第一篇：ICC(A)中英文對(duì)照

承保風(fēng)險(xiǎn)

（風(fēng)險(xiǎn)條款）

本保險(xiǎn)承保保險(xiǎn)標(biāo)的損失或損害的一切風(fēng)險(xiǎn)，但不包括下列第4、5、6和7條規(guī)定的除外責(zé)任

（共同海損條款）

本保險(xiǎn)承保根據(jù)運(yùn)輸合同、準(zhǔn)據(jù)法和慣例理算或確定的共同海損和救助費(fèi)用，其產(chǎn)生是為了避免任何原因造成的損失或與避免任何原因造成的損失有關(guān)，但此種原因不是本保險(xiǎn)第4，5，6，7條或其他條文除外的危險(xiǎn)

（“雙方有責(zé)碰撞”條款）

本保險(xiǎn)擴(kuò)展賠償被保險(xiǎn)人諸如下文可補(bǔ)償?shù)膿p失方面根據(jù)運(yùn)輸合同中的“雙方有責(zé)碰撞”條款的比例責(zé)任部分。在船東根據(jù)此條款提出索賠的情況下，被保險(xiǎn)人同意通知保險(xiǎn)人，保險(xiǎn)人有權(quán)自負(fù)費(fèi)用為被保險(xiǎn)人對(duì)此種索賠提出答辯。

除外責(zé)任

（普通除外條款）4 本保險(xiǎn)決不承保；

4.1 可歸咎于被保險(xiǎn)人的蓄意惡性的損失、損害或費(fèi)用

4.2 保險(xiǎn)標(biāo)的的通常滲漏、通常重量或體積損失、或通常磨損

4.3 保險(xiǎn)標(biāo)的的包裝或準(zhǔn)備不足或不當(dāng)引起的損失、損害或費(fèi)用（在本款意義上，“包裝”應(yīng)視為包括集裝箱或托盤(pán)內(nèi)的積載，但僅適用于此種 積載是在本保險(xiǎn)責(zé)任開(kāi)始前進(jìn)行或是由被保險(xiǎn)人或其雇員進(jìn)行之時(shí)）

4.4 保險(xiǎn)標(biāo)的固有缺陷或性質(zhì)引起的損失、損害或費(fèi)用

4.5 遲延直接造成的損失、損害或費(fèi)用，即使該延遲是由承保風(fēng)險(xiǎn)引起的（但根據(jù)上述第2條支付的費(fèi)用除外）

4.6 因船舶的所有人、經(jīng)理人、承租人或經(jīng)營(yíng)人的破產(chǎn)或經(jīng)濟(jì)困境產(chǎn)生的損失、損害或費(fèi)用

4.7 因使用原子或核裂變和/或聚變或其類似反應(yīng)或放射性力量或物質(zhì)所制造的戰(zhàn)爭(zhēng)武器產(chǎn)生的損失、損害或費(fèi)用。

（不適航和不適運(yùn)除外條款）

5.1 本保險(xiǎn)決不承保損失、損害或費(fèi)用，如其起因于 5.1.1 船舶或駁船不適航

5.1.2 船舶、駁船、運(yùn)輸工具、集裝箱或托盤(pán)對(duì)保險(xiǎn)標(biāo)的的安全運(yùn)輸不適合，而且在保險(xiǎn)標(biāo)的裝于其上時(shí)，被保險(xiǎn)人或其雇員對(duì)此種不適航或不適運(yùn)有私謀

5.2 保險(xiǎn)人放棄載運(yùn)保險(xiǎn)標(biāo)的到目的港的船舶不得違反默示適航或適運(yùn)保證，除非被保險(xiǎn)人或其雇員對(duì)此種不適航或不適運(yùn)有私謀。

（戰(zhàn)爭(zhēng)除外條款）

本保險(xiǎn)決不承保損失、損害或費(fèi)用，如其起因于

6.1 戰(zhàn)爭(zhēng)、內(nèi)戰(zhàn)、革命、造反、判亂或由此引起的內(nèi)亂或交戰(zhàn)方之間的敵對(duì)行為 6.2 捕獲、扣押、扣留、拘禁或羈押（海盜除外），和此種行為引起的后果或進(jìn)行此種行為的企圖

6.3 被遺棄的水雷、魚(yú)雷、炸彈或其他被遺棄的戰(zhàn)爭(zhēng)武器。

（罷工除外條款）

本保險(xiǎn)決不承保損失、損害或費(fèi)用

7.1 罷工者、被迫停工工人，或參加工潮、暴動(dòng)或民變的人員造成者 7.2 罷工、停工、工潮、暴動(dòng)或民變?cè)斐烧? 7.3 任何恐怖份子或出于政治動(dòng)機(jī)而行為的人員造成者。

保險(xiǎn)期間

（運(yùn)送條款）

8.1 本保險(xiǎn)責(zé)任始于貨物運(yùn)離載明的倉(cāng)庫(kù)或儲(chǔ)存處所開(kāi)始運(yùn)送之時(shí)在通常運(yùn)送過(guò)程中連續(xù)終止于: 8.1.1 在載明的目的地或之前交付到收貨人的或其他最后倉(cāng)庫(kù)或儲(chǔ)存處所，8.1.2 在載明的目的地或之前交付到任何其他倉(cāng)庫(kù)或儲(chǔ)存處所其由被保險(xiǎn)人用作 8.1.2.1 通常運(yùn)送過(guò)程以外的儲(chǔ)存或 8.1.2.2 分配或分派

8.1.3 或者被保險(xiǎn)貨物在最后卸貨港全部卸離海船滿60天，以上各項(xiàng)以先發(fā)生者為準(zhǔn)。

8.2 如果在最后卸貨港卸離海船后，但在本保險(xiǎn)終止之前，貨物被發(fā)送到非本保險(xiǎn)承保的目的地，本保險(xiǎn)，在依然受前述規(guī)定的終止所制約的同時(shí)，截止于開(kāi)始向此種其他目的地運(yùn)送之時(shí)。

8.3 保險(xiǎn)人不能控制的遲延、任何繞航、強(qiáng)制卸貨、重裝或轉(zhuǎn)載期間以及船東或承租人行使根據(jù)運(yùn)輸合同賦予的自由權(quán)產(chǎn)生的任何航海上的變更期間，本保險(xiǎn)繼續(xù)有效（但須受上述規(guī)定的終止和下述第9條規(guī)定的制約）。

（運(yùn)輸合同終止條款）

如果由于被保險(xiǎn)人不能控制的情況，運(yùn)輸合同在載明的目的地以外的港口或地點(diǎn)終止，或運(yùn)送在如同上述第8條規(guī)定的交付貨物前另行終止，那么本保險(xiǎn)也終止，但若立即通知了保險(xiǎn)人并在本保險(xiǎn)有效時(shí)提出繼續(xù)承保的要求，以受保險(xiǎn)人要求的附加保險(xiǎn)費(fèi)的約束為前提，本保險(xiǎn)繼續(xù)有效。

