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编号无锡太湖学院毕业设计（论文）相关资料题目： 3400调温器工艺规程设计 和系列夹具设计 信机 系 机械工程及自动化专业学 号： 0923809 学生姓名： 房 小 佩 指导教师：张大骏（职称：高级工程师 ） （职称： ）2013年5月25日目 录一、毕业设计（论文）开题报告二、毕业设计（论文）外文资料翻译及原文三、学生“毕业论文（论文）计划、进度、检查及落实表”四、实习鉴定表无锡太湖学院毕业设计（论文）开题报告题目： 3400调温器工艺规程设计 和系列夹具设计 信机 系 机械工程及自动化 专业学 号： 0923809 学生姓名： 房 小 佩 指导教师：张大骏（职称：高级工程师 ） （职称 ）2012年11月26日 课题来源本课题是广西玉林柴油机厂委托无锡市宏业机械配件厂加工的柴油机零件，此种发动机在载重汽车及客车上广泛使用。科学依据（包括课题的科学意义；国内外研究概况、水平和发展趋势；应用前景等）1、工艺是机械产品设计制造过程中十分重要的一个环节，其水平与质量直接影响到产品的最终制造质量及成本运行。2、加工技术正向高度信息化、自动化、智能化的方向发展，各种现代的加工方法也不断地创造和完善，如快速成型技术、激光加工、电加工和射流加工等已相当广泛的应用到加工中去，而这些使工艺设计也带来巨大的进步。3、作为机械专业的本科毕业生采用此类课题可以培养学生认识机械加工生产准备工作是怎样一个过程，可以受到理论与实践相结合的锻炼。研究内容1、机械加工工艺规程的编制，结合具体工厂的条件和发展前景进行考虑。2、同样结合具体工厂的现有生产条件和发展前景设计专用（不少于三副）拟采取的研究方法、技术路线、实验方案及可行性分析 采用组织分析零件的具体结构，加工精度要求，表面粗糙度要求，制造出初步的加工方案。然后组织学生下厂参观，实习，实地了解工厂现有的生产条件，发展展望及具体的生产水平。在此基础上编制工艺规程，填写工艺文件，设计专用夹具。待初步完成后再回工厂征集意见，加以改进，定稿。研究计划及预期成果研究计划：2012年11月12日-2013年1月20日：按照任务书要求查阅论文相关参考资料，填写毕业设计开题报告书。2013年1月21日-2013年3月1日：填写毕业实习报告。2013年3月2日-2013年3月14日：按照要求修改毕业设计开题报告。2013年3月15日-2013年3月29日：学习并翻译一篇与毕业设计相关的英文材料。2013年3月30日-2013年4月19日：工艺规程设计、工序卡和工艺卡。2013年4月20日-2013年5月10日：夹具设计、装配图和说明书。2013年5月11日-2013年5月25日：毕业论文撰写和修改工作。预期成果：工艺规程：工艺卡片，工序卡片，夹具总图及主要零件图，设计说明书特色或创新之处工艺规程可以适用于一般中小型工厂的普通通用机床，也能改进后用于专用机床，或加工中心，适用于范围较广。已具备的条件和尚需解决的问题现有广西玉柴机器的生产图样，委托加工工厂的现有生产条件及技术状况，特别是已有的生产经验。目前缺少设计手册、资料等，对检测条件也不够清楚其它资料也缺乏。指导教师意见 指导教师签名：2012年11月26日教研室（学科组、研究所）意见 教研室主任签名： 年 月 日系意见 主管领导签名： 年 月 日无锡太湖学院毕业设计（论文）外文资料翻译 信机 系 机械工程及自动化 专业院 （系）： 信 机 系 专 业： 机械工程及自动化 班 级： 机械97班 姓 名： 房 小 佩 学 号： 0923809 外文出处： 机械专业英语教程 附 件： 1.译文；2.原文；3.评分表 2013年5月25日英文原文Internal-Combustion EngineWith fuel combustion in cylinder, the fuel chemical energy into mechanical energy, to gain power engine is referred to as the internal combustion engine. Four principal types of internal-combustion engines are in general use: the Otto-cycle engine, the diesel engine, the rotary engine, and the gas turbine. For the various types of engines employing the principle of jet propulsion, see Jet Propulsion; Rocket. The Otto-cycle engine, named after its inventor, the German technician Nikolas August Otto, is the familiar gasoline engine used in automobiles and airplanes; the diesel engine, named after the French-born German engineer Rudolf Christian Karl Diesel, operates on a different principle and usually uses oil as a fuel. It is employed in electric-generating and marine-power plants, in trucks and buses, and in some automobiles. Both Otto-cycle and diesel engines are manufactured in two-stroke and four-stroke cycle models.The essential parts of Otto-cycle and diesel engines are the same. The combustion chamber consists of a cylinder, usually fixed, that is closed at one end and in which a close-fitting piston slides. The in-and-out motion of the piston varies the volume of the chamber between the inner face of the piston and the closed end of the cylinder. The outer face of the piston is attached to a crankshaft by a connecting rod. The crankshaft transforms the reciprocating motion of the piston into rotary motion. In multicylindered engines the crankshaft has one offset portion, called a crankpin, for each connecting rod, so that the power from each cylinder is applied to the crankshaft at the appropriate point in its rotation. Crankshafts have heavy flywheels and counterweights, which by their inertia minimize irregularity in the motion of the shaft. An engine may have from 1 to as many as 24 cylinders.The fuel supply system of an internal-combustion engine consists of a tank, a fuel pump, and a device for vaporizing or atomizing the liquid fuel. In Otto-cycle engines this device is either a carburetor or, more recently, a fuel-injection system. In most engines with a carburetor, vaporized fuel is conveyed to the cylinders through a branched pipe called the intake manifold and, in many engines, a similar exhaust manifold is provided