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So what do we do? Everyone knows the planet is in bad shape, but most people
are resigned to passivity. Changing course, they reason, would require economic sacrifice and provoke stiff resistance from corporations and consumers alike, so why
bother? It’s easier to ignore the gathering storm clouds and hope the problem magically takes care of itself.
Such fatalism is not only dangerous but mistaken. There is nothing inevitable about our self-destructive behavior. Not only could we dramatically reduce our burden on the air, water and other natural systems, we could also make
money. If we’re smart, we could make restoring the environment the biggest economic enterprise of our time, a huge source of jobs, profits and poverty alleviation.
What we need is a Global Green Deal: a program to renovate our civilization
environmentally from top to bottom in rich and poor countries alike. Making use of both market incentives and government leadership, a 21st century Global Green Deal would do for environmental technologies what government and industry have done so well for computer and Internet technologies: launch their commercial takeoff.
Getting it done will take work, and before we begin we need to understand three facts about the reality facing us. First, we have no time to lose. While we’ve made progress in certain areas —air pollution is down in the U.S. —big environmental problems like climate change, water scarcity and species extinction are getting worse, and faster than ever. Thus we have to change our ways profoundly — and very soon.
Second, poverty is central to the problem. Four billion of the planet’s six billion
people face deprivation. As they demand adequate heat and food, humanity’s
environmental footprint will grow. Our challenge is to accommodate this mass ascent from poverty without wrecking the natural systems that make life possible.
Third, some good news: we have in hand most of the technologies needed to chart a new course. We know how to use oil, wood, water and other resources. Increased efficiency will enable us to use fewer resources and produce less pollution, buying us the time to bring solar power, hydrogen fuel cells and other futuristic technologies on line.
Efficiency may not sound like a rallying cry for environmental revolution, but it packs a financial punch. As Joseph J. Romm reports in his book Cool Companies, Xerox, Compaq and 3M are among many firms that have recognized they can cut their greenhouse-gas emissions in half — and enjoy 50% and higher returns on investment —through improved efficiency, better lighting and insulation and smarter motors and building design.
In Amsterdam the headquarters of ING Bank, one of Holland’s largest banks, uses one-fifth as much energy per square meter as a nearby bank, even though the
buildings cost the same to construct. The ING center boasts efficient windows and insulation and a design that enables solar energy to provide much of the building’s needs, eve n in cloudy Northern Europe.
Examples like these lead even such mainstream voices as AT&T and Japan’s energy planning agency, NEDO, to predict that environmental restoration could be a source of virtually limitless profit. The idea is to retrofit our farms, factories, shops,
houses, offices and everything inside them. The economic activity generated
would be enormous. Better yet, it would be labor-intensive; investments in energy efficiency yield 2 to 10 times more jobs than investments in fossil fuel and
nuclear power. In a world where 1 billion people lack gainful employment, creating jobs is essential to fighting the poverty that retards environmental progress.
But this transition will not happen by itself — too many entrenched interests
stand in the way. Automakers often talk green but make only token efforts to develop green cars because gas-guzzling sport-utility vehicles are hugely profitable. Every year the U.S. government buys 56,000 new vehicles for official use from
Detroit. Under the Global Green Deal, Washington would tell Detroit that from
now on the cars have to be hybrid-electric or hydrogen-fuel-cell cars. Detroit might scream, but if Washington stood firm, carmakers soon would be climbing the learning curve and offering the competitively priced green cars.
The Global Green Deal must not be solely an American project, however. China and India, with their gigantic populations and ambitious development plans, could by themselves doom everyone else to severe global warming. Already, China
is the world’s se cond largest producer of greenhouse gases (after the U.S.). But China would use 50% less coal if it simply installed today’s energy-efficient technologies. Under the Global Green Deal, Europe, America and Japan would help China buy these technologies, not only because that would reduce global warming but also because it would create jobs and profits for workers and companies back home.
Governments would not have to spend more money, only shift existing
subsidies away from environmentally dead-end technologies. If even half the $500 billion to the $900 billion in environmentally destructive subsidies now offered by the world’s governments were redirected, the Global Green Deal would be off to a roaring start. Governments need to establish “rules of the road” so that market prices reflect the real social costs of clear-cut forests and other environmental
abominations. Again, such a shift could be revenue neutral. Higher taxes on, say, coal burning would be offset by cuts in payroll and profits taxes, thus
encouraging jobs and investment while discouraging pollution. A portion of the revenues should be set aside to assure a just transition for workers and companies now engaged in inherently antienvironmental activities.
All this sounds easy enough on paper, but in the real world it is not so simple.
Beneficiaries of the current system — be they U.S. corporate-welfare recipients, redundant German coal miners or cut-throat Asian logging interests — will resist.
The Global Green Deal is no silver bullet. It can, however, buy us the time to make the deep-seated changes — in our often excessive appetites, in our curious belief that humans are the center of the universe — that will be necessary to repair our relationship with our environment.
