机械毕业设计英文外文翻译4ADVISOR 使用说明

附录

ADVISOR Documentation

3.1 ADVISOR file structure

3.1.1 File interactions & data flow

The above schematic represents data flow in the ADVISOR file system. The four main agent types are:

◆Input Scripts define variables in the workspace and/or call other input

scripts. An example is MC_PM32.M.

◆Block Diagrams are Simulink files containing the equations used to

compute outputs such as fuel use from inputs such as an engine map.

They are the models. One example is BD_PAR.MDL.

◆Output Scripts post process the model outputs by querying the

workspace. These may include plotting routines or error checking

routines. chkoutputs.m is an example.

◆Control Scripts may both develop inputs and process outputs. Examples

include the ADVISOR GUI and optimization routines.

3.1.2 File locations

The main ADVISOR directory (e.g. c:\ADVISOR or c:\Program Files\ADVISOR) contains several sub directories. Among these are the data, GUI, and models directories that contain the corresponding files.

3.1.3 File naming conventions

All model and data files use a prefix followed by an underscore (‘_’) that is the same as the prefix used for (nearly all of) the variables it defines, which in turn is in pointy brackets (<>) at the end of the Simulink block in which those variables are used. Here are ADVISOR’s c omponent file types:

ACC_*.M Accessory load files

CYC_*.M Driving cycle files, which define variables starting with cyc_, used in the block labeled

ESS_*.M Energy storage system data files, which likewise define variables starting with ess_, used in the block labeled

EX_*.M Exhaust after treatment files (such as catalysts)

FC_*.M Fuel converter data files

TX_*.M Transmission data files (these include gearbox-gb and final drive-fd variables)

GC_*.M Generator/controller data files

MC_*.M Motor/controller data files

PTC_*.M Powertrain control data files, which define engine control, clutch control, and hybrid control strategy variables starting with vc_ and cs_, used in blocks labeled and

TC_*.M Torque coupler data files

VEH_*.M Vehicle data files

WH_*.M Wheel/axle data files

In addition to the above component data files, there is one other type that

use prefixes:

BD_*.MDL Simulink block diagrams (models)

All filenames that include prefixes are entirely in capital letters to avoid confusion with variable names, which are entirely in lower-case letters.

3.1.4 Adding files to ADVISOR

The easiest way to add a particular kind of file to ADVISOR is to modify an existing file of that kind and save it with a new file name, entirely in capital letters, in the appropriate ADVISOR directory. This will ensure that all variables necessary to fully define the particular component will be included in your new file. For adding vehicle component or drive cycle files, clicking the pushbutton in the graphical user interface brings up a window to guide the process.

3.1.5 Inspecting input files

Component files and nearly all other files in ADVISOR are text files (the exceptions are mat files, which contain Matlab-specific data), and can be viewed and edited in any text editor. A fixed pitch font helps. We recommend using the Matlab editor/debugger packaged with Matlab 5.3. Additionally, text files can be viewed in the Matlab command window by entering type filename at the MATLAB command line.

3.1.6 Deleting files from ADVISOR?s database

Files can be removed from ADVISOR by either deleting them using your operating system or by entering the following at the Matlab command line: !rm filename

Deleting files via the operating system is preferable, especially on PC and Macintosh platforms, where …deleted? files will be preserved in Trash or the Recycle Bin.

3.2 Drivetrain model descriptions

ADVISOR has six different vehicle types and two specific vehicle choices, as listed below. Each of these has a different drivetrain. There is also an option to use a custom drivetrain.

Conventional Drivetrain: The conventional vehicle represents a typical passenger car. It uses only a fuel converter for motive power. The default gearbox is a 5 speed. The conventional accessories are a constant mechanical power load.

Series Drivetrain: The series vehicle components include a fuel converter, a generator, batteries, and a motor. The fuel converter does not drive the vehicle shaft directly. Instead, it converts mechanical energy directly into electrical energy via the generator. All torque used to move the vehicle comes from the motor. The default gearbox is a one speed. The default control strategy is a series power follower. The hybrid accessories are a constant electrical power load.

Parallel Drivetrain: The parallel vehicle components include an engine, batteries, and a motor. Is is named parallel because both the motor and the engine can apply torque to move the vehicle. The motor can act in reverse as a generator for braking and to charge the batteries. The default control strategy is

an electric assist. The default gearbox is a 5 speed. The hybrid accessories are a constant electrical power load.

Parallel Starter/Alternator: The parallel starter/alternator vehicle components include an engine, batteries, and a motor. It is named parallel starter/alternator because the motor behaves like the starter and the alternator of a conventional vehicle. It allows for engine shutdown and restart and for minimal electric assist. It is a parallel design because both the motor and the engine can apply torque to move the vehicle. The major difference between the parallel starter/alternator design and the basic parallel design is the location of the clutch. The clutch is positioned between the gearbox and torque coupler in the parallel starter/alternator design while it is located between the torque coupler and the engine in the basic parallel design. This means that if the vehicle is moving and the clutch is engage both the engine and motor shafts must be rotating. The motor can act in reverse as a generator for braking and to charge the batteries. The default control strategy is an electric assist . The default gearbox is a 5 speed. The hybrid accessories are a constant electrical power load.

