Development of the Low-Emission GE-7FDL High-Power Medium-Speed Locomotive Diesel Engine
G. Chen
Department of Mechanical Engineering, Gannon University,
Erie, PA 16541
P. L. Flynn
S. M. Gallagher
E. R. Dillen
GE Transportation Systems, Erie, PA 16531
Received: Oct. 2001; revised: June 2002
This paper summarizes the technical development of the low-emission GE-7FDL series locomotive diesel engine.The development focused on
emission significantly while reducing and reducing the engine exhaust NO
x
curbing other visible and nonvisible emissions with minimal adverse impact on the engine fuel efficiency and minimal changes to the engine system and components. Concepts were analyzed, and were investigated using a single-cylinder 7FDL research engine.A low-emission 16-cylinder 7FDL engine and a GE locomotive prototype were built and tested for performance demonstration, function evaluation, and design optimization. The GE low-emission 7FDL engines and locomotives have been in production. The newly developed low-emission locomotive engine meets the EPA Tier-0 levels without fuel efficiency penalty. This was accomplished with minimal changes to the engine system and components.The desired engine reliability performance is retained. The engines are interchangeable with the preceding 7FDL baseline models, and the upgrade of the existing baseline engines to the low-emission version is facilitated.
Contributed by the Internal Combustion Engine Division of THE AMERICAN SOCIETY OF
MECHANICAL ENGINEERS for publication in the ASME JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received by the ICE Division, Oct. 2001; final revision received by the ASME Headquarters, June 2002. Associate Editor: D. Assanis.
Contents
?Introduction
?Basic Technical Approach
?Components Development and Design
o Piston Crawn Bowl Shape
o Cylinder Head Port Flow and Valve Event
o Fuel Cam Profile
o Fuel Injector
?Development With Single-Cylinder Research Engine
o Preliminary Investigation of Emission Reduction Capability
o Intake Manifold Air Temperature Effect
o Fuel Injection Rate
o Injector Tip Spray Included Angle Development
o Fuel Cam Phase Investigation
?Development of 16-Cylinder Locomotive Engine
o Evaluation of Valve Overlap Flow
o NO x Reduction and Efficiency With Raising Compression Ratio at Full Load
o NO x Reduction and Efficiency at Partial Load
o Duty-Cycle NO x Reduction and Efficiency
o Effect of Manifold Air Temperature on NO x Production.
o Combustion and Heat Release Enhancement
o Fuel Cam Phase Optimization on 7FDL16 Engine
o Engine Operation Optimization and Smoke Control
?Locomotive Test and Control System Optimization
o Exhaust Emissions and Performance
o Control System Optimization and Smoke Reduction
?Conclusions
?Acknowledgments
?Nomenclature
?REFERENCES
?FIGURES
?TABLES
Introduction
Medium-speed heavy-duty diesel engines are used as the motive power for present diesel electric locomotives. The Clean Air Amendments of 1990
directed the U.S.Environmental Protection Agency (EPA) to establish regulations on previously unregulated non-road mobile sources including rail locomotives. The EPA's final rule for locomotive exhaust emissions requires future manufactured or remanufactured domestic locomotives to meet standards at different stringency levels for both line-haul and switch locomotive duty cycles. This includes remanufactured locomotives to meet Tier-0 standards from 2001, newly manufactured locomotives to meet Tier-1 from 2002 through 2004, and newly produced locomotives to meet Tier-2 in 2005 and later, as shown by the regulation, [1]. The standards for the locomotive line-haul duty cycle shown by EPA [2]are given in Table 1.The regulations require locomotives to meet the standards over a wide range of environmental conditions. For instance, the standards of each Tier shown in Table 1 must be met from sea level up to 1219 meter (4000 ft) altitude by testing and up to 2134 meter (7000 ft) altitude by engineering analysis verification, as required by EPA [1].
The GE7FDL series is one of the main engines for heavy duty locomotives in North America and worldwide. The engine's predecessor was designed by Cooper Bessemer and was adopted by GE in the late 1950s for entry into the heavy-duty locomotive market as a complete vehicle supplier. The
16-cylinder version was introduced at 1864 kW (2500 hp) in 1963 in the classic U25 locomotive. Over the next three decades the power grew successively to 2237, 2461, 2685, 2908, 3057, and 3356kW (4500 hp) on the same bore and stroke format.This growth was made possible by the constant development of turbocharger, fuel injection, manifolds, power assemblies, and all other stressed components. The engine is the highest production medium speed diesel engine in the world, with over 1200 engines produced annually.The operating fleet numbers near 10,000 engines.
The engine has retained its original cross-section layout, as shown in Fig. 1,in spite of an almost 100% power growth. The individual power assemblies are carried on a low deck crankcase. The camshafts are driven by single reduction gears and are accessible through the crankcase doors. No separate camshaft openings and a deep skirt give the crankcase high bending and torsional rigidity.The crankshaft is supported in underslung, side bolted steel bearing caps. The connecting rod is a master-slave design which reveals its Cooper Bessemer heritage. This design provides one bearing for the full width of the crankpin for modest bearing loads. The piston pins are bolted to the rod ends which also provide full-width bearings. Pistons are composed of steel crowns bolted to aluminum skirts.
Figure 1.
The electronic fuel injection system uses a solenoid-controlled pump mounted high on the cylinder and coupled by a short stiff fuel line to a low sac injector. The four-valve cross-flow head provides very little swirl to the quiescent combustion chamber. Two modular pulse converter exhaust manifolds feed a single turbocharger mounted on the free end of the engine. The turbo has been highly developed over the years in conjunction with GE Aircraft Engine and its high efficiency is largely responsible for the high power density and low fuel consumption of the engine. The basic specifications of the 7FDL engine baseline can be found in Table 2.
General levels of the exhaust gaseous emissions of the noncompliant7FDL 16-cylinder engine equipped with an electronic fuel injection (EFI) system and split-intercooling system are included in Fig. 2 for
) is a primary concern among comparison. This shows oxides of nitrogen (NO
x
the exhaust gaseous emissions of the baseline locomotive engine. The NO
x emission needed to be significantly reduced to meet the Tier-0 and further Tier-1 regulation standards while reducing and curbing other exhaust emissions such as smoke, particulate matters(PM) and carbon monoxide (CO). The adverse impact on the engine fuel efficiency needed to be avoided and minimized in the engine emission-reduction development. All of this needed to be realized with minimal changes to the existing baseline engine system and components in consideration of the interchangeability and upgrade from the baseline engines to the low-emission configuration.
Figure 2.
Basic Technical Approach
The basic technical approach in the development was to meet the following objectives: (a) reduction in NO
emission while reducing and curbing other
x
visible and nonvisible emissions to comply with the regulations to meet
the Tier-0 and further Tier-1 standards; (b) no or minimal loss in the engine fuel efficiency compared to the non-compliant baseline; (c) minimal changes in engine system and components; and (d) no adverse impact on any other desirable performance characteristics.
reduction,one of the conventional effective means is to retard For NO
x
fuel injection timing. Nevertheless, using retarded injection timing to reduce NO
results in lowering the cycle efficiency and deteriorating the
x
engine fuel efficiency. The mechanism can well be described by the low relative efficiency concept by Hsu [3]. The trend of change in the specific fuel consumption (SFC) of the 7FDL16engine baseline in full load
reduction by only retarding fuel injection timing condition versus the NO
x
is shown in Fig.3. Also, while the major noncompliant gaseous emission
, the additional concerns were on the of the7FDL16 baseline engine was NO
x
exhaust emissions of smoke, CO, and PM. It was worth attention for the following reasons: (a) smoke, particularly transient smoke, of a turbocharged locomotive diesel engine may become a concern at some notch or notch-change operations; (b) retarding fuel injection timing to reduce would increase the fuel late burning and thus would usually increase
NO
x
CO, PM, and smoke;and (c) smoke and PM emissions may increase with time as the engine wears.
Figure 3.
One of the measures to address the above concerns in this development was to increase the absolute cycle efficiency by raising the cylinder compression ratio (CR).Normally in a high-power medium-speed diesel engine, raising compression ratio is limited by the structurally allowable peak cylinder pressure. When injection timing is retarded, the engine peak cylinder pressure will decrease. Thus, coupled with retarding fuel injection timing, the CR can be increased to compensate for the efficiency loss brought by the timing retardation, while utilizing the maximum allowable structure capability without exceeding the peak firing
without loss in the fuel efficiency, pressure limit. For reducing NO
x
lowering intake manifold air temperature (MAT) can be effective as well. Lowering MAT reduces the initial combustion air temperature and therefore the peak cycle temperature is lower. The capability of lowering MAT in a diesel engine is generally limited by the intercooling system design and capacity. In addition, the late burning can be reduced with higher fuel injection rate due to the combined effect of increased timely heat release and shortened injection duration.Thus, sufficient soot burnoff
time is maintained and the related emissions can be controlled. Higher fuel injection rates with higher injection pressures also have the added advantage of providing smaller fuel droplet size and higher fuel-air relative velocity for fast evaporation. In such case, the soot generation becomes less also.
Therefore, the technical approach to achieving the development objectives and the required emission reduction for the 7FDL locomotive engines is summarized as follows: modify fuel injection timing; increase compression ratio;increase fuel injection rate; optimize intake manifold air temperature based on the intercooling system capacity; improve turbocharger match and air boost; and optimize individual notch and duty-cycle operations.
The following underlying guidelines were followed in the development: maintain the baseline peak cylinder pressure, and the thermal loading on the engine components are not to exceed the previous production system. It is anticipated that much time can be saved for reliability development due to the consideration of these guidelines.
The in-cylinder combustion comparison analyzed using a set of test results is illustrated in Fig. 4. Relative to the nonsplit cooling 7FDL engine baseline (shown as baseline), the low-emission configuration (shown as low emis.) has a retarded fuel injection timing, raised compression ratio, increased injection pressure and lowered manifold air temperature. When the needle-lift start indicating the fuel injection-start timing, is retarded from the baseline, the peak cycle temperature becomes lower. By lowering MAT, the cycle temperature is further reduced. As CR is raised with fuel injection timing retarded, the peak cylinder pressure can be maintained at the same level, as shown in the top part of Fig. 4. The higher injection rate due to the higher injection pressure in the low emission configuration results in the fuel injection ending earlier and thus injection duration is shorter. This means that for the7FDL engine, by modifying the designs of a limited amount of engine components, the Tier-0 and possibly Tier-1 emissions requirements can be met by changing the combustion process.