None of this will happen without an aroused citizenry. But a Global Green
Deal is in the common interest. Moreover, it should appeal across political, class and national boundaries, for it would stimulate both jobs and business throughout the world in the name of a universal value: leaving our children a livable planet.
那么我们做些什么呢？谁都知道这个星球处境不堪，但是大多数人对此都心甘情愿地听之任之。他们振振有辞：改变现有状况得付出经济上的代价，还会招来企业和消费者的强烈反对，干吗自找麻烦？还是对那些渐增的不祥预兆视而不见，盼望着问题会奇迹般地自行消解比较容易些。
这种宿命论的观点不但危害性大而且大错特错。我们自我毁灭的行为不是不能避免的。我们不仅可以卓有成效地减轻我们对空气、水以及其他自然系统造成的重负，而且还会由此获利。如果我们足够明智，我们可以使重建自然环境成为我们这个时代最获利的经济项目，为人们源源不断地提供工作机会、使人们获得经济利益、还可以减少贫困。
我们需要制定一份全球性的绿色合约：一个自上而下、包括富国和穷国在内的、重建人类环境文明的项目。通过调动市场机制和发挥政府的领导职能，21世纪的全球性绿色合约会像政府部门和工业企业激活计算机和互联网技术的商业潜能一样，让环境技术也产生商业效益。
推行这样一个项目得费些周折。在我们开始行动之前，我们有必要了解一下我们所面临的三种现实状况。首先，我们的时间十分紧迫，尽管在一些方面，我们已经取得了些成绩——在美国，空气污染的程度已降低了——但诸如气候改变、水荒和物种灭绝等严重的环境问题仍在恶化，而且较以往速度更快。鉴于此，我们得大刀阔斧地改变我们的行为方式，而且还要快。
第二，贫困是这一问题的核心。生活在地球上的60亿人中有40亿面临贫困。只要这些人需要温饱，人类攫取自然资源的脚步就不会停歇。我们所面临的挑战是，一方面要帮助这众多的人口过上衣食无忧的日子，另一方面又不破坏我们赖以繁衍生息的自然环境。
第三是一些好消息：我们现在已经掌握了建立新秩序所需要的大部分科学技术。我们知道怎样才能更高效地使用石油、木材、水和其他资源。效能的提高使我们降低了资源的损耗，减少了污染，这一切都为我们利用太阳能、氢燃料电池和其他非常先进的技术赢得了时间。
效率对改变环境而言，可能算不上一个鼓舞人心的口号，可是它所带来的经济效益却是不可小觑的。正如约瑟夫·J·罗姆在他的书《酷公司》中写道，施乐公司、康柏电脑公司和3M公司
等许多公司已经认识到，通过提高效率、改良照明和隔热材料、采用智能水平更高的电动机和建筑设计结构，它们就能把温室气体的排放量减少一半，并从中获得50％、甚至更高的投资回报。
ING银行（荷兰国际银行）是荷兰最大的银行之一，它位于阿姆斯特丹的总行办公大楼尽管与附近另一家银行的办公楼在建筑费用上是一样的，但是它每平方米消耗的能源只是另一家的五分之一。这得益于他们节能的窗户、隔热材料、以及一种太阳能装置——即便是在雾气浓重的北欧地区，这种装置也能为办公楼提供所需的许多能量。
诸如此类的例子甚至促使像AT&T（美国电话电报公司）和日本的能源计划部门，以及新能源产业技术综合开发机构这样的主流机构都出面预言环境的重建是一种能从本质上带来不可计量的利润的渠道。他们的想法是改进我们的农场、工厂、商店、房屋、办公室以及这些地方内部的所有设施，由此引发的经济活动将是数不胜数的。更有利的是，这将增加劳动力需求；在提高能源效率上投资能比在矿物燃料开采和核能开发利用上投资多创造二至十倍的工作机会。全世界还有十亿人没有能赚钱糊口的工作，为他们创造就业机会是消除阻碍环境改善的贫困因素的根本。
但是这种转变不会自行开始——有太多固有的利益在起着阻碍作用。汽车制造商经常嘴上谈环保，但是在研发绿色环保汽车时却只是做做样子而已，因为耗油的越野车有着巨大的利润空间。每年美国政府都从底特律购进56 000辆公务用车。如果有全球绿色合约的存在，华盛顿就会告诉底特律，从现在开始，轿车必须是混合动力电动的或是使用氢燃料电池的。底特律可能会叫苦不迭，但如果华盛顿坚持原则不让步，那些汽车制造商会很快学乖起来，制造出在价格上具有竞争力的绿色环保汽车。
然而，全球绿色合约绝不能只成为美国一个国家的项目，中国和印度人口众多，并且都在雄心勃勃地发展国力，仅这两国就足以让世界上的其他国家面临严重的全球变暖问题。中国现在的温室气体排放量已居世界第二位（位列美国之后），但是，仅靠利用当今的节能科技，中国就能将煤的消耗量减少50%。如果有全球绿色合约的存在，欧洲、美国和日本将帮助中国购买这些技术，这不仅仅是因为那样做会降低全球变暖的程度，还因为那样做会为这些国家的工人们创造工作机会、增加收入，为企业提供业务、增加利润。
政府不需要花更多的钱，只需要把现在用在对环境造成破坏的技术上的补贴转移出来。如果把各国政府现在给予那些破坏环境的行业的5 000亿至9 000多亿美元的补贴中的一半进行重新分配，全球绿色合约的执行就会有一个非常成功的开端。政府需要制定“交通规则”，让市场价格反映出整个社会由于大规模砍伐森林以及其他一些破坏环境的恶行而付出的真正代价。同样的，这种补贴的转移也可以不影响财政收入。比如，对烧煤征收高额税费，同时对工人和企业的所得税给予减少征收，这样既阻止了污染又鼓励了就业和投资。应该提取这种税收的一部分，用于确保那些对环境有直接破坏作用的行业及其从业人员能够平稳转行。
所有这些说起来容易，但是在现实中却不那么简单。现有制度的受益者——无论是美国的那些从国家的企业福利制度中获益的企业、被裁减了的德国煤矿工人、还是竞争激烈的亚洲伐木业——都会起来抵制。
全球绿色合约虽然不是灵丹妙药，但是它能为我们赢得时间进行势在必行的深刻变革——改变我们有时过分膨胀的欲望，改变我们毫无根据的相信人类是宇宙的主宰的想法——从而弥合我们与环境的关系。
普通民众的思想意识不提高，这一切都不会实现。但是，全球绿色合约是符合大众的基本利益的，而且它应该具有超越政治、阶级和国家界限的魅力，因为它将以捍卫一条普遍为人们所认同的价值的名义，即，为我们的孩子们留下一个可供居住的星球，在全世界范围内刺激就业机会的增加、促进企业的发展。
