【机械类毕业论文中英文对照文献翻译】火花点火式发动机
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机械类毕业论文中英文对照文献翻译
机械类
毕业论文
中英文
对照
文献
翻译
火花
点火
发动机
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【机械类毕业论文中英文对照文献翻译】火花点火式发动机,机械类毕业论文中英文对照文献翻译,机械类,毕业论文,中英文,对照,文献,翻译,火花,点火,发动机
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The roar developments of the modern industry not only give people many material benefits but also bring a series of social difficulties, such as environmental pollution and energy crisis that are taken into great consideration by all over the world people. Automobiles consume about half of the petrol of the world and at the same time they have been polluting our atmosphere seriously. At present, for auto engineers, the most important job is to design and develop more clean substitute fuel engines. We will solve the problems of environmental pollution and energy crisis strategically by using these engines.The computer Simulation has developed gradually along with the development of the computer .The rapid progress of the computer software and hardware not only provide the computer simulation research powerful technological support ,but also accelerated the development of the computer simulation further . As a result, a good many models come into being .Among them, the Quasi-dimensional model becomes popular because its practicability and low cost.In this paper, the emphasis is laid on the spark-ignited engine. A computer model for in-cylinder working process of spark-ignited engine is developed via using quasi-dimensional model. The model consists of a thermodynamic model, a heat transfer sub model ,a chemical equilibrium model and a two-zone combustion model. The model is anticipated to accurately predict performance of a LPG engine. Based on the model ,a relevant program is written by VB. In order to test the program, we did some experiments on a 4105LPG engine of Chaoyang Diesel Factory. The calculated results is relatively consistent with the experimental results. In the paper ,the changing pressure of 4105LPG engine during the cylinder-closed phase(with the exception of exchanging gas phase) under different rotate speed and different spark-ignited advanced angle conditions is calculated. The total produce of NO emission is also did. In addition, influence of different parameters to the performance of the engine analyzed, and the reason is pointed .In final, the characteristic of 4105LPG engine and that of original engine is compared. Based on the comparison, the feasibility of a diesel engine retrofitted to LPG engine is studied. The study results show that it is feasible to retrofit a diesel engine retrofitted to LPG engine. In the design of a car the comfort of occupants is clearly of prime importance, and the basic functional of its suspension system is therefore to provide a flexible support for the vehicle which allows the occupants to ride conformability, isolated from road surface imperfections An additional and no less important requirement of the suspension system is that it should stabilize the vehicle under all conditions of driver handling, namely cornering, braking and accelerating. These two basic requirements in respect of vehicle ride and handling generally tend to conflict in practice, since very flexible or soft springing is indicated on the one hand and relatively hard springing on the other. A significant step toward reducing this conflict was the proper application of independent front wheel suspension which followed chiefly from the research work done in the early 1930s by NMaurice Olley, an ex-Roils-Royce engineer then working for the Cadillac Motor Car Company in America. With an independent front wheel suspension system the steered wheels are located by entirely separate linkages rather than being of independent front suspension (IFS) has long been established practice for all conventional motor cars for the following reasons. The more precisely controlled location of the front wheels afforded by using an independent linkage system in conjunction with a rigid vehicle structure permits them to have a greater range of Suspension movement. This in turn allows the use of much softer springs, which reduce the magnitude of impact loads transmitted by the front suspension to the car structure. Further-more, the springs themselves are generally no longer required to