Figure 4.
Components Development and Design
In order to increase the compression ratio of the GE-7FDL engine with minimal impact on the overall engine configuration and with the interchangeability of the power-assembly components retained, the following engine components were investigated and redesigned, with the fundamental system consideration shown by Hsu and Chen [4] and by Hsu et al.[5].
Piston Crawn Bowl Shape. Raising compression ratio was accomplished by simply reducing the top dead center (TDC) piston-to-cylinder head clearance volume. The piston crown with its top bowl contour was redesigned to reduce the TDC clearance volume, and to retain the required fuel injection jet flow behavior and combustion performance.
Cylinder Head Port Flow and Valve Event.The valve cam lift profiles for both the intake and exhaust valves were modified to accommodate the consequent smaller piston-to-valve bumping clearance when compression ratio was raised. With the high level of brake mean effective pressure (BMEP) at which medium-speed diesel engines operate, sufficient scavenging flow is necessary. The cylinder head of the engine was redesigned on the valve port throat bore for both intake and exhaust without changes to the valve seats. Thus,the required scavenging flow will be maintained or even improved while physically allowing sufficient piston-to-valve clearance after changing to the high compression ratio configuration.
Fuel Cam Profile.The fuel cam lift profile was changed from the baseline to obtain a higher cam lift velocity and consequently higher injection pressure. Achieving suitable match in phase between the cam lift velocity and injector needle lift duration was also included in the investigation and design. The higher-rate fuel cam, when used with the current EFI pump, is capable of delivering both the higher maximum and mean injection pressures. Analysis and experimental validation has shown that the cam loading is within the desired range and the desired reliability of the cam and driving components should be maintained.
Fuel Injector. As part of the combustion chamber design refinement and combustion process optimization, fuel injectors with different spray included angles were investigated in the development in response to the piston crown bowl shape change. As a result,the injector nozzle with a suitable spray included angle was determined.
Development With Single-Cylinder Research Engine
A single-cylinder 7FDL research engine was configured to verify the concepts and technical feasibility and capability.The engine has similar configuration parameters as the GE-7FDL series engine. The engine was supercharged with its intake manifold air pressure (MAP) and temperature (MAT) externally controlled. The exhaust back pressure could also be manually adjusted. A digital data acquisition and processing system, described in more detail by Hsu and Hoffman [6], was used to acquire and store outputs from transducers sensing the required parameters such as pressures, temperatures,speed, torque, and injector needle lift. The in-cylinder combustion analysis and heat release information were obtained through the computerized analysis and calculation based on the acquired data. The exhaust gaseous emissions and smoke were also measured.
Preliminary Investigation of Emission Reduction Capability. At the initial stage of investigation, various designs of the piston crown top contour were used to raise compression ratio, and tested to verify the desired emission reduction and performance capability. All test runs were at full load and compared at the same peak cylinder firing pressure. The comparison of two crowns to form the same increased compression ratio with the same level of MAT is shown in Table3. The injection timing was retarded and the injection rate was modified from the baseline. For the reduction in NO
,the fuel efficiency loss is considerably reduced with the HCR
x
single-cylinder engine, compared to the engine solely retarding fuel injection timing. It is seen from Table 3that the piston crown A is better in terms of NO
reduction and fuel consumption, as well as smoke. It was
x
chosen for the further development based on its better combustion results.
In the high-compression-ratio (HCR) configuration with the MAT unchanged and injection timing retarded without injection rate modification from
reduction was the result of both lowering the peak cycle a baseline, the NO
x
temperature and the smaller amount of fuel burned in the initial premixed stage immediately following fuel ignition. This is shown in the Fig. 5.
Figure 5.
Intake Manifold Air Temperature Effect.The effect of MAT on the cylinder temperature of the 7FDL engine was investigated. The cylinder temperature
history analyzed from the single-cylinder engine test results is shown in Fig. 6. As the MAT is decreased, the cylinder cycle temperature becomes
reduction. This indicates if the HCR engine lower,contributing to the NO
x
is run at a lower MAT, then the NO
can be further reduced due to the further
x
decreased cycle temperature. The comparison of the analyzed combustion process parameters is included in Fig. 4.
Figure 6.
Fuel Injection Rate. The test was also conducted on the single-cylinder engine to verify that a higher fuel injection rate can be achieved with the modification in the fuel system. This is presented by the injection pressure trace shown in Fig. 7 from the single-cylinder research engine tested at the full load condition. With the modification, both the maximum and mean injection pressures are higher, and the injection duration is shortened.
Figure 7.
Injector Tip Spray Included Angle Development.As part of the combustion chamber design refinement, injector tips with different spray included angles were experimentally investigated on the HCR single-cylinder engine. The spray included angle is illustrated in Fig.8. The single-cylinder engine tests focused on the injectors with the spray angles (°, +5°, +10°) for the detailed effect-on-combustion analysis, since the
preliminary engine tests and analysis indicated a lower overall performance by injectors in the angle smaller than°. Tests were run
at full load. The ° spray included angle injector tip had the best fuel
emissions and lowest smoke level. All these efficiency, highest NO
x
indicators are summarized in Table 4. A typical cylinder firing pressure and heat release comparison of the ° and +5° injectors is shown in Fig. 9. The cylinder pressure history of the+5° injector tip drops down
after the peak faster than the ° tip, as shown in the top part of the figure. The heat release comparison at the bottom depicts the initial heat release rates for the two injectors are about the same. Later the heat release of the +5°tip becomes slower and arrives at a lower peak value. Some degrees after TDC, the heat release rate for the+5° tip becomes
higher, signifying more late burning. The fuel efficiency loss is a direct consequence of this kind of untimely burning. The late burning shortens the time for soot burn off period and higher smoke emissions are the consequences.The ° spray included angle injector tip was chosen.
Figure 8. Figure 9.
Fuel Cam Phase Investigation. With retarding the fuel injection timing and modifying the fuel cam profile, the investigation and optimization of the fuel cam phase was needed. A shift in the phase of cam profile is illustrated in Fig. 10. Following preliminary analysis, two fuel cams with the modified profile and three-deg difference in the cam phase were tested and compared at about the same brake power. The measured engine performance results are summarized in Table 5. From Table 5, the phase-retarded cam has higher injection pressure and slightly lower indicated fuel consumption (ISFC) than the standard-phase cam. However, the higher injection pressure and lower ISFC did not yield lower brake fuel consumption (BSFC). Further data analysis had shown that, although the two cams were tested at about the same brake horsepower,the indicated power (IkW) for the phase retarded cam was higher than the standard-phase cam. The energy needed to drive the retarded cam was higher due to the higher mean injection pressure. However, the more efficient combustion with the phase-retarded cam cannot compensate for the greater amount of work needed to drive the fuel injection system, and consequently, the brake efficiency was lower. The change from the standard to the retarded phase may increase loading on the fuel injection components.In summary, the retarded-phase cam did not show much advantage over the standard-phase cam.
Figure 10.
Development of 16-Cylinder Locomotive Engine
Following the single-cylinder engine testing, a 16-cylinder 7FDL locomotive engine(GE-7FDL16) in the HCR configuration was built and
tested for design verification and optimization. Compared to the single-cylinder engine, the full-size engine was turbocharged and thus the turbocharger effect to the engine operation was included. During the full-size engine development,the compression ratio was incrementally changed from the engine baseline.The engine in various compression ratios was tested to optimize the engine design and performance.
The engine exhaust species measured during the tests included: CO
2
, CO,
NO
x
, HC, smoke opacity,and PM. The exhaust emissions were measured by the
equipment as follows: NO
x
by a chemiluminescence analyzer, CO by a nondispersive infrared analyzer, HC by a heated flame ionization analyzer, PM by a split particulate tunnel, and smoke opacity by a full-flow opacity
meter. For the purpose of evaluation and comparison, the measured NO
x emissions were corrected for inlet air temperature and humidity to a standard condition. The engine specific fuel consumption measured was also corrected to standard reference conditions of inlet air temperature and barometric pressure including the AAR reference condition. Results of the multi-cylinder engine development and investigation are summarized as follows.
Evaluation of Valve Overlap Flow.As one of the engine components changed to form the low-emission engine configuration, the cylinder heads were tested for comparison. The test was conducted on the 7FDL16 engine prior to raising the compression ratio. The difference between MAP and
pre-turbine pressure (p ov)was monitored as an indication of the valve flow efficiency during the valve overlap. The results compared with the baseline configuration and indicate that the p
ov
became smaller as the modified head was applied. When both the modified cylinder heads and modified valve cam shafts were used, the p ov was about the same as that of the engine baseline, meaning the required scavenge flow during the valve overlap was retained.
NO
x
Reduction and Efficiency With Raising Compression Ratio at Full Load. Full-load operation of a locomotive engine generally consumes a major part of the total duty-cycle fuel and contributes a major part to the production
of the duty-cycle NO
x and other gaseous emissions. The measured NO
x
emissions versus compression ratio in the 16-cylinder engine full load
condition are plotted in Fig.11. As shown in the figure, with the averaged peak cylinder pressure remaining about the same, the NO
x
emission decreases rapidly as the compression ratio increases from the baseline while the specific fuel consumption (SFC) remains below or the same as that
of the baseline. The decrease in the NO
x
emission was mainly due to the fuel injection timing retardation,and the retained engine fuel
efficiency was mainly due to raising the compression ratio. The NO
x reduction versus raising compression ratio with SFC remaining unchanged
is also shown in Fig.11. All of this indicates, increasing compression
ratio up to a certain level, coupled with retarding fuel injection timing
reduction at full load condition allows the engine to achieve the NO
x
without loss in the fuel efficiency within the allowable structure capability.
Figure 11.
