìn)個(gè)別零件制造的新型制造系統(tǒng)</p><p>　　支持這項(xiàng)戰(zhàn)略的設(shè)計(jì)的其他一些特點(diǎn)將在下面描述。</p><p><b>　　3.1 設(shè)計(jì)

42、特點(diǎn)</b></p><p>　　3.1.1 零件加固</p><p>　　汽車(chē)的主要結(jié)構(gòu)就如圖5，圖6描述的。它是由14個(gè)主要零件和總的62個(gè)部件——相比于同等比例下的傳統(tǒng)的沖壓鋼BIW分別只用了65%和77%的部件。Revolution中的每個(gè)主要部分共同使用一個(gè)專(zhuān)利未決的葉片和結(jié)合了強(qiáng)大的，穩(wěn)健的，自帶夾具的技術(shù)的連接叉。同時(shí)，一小部分的部件和共同的設(shè)計(jì)簡(jiǎn)化了組裝，比如只

43、是一部分零件必須保持在一起直到粘合劑粘結(jié)，不需要復(fù)雜的檢具。</p><p>　　圖 5: 復(fù)合材料的復(fù)合結(jié)構(gòu)，鋁質(zhì)/復(fù)合材料前副框和外板</p><p>　　圖6：復(fù)合材料安全室的開(kāi)發(fā)觀點(diǎn)</p><p>　　3.1.2 材料選擇</p><p>　　乘客安全單元設(shè)計(jì)中所使用的材料的中間體是以碳素纖維和低粘度尼龍熱塑性材料。為了提高工藝性

44、，材料使用不連續(xù)纖維的碳素材料。跟連續(xù)纖維的碳素材料相比，LCD能夠?yàn)榱慵峁└玫某尚涡?，而沒(méi)有蜷曲和屈曲，因?yàn)樵诠に嚵鞒讨蓄A(yù)制品可以拉伸。因此，纖維足夠長(zhǎng)到維持最后部分的鋼的強(qiáng)度的連續(xù)纖維等級(jí)</p><p>　　3.1.3 零件設(shè)計(jì)</p><p>　　每個(gè)零件是在低成本制造和組裝下設(shè)計(jì)的。所有零件利用的是整體復(fù)雜性而不是局部復(fù)雜性。比如：當(dāng)部件具有表面幾何圖形，這些組件較深較淺的有

45、一些尖銳的折彎和繪畫(huà)，最小化的加工成本，可重復(fù)性頻率的提高和勞動(dòng)密集型的售前和成型件的過(guò)程的加快。</p><p>　　盡管每個(gè)獨(dú)立零件的幾何尺寸相對(duì)簡(jiǎn)單，但是所有部件要結(jié)合成一個(gè)擁有所有必需的復(fù)雜度和幾何尺寸的完整結(jié)構(gòu)。</p><p><b>　　3.2 結(jié)構(gòu)分析</b></p><p>　　對(duì)Revolution執(zhí)行包括靜態(tài)結(jié)構(gòu)和動(dòng)態(tài)結(jié)構(gòu)

46、在內(nèi)的分析。靜態(tài)分析顯示了14470 N/mm的抗彎剛度和38,490 N?m/deg扭轉(zhuǎn)剛度——兩組數(shù)據(jù)都比優(yōu)質(zhì)運(yùn)動(dòng)轎車(chē)的強(qiáng)度高出50%。從碰撞性能角度看，Revolution依靠鋁的能量吸收特質(zhì)和碳素復(fù)合材料的強(qiáng)度來(lái)取得相當(dāng)?shù)陌踩?，在許多失事中，很多就是質(zhì)量較重的車(chē)輛。比如，在前端的碰撞中，計(jì)算機(jī)分析表明Revolution能夠優(yōu)于美國(guó)聯(lián)邦機(jī)動(dòng)車(chē)安全標(biāo)準(zhǔn)（FMVSS）規(guī)定的固定障礙碰撞時(shí)速應(yīng)該達(dá)到48-km/h甚至加速到56 k

47、m/h。此外，前端在56 km/h時(shí)速碰撞所造成的損壞應(yīng)該包括鋁質(zhì)前副框而不是碳素纖維安全室的任何損害，能夠在沖撞后便于乘客逃脫和簡(jiǎn)化維修。在一次迎頭而來(lái)的汽車(chē)沖撞最大相當(dāng)于其兩倍的質(zhì)量，各個(gè)時(shí)速達(dá)48-km/h，Revolution就是被設(shè)計(jì)出來(lái)滿足FMVSS 48-km/迎頭固定障礙標(biāo)準(zhǔn)。因此，Revolution的碰撞結(jié)構(gòu)會(huì)成功的吸收它在迎頭相撞產(chǎn)生而轉(zhuǎn)移的額外動(dòng)能，那是由于相對(duì)于其碰撞伙伴的輕巧度沒(méi)有危機(jī)乘客的安全。</p