電動(dòng)四輪清潔車的總體設(shè)計(jì)-清掃車
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中國地質(zhì)大學(xué)長城學(xué)院
本科畢業(yè)論文外文資料翻譯
系 別： 工程技術(shù)系
專 業(yè)： 11級(jí)機(jī)制6班
姓 名： 趙強(qiáng)
學(xué) 號(hào)： 05211625
2015年 3 月 20 日
外文資料翻譯譯文
中國Vies將成為世界領(lǐng)先的清潔電動(dòng)車
《紐約時(shí)報(bào)》 記者：布拉德什
發(fā)布時(shí)間： 2009年4月1日
天津通過了一項(xiàng)計(jì)劃，旨在三年之內(nèi)把中國變成一個(gè)主要生產(chǎn)混合及全電動(dòng)清潔電動(dòng)車生產(chǎn)商，并在之后使其成為世界領(lǐng)先的電動(dòng)清潔電動(dòng)車和公共清潔電動(dòng)車生產(chǎn)國。
從中國政府的上級(jí)部門提出的目標(biāo)暗示，底特律的三大巨頭，如今已是必須經(jīng)過苦苦掙扎才能生存下去，并且在未來還將面臨比今天更嚴(yán)厲的國際清潔電動(dòng)車技術(shù)領(lǐng)域的激烈競(jìng)爭(zhēng)。
“中國完全有能力在這一領(lǐng)域成為先導(dǎo)”， 通用清潔電動(dòng)車公司在中國政府政策執(zhí)行官David Tulauskas說。
從某種程度上說，中國正在形成責(zé)任感。而這種責(zé)任感是在美國，日本和其他國家使天然氣動(dòng)力車輛但卻不考慮當(dāng)前先進(jìn)技術(shù)時(shí)才開始慢慢形成，中方希望在下一階段能夠有一飛躍。
日本是混合動(dòng)力清潔電動(dòng)車市場(chǎng)的領(lǐng)導(dǎo)者，現(xiàn)今運(yùn)營電力和汽油，清潔電動(dòng)車行業(yè)，如豐田Prius和本田Insight 。美國一直落后于其他車輛。通用清潔電動(dòng)車的充電式油電混合車雪佛蘭Volt將在韓國聚集在密歇根使用充電電池進(jìn)口LG電子，預(yù)定在明年能在市場(chǎng)上銷售。
但是，電動(dòng)車可能無助于清除煙霧昏暗的天空或限制迅速增加全球變暖的氣體的排放量。我國獲得四分之三的電力來自煤炭，與其他燃料相比它將排放出更多的煤煙和更多的溫室氣體。
中國的目的是除了要?jiǎng)?chuàng)造一個(gè)領(lǐng)先世界的制造和出口工業(yè)大國外，還要降低城市污染和減少中國對(duì)于中東和美國海軍控制的海外旅游在石油上的依賴。
去年秋天，麥肯錫公司報(bào)告估計(jì)表明，取代汽油動(dòng)力清潔電動(dòng)車的相似尺寸電動(dòng)清潔電動(dòng)車在中國能夠減少的溫室氣體排放量中只占百分之十九。然而，通過改變位于城市郊區(qū)的清潔電動(dòng)車排氣管電廠煙霧排放源將大大減少城市污染。
除了制造業(yè)，補(bǔ)貼高達(dá)八點(diǎn)八○○美元正在向出租車船隊(duì)和地方政府機(jī)構(gòu)的13個(gè)中國城市購買的的每個(gè)混合或全電動(dòng)車。國家電網(wǎng)已下令在北京、上海和天津設(shè)立電動(dòng)清潔電動(dòng)車充電站。
用于電動(dòng)清潔電動(dòng)車設(shè)計(jì)研究的政府補(bǔ)助迅速增加。中間機(jī)構(gòu)正在計(jì)劃為選擇能源型清潔電動(dòng)車的客戶提供稅務(wù)貸款。
我國政府官員和中國清潔電動(dòng)車高管表示提高其年生產(chǎn)能力，從去年的2100輛到2011年底為50萬輛混合或全電動(dòng)清潔電動(dòng)車和公共清潔電動(dòng)車。相比之下， CSM全球咨詢公司，它的清潔電動(dòng)車制造商預(yù)測(cè)，日本和韓國將共同生產(chǎn)1.1百萬得混合或全電動(dòng)輕型車輛，到那時(shí)北美將是26.7萬。
美國能量部啟動(dòng)25億美元計(jì)劃發(fā)展電子驅(qū)動(dòng)清潔電動(dòng)車和提高電池技術(shù)，并將收到2億美元用于發(fā)展國會(huì)制定的經(jīng)濟(jì)激勵(lì)計(jì)劃之一的電池。
溫家寶總理強(qiáng)調(diào)，重要的是兩年前，他不可能選擇成為電動(dòng)車科學(xué)和技術(shù)部長：萬鋼，出生于，是奧迪清潔電動(dòng)車在德國的工程師，后來成為中國電動(dòng)清潔電動(dòng)車研究小組的首席科學(xué)家。萬先生是至少30年來第一位不是共產(chǎn)黨員的部長。
溫總理對(duì)電動(dòng)車產(chǎn)業(yè)有著很獨(dú)特的聯(lián)系。他出生和長大在北京東南方向70英里的天津，天津長期是我國電池行業(yè)發(fā)展的核心。