Reduction and Efficiency at Partial Load.The HCR engine test results NO
x
reduction at partial loads as well. Unlike the showed the advantage of NO
x
full-load operation at which the pressure p max is dominating, partial load operation usually does not have a concern on the peak cylinder pressure limit.In partial loads, the peak cylinder pressure is always lower than the maximum allowable p max and thus fuel injection timing may freely be set to achieve desired performance such as the exhaust emissions and the fuel
of the tested 7FDL16 efficiency. Figure 12 shows the reduction in NO
x
engine versus compression ratio without change in the fuel consumption
emission at the at a half-load condition. As CR increases, the engine NO
x
half-rated power also becomes lower under no penalty in SFC.
Figure 12.
Reduction and Efficiency.In addition, the engine was also Duty-Cycle NO
x
tested and evaluated through all of the locomotive notch conditions. Using the EPA defined locomotive line-haul duty-cycle weighting factors with the measured emissions, the line-haul duty-cycle NO
reduction without
x
sacrifice in the fuel efficiency compared to the baseline along with raising compression ratio is shown in Fig. 12 as well. The desired
emissions with retaining the desired fuel reduction in the duty-cycle NO
x
efficiency was achieved and demonstrated.
Effect of Manifold Air Temperature on NO
Production.. The full-size
x
multicylinder locomotive engine was also tested under the full load
condition over various intake MAT to investigate its effect on the NO
x generation. The MAT is the temperature of air in the intake manifolds after theturbocharger compressor and intercooler before the engine cylinders, and is different from the ambient temperature. The measured NO
emission
x
versus MAT is shown in Fig. 13. The main effect of MAT change was on NO
,
x and the NO
generation became lower as MAT was lowered.
x
Figure 13.
Combustion and Heat Release Enhancement. The higher fuel injection rate accompanied with the higher compression ratio reduces the in-cylinder untimely combustion caused by retarding fuel injection timing. Thus the engine thermal loading and the exhaust emissions such as PM, smoke, and CO can be reduced. As a proper indication for the magnitude of late burning and untimely combustion, the temperature of exhaust gas at the location before the turbocharger-turbine entrance, usually called pre-turbine temperature, was measured. The full load results can be found in Fig. 14 in contrast with those from the engine baseline only retarding fuel injection timing to reduce NO
. It is indicated that, as the fuel injection
x
system with a higher injection pressure and improved atomization is applied to the engine with the raised compression ratio while injection timing is retarded, the increase in pre-turbine temperature compared to the engine baseline can be avoided and minimized.
Figure 14.
Fuel Cam Phase Optimization on 7FDL16 Engine. The fuel cam phase optimization was also verified on the HCR 7FDL16 engine. The results of performance comparison tests are shown in Fig. 15, which shows the
and SFC between the standard-phase and retarded-phase differences in NO
x
cam.It can be seen from Fig. 15that the engine brake fuel efficiency with the standard-phase cam is better than that with the phase-retarded cam for the notches shown. The NO
emission in the full-load condition with
x
the standard-phase cam is also lower. The results confirm the indication from the single-cylinder research engine test. The fuel cam phase needs to be located to obtain a superior overall performance regarding the engine exhaust emissions and brake efficiency. The standard-phase cam provided
emissions and fuel efficiency.
better performance in the NO
x
Figure 15.
Engine Operation Optimization and Smoke Control. With the engine configuration given, engine operation at each individual notch can be
reduction with reducing optimized to obtain the required duty-cycle NO
x
or curbing other visible and non-visible exhaust emissions. Steady-state and transient smoke during locomotive duty-cycle operation may become a concern. The exhaust emissions such as smoke, PM, and CO become higher as altitude increases. Thus, control of the exhaust emissions of smoke, PM,and CO caused by incomplete combustion was studied together with the reduction in the engine testing. Additional methods such as shown by
NO
x
Chen and Hsu [7] and by Chen et al. [8] for controlling engine operating parameters to reduce those emissions while achieving the desired
duty-cycle NO
reduction and maintaining the fuel efficiency were
x
developed. During the investigation, the involved engine operating parameters affecting the formation of smoke and the other
incomplete-combustion related emissions were experimentally verified and studied.
Locomotive Test and Control System Optimization
Following the successful engine development, a GE low-emission locomotive prototype was then built and tested for demonstration and complete function and performance evaluation. The locomotive demonstrated and tested was a GE-AC4400 locomotive using a 7FDL16 low-emission engine with the compression ratio determined based on the engine development results to achieve the Tier-0 emission reduction without loss in fuel efficiency versus the noncompliant baseline.
Exhaust Emissions and Performance. The locomotive was operated through all locomotive throttle notches during the demonstration and evaluation test. The exhaust emissions, operating parameters, and output performances were measured. The test followed the locomotive emissions test procedures by EPA [9]. The duty-cycle emissions were obtained by following the EPA locomotive throttle notch weighting factors. The emission results obtained are summarized in Fig. 16 versus the Tier-0 regulation standards. While achieving the duty-cycle emission reductions to comply with the regulations, no loss in the duty-cycle fuel efficiency compared to the locomotive baseline was demonstrated by the low-emission locomotive in the locomotive evaluation.
Figure 16.
Control System Optimization and Smoke Reduction.Retarding fuel injection timing may contribute to an increase in smoke, especially the transient smoke during some notch changes.The engine control system optimization was investigated during the locomotive testing and development. The optimization focused on modifying the control strategies to achieve the
reduction and fuel efficiency with the smoke desired duty-cycle NO
x
opacity reduced to meet the EPA emissions standards.
The preceding engine development and initial locomotive investigation showed that transient smoke can be reduced through both load application delay and timing advance during a notch increase without affecting the overall load rate. The optimization of the load application and the transient timing advance was tested on the locomotive over a wide range of environmental conditions. A new speed schedule was developed at high altitude to raise the engine speed in lower notches. This reduced the steady-state smoke as well as reducing the transient smoke. The fundamental approach of these methods can be found in [7][8] and [10]. The locomotive was also tested with the new speed schedule to confirm the desired reduction in smoke and emissions. Finally,to further improve the transient smoke for low notch transitions at high altitude, the load rate at low notches was optimized. Figure 17 illustrates the 3-sec transient smoke reduction by the operation and control optimization developed for the emission-reduction locomotive during low notch transition. Applying these optimization strategies, the locomotive also demonstrated its ability to meet the steady state and transient smoke standards over a wide range of environmental conditions.
Figure 17.
A "skip firing" control strategy as shown by Patel and Volpe [11]was also further developed to be implemented at idle notches to further reduce the steady-state smoke and optimize other gaseous emissions. Skip firing systematically skips cylinders from the normal firing sequence. The purpose is to raise injection pressure in the cylinders that are firing. Fuel injected at higher pressures atomizes better as it enters the
combustion chamber, fostering complete burning and low smoke production. Applying the skip firing control strategy to the low-emission engine and locomotive, a significant reduction in smoke at idle notches was achieved. The skip firing mode was also validated by measuring smoke and emissions at various environmental and altitude conditions to ensure compliance.
Conclusions
The technical development of the low-emission GE 7FDL medium-speed locomotive diesel engine has been conducted. Conclusions drawn from the development described in this paper are summarized as follows.
1 High-power medium-speed diesel engines are used as the motive power for present diesel-electric locomotives. To comply with the EPA Tier-0 and
emissions further Tier-1 locomotive emission regulations, the exhaust NO
x
of the baseline locomotive engine needed to be significantly reduced while reducing and curbing other visible and non-visible exhaust emissions. The adverse impact on the engine efficiency needed to be avoided and minimized. All of this needed to be realized with minimal changes to the existing baseline engine system and components in consideration of the reliability, interchangeability and upgrade from the baseline engines to the
low-emission configuration.
2 The low-emission GE-7FDL series locomotive engine has been successfully developed and produced. The main technical approach included increasing engine compression ratio coupled with modifying fuel injection timing, increasing fuel injection rate, and optimizing the notch and duty-cycle operations. The concepts were analyzed, and were investigated using the single-cylinder 7FDL research engine. The low-emission GE-7FDL16engine and locomotive prototype were built and tested for performance and function evaluation and design optimization. The low-emission GE 7FDL engines and locomotives have been in production.
3 The development results have demonstrated that the newly developed low-emission GE-7FDL locomotive engine meets the EPA Tier-0 standards without fuel efficiency penalty versus the noncompliant baseline. The engine mechanical loading such as the peak cylinder firing pressure and thermal loading such as the cylinder exhaust temperature are maintained about the same as those of the engine baseline. The desired engine reliability performance can be retained. This was accomplished with the minimal changes to the engine system and components. The engine has been developed to be interchangeable with the preceding 7FDL baseline,and the upgrade of the baseline engines to the low-emission configuration is facilitated.
4 The development has established a base for the further engine development required for the locomotive diesel engines in accordance with further Tiers of regulation compliance.
Acknowledgments
The authors wish to thank General Electric Company for permission to publish this paper. The authors also would like to acknowledge the fundamental work performed by Dr. Bertrand Hsu as the precursor to this engine development.