play any part in locating the wheels, so that leaf springs can be discarded in favor of other types of springs possessing very little internal friction and thereby prevent harshness of ride. Better road holdingTo some extent the springs can be made softer with an IFS system without reducing the roll resistance at the front end of the car, which otherwise could lead to over steer on corners as a result of the rear suspension then offering too much resistance to roll. With beam axle suspension the lateral Separation of its pair of semi-elliptic leaf springs is restricted to about one-half the wheel track dimension so as to leave sufficient clearance for the wheels to be steered. This narrow spring base compares unfavorably with that of an independent system where it is always equal to the wheel track irrespective of the lateral separation of the springs. More accurate steeringAn independent linkage is better able to ensure that each front wheel follows its prescribed geometrical path relative to the car structure and hence those parts of the steering linkage carried thereon. This can be difficult to achieve with a beam axle which is located solely by semi-elliptic leaf springs. For example, early attempts to increase their flexibility usually required the addition of an axle control linkage to prevent the axle from winding up on its springs and causing instability during braking. Reducing steering joggles IAs compared with a beam axle system, an independent linkage can be arranged to reduce by about one-half the amount either front wheel tilts inwards when passing over an obstacle. This serves to lessen the gyroscopic forces acting on the road wheels, because in tilting inwards they also attempt to steer themselves inwards and this produces an unwanted reaction or joggle at the steering wheel. Furthermore, both wheels of a beam axle system are tilted in unison when either of them passes over an obstacle, a state of affairs that at worst can lead to a wobble or shimmy of the steered wheels.Increased passenger space.Last, but by no means least, the introduction of IFS made a direct contribution to improved passenger accommodation by having the power unit mounted further forward in the tar, an arrangement which removed the need to provide front end clearance for the moving center portion of the axle beam. It thus became practicable to reposition the rear seats from above the rear axle to a lower level within the wheelbase. Similarly, the rear-mounted fuel tank could then be moved forward, thereby increasing the capacity of the luggage boot. The linkages used in modern IFS systems generally fall into two basic categories: the unequal transverse links, or wishbone system; and the transverse link and strut, or MacPherson system.Unequal transverse links IFSThis system, pioneered by General Motors of American the mid 1930s, is sometimes referred to as a wishbone system, because in plan view the front suspension links of their Buick models were originally of this form. With this type of IFS, each wheel: is guided over obstacles by a short upper and a long l!0wer link, the inner ends of these links being pivoted from the car structure and their outer ends now ball jointed to a stub axle carrier or yoke. As viewed from the front, the relative lengths and angles of these links are chosen so as to offer the following basic compromise: Independent rear suspension (IRS)Whereas a few car manufacturers continue to mount the rear wheals on a sprung live axle, many others have long since adopted various forms of independent rear suspension (usually abbreviated to IRS). It first became widely used by German and Middle European manufacturers during the 1930s, notably in the designs of Drs Ferdinand Porsche and Hans Ledwinka, but this development did not really gain popularity elsewhere until some thirty years later. The chief benefits to be expected from using a modern IRS system are generally concerned with the inter-related qualities, of ride, handling and, in the case of rear-wheel-drive cars reaction. Ride comfort in particular should benefit from the reduction by about one-half in the unsprung mass of the suspension mechanism, resulting from the final drive assembly being mounted on the vehicle structure. Also an increase in useful space within the body rear portion is implicit with IRS, since the propeller shaft