Custom:The above figure represents a conventional vehicle's drivetrain using components from ADVISOR. Note that most blocks have two inputs and two outputs. Each block passes and transforms a torque and speed request, and each block also passes an achievable or actual torque and speed.

The top arrows, feeding left-to-right, are the torque and speed requests. The

drive cycle requests or requires a given speed. Each block between the driving cycle and the torque provider, in this case the ICE, then computes its required input given its required output. It does this by applying losses, speed reductions or multiplications, and its performance limits.

At the end of the line, the …ICE fuel converter? uses its required torque output and speed to determine how much torque it can actually deliver and its maximum speed. Then passing information back to the left, each component determines its actual output given its actual input, using losses computed during the …input requirement? pass described above. Finally, the vehicle block computes the vehicle's actual speed given the tractive force and speed limit it receives, and uses this speed to compute acceleration for the next time step. And so the cycle continues throughout the duration of the driving cycle.

The following describe the torque, speed, and power transformations performed by the drivetrain component models that connected to each other as explained above to build a vehicle model. In addition, the somewhat trickier blocks that perform solely …control? f unctions are documented below.

3.2.3 Transmission

Torque coupler

Torque coupler block diagramRole of subsystem in vehicle

Physically, a torque coupler is a three-sprocket belt or chain drive whereby two torque sources combine their torques to provide to a drivetrain component such as the gearbox or final drive. The torque coupler block diagram processes a

torque and speed request from the downstream drivetrain component and apportions requests of the two ‘feeder’ torque sources.

Description of modeling approach

The effects of torque loss and a gear ratio between the second of the torque input devices and the output are modeled here. The torque loss is a constant whenever the torque coupler is spinning.

The torque coupler first requests the sum of necessary output torque and torque coupler loss from the first torque source. Using the actual/available torque of the first source, it requests the balance of the second torque source. The speeds of the two torque providers are in constant proportion to the torque coupler output speed: the first input speed equals the output speed, and the second input speed is greater by a factor tc_mc_to_fc_ratio.

Gearbox

Gearbox block diagram Role of subsystem in vehicle

The gearbox of a multi-speed transmission houses gears of different gear ratios that are used to transmit torque from the engine or tractive motor to the final drive and on to the wheels. It thereby allows a number of discrete speed reduction and torque multiplication factors. Inclusion of a gearbox is critical to the drivetrain of conventional and parallel hybrid vehicles, and generally less important for series hybrids.

Description of modeling approach

The gearbox model in ADVISOR usually communicates physics (torque, speed,

and power) information to and from the final drive submodel and engine, torque converter, and/or motor model. Control information as might be sensed or commanded by a CPU in the vehicle, such as gear number, is passed to and from the transmission control submodel.

Effects on torque and speed in the gearbox include:

?torque multiplication and speed reduction via the gear ratio,

?torque loss due to the acceleration of rotational inertia, and

?torque loss due to the friction of the turning gears.

These effects are modeled empirically. Data files such as /data/transmission/TX_5SPD.M are required to supply necessary physical parameters.

The equations represented by the Simulink block diagram in the picture corresponding to the link above are as follows.

Equations used in subsystem

TORQUE AND SPEED REQUIRED

(torque req’d into gearbox) = (torque req’d out of gearbox) / (current gear ratio) +(torque req’d to accelerate rotational inertia) + (torque loss due to friction),

where

(torque req’d out of gearbox) is a Simulink input (#1, in the top left of the above figure)

(current gear ratio) is computed from (current gear number), which is provided by the "gearbox controller interface" block, using the look-up vector gb_ratio

(torque req’d to accelerate rotational inertia) = gb_inertia* d(speed req’d into gearbox)/dt

(torque loss at transmission input due to friction) = function of [torque at output-side of gearbox, angular speed at output side of gearbox, gear (e.g., 1st, 2nd, etc.)]--this is implemented with a lookup-table

(speed req’d into gearbox) = (speed req’d out of gearbox) * (current gear ratio)

TORQUE AND SPEED AVAILABLE

(torque avail. at output side of gearbox) = { (torque avail. at input side of gearbox) * [(output side power) / (input side power)]required - (torque req’d to accelerate rotational inertia) } * (current gear ratio)

where

(torque avail. at input side of gearbox) is a Simulink input (#2, in the bottom left of the above figure)

[(output side power) / (input side power)]required is computed from the input and output torques and speeds of the REQUIRED calculations

(speed avail. at output side of gearbox) = (speed avail. at input side of gearbox) / (current gear ratio)