01 THE ELEMENTS AND THE PERIODIC TABLE 01 元素和元素周期表 The number of protons in the nucleus of an atom is referred to as the atomic number, or proton number, Z. The number of electrons in an electrically neutral atom is also equal to the atomic number, Z. The total mass of an atom is determined very nearly by the total number of protons and neutrons in its nucleus. This total is called the mass number, A. The number of neutrons in an atom, the neutron number, is given by the quantity A-Z. 质子的数量在一个原子的核被称为原子序数,或质子数、周淑金、电子的数量在一个电中性原子也等于原子序数松山机场的总质量的原子做出很近的总数的质子和中子在它的核心。这个总数被称为大量胡逸舟、中子的数量在一个原子,中子数,给出了a - z的数量。 The term element refers to, a pure substance with atoms all of a single kind. T o the chemist the "kind" of atom is specified by its atomic number, since this is the property that determines its chemical behavior. At present all the atoms from Z = 1 to Z = 107 are known; there are 107 chemical elements. Each chemical element has been given a name and a distinctive symbol. For most elements the symbol is simply the abbreviated form of the English name consisting of one or two letters, for example: 这个术语是指元素,一个纯物质与原子组成一个单一的善良。在药房“客气”原子的原子数来确定它,因为它的性质是决定其化学行为。目前所有原子和Z = 1 a到Z = 107是知道的;有107种化学元素。每一种化学元素起了一个名字和独特的象征。对于大多数元素都仅仅是一个象征的英文名称缩写形式,一个或两个字母组成,例如: oxygen==O nitrogen == N neon==Ne magnesium == Mg
第一章汽车总论 1)Today’s average car contains more than 15,000 separate, individual parts that must work together. These parts can be grouped into four major categories: body, engine, chassis and electrical equipment 。P1 现在的车辆一般都由15000多个分散、独立且相互配合的零部件组成。这些零部件主要分为四类：车身、发动机、底盘和电气设备。 2)The engine acts as the power unit. The internal combustion engine is most common: this obtains its power by burning a liquid fuel inside the engine cylinder. There are two types of engine: gasoline (also called a spark-ignition engine) and diesel (also called a compression-ignition engine). Both engines are called heat engines; the burning fuel generates heat which causes the gas inside the cylinder to increase its pressure and supply power to rotate a shaft connected to the power train. P3 发动机作为动力设备，常见的类型是内燃机，其原理是通过发动机缸内的液体燃料燃烧而产生能量。发动机可分为两类：汽油机（点燃式）和柴油机（压燃式），都属于热力发动机。燃料燃烧产生热量使缸内气压上升，产生的能量驱动轴旋转，并传递给动力传动系。 第二章内燃机 1)Power train system: conveys the drive to the wheels 2)Steering system: controls the direction of movement 3)Suspension system: absorbs the road shocks 4)Braking system: slows down the vehicle P4 传动系把发动机输出的扭矩传递给驱动轮。传动系包括离合器（对应机械变速器）或液力变矩器（对应液力自动变速器）、变速器、驱动轴、主减速器、差速器和驱动桥。 5)Drum brakes have a drum attached to the wheel hub, and braking occurs by means of brake shoes expanding against the inside of the drum. With disc brakes, a disc attached to the wheel hub is clenched between two brake pads. P6 鼓式制动器的制动鼓和轮毂连接，制动蹄张开压紧制动鼓内侧从而产生制动。在盘式制动器上，连着轮毂的制动盘被紧紧夹在两个制动块之间。 1)Linking the piston by a connecting rod to a crankshaft causes the gas to rotate the shaft through half a turn.The power stroke"uses up"the gas,so means must be provided to expel the burnt gas and recharge the cylinder with a fresh petrol-air mixture:this control of gas movement is the duty of the valves;An inlet valve allows the mixture to enter at the right time and an exhaust valve lets out the burnt gas after the gas has done its job . P10 活塞通过连杆和曲轴连接，使得气体带动曲轴旋转半圈。作功冲程耗尽了所有的气体，这样就必须采取相应的措施排出废气并且向气缸内充入新的可燃混合气：气体的运动由气门来控制。进气门使可燃混合气在恰当的时刻进入气缸，排气门使燃烧后的废气排出气缸。 