and final drive assembly do not rise and fall in sympathy with the suspension movements of the rear, wheels. The improvement in traction to be expected with independently sprung and driven rear wheels deserves a few words of explanation. Mention was made in Section 19.4 of the antics performed by the live axle of a Hotchkiss drive system during acceleration and braking. Taking matters a little further, we find that during acceleration the axle casing rocks on its springs not only in opposition to crown wheel torque, but also to a lesser extent (as related to the final drive gear ratio) in sympathy with pinion torque. In other words, the tendency during acceleration is to press one rear wheel harder against the ground and to lift the other one off it. This effect, combined with the one mentioned previously, can cause the axle and wheels to writhe about a conical path and generate an unstable handling condition known as axle tramp. Although this state of affairs may to some extent be alleviated by additional means of axle control, as earlier described, such misbehavior is absent from IRS systems. The reason for this is, of course, that the final drive is divorced from the road wheel mountings and is attached to the vehicle structure; the drive to the wheels being transmitted through universally jointed drive shafts.Comparing different types of IRSAlthough we are required only to identify the various systems by their basic geometric layout, a few brief notes on their general characteristics may prove useful to explain their current popularity or otherwise. The systems may conveniently be classified into four types as in the following sections.Swing axle: pure and diagonalA pure swing axle system was once widely favored by Continental manufacturers, especially for rear-engined cars where its use proved mechanically expedient. Although body roll tends to be less with this type of IRS, hard cornering can produce outward lean of the outer wheel and a smaller inward lean of the inner wheel, the result being that the rear end of the car is lifted. The sudden onset of this jacking effect can lead to an unstable over steering condition. For normal ride motions of the car there is pronounced tilting of the wheels, with accompanying changes in wheel track as they rise and fall. These undesirable effects can, to some extent, be reduced by using a diagonal swing axle. This system involves less tilting of the wheels and also causes them to steer inwards or toe-in slightly as they rise and fall, which counteracts the over steering tendency.Trailing arm: pure and semiThe trailing arm system has long been favored for the relatively lightly laden rear wheels of front-wheel-drive cars. In its pure form the arms pivot about an axis that lies parallel with the ground and normal to the centerline of the car. Although the wheels can rise and fall vertically during normal rifle motions of the car, they are necessarily tilted to the same angle as the body with cornering roll, which tends to be greater with this type of IRS. This leaning away from the curve the wheels has the disadvantage of reducing their cornering power. In the case of rear-wheel-driven cars, a departure is usually made from the pure system to one where the pivot axis of each arm is moderately angled in plan view and known as the semi-trailing arm.The purpose of this modified geometry is to maintain more nearly upright during cornering and also to cause them to steer inwards or toe-in slightly as they rise and fall, thereby contributing to a stable under steering condition. Unequal transverse links This system of IRS is comparatively little used, because of its potentially greater intrusion into valuable rear body space. On the credit side, a better compromise with respect to suspension geometry can fairly readily be obtained, a particular advantage being that the heavily loaded outer wheel can be maintained more nearly upright in the presence of body roll during cornering. By allowing each drive shaft to perform a dual role and serve also as the upper link, as so ably demonstrated by the Jaguar Company, the unequal transverse links system of IRS may be simplified, its unsprung mass lessened and its vertical space requirements reduced. Also sometimes referred to as a Chapman strut, so named after the, Lotus car designer who first applied the MacPherson