ADVISOR 使用说明

3.1ADVISOR的文件结构

3.1.1 文件交互与数据流

ADVISOR 文件系统的数据流如上图所示。图中有四种主要的代表类型：

◆输入脚本文件定义工作空间的变量或者调用其它输入脚本文件，如

MC_PM32.M；模块图表有一些Simulink文件组成。这些文件含有许多

根据输入（如发动机特性图）

◆计算输出（如燃油经济性）的方程；它们都是一些模型，如BD_PAR.M.；

◆输出脚本文件通过搜索工作空间对模型输出作一些后续处理，包括一

些画图程序和一些错误检查程序，如chkoutputs.m。

◆控制脚本文件既生成输入，也对输出作一些处理。例如ADVISOR图形

用户界面（GUI）和优化程序。

3.1.2文件位置

ADVISOR 根目录下（如c:\ADVISOR或c:\Program Files\ADVISOR）有一些子目录；这些子目录下是含有相应文件的数据、图形用户界面和模型子目录。

3.1.3文件命名规则

模型和数据文件的命名都采用一个前缀加一下划线（’_’）且使用的前缀几乎和定义的变量使用的前缀是一样的。而在模块图里这一前缀放在尖括号（<>）内。以上是ADVISOR部件文件类型：

除了上述部件数据文件外，还有另一种类型文件也用前缀定义：

BD_*.M——代表Simulink 模块图（模型）；

所有带前缀文件名用大写字母，而变量名则全部采用小写字母，以免相互混淆。

3.1.4 ADVISOR文件的添加

向ADISOR中添加一特定类型的文件的最容易的方法是修改现有的同类型

文件，并以新的文件名在适当的目录下存储。注意文件名要用大写字母。这样做容易保证定义一个部件所需的全部变量都包含在新的文件中。要添加汽车部件或驱动循环文件，用户只要点击图形用户界面中的相应按钮，按弹出菜单的指示去操作就可以了。

3.1.5查看输入文件

除了Matlab 文件含有特定的数据以外，ADVISOR 部件文件和其它几乎所有的文件都是文本文件，用户可以在任何文本编辑器上查看并编辑文件。我们建议用户使用Matlab5.3 自带的编辑器和调试器。另外，查看文本文件还可在Matlab 命令窗口直接输入type filename 即可。

3.1.6 文件的删除

删除文件用户可用两种方法：一是在操作系统下直接删除，二是在Matlab 命令行下输入删除命令。建议用户在操作系统下进行，这样可暂时将“删除”的文件放在垃圾箱里。

3.2 传动系模型的描述

ADVISOR 有如下六种不同类型的汽车和两种现有的特殊的汽车供选择，每一类汽车都有不同的传动系。此外ADVISOR 还提供了一种自定义类型的传动系。

1. 常规

一典型的常规汽车是客车或轿车，它仅用一个燃料转换装置（如汽油机）作为动力源。在ADVISOR中，默认的变速箱为手动五速机械式变速箱，附件为恒机械负载。

2. 串联混合动力

串联混合动力汽车的部件包括燃料转换装置、发电机、电池和电机。燃料转换装置（如汽油机）不直接驱动汽车的车轴，而是把机械能通过发电机直接转换成电能。所有驱动汽车的转矩均来自于电机。在ADVISOR 中，串联混合动力汽车默认的变速箱是单速的；默认的控制策略是串联功率跟随策略。混合动力汽车的负载为恒电功率负载。

3. 并联混合动力

并联混合动力汽车的部件包括一个发动机、电池和一个电机。之所以命名为并联混合动力汽车，是因为燃料转换装置（如汽油机）和电机都可以直接驱动汽车的车轴。电机可反过来作为发电机给电池充电。在ADVISOR 中，并联混合动力汽车默认的变速箱是五速的；默认的控制策略是并联电机辅助策略。混合动力汽车的负载为恒电功率负载。

4. 并联SA

并联SA 混合动力汽车的部件包括一个发动机、电池和一个电机。之所以命名为并联SA 混合动力汽车，是因为电机的作用类似于常规汽车上的起动机（Starter）和交流发动机（Alternator），它可允许并联SA 混合动力汽车上的发动机在获得最小电动辅助的情况下关闭和重新启动。称该类型汽车为并联是因为燃料转换装置（如汽油机）和电机都可以直接驱动汽车的车轴，电机可反过来作为发电机给电池充电。并联SA 混合动力汽车和基本的并联混合动力汽车之间的主要区别是离合器的位置不同，前者的离合器位于变速箱和转矩合成装置之间，而后者离合器则位于转矩合成装置和发动机之间。这就意味着当汽车行驶时，发动机和电机轴都跟着转动。在ADVISOR 中，并联混合动力汽车默认的变速箱是五速的；默认的控制策略是并联电机辅助

策略。混合动力汽车的负载为恒电功率负载。

5. 自定义类型

上图是用ADVISOR部件绘制的常规汽车的传动系图。值得注意的使大部分模块都有两各输入和两个输出。每一个模块都传递和变换要求的转矩，也同时传递和变换可达到的、实际的

转矩和车速。

图中上方的箭头（自左向右）表示的是转矩和车速需求。驱动循环模块提出车速要求，而介于驱动循环模块和转矩提供模块（此时是内燃机）之间的各个模块然后根据给定的输入计算输出。在计算过程中各个模块考虑损失、速度下降或提升以及自身的性能限制。