2)The spark-ignition engine is an internal-combustion engine with externally supplied in ignition,which converts the energy cntained in the fuel to kinetic energy.The cycle of operations is spread over four piston strokes. To complete the full cycle it takes two revolutions of the crankshaft. P11 火花点火式发动机是由外部提供点火的内燃机，从而将含在燃料内的能量转化成动能。发动机的一个工作循环分布在活塞的四个行程中，一个完整的工作循环曲轴需要转动两圈。 3)The oil pump in the lubricating system draws oil from the oil pan and sends it to all working parts in the engine. The oil drains off and runs down into the pan. Thus,there is constant circulation of oil between the pan and the working parts of the engine. P15
Lesson 1 力学的基本概念 1、词汇： statics [st?tiks] 静力学；dynamics动力学；constraint约束；magnetic [m?ɡ＇netik]有磁性的；external [eks＇t?:nl] 外面的, 外部的；meshing啮合；follower从动件；magnitude [＇m?ɡnitju:d] 大小；intensity强度，应力；non-coincident [k?u＇insid?nt]不重合；parallel [＇p?r?lel]平行；intuitive 直观的；substance物质；proportional [pr?＇p?:??n?l]比例的；resist抵抗，对抗；celestial [si＇lestj?l]天空的；product乘积；particle质点；elastic [i＇l?stik]弹性；deformed变形的；strain拉力；uniform全都相同的；velocity[vi＇l?siti]速度；scalar[＇skeil?]标量；vector[＇vekt?]矢量；displacement代替；momentum [m?u＇ment?m]动量； 2、词组 make up of由……组成；if not要不，不然；even through即使，纵然； Lesson 2 力和力的作用效果 1、词汇： machine 机器；mechanism机构；movable活动的；given 规定的，给定的，已知的；perform执行；application 施用；produce引起，导致；stress压力；applied施加的；individual单独的；muscular [＇m?skjul?]]力臂；gravity[ɡr?vti]重力；stretch伸展，拉紧，延伸；tensile[tensail]拉力；tension张力，拉力；squeeze挤；compressive 有压力的，压缩的；torsional扭转的；torque转矩；twist扭，转动；molecule [m likju:l]分子的；slide滑动; 滑行；slip滑，溜；one another 互相；shear剪切；independently独立地，自立地；beam梁；compress压；revolve (使)旋转；exert [iɡ＇z?:t]用力，尽力，运用，发挥，施加；principle原则, 原理，准则，规范；spin使…旋转；screw螺丝钉；thread螺纹； 2、词组 a number of 许多；deal with 涉及，处理；result from由什么引起；prevent from阻止，防止；tends to 朝某个方向；in combination结合；fly apart飞散； 3、译文： 任何机器或机构的研究表明每一种机构都是由许多可动的零件组成。这些零件从规定的运动转变到期望的运动。另一方面，这些机器完成工作。当由施力引起的运动时，机器就开始工作了。所以，力和机器的研究涉及在一个物体上的力和力的作用效果。 力是推力或者拉力。力的作用效果要么是改变物体的形状或者运动，要么阻止其他的力发生改变。每一种
Unit 1 Chemical Industry 化学工业 1.Origins of the Chemical Industry Although the use of chemicals dates back to the ancient civilizations, the evolution of what we know as the modern chemical industry started much more recently. It may be considered to have begun during the Industrial Revolution, about 1800, and developed to provide chemicals roe use by other industries. Examples are alkali for soapmaking, bleaching powder for cotton, and silica and sodium carbonate for glassmaking. It will be noted that these are all inorganic chemicals. The organic chemicals industry started in the 1860s with the exploitation of William Henry Perkin‘s discovery if the first synthetic dyestuff—mauve. At the start of the twentieth century the emphasis on research on the applied aspects of chemistry in Germany had paid off handsomely, and by 1914 had resulted in the German chemical industry having 75% of the world market in chemicals. This was based on the discovery of new dyestuffs plus the development of both the contact process for sulphuric acid and the Haber process for ammonia. The later required a major technological