Nomenclature
BSU
= Bosch smoke number
CO
= exhaust carbon monoxide
CR
= compression ratio
HC
= exhaust hydrocarbon
HCR
= high compression ratio
MAP
= intake manifold air pressure
MAT
= intake manifold air temperature
NO x
= exhaust nitrogen oxides
PM
= exhaust particulate matters emission
p max
= peak cylinder pressure
SFC
= specific fuel consumption
TDC
= top dead center
T prt
= pre-turbine temperature
p ov
= difference between MAP and pre-turbine pressure
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高二《甜美纯净的女声独唱》教案 一、基本说明 教学内容 1）教学内容所属模块：歌唱 2）年级：高二 3）所用教材出版单位：湖南文艺出版社 4）所属的章节：第三单元第一节 5）学时数： 45 分钟 二、教学设计 1、教学目标： ①、在欣赏互动中感受女声的音域及演唱风格，体验女声的音色特点。 ②、在欣赏互动中，掌握美声、民族、通俗三种唱法的特点，体验其魅力。 ③、让学生能够尝试用不同演唱风格表现同一首歌。 ④、通过学唱歌曲培养学生热爱祖国、热爱生活的激情。 2、教学重点： ①、掌握女高音、女中音的音域和演唱特点。 ②、掌握美声、民族、通俗三种方法演唱风格。 3、教学难点： ①、学生归纳不同唱法的特点与风格。
②、学生尝试用不同演唱风格表现同一首歌。 3、设计思路 《普通高中音乐课程标准》指出：“音乐课的教学过程就是音乐的艺术实践过程。”《甜美纯净的女声独唱》作为《魅力四射的独唱舞台》单元的第一课，是让学生在丰富多彩的歌唱艺术形式中感受出女声独唱以其优美纯净的声音特点而散发出独特的魅力。为此，本课从身边熟悉的人物和情景入手，激发学生学习兴趣，把教学重心放在艺术实践中，让学生在欣赏、学习不同的歌唱风格中，培养自己的综合欣赏能力及歌唱水平。在教学过程中让学生体会不同风格的甜美纯净女声的内涵，感知优美纯净的声音特点而散发出的独特魅力，学会多听、多唱，掌握一定的歌唱技巧，提高自己的演唱水平。为实现以上目标，本人将新课标“过程与方法”中的“体验、比较、探究、合作”四个具体目标贯穿全课，注重学生的个人感受和独特见解，鼓励学生的自我意识与创新精神，强调探究、强调实践，将教学过程变为整合、转化间接经验为学生直接经验的过程，让学生亲身去感悟、去演唱，并力求改变现在高中学生普遍只关注流行歌曲的现状，让学生自己确定最适合自己演唱的方法，自我发现、自我欣赏，充分展示自己的的声音魅力。 三、教学过程 教学环节及时间教师活动学生活动设计意图
教育资料 《短歌行》 《短歌行》赏析(林庚) 曹操这一首《短歌行》是建安时代杰出的名作，它代表着人生的两面，一方面是人生的忧患，一方面是人生的欢乐。而所谓两面也就是人生的全面。整个的人生中自然含有一个生活的态度，这就具体地表现在成为《楚辞》与《诗经》传统的产儿。它一方面不失为《楚辞》中永恒的追求，一方面不失为一个平实的生活表现，因而也就为建安诗坛铺平了道路。 这首诗从“对酒当歌，人生几何”到“但为君故，沉吟至今”，充分表现着《楚辞》里的哀怨。一方面是人生的无常，一方面是永恒的渴望。而“呦呦鹿鸣”以下四句却是尽情的欢乐。你不晓得何以由哀怨这一端忽然会走到欢乐那一端去，转折得天衣无缝，仿佛本来就该是这么一回事似的。这才是真正的人生的感受。这一段如是，下一段也如是。“明明如月，何时可掇?忧从中来，不可断绝。越陌度阡，枉用相存。契阔谈宴，心念旧恩。月明星稀，乌鹊南飞。绕树三匝，何枝可依。”缠绵的情调，把你又带回更深的哀怨中去。但“山不厌高，海不厌深”，终于走入“周公吐哺，天下归心”的结论。上下两段是一个章法，但是你并不觉得重复，你只觉得卷在悲哀与欢乐的旋涡中，不知道什么时候悲哀没有了，变成欢乐，也不知道什么时候欢乐没有了，又变成悲哀，这岂不是一个整个的人生吗?把整个的人生表现在一个刹那的感觉上，又都归于一个最实在的生活上。“我有嘉宾，鼓瑟吹笙”，不正是当时的情景吗?“周公吐哺，天下归心”，不正是当时的信心吗? “青青子衿”到“鼓瑟吹笙”两段连贯之妙，古今无二。《诗经》中现成的句法一变而有了《楚辞》的精神，全在“沉吟至今”的点窜，那是“青青子衿”的更深的解释，《诗经》与《楚辞》因此才有了更深的默契，从《楚辞》又回到《诗经》，这样与《鹿鸣》之诗乃打成一片，这是一个完满的行程，也便是人生旅程的意义。“月明星稀”何以会变成“山不厌高，海不厌深”?几乎更不可解。莫非由于“明月出天山”，“海上生明月”吗?古辞说：“枯桑知天风，海水知天寒”，枯桑何以知天风，因为它高；海水何以知天寒，因为它深。唐人诗“一叶落知天下秋”，我们对于宇宙万有正应该有一个“知”字。然则既然是山，岂可不高?既然是海，岂可不深呢?“并刀如水，吴盐胜雪”，既是刀，就应该雪亮；既是盐，就应该雪白，那么就不必问山与海了。 山海之情，成为漫漫旅程的归宿，这不但是乌鹊南飞，且成为人生的思慕。山既尽其高，海既尽其深。人在其中乃有一颗赤子的心。孟子主尽性，因此养成他浩然之气。天下所以归心，我们乃不觉得是一个夸张。 .
适合女生KTV唱的100首好听的歌别吝色你的嗓音很好学 1、偏爱----张芸京 2、阴天----莫文蔚 3、眼泪----范晓萱 4、我要我们在一起---=范晓萱 5、无底洞----蔡健雅 6、呼吸----蔡健雅 7、原点----蔡健雅&孙燕姿 8、我怀念的----孙燕姿 9、不是真的爱我----孙燕姿 10、我也很想他----孙燕姿 11、一直很安静----阿桑 12、让我爱----阿桑 13、错过----梁咏琪 14、爱得起----梁咏琪 15、蓝天----张惠妹 16、记得----张惠妹 17、简爱----张惠妹 18、趁早----张惠妹 19、一念之间----戴佩妮 20、两难----戴佩妮 21、怎样----戴佩妮 22、一颗心的距离----范玮琪 23、我们的纪念日----范玮琪 24、启程----范玮琪 25、最初的梦想----范玮琪 26、是非题----范玮琪 27、你是答案----范玮琪 28、没那么爱他----范玮琪 29、可不可以不勇敢----范玮琪 30、一个像夏天一个像秋天----范玮琪 31、听，是谁在唱歌----刘若英 32、城里的月光----许美静 33、女人何苦为难女人----辛晓琪 34、他不爱我----莫文蔚 35、你是爱我的----张惠妹 36、同类----孙燕姿 37、漩涡----孙燕姿 38、爱上你等于爱上寂寞----那英 39、梦醒了----那英 40、出卖----那英 41、梦一场----那英 42、愿赌服输----那英
43、蔷薇----萧亚轩 44、你是我心中一句惊叹----萧亚轩 45、突然想起你----萧亚轩 46、类似爱情----萧亚轩 47、Honey----萧亚轩 48、他和他的故事----萧亚轩 49、一个人的精彩----萧亚轩 50、最熟悉的陌生人----萧亚轩 51、想你零点零一分----张靓颖 52、如果爱下去----张靓颖 53、我想我是你的女人----尚雯婕 54、爱恨恢恢----周迅 55、不在乎他----张惠妹 56、雪地----张惠妹 57、喜欢两个人----彭佳慧 58、相见恨晚----彭佳慧 59、囚鸟----彭羚 60、听说爱情回来过----彭佳慧 61、我也不想这样----王菲 62、打错了----王菲 63、催眠----王菲 64、执迷不悔----王菲 65、阳宝----王菲 66、我爱你----王菲 67、闷----王菲 68、蝴蝶----王菲 69、其实很爱你----张韶涵 70、爱情旅程----张韶涵 71、舍得----郑秀文 72、值得----郑秀文 73、如果云知道----许茹芸 74、爱我的人和我爱的人----裘海正 75、谢谢你让我这么爱你----柯以敏 76、陪我看日出----蔡淳佳 77、那年夏天----许飞 78、我真的受伤了----王菀之 79、值得一辈子去爱----纪如璟 80、太委屈----陶晶莹 81、那年的情书----江美琪 82、梦醒时分----陈淑桦 83、我很快乐----刘惜君 84、留爱给最相爱的人----倪睿思 85、下一个天亮----郭静 86、心墙----郭静