在最后…内燃机?根据需求的转矩输出和车速确定其能够输出的转矩和最高转速；然后将信息自右向左传给各个部件；这些部件根据实际输入决定其实际输出。和输入路径计算一样，输出也要考虑损失。最后，整车模块根据收到的牵引力和速度限制信息，计算下一时间段汽车的加速度。这一过程在整个驱动循环内不断进行下去。

下文即将介绍的是相互联系的各个部件模型之间转矩、转速和功率的转换，从而建立一整车模型。另外，执行单独…控制?功能的模块，下文也将介绍。

3.2.3 传动系

转矩合成装置

转矩合成装置在整车上的任务

转矩合成装置是由三条齿带或传动链传动的、将两个转矩合成输出给传

动系部件如齿轮箱或者驱动桥的装置。转矩合成装置图块的任务是处理从下一个传动系部件来的转矩和转速要求，并且分配两个转矩提供者。

建模方法描述

本部分主要针对转矩损失和转矩合成装置第二输入与输出的齿轮速比建模。当转矩合成装置工作时，转矩损失是一个常数。

转矩合成装置首先要求已知需要输出的转矩和第一输入的转矩损失。利用第一输入的实际/可得转矩，转矩合成装置要求第二转矩输入有一个平衡。两个转矩输入的转速与转矩合成装置的输出转速的速比是一个常数：第一输入与输出的速比1；第二输入与输出的速比为系数tc_mc_to_fc_ratio的值。

变速箱

在汽车该子系统作用

多速变速器内有不同变速比齿轮，用来传送来自发动机或驱动电机的转速到后驱或车轮。因此它容许有离散减速和增扭因子。变速箱对传统汽车和并联混合汽车是非常关键的。而一般对串联混合汽车并不重要。

建模方法描述

在ADVISOR中的变速箱模块通常和后驱(fd)，发动机(fc)，扭转偶合器(tc)，或电机(mc)模型交换物理量信息（如扭矩转速和功率）。整车CPU根据控制信号(如齿轮数)实现对变速器子模块的变速控制。

影响变速箱扭矩和转速的因素包括：

◆通过齿轮比减速增扭

◆加速转动惯量造成扭矩损失

◆齿轮旋转摩擦造成扭矩损失

这些影响因素按经验方法来建模。在数据文件中如

(/data/transmiss ion/TX_5SPD.M)gb_vw.m要提供所需的实际参数。

变速器模块图代表的方程如下：

1)后向路径

gb_trq_in_r=gb_trq_out_r/gear_ratio+Tinercia+Tloss

式中：gb_trq_in_r ——要求输入扭矩

gb_trq_out_r——要求输出扭矩。该仿真模块的输入

gear_ratio——当前齿轮比率。由当前齿轮数计算得到，在变速箱控制

模块使用查表向量gb_ratio而得到

Tinercia——所要求加速转动惯量扭矩(所需求加速转动惯量扭

矩)=gb_inertia*d(变速箱要求输入速度)/dt

Tloss ——摩擦损失的扭矩

摩擦损失的扭矩分为电动和能量回馈两种情况：

1. 电动状态

T_loss_at_input=[(Tout_abs/gear_ratio)/ (tx_eff)] *(1-tx_eff)

式中：T_loss_at_input——在输入轴的转矩损失

Tout_abs——变速器输出转矩绝对值

gear_ratio——齿轮比

tx_eff——变速器效率

2.回馈制动状态

T_loss_at_input=[Tout_abs/gear_ratio) *(1-tx_eff)

gb_spd_in_r=gb_spd_out_r*gear_ratio

(要求输入速度) =(要求输出速度)* (当前齿轮比)

2)前向路径

gb_trq_out_a=(gb_trq_in_r*(Pout/Pin)-Tinercia)*gear_ratio

(输出实际扭矩) = { (输入轴端实际扭矩) * [(输出端功率) / (输入端功率)]req - (要求加速转动惯量的扭矩) } * (当前齿轮比)

其中:[(输出端功率) / (输入端功率)]req是从输入输出扭矩转速计算得的近似作为机械变速器的摩擦效率

gb_spd_out_a= gb_spd_in_r/gear_ratio

(输出端实际速度) = (输入端实际速度) / (当前齿轮比)