breakthrough that of being able to carry out chemical reactions under conditions of very high pressure for the first time. The experience gained with this was to stand Germany in good stead, particularly with the rapidly increased demand for nitrogen-based compounds (ammonium salts for fertilizers and nitric acid for explosives manufacture) with the outbreak of world warⅠin 1914. This initiated profound changes which continued during the inter-war years (1918-1939). 1．化学工业的起源 尽管化学品的使用可以追溯到古代文明时代，我们所谓的现代化学工业的发展却是非常近代（才开始的）。可以认为它起源于工业革命其间，大约在1800年，并发展成为为其它工业部门提供化学原料的产业。比如制肥皂所用的碱，棉布生产所用的漂白粉，玻璃制造业所用的硅及Na2CO3. 我们会注意到所有这些都是无机物。有机化学工业的开始是在十九世纪六十年代以William Henry Perkin 发现第一种合成染料—苯胺紫并加以开发利用为标志的。20世纪初，德国花费大量资金用于实用化学方面的重点研究，到1914年，德国的化学工业在世界化学产品市场上占有75%的份额。这要归因于新染料的发现以及硫酸的接触法生产和氨的哈伯生产工艺的发展。而后者需要较大的技术突破使得化学反应第一次可以在非常高的压力条件下进行。这方面所取得的成绩对德国很有帮助。特别是由于1914年第一次世界大仗的爆发，对以氮为基础的化合物的需求飞速增长。这种深刻的改变一直持续到战后（1918-1939）。 date bake to/from: 回溯到 dated: 过时的，陈旧的 stand sb. in good stead: 对。。。很有帮助
2、应力和应变 在任何工程结构中独立的部件或构件将承受来自于部件的使用状况或工作的外部环境的外力作用。如果组件就处于平衡状态,由此而来的各种外力将会为零,但尽管如此,它们共同作用部件的载荷易于使部件变形同时在材料里面产生相应的内力。 有很多不同负载可以应用于构件的方式。负荷根据相应时间的不同可分为: (a)静态负荷是一种在相对较短的时间内逐步达到平衡的应用载荷。 (b)持续负载是一种在很长一段时间为一个常数的载荷, 例如结构的重量。这种类型的载荷以相同的方式作为一个静态负荷; 然而,对一些材料与温度和压力的条件下,短时间的载荷和长时间的载荷抵抗失效的能力可能是不同的。 (c)冲击载荷是一种快速载荷(一种能量载荷)。振动通常导致一个冲击载荷, 一般平衡是不能建立的直到通过自然的阻尼力的作用使振动停止的时候。 (d)重复载荷是一种被应用和去除千万次的载荷。 (e)疲劳载荷或交变载荷是一种大小和设计随时间不断变化的载荷。 上面已经提到，作用于物体的外力与在材料里面产生的相应内力平衡。因此,如果一个杆受到一个均匀的拉伸和压缩，也就是说, 一个力,均匀分布于一截面,那么产生的内力也均匀分布并且可以说杆是受到一个均匀的正常应力,应力被定义为 应力==负载 P /压力 A, 因此根据载荷的性质应力是可以压缩或拉伸的,并被度量为牛顿每平方米或它的倍数。 如果一个杆受到轴向载荷，即是应力，那么杆的长度会改变。如果杆的初始长度L和改变量△L已知，产生的应力定义如下: 应力==改变长△L /初始长 L 因此应力是一个测量材料变形和无量纲的物理量 ,即它没有单位;它只是两个相同单位的物理量的比值。 一般来说,在实践中,在荷载作用下材料的延伸是非常小的, 测量的应力以*10-6的形式是方便的, 即微应变, 使用的符号也相应成为ue。 从某种意义上说，拉伸应力与应变被认为是正的。压缩应力与应变被认为是负的。因此负应力使长度减小。 当负载移除时，如果材料回复到初始的，无负载时的尺寸时，我们就说它是具有弹性的。一特定形式的适用于大范围的工程材料至少工程材料受载荷的大部分的弹性, 产生正比于负载的变形。由于载荷正比于载荷所产生的压力并且变形正比于应变, 这也说明,当材料是弹性的时候, 应力与应变成正比。因此胡克定律陈述, 应力正比于应变。 这定律服从于大部分铁合金在特定的范围内, 甚至以其合理的准确性可以假定适用于其他工程材料比如混凝土，木材，非铁合金。 当一个材料是弹性的时候，当载荷消除之后，任何负载所产生的变形可以完全恢复,没有永久的变形。
About car engine Of all automobile components,an automobile engie is the most complicated assembly with dominant effects on the function of an autombile.So, the engine is generally called the"heat"of an automobile. 在汽车的所有部件中，汽车发动机是最复杂的组件，其对整车性能有着决定性的作用。因而发动机往往被称作发动机的“心脏”。 There are actually various types of engines such as electric motors,stream engines,andinternal combustion engines.The internal combustion engines seem to have almost complete dominance of the automotive field.The internal combustion engine,as its name indicates,burns fuel within the cylinders and converts the expanding force of the combustion into rotary force used to propel the vehicle. 事实上，按动力来源分发动机有很多种，如电动机、蒸汽机、外燃机等。然而内燃机似乎在发动机领域有着绝对的统治地位。就像其字面意思一样，内燃机的染料在气缸内燃烧，通过将燃烧产生气体的膨胀力转换成转动力来驱动发动机前进。 Engine is the power source of the automobile.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 or trucks.The puston 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 bearings called rod bearing.Similar bearings, called main bearings,are used to mount the crankshaft in the block. 