9.1 直至貨物在此種港口或地點(diǎn)出售并交付，或者，除非另有特別約定，直至被保險(xiǎn)貨物到達(dá)此種港口或地點(diǎn)滿60天，二者以先發(fā)生者為準(zhǔn)，或者

9.2 如果貨物在上述60天（或任何約定的延展期間）內(nèi)被運(yùn)往載明的目的地或其他目的地，直至根據(jù)上述第8條的規(guī)定而終止。

（航程改變條款）

如果在本保險(xiǎn)責(zé)任開(kāi)始后，被保險(xiǎn)人改變了目的地，就按有待重新商定的保險(xiǎn)費(fèi)率和條件續(xù)保，但以立即通知保險(xiǎn)人為前提。

（保險(xiǎn)利益條款）

索賠

11.1為了根據(jù)本保險(xiǎn)取得賠償，被保險(xiǎn)人在損失發(fā)生時(shí)對(duì)保險(xiǎn)標(biāo)的須具保險(xiǎn)利益。11.2 除了上述第1款另有規(guī)定外，被保險(xiǎn)人有權(quán)取得本保險(xiǎn)承保期間發(fā)生的承保損失的賠償，盡管該損失產(chǎn)生在本保險(xiǎn)合同訂立之前，除非當(dāng)時(shí)被保險(xiǎn)人知道該損失而保險(xiǎn)人不知道。

（續(xù)運(yùn)費(fèi)用條款）

由于本保險(xiǎn)承保的一種風(fēng)險(xiǎn)發(fā)生作用的結(jié)果，承保的保險(xiǎn)標(biāo)的運(yùn)送在根據(jù)本保險(xiǎn)承保的目的地以外的港口或地方終止，承保人將適當(dāng)合理償付被保險(xiǎn)人在卸下、儲(chǔ)存和發(fā)運(yùn)保險(xiǎn)標(biāo)的至所承保的目的地而適當(dāng)和合理遭受的額外費(fèi)用

不適用于共同海損或救助費(fèi)用的本條規(guī)定，須受上述第4、5、6和7條包含的除外責(zé)任的制約，且不包括由被保險(xiǎn)人或其雇員的過(guò)失、疏忽、破產(chǎn)或經(jīng)濟(jì)困境所引起的費(fèi)用。

（推定全損條款）

推定全損得不到賠償，除非因?qū)嶋H全損看來(lái)不可避免，或由于把貨物恢復(fù)、整理和發(fā)運(yùn)保險(xiǎn)標(biāo)的到承保目的地的費(fèi)用會(huì)超過(guò)其抵達(dá)時(shí)的價(jià)值，保險(xiǎn)標(biāo)的被合理放棄。

（增加價(jià)值條款）

14.1 如果對(duì)保險(xiǎn)貨物由被保險(xiǎn)人辦理了增加價(jià)值保險(xiǎn)，貨物保險(xiǎn)價(jià)值就應(yīng)視為增加至承保損失的本保險(xiǎn)和所有增加價(jià)值保險(xiǎn)的保險(xiǎn)金額的總和，本保險(xiǎn)的責(zé)任按照本保險(xiǎn)的保險(xiǎn)金額占此保險(xiǎn)金額的總和的比例計(jì)算。

索賠時(shí)被保險(xiǎn)人須向保險(xiǎn)人提供所有其他保險(xiǎn)的保險(xiǎn)金額的證據(jù)。

14.2 如果本保險(xiǎn)是增加價(jià)值保險(xiǎn)，應(yīng)適用下述條款：貨物的保險(xiǎn)價(jià)值應(yīng)視為等于由被保險(xiǎn)人對(duì)貨物辦理的承保損失的原始保險(xiǎn)和所有增加價(jià)值保險(xiǎn)的保險(xiǎn)金額的總和的比例計(jì)算。

索賠時(shí)被保險(xiǎn)人須向保險(xiǎn)人提供所有其他保險(xiǎn)的保險(xiǎn)金額的證據(jù)。

保險(xiǎn)受益

（不適用條款）

本保險(xiǎn)不使承運(yùn)人或其他保管人受益。

盡量減少損失

（被保險(xiǎn)人的義務(wù)條款）

對(duì)可取得賠償?shù)膿p失，被保險(xiǎn)人及其雇員和代理人有義務(wù) 16.1 采取為避免或盡量減少此種損失可能是合理的措施，并

16.2 保證對(duì)承運(yùn)人、保管人或其他第三方追償?shù)乃袡?quán)利被適當(dāng)保護(hù)和行使而保險(xiǎn)人負(fù)責(zé)在可取得賠償?shù)膿p失之外補(bǔ)償被保險(xiǎn)人履行這些義務(wù)而適當(dāng)合理地招致的任何費(fèi)用。

（棄權(quán)條款）

被保險(xiǎn)人和保險(xiǎn)人采取的旨在拯救、保護(hù)或恢復(fù)保險(xiǎn)標(biāo)的的措施不得視為放棄或接受委付或在其他方面損害任何一方的權(quán)利。

避免遲延

（合理速辦條款）

本保險(xiǎn)的條件之一是被保險(xiǎn)人在所有其力所能及的情況下合理迅速地行動(dòng)。

法律和慣例

（英國(guó)法律和慣例條款）

本保險(xiǎn)受英國(guó)法和慣例調(diào)整。

INSTITUTE CARGO CLAUSES(A)(Risks Claus)RISKS COVERED 1.This insurance covers all risks of loss of or damage to the subject-matter insured except as provided in Clauses 4 5 6 and 7 below(General Average Clause)2.This insurance covers general average and salvage charges adjusted or determined according to the contract of affreightment and/or the governing law and practice incurred to avoid or in connection with the avoidance of loss from any cause except those excluded in Clauses 4 5 6 and 7 or elsewhere in this insurance.(“Both to Blame Collision”Clause)