transverse link and strut principle to rear wheel suspension (, this type of IRS hassince become widely used for the non-driven rear wheels of front-wheel-drive cars. For the lateral and longitudinal location of the non-steered rear wheels, the transverse link may pivot about an axis parallel to the centerline of the car. The link may comprise either a substantial wishbone arm, a track control arm that is located fore-and-aft by a trailing link, or a similarly located parallelogram linkage that better maintains wheel alignment with optimum compliance as developed by Mazda. Alternatively, the transverse link may be skewed in the manner of a diagonal swing axle, again with the purpose of correcting for any over steering tendency that may be present, because the geometry of the transverse link and strut is not quite as good as the unequal transverse links system of IRS.TYPES OF SUSPENSION SPRING Basic requirements When the road wheels rise and fall over surface irregularities, the springs momentarily act as energy storage devices and thereby greatly reduce the magnitude of loading transmitted by the suspension system to the vehicle structure. Springs that utilize the elastic properties of metal rubber and air are variously employed in motor vehicle suspension systems, the actual choice made being determined largely by versatility, in application and best economy of material in terms of energy storage per unit volume. At one time, the conventional multileaf spring was built up from a large number of narrow, thin leaves, which in rubbing against each other with flexing of the spring exerted an appreciable friction damping effect, on suspension movements of the wheels. For private cars at least, it is no longer considered desirable that the suspension springs should also act as friction shock dampers, so that leaf springs are now designed with fewer leaves of relatively greater width and thickness. Furthermore, the leaves are separated at their ends by anti-friction thrust pads such as recessed plastics buttons (Figtire.22.11).A series of retaining clips positioned along the length of the spring has the twofold purpose of preventing the leaves from separating during rebound travel of the spring and ensuring that the sideways loads imposed on tile spring are not borne solely by the uppermost or master leaf.Another established feature of multileaf spring construction is that of providing nip between the leaves by forming the leaves below the master leaf with successively reducing radii of curvature . This gives a beneficial stress; reduction for the master leaf, because when the leaves are clamped together it is subject to a bending preload opposite in direction to that caused by the vehicle load. In more recent years advances made in spring manufacturing technology have resulted in the limited use of single-leaf springs. This type of construction is similar in principle to the previously mentioned simple plate spring, but it avoids the excessive width disadvantage by having its single leaf varying in both width and thickness. Advantages generally claimed for this simplified form of Construction are the useful reduction in unsprung weight and the elimination of interleaf friction, both of which contribute to improved ride comfort of the vehicle. This type of spring represents a compromise between the conventional multileaf and single-leaf springs, and it can be described in effect as a stacked single-leaf spring. It comprises several full-length leaves of constant width but of tapering thickness towards their ends. At their thick middle portion the leaves are separated by interleaf liners and contact one another only towards their ends. Since the tapered-leaf spring offers advantages similar to those of the single-leaf spring, but: with a much greater load-carrying capacity, it has been used to advantage in some commercial vehicles where it gives better cushioning for both cargo and driver. Whichever type of leaf spring is used, its mounting must locate it positively with respect to both the axle and the vehicle structure, as follows. The center portion of the spring is attached to a seating or saddle formed towards either end 6f the axle. For installation purposes, the leaves are generally held together by a center bolt the head :of which further serves as a dowel for locating the spring relative to