曹操《短歌行【对酒当歌】》原文、翻译、赏析译文 原文 面对美酒应该高歌，人生短促日月如梭。对酒当歌，人生几何？ 好比晨露转瞬即逝，失去的时日实在太多！譬如朝露，去日苦多。 席上歌声激昂慷慨，忧郁长久填满心窝。慨当以慷，忧思难忘。 靠什么来排解忧闷？唯有狂饮方可解脱。何以解忧？唯有杜康。 那穿着青领（周代学士的服装）的学子哟，你们令我朝夕思慕。青青子衿，悠悠我心。 正是因为你们的缘故，我一直低唱着《子衿》歌。但为君故，沉吟至今。 阳光下鹿群呦呦欢鸣，悠然自得啃食在绿坡。呦呦鹿鸣，食野之苹。 一旦四方贤才光临舍下，我将奏瑟吹笙宴请宾客。我有嘉宾，鼓瑟吹笙。 当空悬挂的皓月哟，你运转着，永不停止；明明如月，何时可掇？ 我久蓄于怀的忧愤哟，突然喷涌而出汇成长河。忧从中来，不可断绝。 远方宾客踏着田间小路，一个个屈驾前来探望我。越陌度阡，枉用相存。 彼此久别重逢谈心宴饮，争着将往日的情谊诉说。契阔谈讌，心念旧恩。 明月升起，星星闪烁，一群寻巢乌鹊向南飞去。月明星稀，乌鹊南飞。 绕树飞了三周却没敛绕树三匝，何枝
翅，哪里才有它们栖身之 所？ 可依？ 高山不辞土石才见巍 峨，大海不弃涓流才见壮阔。（比喻用人要“唯才是举”，多多益善。）山不厌高，水不厌深。 只有像周公那样礼待贤 才（周公见到贤才，吐出口 中正在咀嚼的食物，马上接 待。《史记》载周公自谓： “一沐三握发，一饭三吐哺， 犹恐失天下之贤。”），才 能使天下人心都归向我。 周公吐哺，天 赏析 曹操是汉末杰出的政治家、军事家和文学家，他雅好诗章，好作乐府歌辞，今存诗22首，全是乐府诗。曹操的乐府诗多描写他本人的政治主张和统一天下的雄心壮志。如他的《短歌行》，充分表达了诗人求贤若渴以及统一天下的壮志。 《短歌行》是政治性很强的诗作，主要是为曹操当时所实行的政治路线和政策策略服务的，但是作者将政治内容和意义完全熔铸在浓郁的抒情意境之中，全诗充分发挥了诗歌创作的特长，准确而巧妙地运用了比兴手法，寓理于情，以情感人。诗歌无论在思想内容还是在艺术上都取得了极高的成就，语言质朴，立意深远，气势充沛。这首带有建安时代"志深比长""梗概多气"的时代特色的《短歌行》，读后不觉思接千载，荡气回肠，受到强烈的感染。 对酒当歌，人生几何？ 譬如朝露，去日苦多。 慨当以慷，幽思难忘。 何以解忧，唯有杜康。 青青子衿，悠悠我心。 但为君故，沈吟至今。 呦呦鹿鸣，食野之苹。 我有嘉宾，鼓瑟吹笙。 明明如月，何时可掇？ 忧从中来，不可断绝。 越陌度阡，枉用相存。 契阔谈，心念旧恩。 月明星稀，乌鹊南飞， 绕树三匝，何枝可依？ 山不厌高，海不厌深， 周公吐哺，天下归心。 《短歌行》是汉乐府的旧题，属于《相和歌?平调曲》。这就是说它本来是一个乐曲的名称，这种乐曲怎么唱法，现在当然是不知道了。但乐府《相和歌?平调曲》中除了《短歌行》还有《长歌行》，唐代吴兢《乐府古题要解》引证古诗“长歌正激烈”，魏文帝曹丕《燕歌行》“短歌微吟不能长”和晋代傅玄《艳歌行》“咄来长歌续短歌”等句，认为“长歌”、“短
外国文学名著鉴赏期末论文院—系：数学学院 科目：外国文学名著鉴赏（期末论文）班级： 08级数学与应用数学A班 姓名：沈铁 学号： 200805050149 上课时段：周五晚十、十一节课
奋斗了，才有出路 ——读《鲁宾逊漂游记》有感小说《鲁宾逊漂游记》一直深受人们的喜爱。读完这篇小说，使我对人生应该有自己的一个奋斗历程而受益匪浅。当一个人已经处于绝境的时候，还能够满怀信心的去面对和挑战生活，实在是一种可贵的精神。他使我认识到，人无论何时何地，不管遇到多大的困难，都不能被困难所吓倒，我们要勇敢的面对困难，克服困难，始终保持一种积极向上、乐观的心态去面对。在当今社会只有努力去奋斗，才会有自己的出路！ 其实现在的很多人都是那些遇到困难就退缩，不敢勇敢的去面对它。不仅如此，现在很多人都是独生子女，很多家长视子女为掌上明珠，不要说是冒险了，就连小小的家务活也不让孩子做，天天总是说：“我的小宝贝啊，你读好书就行了，其它的爸爸妈妈做就可以了。”读书固然重要，但生活中的小事也不能忽略。想一想，在荒无人烟的孤岛上，如果你连家务活都不会做，你能在那里生存吗？读完这部著作后，我不禁反问自己：“如果我像书中的鲁宾逊那样在大海遭到风暴，我能向他那样与风暴搏斗，最后逃离荒岛得救吗？恐怕我早已经被大海所淹没；如果我漂流到孤岛，能活几天？我又能干些什么？我会劈柴吗？会打猎做饭吗？我连洗洗自己的衣服还笨手笨脚的。”我们应该学习鲁宾逊这种不怕困难的精神，无论何时何地都有坚持地活下去，哪怕只有一线希望也要坚持到底，决不能放弃！我们要像鲁宾
逊那样有志气、有毅力、爱劳动，凭自己的双手创造财富，创造奇迹，取得最后的胜利。这样的例子在我们的生活中屡见不鲜。 《史记》的作者司马迁含冤入狱，可它依然在狱中完成《史记》一书，他之所以能完成此书，靠的也是他心中那顽强的毅力，永不放弃的不断努力的精神。著名作家爱迪生从小就生活在一个贫困的家庭中，可是他从小就表现出了科学方面的天赋。长大后爱迪生着力于电灯的发明与研究，他经过了九百多次的失败，可它依然没有放弃，不断努力，最后终于在第一千次实验中取得了成功。 鲁宾逊在岛上生活了二十八年，他面对了各种各样的困难和挫折，克服了许多常人无法想象的困难，自己动手，丰衣足食，以惊人的毅力，顽强的活了下来。他自从大船失事后，找了一些木材，在岛上盖了一间房屋，为防止野兽，还在房子周围打了木桩，来到荒岛，面对着的首要的就是吃的问题，船上的东西吃完以后，鲁宾逊开始打猎，有时可能会饿肚子，一是他决定播种，几年后他终于可以吃到自己的劳动成果，其实学习也是这样，也有这样一个循序渐进的过程，现在的社会，竞争无处不在，我们要懂得只有付出才会有收获，要勇于付出，在战胜困难的同时不断取得好成绩。要知道只有付出，才会有收获。鲁宾逊在失败后总结教训，终于成果；磨粮食没有石磨，他就用木头代替；没有筛子，就用围巾。鲁宾逊在荒岛上解决了自己的生存难题，面对人生挫折，鲁宾逊的所作所为充分显示了他坚毅的性格和顽强的精神。同样我们在学习上也可以做一些创新，养成一种创新精神，把鲁宾逊在荒岛，不畏艰险，不怕失败挫折，艰苦奋斗的精
曹操《短歌行》其二翻译及赏析 引导语：曹操(155—220)，字孟德，小名阿瞒，《短歌行 二首》 是曹操以乐府古题创作的两首诗， 第一首诗表达了作者求贤若渴的心 态，第二首诗主要是曹操向内外臣僚及天下表明心迹。 短歌行 其二 曹操 周西伯昌，怀此圣德。 三分天下，而有其二。 修奉贡献，臣节不隆。 崇侯谗之，是以拘系。 后见赦原，赐之斧钺，得使征伐。 为仲尼所称，达及德行， 犹奉事殷，论叙其美。 齐桓之功，为霸之首。 九合诸侯，一匡天下。 一匡天下，不以兵车。 正而不谲，其德传称。 孔子所叹，并称夷吾，民受其恩。 赐与庙胙，命无下拜。 小白不敢尔，天威在颜咫尺。 晋文亦霸，躬奉天王。 受赐圭瓒，钜鬯彤弓， 卢弓矢千，虎贲三百人。 威服诸侯，师之所尊。 八方闻之，名亚齐桓。 翻译 姬昌受封为西伯，具有神智和美德。殷朝土地为三份，他有其中两分。 整治贡品来进奉，不失臣子的职责。只因为崇侯进谗言，而受冤拘禁。 后因为送礼而赦免， 受赐斧钺征伐的权利。 他被孔丘称赞， 品德高尚地位显。 始终臣服殷朝帝王，美名后世流传遍。齐桓公拥周建立功业，存亡继绝为霸 首。
聚合诸侯捍卫中原，匡正天下功业千秋。号令诸侯以匡周室，主要靠的不是 武力。 行为磊落不欺诈，美德流传于身后。孔子赞美齐桓公，也称赞管仲。 百姓深受恩惠，天子赐肉与桓公，命其无拜来接受。桓公称小白不敢，天子 威严就在咫尺前。 晋文公继承来称霸，亲身尊奉周天王。周天子赏赐丰厚，仪式隆重。 接受玉器和美酒，弓矢武士三百名。晋文公声望镇诸侯，从其风者受尊重。 威名八方全传遍，名声仅次于齐桓公。佯称周王巡狩，招其天子到河阳，因 此大众议论纷纷。 赏析 《短歌行》 (“周西伯昌”)主要是曹操向内外臣僚及天下表明心 迹，当他翦灭群凶之际，功高震主之时，正所谓“君子终日乾乾，夕惕若 厉”者，但东吴孙权却瞅准时机竟上表大说天命而称臣，意在促曹操代汉 而使其失去“挟天子以令诸侯”之号召， 故曹操机敏地认识到“ 是儿欲据吾著炉上郁!”故曹操运筹谋略而赋此《短歌行 ·周西伯 昌》。 西伯姬昌在纣朝三分天下有其二的大好形势下， 犹能奉事殷纣， 故孔子盛称 “周之德， 其可谓至德也已矣。 ”但纣王亲信崇侯虎仍不免在纣王前 还要谗毁文王，并拘系于羑里。曹操举此史实，意在表明自己正在克心效法先圣 西伯姬昌，并肯定他的所作所为，谨慎惕惧，向来无愧于献帝之所赏。 并大谈西伯姬昌、齐桓公、晋文公皆曾受命“专使征伐”。而当 今天下时势与当年的西伯、齐桓、晋文之际颇相类似，天子如命他“专使 征伐”以讨不臣，乃英明之举。但他亦效西伯之德，重齐桓之功，戒晋文 之诈。然故作谦恭之辞耳，又谁知岂无更讨封赏之意乎 ?不然建安十八年(公元 213 年)五月献帝下诏曰《册魏公九锡文》，其文曰“朕闻先王并建明德， 胙之以土，分之以民，崇其宠章，备其礼物，所以藩卫王室、左右厥世也。其在 周成，管、蔡不静，惩难念功，乃使邵康公赐齐太公履，东至于海，西至于河， 南至于穆陵，北至于无棣，五侯九伯，实得征之。 世祚太师，以表东海。爰及襄王，亦有楚人不供王职，又命晋文登为侯伯， 锡以二辂、虎贲、斧钺、禾巨 鬯、弓矢，大启南阳，世作盟主。故周室之不坏， 系二国是赖。”又“今以冀州之河东、河内、魏郡、赵国、中山、常 山，巨鹿、安平、甘陵、平原凡十郡，封君为魏公。锡君玄土，苴以白茅，爰契 尔龟。”又“加君九锡，其敬听朕命。” 观汉献帝下诏《册魏公九锡文》全篇，尽叙其功，以为其功高于伊、周，而 其奖却低于齐、晋，故赐爵赐土，又加九锡，奖励空前。但曹操被奖愈高，心内 愈忧。故曹操在曾早在五十六岁写的《让县自明本志令》中谓“或者人见 孤强盛， 又性不信天命之事， 恐私心相评， 言有不逊之志， 妄相忖度， 每用耿耿。