to carry off the gases produced by combustion. The fuel is admitted to each cylinder and the waste gases exhausted through mechanically operated poppet valves or sleeve valves. The valves are normally held closed by the pressure of springs and are opened at the proper time during the operating cycle by cams on a rotating camshaft that is geared to the crankshaft. By the 1980s more sophisticated fuel-injection systems, also used in diesel engines, had largely replaced this traditional method of supplying the proper mix of air and fuel. In engines with fuel injection, a mechanically or electronically controlled monitoring system injects the appropriate amount of gas directly into the cylinder or inlet valve at the appropriate time. The gas vaporizes as it enters the cylinder. This system is more fuel efficient than the carburetor and produces less pollution.In all engines some means of igniting the fuel in the cylinder must be provided. For example, the ignition system of Otto-cycle engines described below consists of a source of low-voltage, direct-current electricity that is connected to the primary of a transformer called an ignition coil. The current is interrupted many times a second by an automatic switch called the timer. The pulsations of the current in the primary induce a pulsating, high-voltage current in the secondary. The high-voltage current is led to each cylinder in turn by a rotary switch called the distributor. The actual ignition device is the spark plug, an insulated conductor set in the wall or top of each cylinder. At the inner end of the spark plug is a small gap between two wires. The high-voltage current arcs across this gap, yielding the spark that ignites the fuel mixture in the cylinder. Because of the heat of combustion, all engines must be equipped with some type of cooling system. Some aircraft and automobile engines, small stationary engines, and outboard motors for boats are cooled by air. In this system the outside surfaces of the cylinder are shaped in a series of radiating fins with a large area of metal to radiate heat from the cylinder. Other engines are water-cooled and have their cylinders enclosed in an external water jacket. In automobiles, water is circulated through the jacket by means of a water pump and cooled by passing through the finned coils of a radiator. Some automobile engines are also air-cooled, and in marine engines sea water is used for cooling.Unlike steam engines and turbines, internal-combustion engines develop no torque when starting, and therefore provision must be made for turning the crankshaft so that the cycle of operation can begin. Automobile engines are normally started by means of an electric motor or starter that is geared to the crankshaft with a clutch that automatically disengages the motor after the engine has started. Small engines are sometimes started manually by turning the crankshaft with a crank or by pulling a rope wound several times around the flywheel. Methods of starting large engines include the inertia starter, which consists of a flywheel that is rotated by hand or by means of an electric motor until its kinetic energy is sufficient to turn the crankshaft, and the explosive starter, which employs the explosion of a blank cartridge to drive a turbine wheel that is coupled to the engine. The inertia and explosive starters are chiefly used to start airplane engines. The ordinary Otto-cycle engine is a four-stroke engine; that is, in a complete power cycle, its pistons make four strokes, two toward the head (closed head) of the cylinder and two away from the head. During the first stroke of the cycle, the piston moves away from the cylinder head while simultaneously the intake valve is opened. The motion of the piston during this stroke sucks a quantity of a fuel and air mixture into the combustion chamber. During the next