机械类外文文献

附：外文翻译 外文原文： Fundamentals of Mechanical Design Mechanical design means the design of things and systems of a mechanical nature—machines, products, structures, devices, and instruments. For the most part mechanical design utilizes mathematics, the materials sciences, and the engineering-mechanics sciences. The total design process is of interest to us. How does it begin? Does the engineer simply sit down at his desk with a blank sheet of paper? And, as he jots down some ideas, what happens next? What factors influence or control the decisions which have to be made? Finally, then, how does this design process end? Sometimes, but not always, design begins when an engineer recognizes a need and decides to do something about it. Recognition of the need and phrasing it in so many words often constitute a highly creative act because the need may be only a vague discontent, a feeling of uneasiness, of a sensing that something is not right. The need is usually not evident at all. For example, the need to do something about a food-packaging machine may be indicated by the noise level, by the variations in package weight, and by slight but perceptible variations in the quality of the packaging or wrap. There is a distinct difference between the statement of the need and the identification of the problem. Which follows this statement? The problem is more specific. If the need is for cleaner air, the problem might be that of reducing the dust discharge from power-plant stacks, or reducing the quantity of irritants from automotive exhausts. Definition of the problem must include all the specifications for the thing that is to be designed. The specifications are the input and output quantities, the characteristics of the space the thing must occupy and all the limitations on t hese quantities. We can regard the thing to be designed as something in a black box. In this case we must specify the inputs and outputs of the box together with their characteristics and limitations. The specifications define the cost, the number to be manufactured, the expected life, the range, the operating temperature, and the reliability. There are many implied specifications which result either from the designer's particular environment or from the nature of the problem itself. The manufacturing processes which are available, together with the facilities of a certain plant, constitute restrictions on a designer's freedom, and hence are a part of the implied specifications. A small plant, for instance, may not own cold-working machinery. Knowing this, the designer selects other metal-processing methods which can be performed in the plant. The labor skills available and the competitive situation also constitute implied specifications. After the problem has been defined and a set of written and implied specifications has been obtained, the next step in design is the synthesis of an optimum solution. Now synthesis cannot take place without both analysis and optimization because the system under design must be analyzed to determine whether the performance complies with the specifications. The design is an iterative process in which we proceed through several steps, evaluate the results, and then return to an earlier phase of the procedure. Thus we may synthesize several components of a system, analyze and optimize them, and return to synthesis to see what effect this has on the remaining parts of the system. Both analysis and optimization require that we construct or devise abstract models of the system which will admit some form of mathematical analysis. We call these models

机械毕业设计英文外文翻译460数字控制 (2)

附录 科技译文： Numerical Control Numerical Control(NC) is a method of controlling the movements of machineComponents by directly inserting coded instructions in the form of numerical data(numbers and data ) into the system.The system automatically interprets these data and converts to output signals. These signals ,in turn control various machine components ,such as turning spindles on and off ,changing tools,moving the work piece or the tools along specific paths,and turning cutting fluits on and off. In order to appreciate the importer of numerical control of machines ,let’s briefly review how a process such as machining has been carried out traditionally .After studying the working drawing of a part, the operator sets up the appropriate process parameters(such as cutting speed ,feed,depth of cut,cutting fluid ,and so on),determines the sequence of operations to be performed,clamps the work piece in a workholding device such as chuck or collet ,and proceeds to make the part .Depending on part shape and the dimensional accuracy specified ,this approach usually requires skilled

机械专业毕业论文外文翻译

附录一英文科技文献翻译 英文原文： Experimental investigation of laser surface textured parallel thrust bearings Performance enhancements by laser surface texturing (LST) of parallel-thrust bearings is experimentally investigated. Test results are compared with a theoretical model and good correlation is found over the relevant operating conditions. A compari- son of the performance of unidirectional and bi-directional partial-LST bearings with that of a baseline, untextured bearing is presented showing the bene?ts of LST in terms of increased clearance and reduced friction. KEY WORDS: ?uid ?lm bearings, slider bearings, surface texturing 1. Introduction The classical theory of hydrodynamic lubrication yields linear (Couette) velocity distribution with zero pressure gradients between smooth parallel surfaces under steady-state sliding. This results in an unstable hydrodynamic ?lm that would collapse under any external force acting normal to the surfaces. However, experience shows that stable lubricating ?lms can develop between parallel sliding surfaces, generally because of some mechanism that relaxes one or more of the assumptions of the classical theory. A stable ?uid ?lm with su?cient load-carrying capacity in parallel sliding surfaces can be obtained, for example, with macro or micro surface structure of di?erent types. These include waviness [1] and protruding microasperities [2–4]. A good literature review on the subject can be found in Ref. [5]. More recently, laser surface texturing (LST) [6–8], as well as inlet roughening by longitudinal or transverse grooves [9] were suggested to provide load capacity in parallel sliding. The inlet roughness concept of Tonder [9] is based on ??e?ective clearance‘‘ reduction in the sliding direction and in this respect it is identical to the par- tial-LST concept described in ref. [10] for generating hydrostatic e?ect in high-pressure mechanical seals. Very recently Wang et al. [11] demonstrated experimentally a doubling of the load-carrying capacity for the surface- texture design by reactive ion etching of SiC