3.This insurance is extended to indemnify the Assured against such proportion of liability under the contract of affreightment “Both to Blame Collision”Clause as is in respect of a loss recoverable hereunder.In the event of any claim by shipowners under the said Clause the Assured agree to notify the Underwriters who shall have the right at their own cost expense to defend the Assured against such claim.(General Exclusions Clause)EXCLUSIONS 4.In no case shall this insurance cover 4.1 loss damage or expense attributable to wilful misconduct of the Assured 4.2 ordinary leakage ordinary loss in weight or volume or ordinary wear and tear of the subject-matter insured 4.3 loss damage or expense caused by insufficiency or unsuitability of packing or preparation of the subject-matter insured(for the purpose of this Clause 4.3 “packing” shall be deemed to include stowage in a container or liftvan but only when such stowage is carried out prior to attachment of this insurance or by the Assured or their servants)4.4 loss damage or expense caused by inherent vice or nature of the subject-matter insured 4.5 loss damage or expense proximately caused by delay even though the delay be caused by a risk insured against(except expenses payable under Clause 2 above)4.6 loss damage or expense arising from insolvency or financial default of the owners managers charterers or operators of the vessel 4.7 loss damage or expense arising from the use of any weapon of war employing atomic or nuclear fission and/or other like reaction or radioactive force or matter.（Unseaworthiness and Unfitness Exclusion Clause）

5.1 In no case shall this insurance cover loss damage or expense arising from unseaworthiness of vessel or craft.unfitness of vessel craft conveyance container or liftvan for the safe carriage of the subject-matter insured.where the Assured or their servants are privy to such unseaworthiness or unfitness at the time the subject-matter insured is loaded therein.5.2 The Underwriters waive any breach of the implied warranties of seaworthiness of the ship and fitness of the ship to carry the subject-matter insured to destination unless the Assured or their servants are privy to such unseaworthiness or unfitness.(War Exclusion Clause)6 In no case shall this insurance cover loss damage or expense caused by 6.1 war civil war revolution rebellion insurrection or civil strife arising therefrom or any hostile act by or against a belligerent power 6.2 capture seizure arrest restraint or detainment(piracy excepted)and the consequences thereof or any attempt thereat.6.3 derelict mines torpedoes bombs or other derelict weapons of war.(Strikes Exclusion Clause)7 In no case shall this insurance cover loss damage or expense 7.1 caused by strikers locked-out workmen or persons taking part in labour disturbances riots or civil commotions 7.2 resulting from strikes lock-outs labour disturbances riots or civil commotions 7.3 caused by any terrorist or any person acting from a political motive.(Transit Clause)DURATION 8 8.1 This insurance attaches from the time the goods leave the warehouse or place of storage at the place named herein for the commencement of the transit continues during the ordinary course of transit and terminates either 8.1.1 on delivery to the Consignees’ or other final warehouse or place of storage at the destination named herein 8.1.2 on delivery to any other warehouse or place of storage whether prior to or at the destination named herein which the Assured elect to use either 8.1.2.1 for storage other than in the ordinary course of transit or 8.1.2.2 for allocation or distribution.or 8.1.3 on the expiry of 60 days after completion of discharge over side of the goods hereby insured from the oversea vessel at the final port of discharge.Whichever shall first occur.8.2 If after discharge over side from the oversea vessel at the final port of discharge but prior to termination of this insurance the goods are to be forwarded to destination other than that to which they are insured hereunder this insurance whilst remaining subject to termination as provided for above shall not extend beyond the commencement of transit to such other destination.8.3 This insurance shall remain in force(subject to termination as provided for above and to the provisions of Clause 9 below)during delay beyond the control of the Assured any deviation forced discharge reshipment or transshipment and during any variation of the adventure arising from the exercise of a liberty granted to ship owners or charterers under the contract of affreightment.(Termination of Contract of Carriage Clause)9 If owing to circumstances beyond the control of the Assured either the contract of carriage is terminated at a port or place other than the destination named therein or the transit is otherwise terminated before delivery of the goods as provided for in Clause 8 above then this insurance shall also terminate unless prompt notice is given to the Underwriters and continuation of cover is requested when the insurance shall remain in force subject to an additional premium if required by the Underwriters either 9.1 until the goods are sold and delivered at such port or place or unless otherwise specially agreed until the expiry of 60 days after arrival of the goods hereby insured at such port or place whichever shall first occur or 9.2 If the goods are forwarded within the said period of 60 days(or any agreed extension thereof)to the destination named herein or to any other destination until terminated in accordance with provisions of Clause 8 above.(Change of Voyage Clause)10 Where after attachment of this insurance the destination is changed by the Assured held covered at a premium and on conditions to be arranged subject to prompt notice being to the Underwriters.(Insurable Interest Clause)CLAIMS 11 11.1 In order to recover under this insurance the Assured must have an insurable interest in the subject-matter insured at the time of the loss.11.2 Subject to 11.1 above the Assured shall be entitled to recover for insured loss occurring during the period cover by this insurance notwithstanding that the loss occurred before the contract of insurance was concluded unless the Assured were aware of the loss and the Underwriters were not.(Forwarding Charge Clause)12 Where as a result of the operation of a risk covered by this insurance the insured transit is terminated at a port or place other than that to which the subject-matter is covered under this insurance the Underwriters will reimburse the Assured for any extra charges properly and reasonably incurred in unloading storing and forwarding the subject-matter to the destination to which it is insured hereunder.This Clause 12 which does not apply to general average or salvage charges shall be subject to the exclusions contained in Clauses 4 5 6 and 7 above and shall not include charges arising from the fault negligence insolvency or financial default of the Assured or their servants.(Constructive Total Loss)13 No claim for Constructive Total Loss shall be recoverable hereunder unless the subject-matter insured is reasonably abandoned either on account of its actual total loss appearing to be unavoidable or because the cost of recovering reconditioning and forwarding the subject-matter to be destination to which it is insured would exceed its value on arrival.(Increased Value Clause)14 14.1 If any Increased Value insurance is effected by the Assured on the cargo insured herein the agreed value of the cargo shall be deemed to be increased to the total amount insured under this insurance and all Increased Value insurance covering the loss and liability under this insurance shall be in such proportion as the sum insured herein bears to such total amount insured.In the event of claim the Assured shall provide the Underwriters with evidence of the amounts insured under all other insurances.14.2 Where this insurance is on Increased Value the following clause shall apply: The agreed value of the cargo shall be deemed to be equal to the total amount insured under the primary insurance and all Increased Value insurance covering the loss and effected on the cargo by the Assured and liability under this insurance shall be in such proportion as the sum insured herein bears to such total amount insured.In the event of claim the Assured shall provide the Underwriters with evidence of the amounts insured under all other insurances.(Not to inure Clause)BENEFIT OF INSURANCE 15 This insurance shall not insure to the benefit of the carrier or other bailee.(Duty of Assured Clause)MINIMISING LOSSES 16 It is the duty of the Assured and their servants and agents in respect of loss recoverable hereunder 16.1 to take such measures as may be reasonable for the purpose of averting or minimizing such loss and 16.2 to ensure that all rights against carriers bailees or other third parties are properly preserved and exercised and the Underwriters will in addition to any loss recoverable hereunder reimburse the Assured for any charges properly and reasonably incurred in pursuance of these duties.(Waiver Clause)17 Measures taken by the Assured or the Underwriters with the object of saving protecting or recovering the subject-matter insured shall not be considered as a waiver or acceptance of abandonment or otherwise prejudice the rights of either party(Reasonable Dispatch Clause)AVOIDANCE OF DELAY 18 It is a condition of this insurance that the Assured shall act with reasonable dispatch in all circumstances within their control.(English Law and Practice Clause)LAW AND PRACTICE 19 This insurance is subject to English law and practice.