溫家寶成為總理六年以來，天津蓬勃發(fā)展?，F(xiàn)在已經(jīng)有我國第一子彈頭列車的服務(wù)（北京） ，一個(gè)新的空中客車工廠和一個(gè)設(shè)施齊備的新機(jī)場(chǎng)。天津還收到了為企業(yè)激增的研究補(bǔ)貼，，如天津清源電動(dòng)清潔電動(dòng)車公司。
在中國電動(dòng)清潔電動(dòng)車有若干實(shí)際優(yōu)點(diǎn)。長途駕駛是罕見的，由于受到交通堵塞的限制，通勤比較短、經(jīng)常在低速行駛。這樣，全電動(dòng)清潔電動(dòng)車-最新車型在華的最高速度每小時(shí)60英里和120英里范圍內(nèi)的費(fèi)用-已經(jīng)不再是一個(gè)問題了。
第一次購車者占中國市場(chǎng)的五分之四，而這些買家尚未習(xí)慣于汽油動(dòng)力清潔電動(dòng)車的更大的動(dòng)力和應(yīng)用范圍。
但電動(dòng)車行業(yè)也面臨著一些障礙。大多數(shù)城市居民居住在公寓，并不能在車道內(nèi)安裝充電設(shè)備，因此，更多的公共充電中心需要設(shè)立。
在中國，可充電式鋰離子電池也是有聲譽(yù)的。假冒鋰離子電池在手機(jī)偶爾會(huì)發(fā)生爆炸，造成人員傷亡。索尼公司不得不在一些過熱和起火或爆炸事件后，在2006年和2008年呼吁真正的鋰離子電池應(yīng)用在筆記本電腦里。
這些安全問題通過鋰離子電池鈷都得到了緩解，但是，并不是更多的化學(xué)性質(zhì)穩(wěn)定的鋰離子電池磷酸適應(yīng)目前的清潔電動(dòng)車使用。
最艱難的挑戰(zhàn)是，所有的鋰離子電池?zé)o論是否與鈷或磷酸鹽混合，它的價(jià)格都非常昂貴。這將是中國消費(fèi)者的一個(gè)障礙，特別是的與去年夏天的汽油價(jià)格保持相對(duì)較低的高點(diǎn)相比。
解決我國所面臨的挑戰(zhàn)是用相同的方法，幫助其加快工業(yè)化和放在奧運(yùn)會(huì)的籌備上：巨大的能量，金錢和人民。
比亞迪清潔電動(dòng)車有5000工程師和同等數(shù)量的電池工程師，其中大多數(shù)是生活在其總部深圳的一組15個(gè)黃色的公寓樓房里，每一個(gè)有18層高。年輕工程師收入包括福利月收入不低于600美元。
該公司的總經(jīng)理吳之鋅說，今年秋天，天津清遠(yuǎn)銷售它的完全由電池供電、車身來自轎車的賽中型轎車，通常售價(jià)為十四點(diǎn)六○○美元時(shí)配備了汽油發(fā)動(dòng)機(jī)。但是，引擎和油箱將替換為$ 14,000電池和電動(dòng)馬達(dá)。
這意味著零售價(jià)將增加近一倍，即近3萬美元。即使政府將最高資助8,800美元獎(jiǎng)勵(lì)給買家，這也是一個(gè)沉重的包袱。
吳先生說，大規(guī)模生產(chǎn)可降低電池和電動(dòng)馬達(dá)成本的30或百分之四十，但仍然讓電動(dòng)車價(jià)格比高于汽油動(dòng)力的。
但吳先生有足夠的資金投入并進(jìn)行改進(jìn)。他在接受采訪時(shí)，打斷了他的公司總部在星期四采取了電話約會(huì)，他禮貌地拒絕要約的來電，并掛斷了電話。
他解釋說：“一個(gè)國家控制的銀行總經(jīng)理打電話來詢問他是否需要貸款” 。
China Vies to Be World’s Leader in Electric Cars
By KEITH BRADSHER Published: April 1, 2009
TIANJIN, China — Chinese leaders have adopted a plan aimed at turning the country into one of the leading producers of hybrid and all-electric vehicles within three years, and making it the world leader in electric cars and buses after that.Skip to next paragraph
Chinese leaders have adopted a plan aimed at turning the country into one of the leading producers of hybrid and all-electric vehicles within three years.
At the Tianjin-Qingyuan Electric Vehicle Company, a worker assembles a block of battery packs