its seating: To avoid the stress-raising effect of a hole through the leaves, the usual center bolt may be dispensed with in some heavy-duty applications arid replaced by dimples or cups pressed into successive leaves, with a corresponding depression being provided n the axle seating. Final attachment of the spring to the axle is effected through the medium of either U-bolts or normal bolts and nuts, together with a clamping plate if required. For the driven rear axles of cars it has long been established practice for the spring-to-axle clamping arrangements to be rubber lined. This not only reduces the transmission of road nose through the spring mounting, but also minimizes stress concentration on the leaves where they emerge from the clamp. The flexing of a semi-elliptic leaf spring is such that its curvature, and hence its effective length, change constantly with suspension movements of the axle. To locate the axle positively, and at the same time accommodate these lengthwise movements of the spring, the latter is provided with fixed and free end pivots. The fixed end of the master leaf, usually the front end, is provided with a rolled eye embracing a suitable pivot connection on the vehicle structure.For cars the pivot, or spring pin, clamps the inner sleeve of a rubber bushing pressed into the spring eye, while for commercial vehicles lubricated metal bushings are generally required. The free end of the master leaf is provided with either a similar rolled eye or a plain end. In the former case, the roiled eye and its bushing connect by means of a shackle pin t6 a shackle link, which in turn is hinged from :the vehicle structure . For commercial vehicles this usually requires a separate shackle bracket fixed to the chassis frame The shackle link bushings are complementary to those used at the fixed pivot of the spring. A plain end mounting for the master leaf is used in conjunction with a slipper-type bracket, an firrangement now conined to commercial vehicles. Flexing of the spring thus produces metal-to-metal sliding Contact of its plain end against the curved underside Of the slipper bracket.Helical compression or coil springs are-probably now the most widely used type of suspension spring for motor cars. in comparison with a leaf spring, the coil spring can store more than twice the amount of energy per unit volume of material, and it possesses minimal internal friction.However, the vertical space requirements of a coil spring are greater and its inherently low resistance to buckling is such,ttihi it can function as a spring medium only when used in conjunction with a separate wheel locating linkage.A coil spring is produced from a length of round wire wound into the form of a helix, and is installed in a manner mat loads it as nearly as practicable in the axial direction. When the spring is compressed, a twisting moment is imposed on the wire as a result of the axial load acting at a distance equal to the mean radius of the coil turns. It may be provided with either two flat, one flat and one tangent tail, or two pigtail ends. For the second arrangement, the flat end remains stationary relative to the car structure while the tangent taii end seats against a helical-shaped abutment on the moving suspension linkage. This prevents rotational creep of the spring in service, which otherwise can affect the installed rate of the spring. The thirdarrangement of two pigtail endsiis generally used where the ends of the spring are positively clamped to their stationary and moving abutments. Since this form offspring end also permits a reduction in the fully compressed or solid length of the Spring, it finds application where the vertical Space to accommodate the suspension spring is strictly limited. As in the case of leaf spring installations, rubber isolators are usually incorporated in the coil Spring mountings to reduce the transmission of high-frequency noise through the suspension system.Several example of conventional application of the coil spring to IFS systems have earlier been described. A less common applications where the springs arranged to act against the upper link of an unequal transverse links system. An advantage conferred by this overhead mounting of the coil spring is that tile suspension loadings distributed over an appreciably larger area of the body front structure, so