（一）文学常识 一、古希腊罗马 1．（1）宙斯(罗马神话称为朱庇特)，希腊神话中最高的天神，掌管雷电云雨，是人和神的主宰。 （2）阿波罗，希腊神话中宙斯的儿子，主管光明、青春、音乐、诗歌等，常以手持弓箭的少年形象出现。 （3）雅典那，希腊神话中的智慧女神，雅典城邦的保护神。 （4）潘多拉，希腊神话中的第一个女人，貌美性诈。私自打开了宙斯送她的一只盒子，里面装的疾病、疯狂、罪恶、嫉妒等祸患，一齐飞出，只有希望留在盒底，人间因此充满灾难。“潘多拉的盒子”成为“祸灾的来源”的同义语。 （5）普罗米修斯，希腊神话中造福人间的神。盗取天火带到人间，并传授给人类多种手艺，触怒宙斯，被锁在高加索山崖，受神鹰啄食，是一个反抗强暴、不惜为人类牺牲一切的英雄。 （6）斯芬克司，希腊神话中的狮身女怪。常叫过路行人猜谜，猜不出即将行人杀害；后因谜底被俄底浦斯道破，即自杀。后常喻“谜”一样的人物。与埃及狮身人面像同名。 2．荷马，古希腊盲诗人。主要作品有《伊利亚特》和《奥德赛》，被称为荷马史诗。《伊利亚特》叙述十年特洛伊战争。《奥德赛》写特洛伊战争结束后，希腊英雄奥德赛历险回乡的故事。马克思称赞它“显示出永久的魅力”。 3．埃斯库罗斯，古希腊悲剧之父，代表作《被缚的普罗米修斯》。6．阿里斯托芬，古希腊“喜剧之父”代表作《阿卡奈人》。 4．索福克勒斯，古希腊重要悲剧作家，代表作《俄狄浦斯王》。5．欧里庇得斯，古希腊重要悲剧作家，代表作《美狄亚》。 二、中世纪文学 但丁，意大利人，伟大诗人，文艺复兴的先驱。恩格斯称他是“中世纪的最后一位诗人，同时又是新时代的最初一位诗人”。主要作品有叙事长诗《神曲》，由地狱、炼狱、天堂三部分组成。《神曲》以幻想形式，写但丁迷路，被人导引神游三界。在地狱中见到贪官污吏等受着惩罚，在净界中见到贪色贪财等较轻罪人，在天堂里见到殉道者等高贵的灵魂。 三、文艺复兴时期 1．薄迦丘意大利人短篇小说家，著有《十日谈》拉伯雷，法国人，著《巨人传》塞万提斯，西班牙人,著《堂?吉诃德》。 2．莎士比亚，16-17世纪文艺复兴时期英国伟大的剧作家和诗人，主要作品有四大悲剧——《哈姆雷特》、《奥赛罗》《麦克白》、《李尔王》，另有悲剧《罗密欧与朱丽叶》等，喜剧有《威尼斯商人》《第十二夜》《皆大欢喜》等，历史剧有《理查二世》、《亨利四世》等。马克思称之为“人类最伟大的戏剧天才”。 四、17世纪古典主义 9．笛福，17-18世纪英国著名小说家，被誉为“英国和欧洲小说之父”，主要作品《鲁滨逊漂流记》，是英国第一部现实主义长篇小说。10．弥尔顿，17世纪英国诗人，代表作：长诗《失乐园》，《失乐园》，表现了资产阶级清教徒的革命理想和英雄气概。 25．拉伯雷，16世纪法国作家，代表作：长篇小说《巨人传》。 26．莫里哀，法国17世纪古典主义文学最重要的作家，法国古典主义喜剧的创建者，主要作品为《伪君子》《悭吝人》（主人公叫阿巴公）等喜剧。 五、18世纪启蒙运动 1）歌德，德国文学最高成就的代表者。主要作品有书信体小说《少年维特之烦恼》，诗剧《浮士德》。 11．斯威夫特，18世纪英国作家，代表作：《格列佛游记》，以荒诞的情节讽刺了英国现实。 12．亨利·菲尔丁，18世纪英国作家，代表作：《汤姆·琼斯》。 六、19世纪浪漫主义 （1拜伦， 19世纪初期英国伟大的浪漫主义诗人，代表作为诗体小说《唐璜》通过青年贵族唐璜的种种经历，抨击欧洲反动的封建势力。《恰尔德。哈洛尔游记》 （2雨果，伟大作家，欧洲19世纪浪漫主义文学最卓越的代表。主要作品有长篇小说《巴黎圣母院》、《悲惨世界》、《笑面人》、《九三年》等。《悲惨世界》写的是失业短工冉阿让因偷吃一片面包被抓进监狱，后改名换姓，当上企业主和市长，但终不能摆脱迫害的故事。《巴黎圣母院》 弃儿伽西莫多，在一个偶然的场合被副主教克洛德.孚罗洛收养为义子，长大后有让他当上了巴黎圣母院的敲钟人。他虽然十分丑陋而且有多种残疾，心灵却异常高尚纯洁。 长年流浪街头的波希米亚姑娘拉.爱斯梅拉达，能歌善舞，天真貌美而心地淳厚。青年贫诗人尔比埃尔.甘果瓦偶然同她相遇，并在一个更偶然的场合成了她名义上的丈夫。很有名望的副教主本来一向专心于"圣职"，忽然有一天欣赏到波希米亚姑娘的歌舞，忧千方百计要把她据为己有，对她进行了种种威胁甚至陷害，同时还为此不惜玩弄卑鄙手段，去欺骗利用他的义子伽西莫多和学生甘果瓦。眼看无论如何也实现不了占有爱斯梅拉达的罪恶企图，最后竟亲手把那可爱的少女送上了绞刑架。 另一方面，伽西莫多私下也爱慕着波希米亚姑娘。她遭到陷害，被伽西莫多巧计救出，在圣母院一间密室里避难，敲钟人用十分纯朴和真诚的感情去安慰她，保护她。当她再次处于危急中时，敲钟人为了援助她，表现出非凡的英勇和机智。而当他无意中发现自己的"义父"和"恩人"远望着高挂在绞刑架上的波希米亚姑娘而发出恶魔般的狞笑时，伽西莫多立即对那个伪善者下了最后的判决，亲手把克洛德.孚罗洛从高耸入云的钟塔上推下，使他摔的粉身碎骨。 （3司汤达，批判现实主义作家。代表作《红与黑》，写的是不满封建制度的平民青年于连，千方百计向上爬，最终被送上断头台的故事。“红”是将军服色，指“入军界”的道路；“黑”是主教服色，指当神父、主教的道路。 14．雪莱，19世纪积极浪漫主义诗人，欧洲文学史上最早歌颂空想社会主义的诗人之一，主要作品为诗剧《解放了的普罗米修斯》，抒情诗《西风颂》等。 15．托马斯·哈代，19世纪英国作家，代表作：长篇小说《德伯家的苔丝》。 16．萨克雷，19世纪英国作家，代表作：《名利场》 17．盖斯凯尔夫人，19世纪英国作家，代表作：《玛丽·巴顿》。 18．夏洛蒂?勃朗特，19世纪英国女作家，代表作：长篇小说《简?爱》19艾米丽?勃朗特，19世纪英国女作家，夏洛蒂?勃朗特之妹，代表作：长篇小说《呼啸山庄》。 20．狄更斯，19世纪英国批判现实主义文学的重要代表，主要作品为长篇小说《大卫?科波菲尔》、《艰难时世》《双城记》《雾都孤儿》。21．柯南道尔，19世纪英国著名侦探小说家，代表作品侦探小说集《福尔摩斯探案》是世界上最著名的侦探小说。 七、19世纪现实主义 1、巴尔扎克，19世纪上半叶法国和欧洲批判现实主义文学的杰出代表。主要作品有《人间喜剧》，包括《高老头》、《欧也妮·葛朗台》、《贝姨》、《邦斯舅舅》等。《人间喜剧》是世界文学中规模最宏伟的创作之一，也是人类思维劳动最辉煌的成果之一。马克思称其“提供了一部法国社会特别是巴黎上流社会的卓越的现实主义历史”。
2019-2020年高一音乐甜美纯净的女声独唱教案 一、教学目标 1、认知目标：初步了解民族唱法、美声唱法、通俗唱法三种唱法的风格。 2、能力目标：通过欣赏部分女声独唱作品，学生能归纳总结出她们的演唱 风格和特点，并同时用三种不同风格演唱同一首歌曲。 3、情感目标：通过欣赏比较，对独唱舞台有更多元化的审美意识。 二、教学重点：学生能用三种不同风格演唱形式演唱同一首歌。 三、教学难点：通过欣赏部分女声独唱作品，学生能归纳总结出她们的演唱 风格和特点。 四、教学过程： （一）导入 1、播放第十三界全国青年歌手大奖赛预告片 （师）问：同学们对预告片中的歌手认识吗 （生）答： （师）问：在预告片中提出了几种唱法？ （生）答：有民族、美声、通俗以及原生态四种唱法，今天以女声独唱歌曲重点欣赏民族、美声、通俗唱法，希望通过欣赏同学们能总结出三种唱法的风格和特点。 （二）、音乐欣赏
1、通俗唱法 ①(师)问：同学们平常最喜欢唱那些女歌手的歌呢？能唱唱吗？ （可让学生演唱几句喜欢的歌，并鼓励） ②欣赏几首通俗音乐 视频一：毛阿敏《绿叶对根的情谊》片段、谭晶《在那东山顶上》片段、韩红《天路》片段、刘若英《后来》片段 视频二：超女《想唱就唱唱得响亮》 ①由学生总结出通俗音乐的特点 ②师总结并板书通俗音乐的特点：通俗唱法是在演唱通俗歌曲的基础上发展起来的，又称“流行唱法”。通俗歌曲是以通俗易懂、易唱易记、娱乐性强、便于流行而见长，它没有统一的规格和演唱技法的要求，比较强调歌唱者本人的自然嗓音和情绪的渲染，重视歌曲感情的表达。演唱上要求吐字清晰，音调流畅，表情真挚，带有口语化。 ③指出通俗音乐尚未形成系统的发声训练体系。其中用沙哑、干枯的音色“狂唱”和用娇柔、做作的姿态“嗲唱”，不属于声乐艺术的正道之物，应予以摒弃。 2、民族唱法 ①俗话说民族的才是世界的那么民族唱法的特点是什么呢？ ②欣赏彭丽媛《万里春色满人间》片段 鉴赏提示：这首歌是剧种女主角田玉梅即将走上刑场时的一段难度较大的咏叹调。