毕业设计外文翻译资料

外文出处： 《Exploiting Software How to Break Code》By Greg Hoglund, Gary McGraw Publisher : Addison Wesley Pub Date : February 17, 2004 ISBN : 0-201-78695-8 译文标题： JDBC接口技术 译文： JDBC是一种可用于执行SQL语句的JavaAPI（ApplicationProgrammingInterface应用程序设计接口）。它由一些Java语言编写的类和界面组成。JDBC为数据库应用开发人员、数据库前台工具开发人员提供了一种标准的应用程序设计接口，使开发人员可以用纯Java语言编写完整的数据库应用程序。 一、ODBC到JDBC的发展历程 说到JDBC，很容易让人联想到另一个十分熟悉的字眼“ODBC”。它们之间有没有联系呢？如果有，那么它们之间又是怎样的关系呢？ ODBC是OpenDatabaseConnectivity的英文简写。它是一种用来在相关或不相关的数据库管理系统（DBMS）中存取数据的，用C语言实现的，标准应用程序数据接口。通过ODBCAPI，应用程序可以存取保存在多种不同数据库管理系统（DBMS）中的数据，而不论每个DBMS使用了何种数据存储格式和编程接口。 1．ODBC的结构模型 ODBC的结构包括四个主要部分：应用程序接口、驱动器管理器、数据库驱动器和数据源。应用程序接口：屏蔽不同的ODBC数据库驱动器之间函数调用的差别，为用户提供统一的SQL编程接口。 驱动器管理器：为应用程序装载数据库驱动器。 数据库驱动器：实现ODBC的函数调用，提供对特定数据源的SQL请求。如果需要，数据库驱动器将修改应用程序的请求，使得请求符合相关的DBMS所支持的文法。 数据源：由用户想要存取的数据以及与它相关的操作系统、DBMS和用于访问DBMS的网络平台组成。 虽然ODBC驱动器管理器的主要目的是加载数据库驱动器，以便ODBC函数调用，但是数据库驱动器本身也执行ODBC函数调用，并与数据库相互配合。因此当应用系统发出调用与数据源进行连接时，数据库驱动器能管理通信协议。当建立起与数据源的连接时，数据库驱动器便能处理应用系统向DBMS发出的请求，对分析或发自数据源的设计进行必要的翻译，并将结果返回给应用系统。 2．JDBC的诞生 自从Java语言于1995年5月正式公布以来，Java风靡全球。出现大量的用java语言编写的程序，其中也包括数据库应用程序。由于没有一个Java语言的API，编程人员不得不在Java程序中加入C语言的ODBC函数调用。这就使很多Java的优秀特性无法充分发挥，比如平台无关性、面向对象特性等。随着越来越多的编程人员对Java语言的日益喜爱，越来越多的公司在Java程序开发上投入的精力日益增加，对java语言接口的访问数据库的API 的要求越来越强烈。也由于ODBC的有其不足之处，比如它并不容易使用，没有面向对象的特性等等，SUN公司决定开发一Java语言为接口的数据库应用程序开发接口。在JDK1．x 版本中，JDBC只是一个可选部件，到了JDK1．1公布时，SQL类包（也就是JDBCAPI）

毕业设计外文翻译附原文

外文翻译 专业机械设计制造及其自动化学生姓名刘链柱 班级机制111 学号1110101102 指导教师葛友华

外文资料名称： Design and performance evaluation of vacuum cleaners using cyclone technology 外文资料出处：Korean J. Chem. Eng., 23(6), (用外文写) 925-930 (2006) 附件： 1.外文资料翻译译文 2.外文原文

应用旋风技术真空吸尘器的设计和性能介绍 吉尔泰金，洪城铱昌，宰瑾李， 刘链柱译 摘要：旋风型分离器技术用于真空吸尘器 - 轴向进流旋风和切向进气道流旋风有效地收集粉尘和降低压力降已被实验研究。优化设计等因素作为集尘效率，压降，并切成尺寸被粒度对应于分级收集的50％的效率进行了研究。颗粒切成大小降低入口面积，体直径，减小涡取景器直径的旋风。切向入口的双流量气旋具有良好的性能考虑的350毫米汞柱的低压降和为1.5μm的质量中位直径在1米3的流量的截止尺寸。一使用切向入口的双流量旋风吸尘器示出了势是一种有效的方法，用于收集在家庭中产生的粉尘。 摘要及关键词：吸尘器; 粉尘; 旋风分离器 引言 我们这个时代的很大一部分都花在了房子，工作场所，或其他建筑，因此，室内空间应该是既舒适情绪和卫生。但室内空气中含有超过室外空气因气密性的二次污染物，毒物，食品气味。这是通过使用产生在建筑中的新材料和设备。真空吸尘器为代表的家电去除有害物质从地板到地毯所用的商用真空吸尘器房子由纸过滤，预过滤器和排气过滤器通过洁净的空气排放到大气中。虽然真空吸尘器是方便在使用中，吸入压力下降说唱空转成比例地清洗的时间，以及纸过滤器也应定期更换，由于压力下降，气味和细菌通过纸过滤器内的残留粉尘。 图1示出了大气气溶胶的粒度分布通常是双峰形，在粗颗粒（>2.0微米）模式为主要的外部来源，如风吹尘，海盐喷雾，火山，从工厂直接排放和车辆废气排放，以及那些在细颗粒模式包括燃烧或光化学反应。表1显示模式，典型的大气航空的直径和质量浓度溶胶被许多研究者测量。精细模式在0.18?0.36 在5.7到25微米尺寸范围微米尺寸范围。质量浓度为2?205微克，可直接在大气气溶胶和 3.85至36.3μg/m3柴油气溶胶。

Manufacturing Engineering and Technology(机械类英文文献+翻译)

