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汽车发动机电动风扇冷却系统的设计说明书论文,汽车发动机,电动,风扇,冷却系统,设计,说明书,仿单,论文
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姣 涓 璁 璁紙璁 鏂囷級浠 鍔 涔 璁捐 锛堣 鏂囷級棰樼洰锛氭苯杞彂鍔満鐢靛姩椋庢墖鍐峰嵈绯荤粺鐨勮 璁 瀛敓濮撳悕锛氶櫠鍗 瀛 鍙凤細 1204104067 涓 涓氾細杞締宸 鎵鍦 闄細鏈虹數宸瀛櫌 鎸囧 鏁欏笀锛氭潕蹇楄嚕 鑱 绉帮細鍓暀鎺 鍙戜换鍔功鏃湡锛015骞2鏈0鏃浠诲姟涔鍐欒 姹 1锛庢瘯涓氳璁紙璁烘枃锛変换鍔功鐢辨寚瀵兼暀甯堟牴鎹悇璇鹃鐨勫叿浣撴儏鍐靛鍐欙紝缁忓鐢熸墍鍦笓涓 锛 櫌锛 瀵 瀛 鐢熸 浠诲姟涔 鍦瘯 涓氳璁紙璁烘枃锛 濮 涓 骞 彂缁欏 鐢 2锛 换鍔功鍐 蹇鐢currency1“鏁功鍐欙紝涓fi fl 変功鍐欙 鏁欏姟粺涓璁捐 鐨數瀛”枃 紙鍙 鏁欏姟涓 锛鍗帮紝 枃 鍙峰 浣 紝 1.5 紝 鎵撳 鍦 涓 3锛 换鍔功鍐鍐 鍐 锛 诲 瀛敓姣 璁捐 锛堣 鏂囷級 鐨儏鍐 涓 紝 鍙 锛 墍鍦笓涓绯紙闄 級涓荤 棰 庢柟鍙噸鏂板鍐欍4锛 换鍔功鍐 鍏斥滃 闄濄佲滀笓涓氣濈瓑 嶇 鐨勫鍐欙紝搴啓涓 枃鍏 锛屼笉鑳藉啓鏁板瓧浠爜 傚 鐢熺 鈥滃 鍙封濊鍐欏叏鍙凤紝涓 兘鍙 啓鏈 浣嶆垨 1浣嶆暟瀛椼5锛 换鍔功鍐呪滀富 佸弬鑰冩枃鐚 濈 啓锛 鎸夌収 婇噾闄鎶瀛櫌鏈 姣 璁捐 锛堣 鏂囷級鎾板啓瑙勮寖 嬬 涔啓 6锛庢 鍏冲勾鏈堟棩绛棩鏈熺 啓锛 撴鐓 浗鏍嘒B/T 7408鈥4 婃暟鎹 厓鍜屼氦鎹 忋佷俊鎭 氦鎹棩鏈熷 鏃堕棿琛娉曘 锛屼竴寰嬬敤闃挎媺浼暟瀛椾功鍐欍傚 鈥 002骞 鏈 鏃濇垨鈥 002-04-02鈥濄姣 涓 璁 璁紙璁 鏂囷級浠 鍔 涔 1锛庢湰姣 璁捐 锛堣 鏂囷級璇鹃搴旇揪鍒扮 鐩 锛 鍦畬 ”瘯涓氳璁 囩涓紝浠诲姟鎵挎媴瀛敓鑳藉缁煎悎 愮敤鎵瀛 鍩虹鐞嗚 佷笓涓 煡璇 鍩烘湰鎶鑳藉垎鏋愬 瑙喅 為檯闂 锛屼鑰 叿囧垵瀛爺绌剁 鑳藉姏 傚煿鍏诲 鐢熷叿囩嫭绔嬬 鏍规嵁璇鹃鍐 涜璋冩煡鐮旂 鐨勮兘鍔 紝鑳藉鍦 涓 鏂囩 涜 鐢 涓 棰樼 鍏 鏂囩 锛屼 浠 鐨勫“浣滃 鑳藉 涜 鐮旂 鐨勮兘鍔 2锛庢湰姣 璁捐 锛堣 鏂囷級璇鹃浠诲姟鐨勫 锛 濮 暟鎹 鏈 姹 佸“浣 姹 瓑锛 細1 彂鍔満鍐峰嵈绯荤粺鐨 鏋勫 宸 熺 2 佸畬 愮 鍏 鑳杞 鐨璁虹爺绌3 璁currency1鍔 兘 鐨數鍔鎵囧“鍗 缁紝 愮敤 ANSYS 涜 堕fi浠剁 鍙 姏鍒fl 4 佸 鐢靛姩椋庢墖鍐峰嵈绯荤粺 涜 愬姩浠 湡 姣 涓 璁 璁紙璁 鏂囷級浠 鍔 涔 3锛 鏈瘯涓氳璁紙璁烘枃锛 棰鏋 琛佸”瓑 細1. 熺 浣 敤鐢诲杞 鍜 NSYS杞 锛 鑳杞鐨 鐞嗚 鐮旂 缁 ”锛 數鍔 鎵囧“鍗 缁熺 堕fi浠剁 2锛庢鍐 堣姹 姣 璁捐 璁烘枃 璁 功 4锛 富 佸弬鑰冩枃鐚細 1 鍒揪绔 . 杞數鍔鎵囧“鍗 缁 J. 鎶鏈 鐮旂 ,2011,(4)2 , 鍒”瓑. 姹 鍙 姩鏈 鎺數鍔“鍗 鎵囩 鍙 涓 爺绌 J.鍐 鏈 “1999,(3)3 鏍鍙 姩鏈虹 “鍗 鎵囩 鏋 鍙 暟瀵 兘 鐨爺绌 D.骞 锛鍗 宸 瀛20154 庢. 鍙 姩鏈烘満浣撴 闄愬厓鍒fl鍙 鍐峰嵈椋庢墖CFD浠 湡浼 鐮旂 D. 堣锛悎 “涓 瀛20135 涓 鍙 姩鏈 “鍗 鎵 鍔 兘鐨 FD鍒fl涓 熸 嬩紭鍖朳D.骞 锛鍗 宸 瀛20136 涓 畼鏂 , 存晱,鐜嬬泭鏈夌瓑. 鍙 姩鏈 “鍗 鎵 鍔 兘鐨勮 绠楁柟娉昜 J.姹宸,2010,(9)7 存晱.鍙 姩鏈 “鍗 鎵 兘璁畻鏂规硶鐨爺绌 D.骞 锛鍗 宸 瀛20108 鍞愰拪.鍙 姩鏈 “鍗 鎵囧彾囧弬鏁扮 鐮旂 涓 紭鍖朳 D.骞 锛鍗 宸 瀛20129 閽熷畧灞 鍙 姩鏈 “鍗 鎵囬犲瀷璁捐 涓庢 兘璁畻鏂规硶鐨爺绌 D.骞 锛鍗 宸 瀛201110 犵孩杈 鍙 姩鏈 酱娴佸“鍗 鎵囦綆鍣 姩 兘鍒fl涓庢帶鍒剁爺绌 D. 簡锛氶噸搴 瀛200211 鐜 尟.璞 杞 缃 彂鍔満鍐峰嵈椋庢墖椹 姩绯荤粺鐨爺绌 鍙慬 D.眽鐞“ ,200712 璧佃 鐝 杞胯鍙 姩鏈 “鍗 鎵囩 CFD鍒fl涓 綆鍣 浼 璁捐 D. 灄 ,200613 , 鍒”瓑. 姹 鍙 姩鏈虹數鍔“鍗 鎵 帶鍒剁 缁熺 鐮旂 J.涓栫晫姹 ,1996,(6)14 浣曞. 姹 鍙 姩鏈 “鍗 鎵囪 绠楁満杈姪璁捐 鐮旂 D.鍗椾含锛崡 埅绌 埅 瀛200915 姹 鍙 姩鏈 鎺 數鍔“鍗 鎵囩 鐮旂 J.鎶鑳芥 鏈1994,(1)16 璧垫案杈 fi 墖鍙 姩鏈洪 鎵囧鍐 fi甸亾鍖归鐨暟 煎垎鏋怺 D.鍖椾含锛氫 界瀛櫌鐮旂 鐢熼櫌,2005 姣 涓 璁 璁紙璁 鏂囷級浠 鍔 涔 5锛庢湰姣 璁捐 锛堣 鏂囷級璇鹃宸 涘害璁currency1垝锛 2015.12.05-2016.01.15 畾閫 锛 鍐欏 棰锛涙寚瀵兼暀甯堜笅鍙戜换鍔功锛 鐢熸 煡闃呰 棰樼 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鍗楃悊宸 瀛2011 10 寮 杈 鍙fi姩鏈鸿 娴 喎鍗撮 鎵綆鍣 斿姩鎬 兘鍒 涓庢鍒D.閲 锛氶噸 嗗瀛2002 11 , 璞 ” 杞 彂鍔満鍐峰嵈椋庢墖椹 姩绯荤粺鐨 紑鍙 D.鐞嗗伐” ,2007 12 璧 杞胯溅鍙fi姩鏈 喎鍗撮 鎵 CFD鍒 涓綆鍣 浼樺 璁捐 D.鍚 ” ,2006 13 閮 柊 currency1 ,琚“鍒 瓑. 姹溅鍙fi姩鏈虹數鍔喎鍗撮 鎵囨鍒郴 旂 J.