第二篇：中英文對(duì)照A

《美國(guó)口語(yǔ)慣用法例句集粹》Ａ

A(Page 1-4)

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5)

6)

7)I'd like to know what this is all about.我想知道這到底是怎么回事。How about a fish sandwich? 來(lái)一塊魚(yú)肉三明治怎么樣？What about me? 我怎么樣？I'm not about to go in that old house.我是不會(huì)進(jìn)那幢舊房子的！Yes I remember that night.What about it? 是的，我記得那個(gè)晚上，那又怎樣？What's this all about? 這到底是怎么回事？It's about time you showed up!差不多是你該露面的時(shí)候了。

2.above

1)

2)Above all, I want everything quiet.首要的是：我要一切保持安定。Tom thinks he's above hard work.湯姆認(rèn)為自己沒(méi)必要努力工作。

3.act

1)

2)

3)

4)

5)

6)Would you please act out what happened? 你能把發(fā)生的事演示一下嗎？Watch Ricky.He sometimes likes to act up in class.注意里基，他又是喜歡在課堂上搗蛋。That profane comedian needs to clean up his act.那個(gè)愛(ài)說(shuō)粗言穢語(yǔ)的喜劇演員應(yīng)該凈化一下自己的言行。We need to get our act together and come to see you.我們需要統(tǒng)一意見(jiàn)后來(lái)見(jiàn)你。The newspapers called the earthquake an act of God.報(bào)紙上稱那次地震為天災(zāi)。Masa is a class act.瑪莎是位杰出的女性。

4.action

1)

2)

3)

4)We're going to bring action against our debtors.我們打算控告我們的債務(wù)人。Did you see any action in yesterday's ballgame? 昨晚的棒球比賽中你看到有什么有趣的精彩場(chǎng)面嗎？Our community is going to take action against the proposed waste dump.我地區(qū)要采取行動(dòng)反對(duì)那項(xiàng)垃圾處理場(chǎng)的提案。Jim wants to go where the action is.吉姆想去有刺激性的地方。

5.advantage

1)

2)Our opponents have a height advantage on us.我們的對(duì)手在身高上比我們占有優(yōu)勢(shì)。Nobody likes to be taken advantage of.沒(méi)有人喜歡被捉弄（或：被欺騙、利用）

6.after

1)

2)

3)

4)I think that girl is after you.我想那女孩是在追你。It looks like things are gonna work out after all.看起來(lái)事情終會(huì)解決的。This soft drink has a nasty aftertaste.這軟飲料有種讓人難受的余味。I see your point, but don't you think it's way after the fact.我明白你的意思，但你不覺(jué)

得這已是“事后諸葛亮”了嗎？

7.again

1)I could go to Japan again and again.我可以一而再、再而三地去日本。（注：意指不會(huì)感到

厭倦）

8.age

1)

2)Would you please act your age!請(qǐng)你做事要有一個(gè)與自己年齡相稱的樣子。This is a “coming of age” movie.這是一部成人影片。

9.air

1)

2)

3)

4)

5)

6)

7)

8)

9)I need to go outside and get some air.我需要出去呼吸點(diǎn)新鮮空氣。I don't know what's wrong, but can feel it in the air.雖然我不知道到底是出了什么差錯(cuò)，但我能隱隱約約感覺(jué)到。Mike was sad when they took his favorite program off the air.當(dāng)邁克喜歡的節(jié)目被取消時(shí)，他感到很傷心。The sale of our house is still up in the air.我們的房子出勤率售一事還沒(méi)有最后定下來(lái)。After winning the championship, I felt I could walk on air.獲得冠軍后，我飄飄欲仙。Your sister is such an airhead.你姐姐真是來(lái)個(gè)沒(méi)有頭腦的人。Janet Jackson's new song is getting lots of airplay.珍妮〃杰克遜的新歌到處都在不斷地播放。That last time I took a plane, I got airsick.上次我乘飛機(jī)時(shí)暈機(jī)了。I hope there's no bad air between us.我希望我們之間的關(guān)系不要很別扭。

10.all

1)

2)

3)

4)

5)

6)

7)

8)

9)

10)

11)

12)

13)It's looks like we won't be going after all.看起來(lái)最后我們還是不能去。We've all but finished the project.我們已幾乎完成了那個(gè)項(xiàng)目。All in all I'd say it's been a very productive day.總的來(lái)說(shuō)，我認(rèn)為這一天過(guò)得很充實(shí)。Let's go all-out and win this game!讓我們盡全力來(lái)打贏這場(chǎng)比賽。We knew it was all over when we saw the building burst.當(dāng)我們看見(jiàn)那座建筑突然起火時(shí)，我們知道一切全完了。We wish you all the best.我們大家祝福你一切如意。If it's all the same to you, I'd just as soon not go.如果這對(duì)你都是一回事的話，我就不想去了。They were running from the police like all get-out.他們以極快的速度逃脫警察的追趕。I didn't see them come in at all.我根本高沒(méi)有發(fā)現(xiàn)他們的進(jìn)來(lái)。Let's settle this matter once and for all.讓我們來(lái)把這個(gè)問(wèn)題一次性地徹底解決掉。Mark is an all-around athlete.馬克是一個(gè)全能運(yùn)動(dòng)員。Did you get to play in the all-star game? 你入選全明星隊(duì)的比賽了嗎？He bloke the all-time record in the 100-meter run at his school.他打破了他所在的學(xué)校

100米跑的歷史最高記錄。

11.alley

1)Working on cars isn't up my alley.修理汽車(chē)不是我拿手的活兒。

12.alone

1)

2)I just wanna be left alone.我只是想一個(gè)人呆會(huì)兒。Can't you just leave well enough alone? 你不能少管一些閑事嗎？

13.along

1)

2)You knew all along what was going on.你從一開(kāi)始就知道所發(fā)生的事。Debbie doesn't get along with Steve.戴比和史蒂夫相處得不好。

1)

2)

3)

4)

5)Mr.Pak came here searching for the American dream.帕克先生來(lái)到這兒尋求他的“美國(guó)夢(mèng)”。Some foreigners become Americanized while living in the U.S.一些外國(guó)人在美國(guó)居住時(shí)被美國(guó)化了。Not having any job freedom would be totally unAmerican.沒(méi)有選擇職業(yè)的自由是完全違背美國(guó)精神傳統(tǒng)的。Bill is an all-American quarterback.比爾是全美（橄欖球）明星賽的四分衛(wèi)隊(duì)員。I just can't go on the American way.我無(wú)法適應(yīng)美國(guó)方式。