发动机是整部车的动力来源。能量来自于活塞在气缸内的（往复）直线运动。然而这种（往复）直线运动必须要转换成旋转运动才能驱动车轮。活塞与连杆通过一个销来连接，这个销称为活塞销。连杆的下部连接于曲拐。连杆把活塞的上下往复运动传递给曲拐，从而将往复直线运动转变成旋转运动。连杆和曲拐的连接使用大的轴承，称之为连杆轴承，类似的轴承也用于将曲轴连接到机体，称之为主轴承。 They are generally two different types of cooling system:water-cooling system and air-cooling system.Water-cooling system is more common.The cooling medium, or coolant, in them is either water or some low-freezing liquid, called antifreeze.A water-cooling system consists of the engine water jacket, thermostat, water pump, radiator, radiator cap, fan, fan drive belt and neccessary hoses. 主要有两种类型的冷却系统：水冷和风冷。水冷系统更为普遍。系统所用冷却介质或是冷却液常委水或其他低凝固点液体，称为抗凝剂。一个完整的水冷系统包括机体水套，节温器，水泵，散热器，散热器罩，风扇，风扇驱动皮带和必需的水管。 A water-cooling system means that water is used as a cooling agent to circulate through the engine to absorb the heat and carry it to the radiator for disposal.The ebgine is cooled mainly through heat transfer and heat dissipation.The heat generated by the mixture burned in the engine must be transferred from the iron or aluminum cylinder to the waterin the water jacket.The outside of the water jacket dissipates some of the heat to the air surrounding it, but most of the heat is carried by the cooling water to the radiator for dissipation.When the coolant temperature in the system reaches 90°,the termostat valve open fully, its slanted edge shutting off
机械制造专业英语文章 篇一：机械专业英语文章中英文对照 Types of Materials 材料的类型 Materials may be grouped in several ways. Scientists often classify materials by their state: solid, liquid, or gas. They also separate them into organic (once living) and inorganic (never living) materials. 材料可以按多种方法分类。科学家常根据状态将材料分为：固体、液体或气体。他们也把材料分为有机材料(曾经有生命的)和无机材料(从未有生命的)。 For industrial purposes, materials are divided into engineering materials or nonengineering materials. Engineering materials are those used in manufacture and become parts of products. 就工业效用而言，材料被分为工程材料和非工程材料。那些用于加工制造并成为产品组成部分的就是工程材料。 Nonengineering materials are the chemicals, fuels, lubricants, and other materials used in the manufacturing process, which do not become part of the product. 非工程材料则是化学品、燃料、润滑剂以及其它用于加工制造过程但不成为产品组成部分的材料。 Engineering materials may be further subdivided into: ①Metal ②Ceramics ③Composite ④Polymers, etc. 工程材料还能进一步细分为：①金属材料②陶瓷材料③复合材料④聚合材料，等等。 Metals and Metal Alloys 金属和金属合金 Metals are elements that generally have good electrical and thermal conductivity. Many metals have high strength, high stiffness, and have good ductility. 金属就是通常具有良好导电性和导热性的元素。许多金属具有高强度、高硬度以及良好的延展性。 Some metals, such as iron, cobalt and nickel, are magnetic. At low temperatures, some metals and intermetallic compounds become superconductors. 某些金属能被磁化，例如铁、钴和镍。在极低的温度下，某些金属和金属化合物能转变成超导体。 What is the difference between an alloy and a pure metal? Pure metals are elements which come from a particular area of the periodic table. Examples of pure metals include copper in electrical wires and aluminum in cooking foil and beverage cans. 合金与纯金属的区别是什么？纯金属是在元素周期表中占据特定位置的元素。 例如电线中的铜和制造烹饪箔及饮料罐的铝。 Alloys contain more than one metallic element. Their properties can be changed by changing the elements present in the alloy. Examples of metal alloys include stainless steel which is an alloy of iron, nickel, and chromium; and gold jewelry which usually contains an alloy of gold