题目：浅析从简爱到女性的尊严和爱 学院工商学院 专业新闻学3 学号 姓名闫万里 学科外国文学名着赏析 [摘要] 十九世纪中期，英国伟大的女性存在主义先驱，着名作家夏洛蒂勃朗特创作出了她的代表作--《简爱》，当时轰动了整个文坛,它是一部具有浓厚浪漫主义色彩的现实主义小说，被认为是作者"诗意的生平"的写照。它在问世后的一百多年里，它始终保持着历史不败的艺术感染力。直到现在它的影响还继续存在。在作品的序幕、发展、高潮和结尾中，女主人公的叛逆、自由、平等、自尊、纯洁的个性都是各个重点章节的主旨，而这些主旨则在女主人公的爱情观中被展露的淋漓尽致，它们如同乌云上方的星汉，灼灼闪耀着光芒，照亮着后来的女性者们追求爱情的道路。? [关键词] 自尊个性独特新女性主义自由独立平等 《简爱》是一部带有自转色彩的长篇小说，它阐释了这样一个主题：人的价值=尊严+爱。从小就成长在一个充满暴力的环境中的简爱，经历了同龄人没有的遭遇。她要面对的是舅妈的毫无人性的虐待，表兄的凶暴专横和表姐的傲慢冷漠，尽管她尽力想“竭力赢得别人的好感”，但是事实告诉她这都是白费力气的，因此她发出了“不公平啊！--不公平！”的近乎绝望的呼喊。不公平的生长环境，使得简爱从小就向往平等、自由和爱，这些愿望在她后来的成长过程中表现无疑，
譬如在她的爱情观中的种种体现。? 1.桑菲尔德府? 谭波儿小姐因为出嫁，离开了洛伍德学校，同时也离开了简爱，这使简爱感觉到了“一种稳定的感觉，一切使我觉得洛伍德学校有点像我家的联想，全都随着她消失了”，她意识到：真正的世界是广阔的，一个充满希望和忧虑、激动和兴奋的变化纷呈的天地，正等待着敢于闯入、甘冒风险寻求人生真谛的人们。意识形态的转变促使着简爱走向更广阔的社会，接受社会的挑战，尽管她才只有十八岁。于是，简爱来到了桑菲尔德府，当了一名在当时地位不高的家庭教师。?桑菲尔德府使简爱感受到“这儿有想象中的完美无缺的家庭安乐气氛”，事实证明了她的预感的正确性，。从和简爱相见、相识到相爱的过程当中，简爱的那种叛逆精神、自强自尊的品质深深地征服了罗切斯特，而罗切斯特的优雅风度和渊博知识同样也征服了简爱。最初开始，简爱一直以为罗切斯特会娶高贵漂亮的英格拉姆为妻，她在和罗切斯特谈到婚姻时，曾经义正言辞的对罗切斯特说：“你以为因为我穷，低微，不美，矮小，就没有灵魂了吗？你想错了！我跟你一样有灵魂—也同样有一颗心！我现在不是凭着肉体凡胎跟你说话，而是我的心灵在和你的心灵说话，就好像我们都已经离开人世，两人平等地站在上帝面前—因为我们本来就是平等的。”这充分表现出简爱的叛逆，她这种维护妇女独立人格、主张婚姻独立自主以及男女平等的主张可以看成是他对整个人类社会自由平等的向往追求，罗切斯特正是爱上了她这样的独特个性，同时他也同样重复道：我们本来就是平等的。罗切斯特自始自终爱的是简爱的心灵—有着意志的力量，美德和纯洁的心灵，正是基于如此，简爱才真正的爱着罗切斯特。因为爱情是来不得半点虚假的，一方为另一方付出了真情的爱，假如得到对方的是虚情假意，那么这份爱
短歌行赏析介绍 说道曹操， 大家一定就联想到三国那些烽火狼烟岁月吧。 但是曹操其实也是 一位文学 大家，今天就来分享《短歌行 》赏析。 《短歌行》短歌行》是汉乐府旧题，属于《相和歌辞·平调曲》。这就是说 它本来是一个乐曲名称。最初古辞已经失传。乐府里收集同名诗有 24 首，最早 是曹操这首。 这种乐曲怎么唱法， 现在当然是不知道。 但乐府 《相和歌·平调曲》 中除《短歌行》还有《长歌行》，唐代吴兢《乐府古题要解》引证古诗 “长歌正激烈”， 魏文帝曹丕 《燕歌行》 “短歌微吟不能长”和晋代傅玄 《艳 歌行》 “咄来长歌续短歌”等句， 认为“长歌”、 “短歌”是指“歌声有长短”。 我们现在也就只能根据这一点点材料来理解《短歌行》音乐特点。《短歌行》这 个乐曲，原来当然也有相应歌辞，就是“乐府古辞”，但这古辞已经失传。现在 所能见到最早《短歌行》就是曹操所作拟乐府《短歌行》。所谓“拟乐府”就是 运用乐府旧曲来补作新词，曹操传世《短歌行》共有两首，这里要介绍是其中第 一首。 这首《短歌行》主题非常明确，就是作者希望有大量人才来为自己所用。曹 操在其政治活动中，为扩大他在庶族地主中统治基础，打击反动世袭豪强势力， 曾大力强调“唯才是举”，为此而先后发布“求贤令”、“举士令”、“求逸才 令”等;而《短歌行》实际上就是一曲“求贤歌”、又正因为运用诗歌 形式，含有丰富抒情成分，所以就能起到独特感染作用，有力地宣传他所坚 持主张，配合他所颁发政令。 《短歌行》原来有“六解”(即六个乐段)，按照诗意分为四节来读。 “对酒当歌，人生几何?譬如朝露，去日苦多。慨当以慷，忧思难忘。何以 解忧，唯有杜康。” 在这八句中，作者强调他非常发愁，愁得不得。那么愁是什么呢?原来他是 苦于得不到众多“贤才”来同他合作， 一道抓紧时间建功立业。 试想连曹操这样 位高权重人居然在那里为“求贤”而发愁， 那该有多大宣传作用。 假如庶族地主 中真有“贤才”话， 看这些话就不能不大受感动和鼓舞。 他们正苦于找不到出路
外国文学名著赏析 ——对《哈姆雷特》与《堂吉诃德》人物形象及其现实意义的 分析 班级：学号：姓名： 摘要：《哈姆雷特》和《堂吉诃德》是文艺复兴时期涌现出来的一批比较先进的文学作品，通过对两部文学作品的阅读，我们不难发现两部作品所展现出来的人物形象都反映出了当时不同的社会现实，而且两部文学作品都表现出了浓厚的人文主义色彩，并且在当时也带来了不同的社会作用。堂吉诃德是塞万提斯塑造的一个为了打击骑士文学的文学形象，作者通过对堂吉诃德的描写，生动的说明了骑士文学给世人带来的负面影响，从而给骑士文学以致命的打击。莎士比亚笔下的哈姆雷特则是一个孤独的人文主义者，他以失败告终，哈姆雷特的失败向人们揭示了人文主义时代的悲剧。 Abstract: Hamlet a nd Don Quixote were the advanced literary in the Renaissance Period .After read the two novels, it is not difficult to find that different characters in these novels reflected different social problems. And they all expressed the ideas of humanism. These two images also brought different social functions at that time .Don Quixote is one of which Cervantes’s molds in order to attack the knight literature .According to the description of Don Quixote, vivid explain ed that knight literature brought a serious of bad influence to the human beings, thus gives the knight literature by the fatal attack. Hamlet is a lonely humanism, he is end in failure .His failure has indicated the tragedy which in the Humanism Era. 关键词：人文主义、哈姆雷特、人物形象、艺术特色、堂吉诃德、现实意义、悲剧 Key words:humanism; Hamlet; characters; art features; Don Quixote; realistic significance; tragedy 前言： 莎士比亚和塞万提斯都是文艺复兴时期伟大的戏剧家，作为戏剧艺术的大师，他们的作品都达到了世界文学的巅峰。《哈姆雷特》是莎士比亚最著名的悲剧之一，代表了莎士比亚的艺术成就，剧中莎士比亚塑造的著名人物哈姆雷特也被列入了世界文学的艺术画廊。塞万提斯是文艺复兴时期西班牙伟大的作家，在他创作的作品中，以《堂吉诃德》最为著名，影响也最大，是文艺
短歌行赏析 《短歌行》 对酒当歌，人生几何？譬如朝露，去日苦多。 概当以慷，忧思难忘。何以解忧？唯有杜康。 青青子衿，悠悠我心。但为君故，沈吟至今。 呦呦鹿鸣，食野之苹。我有嘉宾，鼓瑟吹笙。 明明如月，何时可掇？忧从中来，不可断绝。 越陌度阡，枉用相存。契阔谈咽，心念旧恩。 月明星稀，乌鹊南飞。绕树三匝，何枝可依。 山不厌高，海不厌深，周公吐哺，天下归心。 “短歌行”是汉乐府一个曲调的名称，是用于宴会场合的歌辞。曹操集子里现存《短歌行》两首，课文选的是第一首。作为一位政治家兼军事家的诗人曹操，十分重视人才，这首诗抒发了他渴望招纳贤才、建功立业的宏图大愿。 全诗三十二句，分四节，每八句一节。 第一节抒写诗人人生苦短的忧叹。“对酒当歌，人生几何？譬如朝露，去日苦多。”“当”，对着。“去日”，指逝去的岁月。这四句意思是：在边喝着酒，边唱着歌时，忽然感叹道：人生能有多久呢？人生啊，就好比早晨的露水，一会儿就干了，又苦于过去的日子太多了。“慨当以慷，忧思难忘。何以解忧？唯有杜康。”“慨当以慷”是“慷慨”的间隔用法，“当以”，没有实在意义，即指宴会上歌声慷慨激昂。“杜康”相传是发明酿酒的人，这里作酒的代称。这四句意思是：即使宴会上歌声慷慨激昂，诗人内心的忧愁还是难以消除。用什么来消除胸中的忧愁呢？只有借酒浇愁。我们如何理解诗人这种人生苦短的忧叹呢？诗人生逢乱世，