涓栫晫姹 溅,1996,(6) 14 浣曞, 姹 溅鍙fi姩鏈 喎鍗撮 鎵 満杈 璁捐旂 D.鍗椾锛氬 鸿”瀛2009 15 閮 柊 姹 溅鍙fi姩鏈鸿嚜鎺 數鍔喎鍗撮 鎵 旂 J.鎶鑳芥 鏈1994,(1) 16 璧 杈 墖鍙fi姩鏈fi 鎵囧鍐 鐨勬暟鍊煎垎鏋 D. 椾锛氫 鍥 瀛櫌旂鐢熼櫌 ,2005 姣 涓 璁 璁紙璁烘枃锛 寮 棰 鎶 鍛 2锛庢湰鹃 瑕舵 鐨勯棶棰樺拰 熼鐢 旂鎵 锛 斿緞锛 細 涓 堕棶棰 鍙fi姩鏈 喎鍗郴 瀯鍜伐浣滃師鐞嗭 瀹 垚 叧鐨勮兘閲忚鎹 鐞嗚 旂锛岃璁嚭鍔 兘瀹鐨數鍔鎵囧喎鍗郴 杩愮 ANSYS杩涜 閲嶈堕儴浠 鍙楀姏鍒 锛 鐢靛姩椋庢墖鍐峰嵈绯荤粺杩涜 杩姩浠跨 傚 鍒 舵暟鎹 粨鏋滐 涓 彂鍔満鍐峰嵈椋庢墖鐨勪紭 璁 涘弬鑰 fifl 舵娉锛锛 煡闃 彂鍔満鍐峰嵈椋庢墖璁捐 璧勬 锛 彂鍔満鍐峰嵈椋庢墖瑁 疆 锛锛夌 ATIA锛 NSYS绛 浠 锛 锛 煡闃 鍒 鏂 柊鐨勮璁 垎鏋娉曘 锛 锛 鎺 垎璧勬 鐨勫熀 涓婂 瀹氭瘯涓氳璁 鏂 鍒 锛 锛 鍒伴棶棰 樺鏃 鎸囧 鑰 笀 鏁欍 姣 涓 璁 璁紙璁烘枃锛 寮 棰 鎶 鍛 鎸囧 鏁欏笀 忚锛1锛庡 滄枃鐚患杩扳濈 勮 锛 “堕 璁捐 鹃 叧鏂 尞璧勬 鐨勫熀 涓 鍐欎鏂 尞 艰堪锛 鐞般牸寮忚 冿 悎鏂 尞 艰堪鐨 瑕眰 2锛庡 鏈 棰樼 害 宸 閲 忚鍜 璁捐锛堣 鏂囷級 灉鐨勯娴 細 鏈 棰樻 fi 锛伐浣 悎姣曚笟璁捐 瑕眰锛 杩 鐪 鍒 嗗宸 锛岃兘” 鏈 瘯涓氳璁伐浣 3.鏄 鍚 寮棰橈細 鍚 涓 悓 鎸囧 鏁欏笀锛 2016 骞 04 鏈 14 鏃鎵鍦涓氬 細鍚 寮棰 細 2016 骞 04 鏈 14 鏃毕 业 设 计（论 文）外 文 参 考 资 料 及 译 文译文题目： COOLING SYSTEM 冷却系统 学生姓名： 陶升 学 号： 1204104067 专 业： 车辆工程 所在学院： 机电工程学院 指导教师： 李志臣 职 称： 副教授 2016 年 01 月 09 日COOLING SYSTEMBACKGROUND AND SUMMARYThe present invention relates to a cooling system for an engine, said cooling system being divided into an inner circuit and an outer circuit.The inner circuit comprises aradiator,a cooling pump, a thermostat housing,an ejector pump and cooling channels arranged inside the engine.The ejector pump is arranged to draw coolant from the outer system, which comprises an expansion tank, ducting interconnecting the expansion tank and the ejector pump and ducting interconnecting the inner circuit and the expansion tank and deliver it to the inner system.Moreover, the present invention relates to an ejector pump for pressurizing a cooling system of a combustion engine. As is well known by persons skilled in the art, the main purpose of a cooling system of an engine is to transfer heat generated in the engine to a radiator, where the heatcould be vented to the ambient air. In its simplest form, a cooling system could comprise area-increasing metal fins arranged e.g. on cylinder walls of the engine to be cooled. This type of cooling is generally referred to as air-cooling, and was the first cooling system used on internal combustion engines. On modern, high performance engines, air-cooling is not sufficient to cool the engine; instead,a cooling system with a coolant is arranged. The coolant is usually water mixed with anti-freezing and anti-corrosion agents and the ducting is arranged to move the coolant from cooling channels in the engine(where the coolant absorbs heat