1.2 总线互连 总线是连接两个或多个设备的通信通路。总线的关键特征是，它是一条共享传输介质。多个设备连接到总线上，任一个设备发出的信号可以为其他所有连接到总线上的设备所接收。如果两个设备同时传送，它们的信号将会重叠，引起混淆。因此，一次只能有一个设备成功地（利用总线）发送数据。 典型的情况是，总线由多条通信通路或线路组成，每条线(路)能够传送代表二进制1和0的信号。一段时间里，一条线能传送一串二进制数字。总线的几条线放在一起能同时并行传送二进制数字。例如, 一个8位的数据能在8条总线线上传送。 计算机系统包含有多种不同的总线，它们在计算机系统层次结构的各个层次提供部件之间的通路。连接主要计算机部件(处理机, 存储器, I/O)的总线称为系统总线。系统总线通常由50~100条分立的(导)线组成。每条线被赋予一个特定的含义或功能。虽然有许多不同的总线设计，但任何总线上的线都可以分成三个功能组：数据线、地址线和控制线。此外可能还有为连接的模块提供电源的电源线。 数据线提供系统模块间传送数据的路径，这些线组合在一起称为数据总线。典型的数据总线包含8、16或32根线，线的数量称为数据总线的宽度。因为每条线每次传送1位，所以线的数目决定了每次能同时传送多少位。数据总线的宽度是决定系统总体性能的关键因素。 地址线用于指定数据总线上数据的来源和去向。例如，如果处理机希望从存储器中读一个字的数据，它将所需要字的地址放在地址线上。显然，地址总线的宽度决定了系统最大可能的存储器容量。 控制线用来控制对数据线和地址线的访问和使用。由于数据线和地址线被所有部件共享，因此必须用一种方法来控制它们的使用。控制信号在系统模块之间传送命令和定时信息。定时信息指定了数据和地址信息的有效性，命令信号指定了要执行的操作。 大多数计算机系统使用多总线，这些总线通常设计成层次结构。图1.3显示了一个典型的高性能体系结构。一条局部总线把处理机连接到高速缓存控制器，而高速缓存控制器又连接到支持主存储器的系统总线上。高速缓存控制器集成到连接高速总线的桥中。这一总线支持连接到：高速LAN、视频和图形工作站控制器，以及包括SCSI 和FireWire的局部外设总线的接口控制器。低速设备仍然由分开的扩充总线支持，用一个接口来缓冲该扩充总线和高速总线之间的通信流量。 PCI 外部设备互连是流行的高带宽的、独立于处理机的总线，它能够作为中间层或外围设备总线。当前的标准允许在66MHz频率下使用多达64根数据线，其原始传输速率为528MB/s, 或4.224Gbps。PCI被设计成支持各种各样基于微处理机的配置，包括单处理机和多处理机的系统。因此，它提供了一组通用的功能。PCI使用同步时序以及集中式仲裁方案。 在多处理机系统中，一个或多个PCI配置可通过桥接器连接到处理机的系统总线上。系统总线只支持处理机/高速缓存单元、主存储器以及PCI桥接器。使用桥接器使得PCI独立于处理机速度，又提供快速接收和传送数据的能力。 2.1 光存储介质：高密度存储器 2.1.1 光盘 光盘技术最终可能使磁盘和磁带存储淘汰。用这种技术，磁存储器所用的读/写头被两束激光代替。一束激光通过在光盘上刻制微小的凹点，对记录表面进行写；而另一束激光用来从光敏感的记录表面读取数据。由于光束容易被偏转到光盘上所需要的位置，所以不需要存取臂。 对用户而言，光盘正成为最有吸引力的选择。它们(光盘)对环境变化不太敏感，并且它们以每兆字节比磁盘低得多的存储器价格提供更多的直接存取存储器。光盘技术仍在出现，并且还需要稳定；然而，目前有三种主要类型的光盘。它们是CD-ROM、WORM盘和磁光盘。 CD-ROM 1980年引入的，非常成功的CD，或紧密盘是设计来提高音乐的录音重放质量的光盘。为了制作一张CD，把音乐的模拟声音转换成等价的数字声音，并且存储在一张4.72英寸的光盘上。在每张光盘上可以用数字格式（用20亿数字位）记录74分钟的音乐。因为它的巨大存储容量，计算机工业的企业家们立刻认
1 Unit5元素周期表 As our picture of the atom becomes more detailed 随着我们对原子的描述越来越详尽，我们发现我们陷入了进退两难之境。有超过100多中元素要处理，我们怎么能记的住所有的信息？有一种方法就是使用元素周期表。这个周期表包含元素的所有信息。它记录了元素中所含的质子数和电子数，它能让我们算出大多数元素的同位素的中子数。它甚至有各个元素原子的电子怎么排列。最神奇的是，周期表是在人们不知道原子中存在质子、中子和电子的情况下发明的。Not long after Dalton presented his model for atom( )在道尔顿提出他的原子模型（原子是是一个不可分割的粒子，其质量决定了它的身份）不久，化学家门开始根据原子的质量将原子列表。在制定像这些元素表时候，他们观察到在元素中的格局分布。例如，人们可以清楚的看到在具体间隔的元素有着相似的性质。在当时知道的大约60种元素中，第二个和第九个表现出相似的性质，第三个和第十个，第四个和第十一个等都具有相似的性质。 In 1869,Dmitri Ivanovich Mendeleev,a Russian chemist, 在1869年，Dmitri Ivanovich Mendeleev ,一个俄罗斯的化学家，发表了他的元素周期表。Mendeleev通过考虑原子重量和元素的某些特性的周期性准备了他的周期表。这些元素的排列顺序先是按原子质量的增加,,一些情况中, Mendeleev把稍微重写的元素放在轻的那个前面.他这样做只是为了同一列中的元素能具有相似的性质.例如,他把碲(原子质量为128)防在碘(原子质量为127)前面因为碲性质上和硫磺和硒相似, 而碘和氯和溴相似. Mendeleev left a number of gaps in his table.Instead of Mendeleev在他的周期表中留下了一些空白。他非但没有将那些空白看成是缺憾，反而大胆的预测还存在着仍未被发现的元素。更进一步，他甚至预测出那些一些缺失元素的性质出来。在接下来的几年里，随着新元素的发现，里面的许多空格都被填满。这些性质也和Mendeleev所预测的极为接近。这巨大创新的预计值导致了Mendeleev的周期表为人们所接受。 It is known that properties of an element depend mainly on the number of electrons in the outermost energy level of the atoms of the element. 我们现在所知道的元素的性质主要取决于元素原子最外层能量能级的电子数。