目睹百姓颠沛流离，肝肠寸断，渴望建功立业而不得，因而发出人生苦短的忧叹。这个点我们可从他的另一首诗《蒿里行》中得到佐证：“白骨露于野，千里无鸡鸣。生民百遗一，念之断人肠。” 第二节抒写诗人对贤才的渴求。“青青子衿，悠悠我心”，是引用《诗经?郑风?子衿》中的成句。“青衿”，周代读书人的服装，这里指代有学问的人。“悠悠”，长久的样子，形容思念之情。这两句意思是：你的衣领青青啊，总是让我如此挂念。原诗后两句是：“纵我不往，子宁不嗣音？”意思是：虽然我不能去找你，你为什么不主动给我音信？曹操因为事实上不可能一个一个地去找那些贤才，所以他使用这种含蓄的话来提醒他们，希望贤才主动来归。“但为君故，沉吟至今。”“沉吟”，低声叨念，表示渴念。这两句意思是：只因为你的缘故，让我渴念到如今。“青青子衿，悠悠我心。但为君故，沉吟至今。”四句以女子对心爱的男子的思念比喻自己对贤才的渴求。“呦呦鹿鸣，食野之苹。我有嘉宾，鼓瑟吹笙。”这四句引自《诗经?小雅?鹿鸣》，《鹿鸣》是一首描写贵族盛宴热情款待尊贵客人的的诗歌。前两句起兴，意思是：野鹿呦呦呦呦地叫，欢快地吃着野地里的艾蒿。以下各句描写宾客欢宴的场面，这里引用的两句意思是：我有很多尊贵的客人，席间弹起琴瑟，吹起笙乐。诗人引用这几句诗，表示自己对贤才的热情。 第三节抒写诗人对贤才难得的忧思和既得贤才的欣喜。“明明如月，何时可掇？”“明月”，比喻人才。“掇”，拾取，摘取。意思是：贤才有如天上的明月，我什么时候才能摘取呢？“忧从中来，不可断绝。”因为求才不得，内心不禁产生忧愁，这种忧愁无法排解。“越陌度阡，枉用相存。契阔谈讌，心念旧 恩。”“陌”、“阡”，都是指田间小路，东西向叫“陌”，南北向叫“阡”。“枉”，枉驾，屈驾。“用”，以。“存”，探问，问候。“契阔”，久别重逢。
《雪国》赏析 川端康成幼失怙恃，历尽人世沧桑和炎凉世态，养成了一种孤独沉默的性格，对于世事采取漠然的态度。为此，他早期作品，如《伊豆舞女》和《招魂祭典一景》等，还蕴含着对下层妇女的同情，在一定程度上反映了某些社会现象。但是，由于他后来受日本古典文学和禅宗思想影响很重，逐渐脱离现实，以致原来残留于头脑中的封建主义思想不但未能减弱，而且有所发展。《雪国》这部名著，基本上可以说是他这种前后期思想变化的分水岭。 《雪国》起笔于1935 年，讲述的是一个唯美的故事，其中渗透着一种自然和人性的完美结合，包含着作者的深思，对人性，对美，对爱情的深刻感受。以有钱有闲的舞蹈研究者岛村与一位艺妓和一位纯
情少女之间的感情纠葛，为读者展现了一种哀怨和冷艳的世界 《雪国》并没有曲折复杂的情节，也没有什么丰厚深刻的社会主题，故事写的是一位叫岛村的舞蹈艺术研究者，前后三次前往一个北国的山村，与当地一位叫驹子的艺妓及另一位萍水相逢的少女叶子之间的爱情纠葛。故事就是在这一出洁白雪国里不经意地发生、终结。它把背景设置在远远离开东京的雪国及其温泉旅馆，并以那里的“五 等艺妓”（实际上是妓女）驹子和游客岛村的邂逅为题材，表现了他们的性爱生活和游览活动。作家以富于抒情色彩的优美笔致，描绘年轻艺妓的身姿体态和音容笑貌。并巧妙地用雪国独特的景致加以烘托，创造出美不胜收的情趣和境界，使人受到强烈的感染。诸如，列车行驶在皑皑雪原，夜幕开始降落，然而尚未将雪原全部覆盖起来，大地还留着一片模糊的白色。坐在火车上前往雪国去会驹子的岛村。正从车窗欣赏这蕴含着一种神秘感的黄昏美景，忽然一张同这衬景非常调和的影影绰绰的面孔和一双明亮而不十分清晰的眸子引起他无上的美感，他仿佛被一种无法形容的魅力征服了。驹子陪岛村一夜温存之后，清晨时镜梳妆，红颜黑发，受到窗外白雪的烘托。岛村欣赏着，未免感到心旷神怡。精神恍惚。 “穿过县境上长长的隧道，便是雪国。夜空下，大地一片莹白，火车在信号所前停下来。”在这里川端康成用几近吝啬的简洁文字，拉开了《雪国》的序幕。 故事中充溢着岛村的意识流，他对驹子的触觉美的感应，是真切的。但是他的人生态度却是空虚和荒诞颓废的。在小说中我们可以感受到他的悲哀，在游手好闲无所事事中，他只有通过和女子的邂逅来抚慰自己空虚
女生唱的歌曲欢快甜美 美妙的歌曲能令我们陶醉其中而无法自拨，最激烈的歌曲能令我们的身体不由自主的跟着手舞足蹈起来，下面是小编整理的欢快甜美的歌曲的内容，希望能够帮到您。 欢快甜美的歌曲 1. Talking - 2. 羽毛- 劲歌金曲 3. 为你- 黑龙 4. 我的小时候- 罗艺达 5. 听说爱情回来过 6. 那个男人 7. 夫妻观灯_韩再芬、李迎春- 中国民歌宝典二 8. 往生- 镀飞爱在阳光空气中- 区瑞强- 音乐合辑 9. 说中国- 班- 华语群星 10. 第十八封信- Kent王健 11. 那一夜你喝了酒- 傅薇 12. 最近比较烦- 周华健/李宗盛/品冠- 滚石群星 13. 告白- 张娜拉 14. Talking VIII - 15. my love - 网友精选曲 16. 音乐人民- 音乐合辑 17. 深深深深- 徐誉滕 18. Honkytonk U - Toby Keith 19. 征服- 阿强 20. 我总会感动你- 沙宝亮欢快甜美的歌曲 1. 一千步的距离- 高桐 2. fleeing star - 音乐合辑 3. My Life - 李威杰 4. 小妹听我说- 金久哲 5. 上海滩- 梁玉嵘- 华语群星 6. 爱我多爱一些- 黎姿 7. 恋人未满- 8. 玛奇朵飘浮- 音乐听吧 9. 風- 音乐听吧 10. 七月- 小鸣 11. 滚滚红尘- 罗大佑 12. 张震岳—想要- 华语群星 13. 有梦有朋友- 14. 童年- 拜尔娜 15. 洪湖水，浪打浪- 宋祖英 16. 只爱到一半- 魏晨 17. 风雨人生路- 何静 18. 居家男人- 回音哥如果当时- 许嵩 19. 那个男人的谎言Tae In - 非主流音乐
《曹操短歌行赏析》 曹操短歌行赏析（一）： 自古以来叹时光易逝、人生易老者，大有人在。有的是因岁月蹉跎、不知老之将至而嗟叹；有的是因富贵荣华未及尽享而叹惋；也有的是因贪生畏死而惆怅。曹操的《短歌行》开头也发出了时光短促、人生几何的慨叹。但我们读过全传，就会感到，作者发此感慨，是正因他感到年事渐高(时年五十四岁)，时日见浅，而眼下大业未成，匡扶济世之才又极为难得，是紧迫感、焦灼感使然。正是正因有这种思想，对于已经越陌度阡屈尊任用的，契阔谈宴，热诚相待；对那些尚在绕树三匝、徘徊不定的贤士，发出山不厌高，海不厌深的呼唤，坦露自己求贤若渴的心迹。这首诗使我们从另一个侧面看到曹操作为一代政治家的英雄本色：他有爱才、礼贤的政治家的胸襟；他有统一天下的宏大志愿；他有开创新局面的进取精神。 曹操的这首诗气魄宏伟，感情充沛。读着青青子衿，悠悠我心。但为君故，沉吟至今。明明如月，何时可掇。忧从中来，不可断绝。这样的诗句，你会强烈地感受到作者渴求贤才的殷切情绪；读着山不厌高，海不厌深。周公吐哺，天下归心。你会感到诗人博大坦荡的胸怀。而这种诗句，也只有像曹操这样一位有雄才大略、感情豪放的人才能吟得出来。 曹操短歌行赏析（二）： 《短歌行》原来有六解（即六个乐段），我们此刻按照诗意分为四节来读。 对酒当歌，人生几何？譬如朝露，去日苦多。慨当以慷，忧思难忘。何以解忧，唯有杜康。 在这八句中，作者强调他十分发愁，愁得不得了。那么愁的是什么呢？原来他是苦于得不到众多的贤才来同他合作，一道抓紧时刻建功立业。试想连曹操这样位高权重的人居然在那里为求贤而发愁，那该有多大的宣传作用。假如庶族地主中真有贤才的话，看了这些话就不能不大受感动和鼓舞。他们正苦于找不到出路呢，没有想到曹操却在那里渴求人才，于是那真正有才或自以为有才的许许多多人，就很有可能跃跃欲试，向他归心了。对酒当歌八句，猛一看很象是《古诗十九首》中的消极调子，而其实大不相同。那里讲人生几何，不是叫人及时行乐，而是要及时地建功立业。又从表面上看，曹操是在抒个人之情，发愁时刻过得太快，恐怕来不及有所作为。实际上却是在巧妙地感染广大贤才，提醒他们人生就象朝露那样易于消失，岁月流逝已经很多，就应赶紧拿定主意，到我那里来施展抱负。因此一经分析便不难看出，诗中浓郁的抒情气氛包含了相当强烈的政治目的。这样用心的目的而故意要用低沉的调子来发端，这固然证明曹操真有他的愁思，因此才说得真切；但另一方面也正正因透过这样的调子更能打开处于下层、多历艰难、又急于寻找出路的人士的心扉。因此说用意和遣词既是真切的，也是巧妙的。在