15.animal

1)

2)Water-skiing really brings out the animal in Tom.滑水運(yùn)動(dòng)真正激發(fā)出了湯姆的活力與激情。The young actor emits a lot of animal magnetism on the screen.那個(gè)年輕演員在熒幕

上充分顯示出他的性魅力。

16.answer

1)I called Emi but there was no answer.我給埃米打了電話，但是沒(méi)人接。

17.apple

1)

2)

3)

4)

5)Have you ever been to the Big Apple? 你去過(guò)紐約嗎？Do I sense an apple of discord between you two? 你問(wèn)我有沒(méi)有感覺(jué)出你們兩人之間的不和，是嗎？Heather is the apple of my eye.希瑟是我的掌上明珠。Rita likes to keep everything in apple-pie order.麗塔喜歡把一切都弄得井井有條。Dennis has always been an apple polisher.丹尼斯一直就是一個(gè)馬屁精。

18.arm

1)

2)

3)

4)You don't have to twist my arm to get me to go with you.用不著你強(qiáng)迫我跟你走。My father is a hopeless armchair quarterback.我爸爸是一個(gè)沒(méi)救了的紙上談兵的人。The suspects are armed and dangerous.嫌疑犯帶有武器，十分危險(xiǎn)。Every spring the park is filled with lovers walking arm in arm.每到春天公園里到處都是

手挽手散步的戀人。

19.around

1)

2)Coach Johnson has been around for 30 years.約翰遜教練已有三十年的經(jīng)驗(yàn)了。Someone is on duty here around-the-clock.有人在這里晝夜值班。

20.as

1)

2)

3)

4)

5)

6)It looks as if someone has already been here.看起來(lái)在人來(lái)過(guò)這里了。As for me, I'm going home.至于我，我準(zhǔn)備回家。Marty is acting as if nothing happened.馬蒂表現(xiàn)得像什么也沒(méi)發(fā)生過(guò)一樣。I want this room left as is.我希望這間房子保持原樣。The changes will begin taking place as of tomorrow.變動(dòng)從明天開(kāi)始實(shí)施。Police are baffled as to the whereabouts of the kidnappers.警察局搜尋綁架者的工作受

挫。

1)

2)

3)

4)Our gas bill average about $50 a month.我們每個(gè)月的煤氣費(fèi)平均50美元。On the average, I'd say we eat chicken once a week.我們平均每周吃一次雞肉。Kent describes himself as just an average Joe.肯特視自己為一名普通的美國(guó)人。On the average day, over 100,000 kids bring guns to school in the U.S.在美國(guó)平常日

子里，有100,000個(gè)孩子帶手槍去上學(xué)。

22.away

1)

2)

3)

4)

5)What makes you think you're gonna get away with this? 是什么使你認(rèn)為你可以免受處罰？I wish they'd do away with these complicated tax forms.我希望他們能費(fèi)除掉這些復(fù)雜的稅務(wù)表格。We're planning a weekend getaway for our anniversary.我們正在為慶祝我們的紀(jì)念日而安排一次周末的外出活動(dòng)。Tom wants to run away from home.湯姆想從家里出逃。Dave and Kathy are going to steal away on vacation.戴夫和凱茜計(jì)劃在假期里偷偷跑出

去。

第三篇：中英文對(duì)照

AEROFLEX “亞羅弗”保溫 ALCO “艾科”自控 Alerton 雅利頓空調(diào) Alfa laval阿法拉伐換熱器 ARMSTRONG “阿姆斯壯”保溫 AUX 奧克斯

BELIMO 瑞士“搏力謀”閥門(mén) BERONOR西班牙“北諾爾”電加熱器 BILTUR 意大利“百得”燃燒器 BOSIC “柏誠(chéng)”自控 BROAD 遠(yuǎn)大

Burnham美國(guó)“博恩漢”鍋爐 CALPEDA意大利“科沛達(dá)”水泵 CARLY 法國(guó)“嘉利”制冷配件 Carrier 開(kāi)利 Chigo 志高

Cipriani 意大利斯普萊力

CLIMAVENETA意大利“克萊門(mén)特” Copeland“谷輪”壓縮機(jī) CYRUS意大利”賽諾思”自控 DAIKIN 大金空調(diào)

丹佛斯自控 Dorin “多菱”壓縮機(jī)

DUNHAM-BUSH 頓漢布什空調(diào)制冷 DuPont美國(guó)“杜邦”制冷劑 Dwyer 美國(guó)德威爾 EBM “依必安”風(fēng)機(jī)

ELIWELL意大利“伊力威”自控 Enfinilan 英國(guó)“英菲尼蘭“閥門(mén) EVAPCO美國(guó)“益美高”冷卻設(shè)備 EVERY CONTROL意大利“美控” Erie 怡日

FRASCOLD 意大利“富士豪”壓縮機(jī) FRICO瑞典“弗瑞克”空氣幕 FUJI “富士”變頻器

FULTON 美國(guó)“富爾頓”鍋爐 GENUIN “正野”風(fēng)機(jī) GREE 格力

GREENCOOL格林柯?tīng)?GRUNDFOS “格蘭富”水泵 Haier 海爾 Hisense 海信 HITACHI 日立

霍尼韋爾自控 Johnson 江森自控 Kelon 科龍

KRUGER瑞士“科祿格”風(fēng)機(jī) KU BA德國(guó)“庫(kù)寶”冷風(fēng)機(jī) Liang Chi 良機(jī)冷卻塔 LIEBERT 力博特空調(diào) MARLEY “馬利”冷卻塔 Maneurop法國(guó)“美優(yōu)樂(lè)”壓縮機(jī) McQuary 麥克維爾 Midea 美的 MITSUBISHI三菱

Munters 瑞典“蒙特”除濕機(jī) Panasonic 松下 RANCO “宏高”自控

REFCOMP意大利“萊富康”壓縮機(jī) RIDGID 美國(guó)“里奇”工具 RUUD美國(guó)“路德”空調(diào) RYODEN “菱電”冷卻塔 SanKen “三墾”變頻器 Samsung 三星 SANYO 三洋

ASWELL英國(guó)森威爾自控 Schneider 施耐德電氣 SenseAir 瑞典“森爾”傳感器 SIEMENS 西門(mén)子

SINKO ",28商機(jī)網(wǎng);新晃“空調(diào) SINRO “新菱”冷卻塔 STAND “思探得”加濕器 SWEP 舒瑞普換熱器 TECKA “臺(tái)佳”空調(diào) Tecumseh“泰康”壓縮機(jī) TRANE 特靈