stroke, the piston moves toward the cylinder head and compresses the fuel mixture in the combustion chamber. At the moment when the piston reaches the end of this stroke and the volume of the combustion chamber is at a minimum, the fuel mixture is ignited by the spark plug and burns, expanding and exerting a pressure on the piston, which is then driven away from the cylinder head in the third stroke. During the final stroke, the exhaust valve is opened and the piston moves toward the cylinder head, driving the exhaust gases out of the combustion chamber and leaving the cylinder ready to repeat the cycle.The efficiency of a modern Otto-cycle engine is limited by a number of factors, including losses by cooling and by friction. In general, the efficiency of such engines is determined by the compression ratio of the engine. The compression ratio (the ratio between the maximum and minimum volumes of the combustion chamber) is usually about 8 to 1 or 10 to 1 in most modern Otto-cycle engines. Higher compression ratios, up to about 15 to 1, with a resulting increase of efficiency, are possible with the use of high-octane antiknock fuels. The efficiencies of good modern Otto-cycle engines range between 20 and 25 percentin other words, only this percentage of the heat energy of the fuel is transformed into mechanical energy. Theoretically, the diesel cycle differs from the Otto cycle in that combustion takes place at constant volume rather than at constant pressure. Most diesels are also four-stroke engines but they operate differently than the four-stroke Otto-cycle engines. The first, or suction, stroke draws air, but no fuel, into the combustion chamber through an intake valve. On the second, or compression, stroke the air is compressed to a small fraction of its former volume and is heated to approximately 440C (approximately 820F) by this compression. At the end of the compression stroke, vaporized fuel is injected into the combustion chamber and burns instantly because of the high temperature of the air in the chamber. Some diesels have auxiliary electrical ignition systems to ignite the fuel when the engine starts and until it warms up. This combustion drives the piston back on the third, or power, stroke of the cycle. The fourth stroke, as in the Otto-cycle engine, is an exhaust stroke. The efficiency of the diesel engine, which is in general governed by the same factors that control the efficiency of Otto-cycle engines, is inherently greater than that of any Otto-cycle engine and in actual engines today is slightly more than 40 percent. Diesels are, in general, slow-speed engines with crankshaft speeds of 100 to 750 revolutions per minute (rpm) as compared to 2500 to 5000 rpm for typical Otto-cycle engines. Some types of diesel, however, have speeds up to 2000 rpm. Because diesels use compression ratios of 14 or more to 1, they are generally more heavily built than Otto-cycle engines, but this disadvantage is counterbalanced by their greater efficiency and the fact that they can be operated on less expensive fuel oils. By suitable design it is possible to operate an Otto-cycle or diesel as a two-stroke or two-cycle engine with a power stroke every other stroke of the piston instead of once every four strokes. The power of a two-stroke engine is usually double that of a four-stroke engine of comparable size.The general principle of the two-stroke engine is to shorten the periods in which fuel is introduced to the combustion chamber and in which the spent gases are exhausted to a small fraction of the duration of a stroke instead of allowing each of these operations to occupy a full stroke. In the simplest type of two-stroke engine, the poppet valves are replaced by sleeve valves or ports (openings in the cylinder wall that are uncovered by the piston at the end of its outward travel). In the two-stroke