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您所在的位置: 南京文都考研 > 考研专业知识 > 考研专业课 > 江苏文都:2023考研英语同源外刊12月文章:电动汽车为何难以普及?

江苏文都:2023考研英语同源外刊12月文章:电动汽车为何难以普及?

距2021年考研倒计时

江苏文都:2023考研英语同源外刊12月文章:电动汽车为何难以普及?

英语考研的备考,必须学生很多阅读文章外刊文章内容。由于阅读和理解考试真题里边的文章内容,大多数喜爱用外刊。因而,要想扩宽英文知识层面和改进外语水平,大家必须培养每日抽一点時间来说的习惯性!下面,我为众多2023研究生考试学生们得出-英语考研同宗外刊12月文章内容:电动汽车为什么无法普及化?供学生阅读文章。

2023英语考研同宗外刊12月文章内容:电动汽车为什么无法普及化?

“All is rotary, beautifully perfect and wonderfully efficient,” said one evangelist for electric vehicles (EVs). “There is not that almost terrifying uncertain throb and whirr of the powerful combustion engine…no dangerous and evil smelling gasoline and no noise.

一位电动汽车的青睐者说:“一切都是迅速、恰如其分和高效率的,电动汽车未找到大功率燃气轮机的那类几近恐怖的、不确定性的躁动和嗡嗡响……没有风险,都没有刺鼻的胶味和噪声。

Perfect freedom from vibration assures both comfort and peace of mind.” Translated into Twitter-ese, such views would not sound out of place from Elon Musk. But their author was Thomas Edison, pioneer of the light bulb, in 1903.

电动汽车彻底无震动,因而可以提供舒服和心里的平静。”如果是在微博上见到这种的思想观点(例如从埃隆马斯克·马斯克口中说出来的)并没什么怪异之处。但表述这种观念的则是在1903年创造发明了灯泡的托马·爱迪生。

Then as now, EVs posed a competitive threat to petrol-powered cars. In 1905 most commercial vehicles were EVs. Ads aimed at affluent women touted EVs’ cleanliness, ease of use and lack of exhaust.

那时候就和如今一样,电动汽车对燃油车组成了市场竞争危害。1905年,大部分商用汽车辆全是电动汽车。对于富有女士的宣传广告新能源汽车的清理、便捷性和无废气排放。

Yet by the 1920s, EVs were a dying breed. The standard account of their demise is that drivers were put off by their limited range and higher cost, relative to petrol-powered cars. However, a new paper by Josef Taalbi and Hana Nielsen of Lund University argues that their main disadvantage was instead a lack of infrastructure.

殊不知到了20世际20时代,电动汽车就近乎消退。有关电动汽车衰落的规范表述是,相对性于燃油车,电动汽车比较有限的行车里程数和较为大的成本费使其受驾驶员所抵触。殊不知,隆德大学的弗兰茨·塔比和哈娜·阿尔特曼的一篇新毕业论文觉得,电动汽车的关键缺点就是欠缺基础设施。

The authors consider various causes of petrol’s triumph in 1900-10. Cost is unlikely, since until 1910 petrol-powered cars and EVs of the same model type were similarly priced. As for range, EVs managed a respectable 90 miles (145km) by the 1910s.

俩位创作者对汽柴油汽车在1900年至1910年节节胜利的多种缘故做好了剖析。不大可能是费用的缘故,由于直到1910年,同档的燃油车和电动汽车的价位都类似。对于说里程数,到20时代10年代,电动汽车的里程数早已做到非常可观的90公里(折合145千米)。

Had this been EVs’ principal handicap, battery-swapping stations, which replaced depleted batteries with charged ones in seconds, could have become as common as petrol stations did.

假如这也是阻拦电动汽车发展趋势的首要要素,那麼汽车充电站(即在几秒上用满格电充电电池更换耗光充电电池的地区)很有可能会像加气站一样经常可以看到。

To test other explanations, the authors analysed the specifications and production sites of 37,000 model-year pairs of American cars in 1895-1942. Although petrol-powered cars were the most common, their market share varied by location.

为了更好地认证别的缘故,俩位创作者对1895年-1942年间37000款美国汽车(包含车系年代)的规格型号和生产制造地址开展了剖析。尽管燃油车广泛更加普遍,但其市场占有率依然因地域而异。

In places with the infrastructure EVs needed—smooth roads, which reduced jostling of heavy batteries, and ample electricity—production of EVs was unusually common. In areas without such capacity, petrol predominated. These vehicles’ infrastructure needs were largely met before they were invented, because many rural stores already stocked petrol for farm equipment.

在具有电动汽车所需基础设施的地区——即路面整平(这可以降低对超重型充电电池的撞击)、电力工程充裕——电动汽车所占市场占有率更高。在没有具有这种标准的地域,燃油车通常占主导性。燃油车需要的基础设施在其被创造发明前就取得了较大程度上的达到,由于很多乡村店铺早已为农牧业机器设备搞好了车用汽油贮备。

The study then used a statistical model to predict how automotive history might have differed if the power grid had developed faster. It finds that if the amount of electricity America produced by 1922 had been available in 1902, 71% of car models in 1920 would have been EVs (though long-distance motorists would still have chosen petrol cars). Accounting for the extra power generation such a fleet would need, this would have cut America’s carbon-dioxide emissions from cars in 1920 by 44%.

接着,科学研究精英团队运用一个统计模型来预测分析,假如电力网可以发展趋势得迅速,汽车历史时间会有什么区别。結果发觉,假如美国在1902年就有着1922年的发电能力,那麼到1920年71%的汽车都将是电动汽车(自然远途驾驶员依然会挑选燃油车)。充分考虑这般多的车子将应用电能推动,这将使美国1920年的汽车二氧化碳排放量少44%。

A century later, the quantity and speed of charging stations still limit purchases of EVs by drivers worried about long trips. The infrastructure gap, however, is narrowing. Tesla, whose shares are now worth $1trn, has set up 25,000 speedy “superchargers” (though only Tesla drivers can use them).

一个世纪后,电动车充电站的总量和电池充电速率依然限定着这些担忧远途的驾驶员选购电动汽车。但是,基础设施的差别已经变小。现如今总市值1万亿元的model3早已构建了2.5万只迅速“超级充电站”(尽管仅作特斯拉汽车汽车应用)。

And a bipartisan bill recently passed by America’s Senate includes $7.5bn to boost charging capacity. As world leaders gather at next week’s COP26 conference to negotiate a reduction in global carbon-dioxide emissions, the study suggests that more support for EV infrastructure could have an outsized impact.

美国参议院最近根据了一项两党提案,主要包括资金投入75亿美金用以基本建设电池充电互联网。伴随着全球各国领导人聚齐下个星期的COP26交流会,就降低全世界二氧化碳排放谈判,此项研究表明,对电动汽车基础设施给予大量适用也许极其重要。

 

语汇:

evangelist [əˈvændʒələst] n. 福音传道者;疯狂鼓吹者

handicap [ˈhændikæp] n. 残废;阻碍;不利条件 v. 防碍

bipartisan [baɪˈpɑrdəzən] adj. 两党的;两大阵营的

综上所述是-2023英语考研同宗外刊12月文章内容:电动汽车为什么无法普及化?期待对复习2023研究生考试的小伙子们有一定的协助!恭祝学生2023研究生考试凯旋而归!


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