TROX德國(guó)“妥思”風(fēng)閥 VASALA芬蘭“維薩拉”傳感器 WILO德國(guó)“威樂(lè)”水泵 WITTLER 德國(guó)”威特”閥門(mén) YORK 約克

ZENNER德國(guó)“真蘭”計(jì)量

第四篇：中英文對(duì)照

醫(yī)院中英文對(duì)照

發(fā)熱門(mén)診Have Fever主治醫(yī)師Doctor-in-charge 供應(yīng)室Supply Room謝絕入內(nèi)No entering 紅燈亮?xí)r謝絕入內(nèi)No entering when red light

彩超、心電圖Colorful Cardiogram/ECG住院樓Inpatient Building 透析血磁EndoscopeDept.護(hù)士Nueser康復(fù)理療科RehabilitationPhysiotherapyDept.中藥計(jì)價(jià)China medical price account肛腸科Ano-proctology

皮膚、肛腸、男性科、泌尿科候診Dermatology、Ano-proctology、male Urology Clinic 皮膚科、肛腸科、男性科、泌尿科Dermatology、Ano-proctology、male Urology Dept 中醫(yī)科Traditional Chinese Medicine五官科ENT Dept.男性科、泌尿科 Male urology Dept.安全出口Exit

預(yù)防保健科Medical center for health preventionand care

后勤科、藥庫(kù)Logistic Room、Seore入院登記In-patient Admisson 高壓氧治療Hyperbaric Oxygehation Therapy碎石中心ESWL Center 急救中心Emergency Center掛號(hào)收費(fèi)Registration

中心藥房Cenreral Pharmacy內(nèi)科門(mén)診Internal Medicine Clinic會(huì)議室Meeting Room手外科Hand Surgery 產(chǎn)科Obstentrics Dept.骨外科Orthopedics Dept.神經(jīng)、燒傷外科Neurosurgery.Plaseric surgey Dept.麻醉科Anaesthesiology手術(shù)室Operation Room 泌尿、腫瘤外科Urologic.Gumorsurgery Dept.婦科Gynecology Dept.內(nèi)二科Internal Medicine.Ward 2產(chǎn)房及愛(ài)嬰中心Delivery Room內(nèi)一科Internal Medicine.Ward 1洗手間Toilet

普外、胸外科Surgey、Thoracic Surgey Dept.皮膚科Dermatology Dept.中醫(yī)骨傷科Traditional Mediaine or Thopaedics餐廳Dining Room 配餐室Pantry Room后勤科Logistics Dept.電工室Electrician Room接待室Dermatology Room 內(nèi)、兒科候診 Internal medicine.Pediatrics功能檢查候診Function Exam 中醫(yī)科候診TCM Clinic放射科候診Radiology Clinic 婦科門(mén)診Gynecology Dept.產(chǎn)科候診Obstentrics Clinic 肛腸科候診Ano-proctology婦科候診Gynecology Clinic 產(chǎn)科門(mén)診Obstentrics Dept.五官科候診ENT.Clinic 外科候診Surgery Clinic輸液中心Transfusion Center 皮膚、泌尿科候診 Dermatology.Male Urology Clinic檢驗(yàn)候診Clinical Laborotories 家屬休息Relation Rest Room口腔科門(mén)診Stomatology Clinic 內(nèi)兒科Internal Medicine.Pediaarics鏡檢科Endoscope Dept.外科Surgrey Dept.檢驗(yàn)中心Laboratory Center 功能檢查Function Exam Dept.登記處Registration 預(yù)防保健門(mén)診Hygine ＆ Public Health Dept.收費(fèi)處Cashier 美容科、鏡檢科門(mén)診 Cosmetology Dept.Endoscope Clinic

收費(fèi)健康發(fā)證Gharge lssue Bill of Health試敏觀察室Scratch Espial Room

第五篇：中英文對(duì)照

共軌技術(shù)

隨著人們對(duì)低油耗、低廢氣排放、發(fā)動(dòng)機(jī)低噪聲的需求越來(lái)越大，對(duì)發(fā)動(dòng)機(jī)和燃油噴射系統(tǒng)的要求也越來(lái)也高。對(duì)柴油發(fā)動(dòng)機(jī)燃油噴射系統(tǒng)提出的要求也在不斷增加。更高的壓力、更快的開(kāi)關(guān)時(shí)間，以及根據(jù)發(fā)動(dòng)機(jī)工況修訂的可變的流量速率曲線，已經(jīng)使得柴油發(fā)動(dòng)機(jī)具有良好的經(jīng)濟(jì)性、低污染、高動(dòng)力性，因此柴油發(fā)動(dòng)機(jī)甚至進(jìn)入了豪華高性能轎車(chē)領(lǐng)域。達(dá)到這些需求的前提是擁有一個(gè)可以精確霧化燃油并具有高噴油壓力的燃油噴射系統(tǒng)。同時(shí)，噴油量必須精確計(jì)算，燃油流量速率曲線必須有精確的計(jì)算模型，預(yù)噴射和二次噴射必須能夠完成。一個(gè)可以達(dá)到以上需求的系統(tǒng)即共軌燃油噴射系統(tǒng)。

共軌系統(tǒng)包括以下幾個(gè)主要的部分： ①低壓部分，包含燃油共軌系統(tǒng)組件。

②高壓系統(tǒng)，包含高壓泵、油軌、噴油器和高壓油管等組件。

電控柴油機(jī)系統(tǒng)EDC主要由系統(tǒng)模塊，如傳感器、電子控制單元和執(zhí)行機(jī)構(gòu)組成。共軌系統(tǒng)的主要部分即噴油器。它們擁有一個(gè)可以快速開(kāi)關(guān)噴嘴的執(zhí)行閥(電磁閥或壓電觸發(fā)器)，這就允許對(duì)每個(gè)氣缸的噴射進(jìn)行控制。

所有的噴油器都由一個(gè)共同的油軌提供燃油，這就是“共軌”的由來(lái)。在共軌燃油噴射系統(tǒng)中，燃油噴射和壓力的產(chǎn)生是分開(kāi)的。噴油壓力的產(chǎn)生與發(fā)動(dòng)機(jī)轉(zhuǎn)速和噴油量無(wú)關(guān)。EDC控制每個(gè)組件。

(1)壓力產(chǎn)生。

燃油噴射和壓力的產(chǎn)生是通過(guò)蓄能器分離開(kāi)來(lái)。將具有壓力的燃油提供給為噴射做好準(zhǔn)備的共軌系統(tǒng)的蓄能器。