The goal, which radiates from the very top of the Chinese government, suggests that Detroit’s Big Three, already struggling to stay alive, will face even stiffer foreign competition on the next field of automotive technology than they do today.
“China is well positioned to lead in this,” said David Tulauskas, director of China government policy at General Motors.
To some extent, China is making a virtue of a liability. It is behind the United States, Japan and other countries when it comes to making gas-powered vehicles, but by skipping the current technology, China hopes to get a jump on the next.
Japan is the market leader in hybrids today, which run on both electricity and gasoline, with cars like the Toyota Prius and Honda Insight. The United States has been a laggard in alternative vehicles. G.M.’s plug-in hybrid Chevrolet Volt is scheduled to go on sale next year, and will be assembled in Michigan using rechargeable batteries imported from LG in South Korea.
China’s intention, in addition to creating a world-leading industry that will produce jobs and exports, is to reduce urban pollution and decrease its dependence on oil, which comes from the Mideast and travels over sea routes controlled by the United States Navy.
But electric vehicles may do little to clear the country’s smog-darkened sky or curb its rapidly rising emissions of global warming gases. China gets three-fourths of its electricity from coal, which produces more soot and more greenhouse gases than other fuels.
A report by McKinsey & Company last autumn estimated that replacing a gasoline-powered car with a similar-size electric car in China would reduce greenhouse emissions by only 19 percent. It would reduce urban pollution, however, by shifting the source of smog from car exhaust pipes to power plants, which are often located outside cities.
Beyond manufacturing, subsidies of up to $8,800 are being offered to taxi fleets and local government agencies in 13 Chinese cities for each hybrid or all-electric vehicle they purchase. The state electricity grid has been ordered to set up electric car charging stations in Beijing, Shanghai and Tianjin.