from the engine, hence cooling it)to a radiator, where the absorbed heat is vented to the ambient air. This type of cooling is generally referred to as water-cooling, and is much more sufficient than air-cooling.In order to ensure a cooling that is not too great, and not too small, there is usually provided a thermostat in the coolant ducting,. The purpose of the thermostat is to redirect coolant to bypass the radiator if the coolant should be cooler than desired.There are however some problems to be solved relating to water cooling.Firstly,theree is a trend towards higher coolant temperatures; a high coolant temperature gives a higher maximum cooling rate(due to a larger temperature difference between the coolant and the ambient air)and also less heat transfer from the engines combustion chambers to the coolant, which is beneficial for engine efficiency. The higher temperatures lead to higher stress levels on cooling system components made of plastic materialsor rubber. Especially the expansion chamber (a component well known by persons skilled in art) is a component that gets significantly more expensive if it should stand elevated coolant temperatures. Secondly, water-cooling system have problems with cavitations; cavitations means that a liquid is forced to boil by decompression, which gives gas bubble in the liquid; these gas bubbles have, however, a very short life; as soon as the pressure in the liquid returns to normal levels, the bubbles will implode to liquid.Cavitation is detrimental to cooling system components due to the “micro-shocks” resulting from the bubble implosions, and is rather common in cooling system. The results of cavitations, e.g. small “holes” in metal components constituting the cooling system, could be seen e.g. on pumping fins. Thirdly, water-cooling system have problems with boiling after engine shut-off; after the engine has been shut off, the coolant will stop circulating in the cooling system. Remaining heat from the cylinder walls and the exhaust manifold will be transferred to the coolant, which mightreach boiling temperature. As is well known by persons skilled in the art, the volume of gas exceeds the volume of the liquid it emanates from,under normal atmospheric conditions by a factor exceeding 100.The volume increase emanating from boiling might force coolant out from the cooling system, which leads to