由發(fā)動(dòng)機(jī)驅(qū)動(dòng)的連續(xù)運(yùn)轉(zhuǎn)的高壓泵提供所需噴油的壓力。無(wú)論發(fā)動(dòng)機(jī)的轉(zhuǎn)速高低，還是燃油噴射量的多少，油軌中的壓力均維持在一定值。由于幾乎一致的噴油方式，高壓泵的設(shè)計(jì)可以小的多，而且它的驅(qū)動(dòng)轉(zhuǎn)矩可以比傳統(tǒng)燃油噴射系統(tǒng)低，這源于高壓泵的負(fù)載很小。

高壓泵是徑向活塞泵，在商用車(chē)上有時(shí)會(huì)使用內(nèi)嵌式噴油泵。(2)壓力控制

所應(yīng)用的壓力控制方法主要取決于系統(tǒng)。

一種控制油軌壓力的方式是通過(guò)一個(gè)壓力控制閥對(duì)高壓側(cè)進(jìn)行控制。不需噴射的燃油通過(guò)壓力控制閥流回到低壓回路。這種控制回路允許油軌壓力對(duì)不同工況(如負(fù)載變化時(shí))迅速做出反應(yīng)。

在第一批共軌系統(tǒng)中采用了對(duì)高壓側(cè)的控制。壓力控制閥安裝在燃油軌道上更可取，但是在一些應(yīng)用中，它被直接安裝在高壓泵中。

另一種控制軌道壓力的方式是進(jìn)口端控制燃油供給。安裝在高壓泵的法蘭上的計(jì)量單元保證了泵提供給油軌精確的燃油量，以維持系統(tǒng)所需要的噴油壓力。

發(fā)生故障時(shí)，壓力安全閥防止油軌壓力超過(guò)最大值。

在進(jìn)口端對(duì)燃油供給的控制減少了高壓燃油的用量，降低了泵的輸入功率。這對(duì)燃油消耗起到積極的作用。同時(shí)，流回油箱的燃油溫度與傳統(tǒng)高壓側(cè)控制的方法相比得到了降低。

雙執(zhí)行器系統(tǒng)也是一種控制軌道壓力的方式，它通過(guò)計(jì)算單元對(duì)壓力進(jìn)行控制，并且通過(guò)壓力控制閥對(duì)高壓端進(jìn)行控制，因此同時(shí)具備高壓側(cè)控制與進(jìn)口端燃料供給控制的優(yōu)勢(shì)。

(3)燃油噴射

噴油器直接將燃料噴到發(fā)動(dòng)機(jī)的燃燒室。它們由與燃油軌道直接相連的短高壓油軌提供燃油。發(fā)動(dòng)機(jī)的控制單元通過(guò)與噴油器結(jié)合在一起的控制閥的開(kāi)閉控制噴油嘴的開(kāi)關(guān)。

噴油器的開(kāi)啟時(shí)間和系統(tǒng)油壓決定了燃油供給量。在恒壓狀態(tài)下，燃油供給量與電磁閥的開(kāi)啟時(shí)間成正比，因此與發(fā)動(dòng)機(jī)或油泵的轉(zhuǎn)速(以時(shí)間為計(jì)量的燃油噴射)無(wú)關(guān)。

(4)液壓輔助動(dòng)力

與傳統(tǒng)燃油噴射系統(tǒng)相比，將壓力的產(chǎn)生與燃油的噴射分離開(kāi)來(lái)，有利于燃燒室的充分燃燒。燃油噴射壓力在系統(tǒng)中基本可以自主選擇。目前最高燃油壓力為1600巴，將來(lái)會(huì)達(dá)到1800巴。

共軌系統(tǒng)通過(guò)引入預(yù)噴射或多次噴射可以進(jìn)一步減少?gòu)U氣排放，也能明顯降低燃燒噪聲。通過(guò)多次觸發(fā)高速轉(zhuǎn)換閥的開(kāi)閉可以在每個(gè)噴射周期內(nèi)實(shí)現(xiàn)多達(dá)5次的噴射。噴油針閥的開(kāi)閉動(dòng)作是液壓輔助元件助力的，以保證噴射結(jié)束的快速性。

(5)控制和調(diào)節(jié)

發(fā)動(dòng)機(jī)的控制單元通過(guò)傳感器檢測(cè)加速踏板的位置以及發(fā)動(dòng)機(jī)和車(chē)輛的當(dāng)前工況。采集到的數(shù)據(jù)包括：

① 曲軸轉(zhuǎn)速和轉(zhuǎn)角； ② 燃油軌道的壓力； ③ 進(jìn)氣壓力；

④ 進(jìn)氣溫度、冷卻液溫度和燃油溫度； ⑤ 進(jìn)氣量； ⑥ 車(chē)速等。

電控單元處理輸入信號(hào)。與燃燒同步，電控單元計(jì)算施加給壓力控制閥或計(jì)算模塊、噴油器和其他執(zhí)行機(jī)構(gòu)(如EGR閥，廢氣渦輪增壓器)的觸發(fā)信號(hào)。

噴油器的開(kāi)關(guān)時(shí)間應(yīng)很短，采用優(yōu)化的高壓開(kāi)關(guān)閥和專業(yè)的控制系統(tǒng)即可實(shí)現(xiàn)。

根據(jù)曲軸和凸輪軸傳感器的數(shù)據(jù)，對(duì)照發(fā)動(dòng)機(jī)狀態(tài)(時(shí)間控制)，角度/時(shí)間系統(tǒng)調(diào)節(jié)噴油正時(shí)。電控柴油機(jī)系統(tǒng)(EDC)可以實(shí)現(xiàn)對(duì)燃油噴射量的精確計(jì)算。此外，EDC還擁有額外的功能以進(jìn)一步提高發(fā)動(dòng)機(jī)的響應(yīng)特性和便利性。

其基本功能包括對(duì)柴油燃油噴射正時(shí)的精確控制，和在給定壓力下對(duì)油量的控制。這樣，它們就保證了柴油發(fā)動(dòng)機(jī)具有能耗低、運(yùn)行平穩(wěn)的特點(diǎn)。

其他開(kāi)環(huán)和閉環(huán)控制功能用于減少?gòu)U氣排放和燃油消耗，或提供附加的可靠性和便利性，具體例子有：

① 廢氣在循環(huán)控制； ② 增壓控制； ③ 巡航控制；

④ 電子防盜控制系統(tǒng)等。(6)控制單元結(jié)構(gòu)。

由于發(fā)動(dòng)機(jī)控制單元通常最多有8個(gè)噴油器輸出口，所以超過(guò)八缸的發(fā)動(dòng)機(jī)需要兩個(gè)控制單元。它們通過(guò)內(nèi)置高速CAN網(wǎng)絡(luò)的“主/從”接口進(jìn)行連接，因此也擁有較高的微控制器處理能力。一些功能被 分配給某個(gè)特定的控制單元(如燃料平衡控制)，其功能根據(jù)需求情況(如檢測(cè)傳感器信號(hào))可以動(dòng)態(tài)地分配給一個(gè)或多個(gè)控制單元。