Manufacturing Engineering and Technology—Machining Serope kalpakjian；Steven R.Schmid 机械工业出版社2004年3月第1版 20.9 MACHINABILITY The machinability of a material usually defined in terms of four factors: 1、Surface finish and integrity of the machined part; 2、Tool life obtained; 3、Force and power requirements; 4、Chip control. Thus, good machinability good surface finish and integrity, long tool life, and low force And power requirements. As for chip control, long and thin (stringy) cured chips, if not broken up, can severely interfere with the cutting operation by becoming entangled in the cutting zone. Because of the complex nature of cutting operations, it is difficult to establish relationships that quantitatively define the machinability of a material. In manufacturing plants, tool life and surface roughness are generally considered to be the most important factors in machinability. Although not used much any more, approximate machinability ratings are available in the example below. 20.9.1 Machinability Of Steels Because steels are among the most important engineering materials (as noted in Chapter 5), their machinability has been studied extensively. The machinability of steels has been mainly improved by adding lead and sulfur to obtain so-called free-machining steels. Resulfurized and Rephosphorized steels. Sulfur in steels forms manganese sulfide inclusions (second-phase particles), which act as stress raisers in the primary shear zone. As a result, the chips produced break up easily and are small; this improves machinability. The size, shape, distribution, and concentration of these inclusions significantly influence machinability. Elements such as tellurium and selenium, which are both chemically similar to sulfur, act as inclusion modifiers in

机械毕业设计英文外文翻译204机电一体化

附录 INTEGRATION OF MACHINERY （From ELECTRICAL AND MACHINERY INDUSTRY）ABSTRACT Machinery was the modern science and technology development inevitable result, this article has summarized the integration of machinery technology basic outline and the development background .Summarized the domestic and foreign integration of machinery technology present situation, has analyzed the integration of machinery technology trend of development. Key word：integration of machinery ，technology，present situation ，product t，echnique of manufacture ，trend of development 0. Introduction modern science and technology unceasing development, impelled different discipline intersecting enormously with the seepage, has caused the project domain technological revolution and the transformation .In mechanical engineering domain, because the microelectronic technology and the computer technology rapid development and forms to the mechanical industry seepage the integration of machinery, caused the mechanical industry the technical structure, the product organization, the function and the constitution, the production method and the management system has had the huge change, caused the industrial production to enter into “the integration of machinery” by “the machinery electrification” for the characteristic development phase. 1. Integration of machinery outline integration of machinery is refers in the organization new owner function, the power function, in the information processing function and the control function introduces the electronic technology, unifies the system the mechanism and the computerization design and the software which constitutes always to call. The integration of machinery development also has become one to have until now own system new discipline, not only develops along with the science and technology, but also entrusts with the new content .But its basic characteristic may summarize is: The integration of machinery is embarks from the system viewpoint, synthesis community technologies and so on utilization mechanical technology, microelectronic technology, automatic control technology,

机械类毕业设计外文翻译

本科毕业论文(设计) 外文翻译 学院：机电工程学院 专业：机械工程及自动化 姓名：高峰 指导教师：李延胜 2011年05 月10日 教育部办公厅 Failure Analysis，Dimensional Determination And

Analysis，Applications Of Cams INTRODUCTION It is absolutely essential that a design engineer know how and why parts fail so that reliable machines that require minimum maintenance can be designed．Sometimes a failure can be serious，such as when a tire blows out on an automobile traveling at high speed．On the other hand，a failure may be no more than a nuisance．An example is the loosening of the radiator hose in an automobile cooling system．The consequence of this latter failure is usually the loss of some radiator coolant，a condition that is readily detected and corrected．The type of load a part absorbs is just as significant as the magnitude．Generally speaking，dynamic loads with direction reversals cause greater difficulty than static loads，and therefore，fatigue strength must be considered．Another concern is whether the material is ductile or brittle．For example，brittle materials are considered to be unacceptable where fatigue is involved． Many people mistakingly interpret the word failure to mean the actual breakage of a part．However，a design engineer must consider a broader understanding of what appreciable deformation occurs．A ductile material，however will deform a large amount prior to rupture．Excessive deformation，without fracture，may cause a machine to fail because the deformed part interferes with a moving second part．Therefore，a part fails(even if it has not physically broken)whenever it no longer fulfills its required function．Sometimes failure may be due to abnormal friction or vibration between two mating parts．Failure also may be due to a phenomenon called creep，which is the plastic flow of a material under load at elevated temperatures．In addition，the actual shape of a part may be responsible for failure．For example，stress concentrations due to sudden changes in contour must be taken into account．Evaluation of stress considerations is especially important when there are dynamic loads with direction reversals and the material is not very ductile． In general，the design engineer must consider all possible modes of failure，which include the following． ——Stress ——Deformation ——Wear ——Corrosion ——Vibration ——Environmental damage ——Loosening of fastening devices