increased coolant consumption.Fourthly,air entrainment might (or rather, will) pose a problem if the coolant is not demarcated continuously. In prior art system, the demarcation of the coolant will take place in the expansion chamber, but as will be evident in the following, this is a solution that will not be very efficient in the future. One efficient, known, way of reducing the problems with cavitations and boiling after engine shut-off is to increase the coolant pressure. This is however rather expensive, since the expansion tank must be a vessel standing high pressures, i.e.a vessel having thick walls. U.S.Pat.No.4, 346,757 describes an automotive vehicle cooling system having a radiator connected to the engine coolant jacket for circulation of coolant, a pump delivering coolant from the radiator to the engine, a non-pressurized reservoir bottle, or expansion vessel, communicating with a radiator and having a make-up line communicating with a Venturi in a recirculation line around the pump directing coolant from the outlet to the pump inlet. The Venturi allows make-up coolant to be added from the reservoir bottle at atmospheric pressure so that the bottle can be of a relatively light-weight gauge material.U.S.Pat.No.4, 346,757 solves, in part, the problem with cavitations by putting the cooling system under pressure; however, deacration of the coolant takes place in the expansion vessel, which requires a constant stream of coolant from the cooling system to the expansion vessel. At low engine speed, and as the engine is shut off, there will be only a small, or no, pressure increase in the cooling system, since the pressure in the cooling system and the expansion chamber will be equalized rapidly at low engine speeds or as the engine is shut pff,due to the provision of a capillary hose (34) betweenthe radiator and the expansion vessel.Consequently,the design according to U.S.Pat.No.4,346,757 does not in any way address the problem of boiling after engine shut-off. U.S.Pat.No.6, 886,503 describe s a cooling system wherein the internal pressure is increased by letting in compressed air from a turbocharger into the expansion vessel.Although simple and cost efficient, this solution addresses neither the problem of expensive, pressure capable expansion vessels nor coolant boiling after engine shut-off.One problem with subjecting an expansion vessel