The Common Rail Calls for lower fuel consumption, reduced exhaust-gas emission, and quiet engines are making greater demands on the engine and fuel-injection system.The demands placed on diesel-engine fuel-injection systems are continuously increasing.Higher pressures, faster switching times, and a variable rate-of-discharge curve modified to the engine operating state have made the diesel engine economical, clean, and powerful.As a result, diesel engines have even entered the realm of luxury-performance sedans.These demands can only be met by a fuel-injection pressure.At the same time the injected fuel quantity must be very precisely metered, and the rate-of-discharge curve must have an exact shape, and pre-injection and secondary injection must be performable.A system that meets these demands is the common-rail fuel-injection system.The main advantage of the common-rail system is its ability to vary injection pressure and timing over a broad scale.This was achieved by separating pressure generation(in the high-pressure pump)from the fuel-injection system(injection).The rail here acts as a pressure accumulator.Principle of the Common Rail The common-rail system consists of the following main component groups: ① The low-pressure stage, comprising the fuel-supply system components;② The high-pressure system, comprising components such as the high-pressure pump, fuel-rail, injector, and high-pressure fuel lines.The electronic diesel control(EDC), consisting of system modules, such as sensors, the electronic control unit, and actuators.The key components of the common-rail system are the injectors.They are fitted with a rapid-action valve(solenoid valve or piezo-triggered actuator)which opens and closes the nozzle.This permits control of the injection process for each cylinder.All the injectors are fed by a common fuel rail, this being the origin of the term “common rail”.In the common-rail fuel-injection system, the function of pressure generation and fuel injection are separate.The injection pressure is generated independent of the engine speed and the injected fuel quantity.The electronic diesel control(EDC)controls each of the components.(1)Pressure Generation.Pressure generation and fuel injection are separated by means of an accumulator volume.Fuel under pressure is supplied to the accumulator volume of the common

rail ready for injection.A continuously operating high-pressure pump driven by the engine produces the desired injection pressure.Pressure in the fuel rail is maintained irrespective of engine speed or injected fuel quantity.Owing to the almost uniform injection pattern, the high-pressure pump design can be much smaller and its drive-system torque can be lower than conventional fuel-injection systems.This results in a much lower load on the pump drive.The high-pressure pump is a radial-piston pump.On commercial vehicles, an in-line fuel-injection pump is sometimes fitted.(2)Pressure Control The pressure control method applied is largely dependent on the system.One way of controlling rail pressure is to control the high-pressure side by a pressure-control valve.Fuel not required for injection flows back to the low-pressure circuit via the pressure-control valve.This type of control loop allows rail pressure to react rapidly to changes in operating point(e.g.in the event of load changes).Control on the high-pressure side was adopted on the first common-rail systems.The pressure-control valve is mounted preferably on the fuel rail.In some applications, however, it is mounted directly on the high-pressure pump.Another way of controlling rail pressure is to control fuel delivery on the suction side.The metering unit flanged on the high-pressure pump makes sure that the pump delivers exactly the right quantity of fuel rail in order to maintain the injection pressure required by the system.In a fault situation, the pressure-relief valve prevents rail pressure from exceeding a maximum.Fuel-delivery control on the suction side reduces the quantity of fuel under high pressure and lowers the power input of the pump.This has a positive impact on fuel consumption.At the same time, the temperature of the fuel flowing back to the fuel tank is reduced in contrast to the control method on the high-pressure side.The two-actuator system is also a way of controlling rail pressure, which combines pressure control on the suction side via the metering unit and control on the high-pressure side via the pressure-control valve, thus marrying the advantages of high-pressure-side control and suction-side fuel-delivery control.(3)Fuel Injection.The injectors spray fuel directly into the engine’s combustion chambers.They are supplied by short high-pressure fuel lines connected to the fuel rail.The engine control unit controls the switching valve integrated in the injector to open and close

the injector nozzle.The injector opening times and system pressure determine the quantity of fuel delivered.At a constant pressure, the fuel quantity delivered is proportional to the switching time of the solenoid valve.This is, therefore, independent of engine or pump speed(time-based fuel injection).(4)Potential Hydraulic Power.Separating the functions of pressure generation and fuel injection opens up future degrees of freedom in the combustion process compared with conventional fuel-injection systems;the injection pressure at pressure at present is 160 MPa;in future this will rise to 180 MPa.The common-rail system allows a future reduction in exhaust-gas emissions by introducing pre-injection events or multiple injection events and also attenuating combustion noise significantly.Multiple injection events of up to five per injection cycle can be generated by triggering the highly rapid-action switching valve several times.The nozzle-needle closing action is hydraulically assisted to ensure that the end of injection is rapid.(5)Control and Regulation.The engine control unit detects the accelerator-pedal position and the current operating states of the engine and vehicle by means of sensors.The data collected includes:

① Crankshaft speed and angle;② Fuel-rail pressure;③ Charge-air pressure:

④ Intake air, coolant temperature, and fuel temperature: ⑤ Air-mass intake: ⑥ Road speed, etc.The electronic control unit evaluates the input signals.In sync with combustion, it calculates the triggering signals for the pressure-control valve or the metering unit, the injectors, and the other actuators(e.g.the EGR valve, exhaust-gas turbocharger actuators, etc.).The injector switching times, which need to be short, are achievable using the optimized high-pressure switching valves and a special control system.The angle/time system compares injection timing, based on data from the crankshaft and camshaft sensors, with the engine state(time control).The electronic diesel control(EDC)permits a precise metering of the injected fuel quantity.In

addition, EDC offers the potential for additional functions that can improve engine response and convenience.The basic functions involve the precise control of diesel-fuel injection timing and fuel quantity at the reference pressure.In this way, they ensure that the diesel engine has low consumption and smooth running characteristics.Additional open-and close-loop control functions perform the tasks of reducing exhaust-gas emissions and fuel consumption, or providing added safely and convenience.Some examples are:

① Control of exhaust-gas recirculation;② Boost-pressure control;③ Cruise control;

④ Electronic immobilizer, etc.(6)Control Unit Configuration.As the engine control unit normally has a maximum of only eight output stages for the injectors, engines with more than eight cylinders are fitted with two engine control units.They are coupled within the “ master/slave ” network via an internal, high-speed CAN interface.As a result, there is also a high microcontroller processing capacity available.Some functions are permanently allocated to a specific control unit(e.g.fuel-balancing control).Other can be dynamically allocated to one or many of the control units as situation demand(e.g.to detect sensor signals).