Government research subsidies for electric car designs are increasing rapidly. And an interagency panel is planning tax credits for consumers who buy alternative energy vehicles.
China wants to raise its annual production capacity to 500,000 hybrid or all-electric cars and buses by the end of 2011, from 2,100 last year, government officials and Chinese auto executives said. By comparison, CSM Worldwide, a consulting firm that does forecasts for automakers, predicts that Japan and South Korea together will be producing 1.1 million hybrid or all-electric light vehicles by then and North America will be making 267,000.
The United States Department of Energy has its own $25 billion program to develop electric-powered cars and improve battery technology, and will receive another $2 billion for battery development as part of the economic stimulus program enacted by Congress.
Premier Wen Jiabao highlighted the importance of electric cars two years ago with his unlikely choice to become minister of science and technology: Wan Gang, a Shanghai-born former Audi auto engineer in Germany who later became the chief scientist for the Chinese government’s research panel on electric vehicles.
Mr. Wan is the first minister in at least three decades who is not a member of the Communist Party.
And Premier Wen has his own connection to the electric car industry. He was born and grew up here in Tianjin, the longtime capital of China’s battery industry, 70 miles southeast of Beijing.
Tianjin has thrived in the six years since Mr. Wen became premier. It now has China’s first bullet train service (to Beijing), a new Airbus factory and an immaculate new airport. Tianjin has also received a surge of research subsidies for enterprises like the Tianjin-Qingyuan Electric Vehicle Company.
Electric cars have several practical advantages in China. Intercity driving is rare. Commutes are fairly short and frequently at low speeds because of traffic jams. So the limitations of all-electric cars — the latest models in China have a top speed of 60 miles an hour and a range of 120 miles between charges — are less of a problem.
First-time car buyers also make up four-fifths of the Chinese market, and these buyers have not yet grown accustomed to the greater power and range of gasoline-powered cars.
But the electric car industry faces several obstacles here too. Most urban Chinese live in apartments, and cannot install recharging devices in driveways, so more public charging centers need to be set up.
Rechargeable lithium-ion batteries also have a poor reputation in China. Counterfeit lithium-ion batteries in cellphones occasionally explode, causing injuries. And Sony had to recall genuine lithium-ion batteries in laptops in 2006 and 2008 after some overheated and caught fire or exploded.
These safety problems have been associated with lithium-ion cobalt batteries, however, not the more chemically stable lithium-ion phosphate batteries now being adapted to automotive use.
The tougher challenge is that all lithium-ion batteries are expensive, whether made with cobalt or phosphate. That will be a hurdle for thrifty Chinese consumers, especially if gas prices stay relatively low compared to their highs last summer.
China is tackling the challenges with the same tools that helped it speed industrialization and put on the Olympics: immense amounts of energy, money and people.
BYD has 5,000 auto engineers and an equal number of battery engineers, most of them living at its headquarters in Shenzhen in a cluster of 15 yellow apartment buildings, each 18 stories high. Young engineers earn less than $600 a month, including benefits.
When Tianjin-Qingyuan puts its entirely battery-powered Saibao midsize sedan on sale this autumn, the body will come from a sedan that normally sells for $14,600 when equipped with a gasoline engine. But the engine and gas tank will be replaced with a $14,000 battery pack and electric motor, said Wu Zhixin, the company’s general manager.
That means the retail price will nearly double, to almost $30,000. Even if the government awards the maximum subsidy of $8,800 to buyers, that is a hefty premium.
Large-scale production could drive down the cost of the battery pack and electric motor by 30 or 40 percent, still leaving electric cars more expensive than gasoline-powered ones, Mr. Wu said.
But Mr. Wu has plenty of money to pursue improvements. He interrupted an interview at his company’s headquarters on Thursday to take a call on his cellphone, politely declined an offer from the caller, and hung up.
The general manager of a state-controlled bank had called to ask if he needed a loan, he explained of a new round of development at a higher level.
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