毕业设计英文翻译

使用高级分析法的钢框架创新设计 1．导言 在美国，钢结构设计方法包括允许应力设计法(ASD)，塑性设计法(PD)和荷载阻力系数设计法(LRFD)。在允许应力设计中，应力计算基于一阶弹性分析，而几何非线性影响则隐含在细部设计方程中。在塑性设计中，结构分析中使用的是一阶塑性铰分析。塑性设计使整个结构体系的弹性力重新分配。尽管几何非线性和逐步高产效应并不在塑性设计之中，但它们近似细部设计方程。在荷载和阻力系数设计中，含放大系数的一阶弹性分析或单纯的二阶弹性分析被用于几何非线性分析，而梁柱的极限强度隐藏在互动设计方程。所有三个设计方法需要独立进行检查，包括系数K计算。在下面，对荷载抗力系数设计法的特点进行了简要介绍。 结构系统内的内力及稳定性和它的构件是相关的，但目前美国钢结构协会（AISC）的荷载抗力系数规范把这种分开来处理的。在目前的实际应用中，结构体系和它构件的相互影响反映在有效长度这一因素上。这一点在社会科学研究技术备忘录第五录摘录中有描述。 尽管结构最大内力和构件最大内力是相互依存的（但不一定共存），应当承认，严格考虑这种相互依存关系，很多结构是不实际的。与此同时，众所周知当遇到复杂框架设计中试图在柱设计时自动弥补整个结构的不稳定（例如通过调整柱的有效长度）是很困难的。因此，社会科学研究委员会建议在实际设计中，这两方面应单独考虑单独构件的稳定性和结构的基础及结构整体稳定性。图28.1就是这种方法的间接分析和设计方法。

在目前的美国钢结构协会荷载抗力系数规范中，分析结构体系的方法是一阶弹性分析或二阶弹性分析。在使用一阶弹性分析时，考虑到二阶效果，一阶力矩都是由B1,B2系数放大。在规范中，所有细部都是从结构体系中独立出来，他们通过细部内力曲线和规范给出的那些隐含二阶效应，非弹性，残余应力和挠度的相互作用设计的。理论解答和实验性数据的拟合曲线得到了柱曲线和梁曲线，同时Kanchanalai发现的所谓“精确”塑性区解决方案的拟合曲线确定了梁柱相互作用方程。 为了证明单个细部内力对整个结构体系的影响，使用了有效长度系数，如图28.2所示。有效长度方法为框架结构提供了一个良好的设计。然而，有效长度方法的

机械类英文参考文献

Int J Interact Des Manuf(2011)5:103–117 DOI10.1007/s12008-011-0119-7 ORIGINAL PAPER Benchmarking of virtual reality performance in mechanics education Maura Mengoni·Michele Germani· Margherita Peruzzini Received:27April2011/Accepted:29April2011/Published online:27May2011 ?Springer-Verlag2011 Abstract The paper explores the potentialities of virtual reality(VR)to improve the learning process of mechanical product design.It is focused on the definition of a proper experimental VR-based set-up whose performance matches mechanical design learning purposes,such as assemblability and tolerances prescription.The method consists of two main activities:VR technologies benchmarking based on sensory feedback and evaluation of how VR tools impact on learning curves.In order to quantify the performance of the technol-ogy,an experimental protocol is de?ned and an testing plan is set.Evaluation parameters are divided into performance and usability metrics to distinguish between the cognitive and technical aspects of the learning process.The experi-mental VR-based set up is tested on students in mechanical engineering through the application of the protocol. Keywords Mechanical product design·Virtual reality·Experimental protocol·Learning curve· Mechanics education 1Introduction Modern society is dominated by continuous scienti?c and technical developments.Specialization has become one of the most important enablers for industrial improvement.As a result,nowadays education is more and more job-oriented and technical education is assuming greater importance.In this context both university and industry are collaborating to create high professional competencies.The?rst disseminates M.Mengoni(B)·M.Germani·M.Peruzzini Department of Mechanical Engineering, Polytechnic University of Marche, Via Brecce Bianche,60131Ancona,Italy e-mail:m.mengoni@univpm.it knowledge and innovative methods while the second pro-vides a practical background for general principles training. The main problem deals with the effort and time required to improve technical learning,while market competitiveness forces companies to demand young and high-quali?ed engi-neers in short time.Therefore,the entire educational process needs to be fast and ef?cient.Novel information technolo-gies(IT)and emerging virtual reality(VR)systems provide a possible answer to the above-mentioned questions.Some of the most important issues,in mechanical design?eld,are the investigation of such technologies potentialities and the evaluation of achievable bene?ts in terms of product design learning effectiveness and quality.While IT has been deeply explored in distance education,i.e.e-learning,VR still rep-resents a novelty. VR refers to an immersive environment that allows pow-erful visualization and direct manipulation of virtual objects. It is widely used for several engineering applications as it provides novel human computer interfaces to interact with digital mock-ups.The close connection between industry and education represents the starting point of this research. Instead of traditional teaching methods,virtual technolo-gies can simultaneously stimulate the senses of vision by providing stereoscopic imaging views and complex spatial effects,of touch,hearing and motion by respectively adopt-ing haptic,sound and motion devices.These can improve the learning process in respect with traditional teaching meth-ods and tools.The observation of students interpreting two-dimensional drawings highlighted several dif?culties:the impact evaluation of geometric and dimensional tolerances chains,the detection of functional and assembly errors,the recognition of right design solutions and the choice of the proper manufacturing operations.These limitations force tutors to seek for innovative technologies able to improve students’perception.