钠原子最外层能量能级（第三层）有一个电子，锂原子最外层能量能级（第二层）有一个电子。钠和锂的化学性质相似。氦原子和氖原子外层能级上是满的，这两种都是惰性气体，也就是他们不容易进行化学反应。很明显，有着相同电子结构（电子分布）的元素的不仅有着相似的化学性质，而且某些结构也表现比其他元素稳定（不那么活泼） In Mendeleev’s table,the elements were arranged by atomic weights for 在Mendeleev的表中，元素大部分是按照原子数来排列的，这个排列揭示了化学性质的周期性。因为电子数决定元素的化学性质，电子数也应该（现在也确实）决定周期表的顺序。在现代的周期表中，元素是根据原子质量来排列的。记住，这个数字表示了在元素的中性原子中的质子数和电子数。现在的周期表是按照原子数的递增排列，Mendeleev的周期表是按照原子质量的递增排列，彼此平行是由于原子量的增加。只有在一些情况下（Mendeleev注释的那样）重量和顺序不符合。因为原子质量是质子和中子质量的加和，故原子量并不完全随原子序数的增加而增加。原子序数低的原子的中子数有可能比原子序数高的原
Fuel Supply System of Gasoline Engine(UNIT SEVEN) All the gasoline engines have substantially identical fuel systems and run on a mixture consisting of fuel vapor and air. The fuel system comprises the units designed to store, clear and deliver fuel, the units intended to clean air and a unit for preparing a mixture from fuel vapor and air. In a fuel system different components are used to supply fuel from the fuel tank into the engine cylinder. Some of the important components are fuel tank, fuel pump, fuel filter, carburetor, intake manifold and fuellines or tubes connecting the tank, pump and the carburetor. The fuel tank is a fuel container used for storing fuel. It is made of sheet metal. It is attached to the vehicle frame with metal traps and is located at the rear of the vehicle. They are mounted in a boot or boot-floor pan in case of front-engined cars and small commercial vehicles. In order to strengthen the tank as well as to prevent surging of fuel when the vehicle rounds a curve of suddenly stops, baffle plates are attached to the inside of the tank. A cap is used to close the filler opening of the tank. The fuel line is attached at or near the bottom of the tank with a filtering element placed at the connection. The other components of the fuel tank are the fuel gauge sending unit, a vent pipe, receiving unit. To prevent the dirt and water from entering the luggage compartment, a sealing strip is fitted between the fuel tank and boot floor pan. Moreover to limit the transmission of frame distortion to the tank giving rise to squeaking as the metal parts get rubbed together, rubber or felt pads are often fitted between the mountings and the tank. Provision is also made against drumming of the tank by these mountings. The tank may be placed at the side of the chassis frame for convenience in case of large commercial vehicles. The length of the connecting lines or tubes from the tank to the carburetor is also restricted by this at the same time. A porous filter is attached to the outlet lines. By drawing fuel from the tank through the filter, any water in the bottom of the tank as well as any dirt into the fuel gathers on the surface of the filter. To keep the fuel always under atmospheric pressure, the filter pipe or tank is vented. In order to prevent dirt in the fuel from entering the fuel pump or carburetor, fuel filters and screens are used in the fuel system. If the dirt is not removed from the fuel, the normal operation of these units will be prevented. The engine performance will also be reduced.