for compressed air, is that this type of vessel will” breathe” frequently and coolant can escape from the vessel each time the inlet valve is opened. It is desirable to provide a cooling system having an elevated pressure, which pressure remains at low engine speed and after engine shut-off.According to an aspect of the invention, solved by the provision of a one-way valve placed in a ducting interconnecting the expansion tank and an inner coolingcircuit.In order to reach a sufficient working pressure, the one-way valve could have an opening pressure of about 0.5 bar. If the one-way valve has an opening pressure of about 0.5 bars, a second one-way valve allowing a coolant flow from the expansion tank towards the ejector pump is preferably provided.In order to obtain an efficient deacration of the coolant, a deacration tank could serve as a junction for a ducting from an elevated position in the engine cooling system, a ducting from an inlet of the coolant pump, a ducting from a top portion of the radiator, and the ductinginterconnecting the inner circuit and the expansion tank.The deacration tank could have a volume of about 1-5 liter. Furthermore, the ejector pump comprises chamber connected to an expansion tank, a nozzle opening in the inlet chamber and ejecting a flow of coolant towards a neckconnecting the inlet chamber and a mixing zone having an increasing diameter in a flow direction of the coolant flow ejected from the nozzle. In order to get a sufficient pumping effect, the nozzle diameter could be about 2-4 mm and the neck diameter could be about 5-10 mm.The length of the mixing zone could be about 4 to 10 times the diameter of theneck, and the mixing zone could have a diameter increasing from the neck diameter to about 2 to 3 times the diameter of the neck.冷却系统背景和总结目前关于发动机冷却系统的一项研究：冷却系统可以分为内循环和外循环。内循环包括散热器，冷却水泵，节温器壳体，喷射泵以及安装在发动机内部的冷却液通道。安装喷射泵是用来从外部系统中获取冷却剂，而外部系统包含膨胀罐，用管道连接膨胀罐和喷射泵，并且用导管连接内循环和膨胀罐，将其送入内部系统。 此外，目前发明的这种喷射泵主要用于内燃机的冷却系统。 精通设计的人都知道，发动机冷却系统的主要目的是将发动机产生的热量传送至散热器，散热器又将热量释放到周围的空气中。在其最简单的形式中，冷却系统理应包括局部镶嵌发动机在汽缸壁上的金属鳍以便于冷却。这种型的冷却方式一般被称为空冷，并且是最原始应用在内燃机发动机上的冷却系统。 现如今，高速运转的发动机,空冷已经不足满足发动机的冷却需求了；相反，装配了一种带有冷却剂的冷却系统。这种冷却剂通常是由水和防冻防腐药剂混合而成，然后安装导管从发动机冷却通道中将冷却剂移出来（这种冷却剂从发动机中吸收热量，从而起到冷却效果）送至散热器,散热器又将吸收的热量释放到周围的空气中。这种类型的冷却方式通常被称为水冷，比空冷的效果好得多。为了保证冷却效果适宜，通常会在冷却液管道中安装一个节温器，安装节温器的目的是如果冷却液的温度比理论上的
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