cycle, the fuel mixture or air is introduced through the intake port when the piston is fully withdrawn from the cylinder. The compression stroke follows, and the charge is ignited when the piston reaches the end of this stroke. The piston then moves outward on the power stroke, uncovering the exhaust port and permitting the gases to escape from the combustion chamber. In the 1950s the German engineer Felix Winkle developed an internal-combustion engine of a radically new design, in which the piston and cylinder were replaced by a three-cornered rotor turning in a roughly oval chamber. The fuel-air mixture is drawn in through an intake port and trapped between one face of the turning rotor and the wall of the oval chamber. The turning of the rotor compresses the mixture, which is ignited by a spark plug. The exhaust gases are then expelled through an exhaust port through the action of the turning rotor. The cycle takes place alternately at each face of the rotor, giving three power strokes for each turn of the rotor. Because of the Winkle engines compact size and consequent lesser weight as compared with the piston engine, it appeared to be an important option for automobiles. In addition, its mechanical simplicity provided low manufacturing costs, its cooling requirements were low and its low center of gravity made it safer to drive. A line of Winkle-engine cars was produced in Japan in the early 1970s, and several United States automobile manufacturers researched the idea as well. However, production of the Winkle engine was discontinued as a result of its poor fuel economy and its high pollutant emissions. Mazda, a Japanese car manufacturer, has continued to design and innovate the rotary engine, improving performance and fuel efficiency.A modification of the conventional spark-ignition piston engine, the stratified charge engine is designed to reduce emissions without the need for an exhaust-gas recirculation system or catalytic converter. Its key feature is a dual combustion chamber for each cylinder, with a prechamber that receives a rich fuel-air mixture while the main chamber is charged with a very lean mixture. The spark ignites the rich mixture that in turn ignites the lean main mixture. The resulting peak temperature is low enough to inhibit the formation of nitrogen oxides, and the mean temperature is sufficiently high to limit emissions of carbon monoxide and hydrocarbon. 内 燃 机通过燃料在气缸中燃烧，使燃油的化学能转化为机械能，从而获得动力的发动机都称为内燃机。最常见的内燃机有四种：奥托循环式发动机、柴油机、转子发动机和燃气机。根据这四种发动机的优点，把它们应用于不同的工况。奥托循环式发动机，是根据其发明者，德国机械师尼古拉斯.奥古斯特.奥托的名字来命名的。是飞机上很常见的一种发动机；而柴油机是由法籍德国工程师Rudolf Christian Karl Diesel命名的。它是一种以柴油作为燃料的先进的发动机。普遍用于电子控机械、战斗机、公共汽车、货车以及一些小车上。奥托式发动机和柴油机的工作方式都是二冲程或者四冲程。奥托式发动机和柴油机的基本构造都是一样的。压缩燃烧室是由一个一端是缸盖另一端是活塞两者之间的空间所形成。活塞的上下运动使得气缸与活塞间的空间发生大小变化，从而改变压缩空间的大小。活塞与曲轴之间通过连杆相互连接。曲轴将活塞的运动转化成旋转式运动。多气缸式发动机的曲轴，在每一个气缸处都会多一个称为曲拐的结构部分。这样每个气缸的动力才能很好的传递给曲轴，使曲轴的转动平稳。曲轴上接有飞轮并有平衡块。这样能够使曲轴运动的惯性最小化，达到平衡的目的。不同的发动机会有一个到二十四个不等的气缸。 内燃机的燃料供给系统由油箱、油泵、和分油管以及使液体燃料雾化的机构组成。在奥托式发动机中，并不是靠化油器来进行燃油雾化的，而是利用燃油的直接喷入，一直到现在都是如此。在大多数发动机上，燃料都是通过化油器雾化后通过压气机进入进气管道。在部分发动机的排气系统中，也会用到类似的装置来通过利用废气的能量对进气充量进行压缩。燃料平均分配给各个汽缸，而废气则通过排气门排出。进排气门的开闭都是通过凸轮轴的转动从而牵动气门弹簧作用到挺杆，在正确的时间是气门开闭。在上世纪80年代，缸内直喷技术开始用于内燃机领域，从很大程度上代替了传统的燃油与空气相混合的技术。在有直喷装置的发动机上，燃料会通过喷射系统在正确的时刻喷入汽缸或者进气管。这样燃料就会在汽缸里混合，这比化油器混合更充分，污染更小。所有的发动机上，火花塞的位置都必须适宜。比如奥托式发动机的点火系统包括低压电源，即具有变压性质的初级线圈，从而导出直流电。电流会被一个机械式的定时调节器在一秒钟内方向发生多次变化。初级线圈中电流的扰动会产生脉冲，从而会在次级线圈中产生高压电流。这个高压电流会被分电器分配到各个汽缸间，一个安装在汽缸顶部被叫做火花塞的零件。在火花塞末端的两极间有一个间隙，高压电流会击穿这个点火间隙，从而点燃汽缸中的混合气体。由于燃烧室的温度太高，所有的发动机都必须有相应的冷却系统。一些飞机、汽车、和船只上的舷外发动机采用风冷。这些采用风冷的发动机都必须有很多散热片，有较大的散热面积，从而可以很好的带走汽缸的热量。除此之外的还有水冷系统，它是在发动机的汽缸中设有水套来达到冷却的目的。在汽车上，冷却液借助水泵的压力在水套中流动，带走热量。还有一些汽车是利用风冷，海上船只则是用海水作为冷却的介质。与蒸汽机和涡轮机不同，内燃机在发动时并不会产生转矩，并且扭矩的输出必须要靠曲轴的转动才行。汽车发动机的启动要靠一个与曲轴箱啮合的摩擦片，通过摩擦片的分离才能向外输出力矩。小型的发动机有时需要手动的进行多次使离合器的松脱才能发动。有时候在大型发动机上，会有惯性启动装置，或者是借助手工输入
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