that the need for a heavy front cross-member is avoided. Another advantage is that it allows the lower link more freedom for longitudinal compliance.For rear-wheel-drive cars the widely used semi-trailing arm system! of IRS is generally associated with coil springs and was first used by Lancia On their Aurelia model of 195i.Coil springs are also usually employed with the increasingly popular transverse link and strut system of IRS,although instead of encircling the strut they may act against the lower links to reduce intrusion into rear body space. This system also lends itself neatly to a transverse leaf spring installation.The manual steering system consists of:1) Steering wheel and column.2) a manual gearbox and pitman arm or a rack and pinion assembly.3) Linkages; steering knuckles and ball joints.4) The wheel spindle assemblies.In the pitman arm system, the movement inside the steering box causes the pitman shaft and arm to rotate,applying leverage to the relay rod , which pass the movement to the tie rods .Power steering systems add a hydraulic pump; fluid reservoir; hoses; lines ; and either a power assist unit mounted on , or integral with ,a steering wheel gear assembly.There are several manual steering systems gears in current use. The “rack and pinion” type is choice of most manufacturers. The “recirculatng ball” type is a past favorite because the balls act as a rolling thread between the worm shaft and the ball nut. Another manual steering gear once popular in imported cars is the “worm and sector” type. Other manual gears are “worm and tapered pin steering gear” and “worm and roller steering gear”. The steering gear converts the rotary motion of the steering wheel into straight-line motion. This moves the linkage to the steering arms on the steering knuckles, swinging the front wheels left to right. There are two basic types of steering gears. One type has a pitman arm attaches to a shaft from the steering box. The second type is the rack-and-pinion steering gear.翻译：现代工业的飞速发展，给人们带来物质便利和享受。同时也引发了一系列的社会问题，如全世界日益关注的环境污染问题和能源危机问题。汽车消耗着石油能源的一半左右，同时也是环境污染的大户。开发和发展相对比较清洁的代用燃料汽车就成为汽车工作者的当务之急，对解决能源和环境问题具有重要的战略意义。计算机模拟是随着电子计算机的发展而逐渐发展起来的。由于计算机软、硬件的快速发展，为计算机模拟研究提供了强大有力的技术支撑，也进一步促进了计算机模拟技术的发展。因而，许多模型应运而生。其中，准维模型以其实用性和经济性而受到人们的欢迎。 本文针对火花点火式发动机，从工作过程的中心环节缸内过程入手，运用准维模型，建立了发动机缸内过程的模型。这个模型由热力学模型、传热子模型、化学平衡子模型以及双区燃烧模型组成，试图通过该模型准确地预测发动机的性能。利用该模型，对朝柴4105LPG发动机进行了试算，结果基本上与实际相吻合。计算了不同转速和不同点火提前角下发动机的性能，指出了不同参数对发动机性能的影响，并讨论了影响不同的原因。另外，对比了柴油机在改装成中速双燃料发动机前后的性能，从性能变化的角度讨论了柴油机改用石油气的可行性。研究结果表明，将柴油机改装成LPG发动机是可行的。 在汽车悬架设计中舒适性是相当重要的，而其悬挂装置的基本功能是为车辆的灵活性使驾驶者感到舒适提供支持，与道路表面不完善隔绝不重要的附加要求悬挂装置是它应该将车辆稳定在所有驾驶员处理的范围内，即紧逼，煞住和加速。这两个关于汽车驾驶和操作的基本要求在实践中冲突，因为非常灵活和柔和的弹弹性预示着一边灵活柔和而与之相对的另一边会很坚硬。 减小这冲突很具有意义的方法是适当使用独立悬架,跟随的主要是NMaurice Olley在二十世纪三十年代初做的实验，这个罗尔斯罗依斯工程师然当时在美国的Cadillac汽车公司工作.使用独立悬架装置使汽车轮子完全独立的联接起来，因为如此所有的常规汽车使用独立悬架在长期的实践中确立起来。 改进乘坐适应性使用具有刚性车辆结构独立连接装置可以保证更好的控制前边的车轮,他允许悬架具有更大的运动范围。 这样可以允许使用更柔软的弹簧，他们减小从地面巨大冲击经过悬架传到车架的冲击力。 更进一步，这些弹簧不在要求坐落在轮子上的一部分，这样可以抛弃钢钣弹簧而使用具有很小内部摩擦力的其他弹簧,这样可以防止乘坐不舒适。 较好的地面附着性使用IFS系统可以不用减小弹簧的摆动阻力而使弹簧变的更加柔和,如果那样的话会导致后方的悬架过多的摆动阻力而致使过度转向.使用横梁车轴悬架它的一对椭圆钢板弹簧关于一半车辙尺度侧面分离是有限的,这样会导致转向不足.这种有限的弹力基础与不考虑侧向分离而影响车轮痕迹的的独立悬架是不可相比的.更灵活的驾驶性独立的联结可以更好的保证每个前轮跟随它的规定车架几何路径,这样这部分操纵连接机构被安置在它上边.这是用直接坐落于椭圆型弹簧钢板上的横梁车轴很难达到的.例如,早期尝试着增加它门的弹性往往要求增加一个车轴控制连接装置,防止车轴在刹车的时候绕组在弹簧上而不稳定. 减轻驾驶颠跛与一个非独立悬架系统相比，独立联接装置当其通过障碍物的时候可以用来减少大约总量一半的向内倾斜。这样减轻了车轮自动回转力,因为向内倾斜可以使汽车自动回正,这样却使他向相反的方向发展.更糟的是，无论横梁上的任何一个轮子不和谐的翘起,都会影响到另外一个轮子,这样坏的情况会导致操作摇晃摆动不稳定.增加旅客空间。最后，但是绝非最小，介绍IFS的直接贡献是使权力机构更远的考虑改善了旅客的乘坐环境,不用再为横轴车梁在中部提供活动的空间.它这样在轴距之间低于车轴的地方重新部置后面的座位行的通。 同样地，然后后置的油箱可以被移动到前面去，进而增加了行李箱的容量。 用于现代的IFS系统的联接一般地有两个基本范畴： 不对称的横向联接，或者交叉系统； 同时，横向的联接和压杆，或者MacPherson系统。不对称的横向联接IFS这种系统，是美国一般的发动先锋三十年代中期研制出来的,有时被称作一个wishbone(交叉)系统，因为察看他们的Buick模型的前面一般是这种形式。 有了这种类型的IFS，每一轮子被上面一个短的和一个长的1!连接引导着,从汽车结构和他们外部的末端指引遍及障碍到一种残根车轴携带者或者束缚(数22.3 )，这些联系的内部末端现在是枢轴有接缝的球。 当从前面查看,选择这些连接机构相关的长度和角度.为下面的折中方式提供依据. 独立后部悬架( IRS )尽管有几家汽车制造厂继续发展后面的轮胎装在弹簧轴上，其他许多制造长很久以来已经开始采用independent rear suspension (通常简化成为IRS )这种形式。 它首先在德国和欧洲中部制造厂在三十年代期间广泛地使用，特别是在保时捷Drs Ferdinand Porsche和Hans Ledwinka的设计过程中，但它却没有赢得真正广泛使用直到大约三十年以后。使用现代IRS系统主要获利期望是一般地关注相关的驾驶，操作质量；特别是后轮驱动车的反应,特别舒适的驾驶性得意于在大多数未装弹簧悬架系统的机构减少了大约一半的震动,这是因为最好的驾驶技术被用在了车体上.这样 IRS暗示着不断增长的实用性.因为牵引轴和最终的总成配置后面的轮子不会上下摆动在牵引中的改进期待以便并且被驱使后部轮子独立地弹跳的应该得到解释的一些词汇。 论及在加速和煞住期间由段制造由一Hotchkiss驱车系统的活的车轴执行的antics中的19.4个。 拿问题稍更进一步，反对王冠轮子扭转力我们在其春天在加速期间不仅找到那个车轴包装岩石，而且是对于带有小齿轮扭转力的同情心中的一种较更少的程度(作为与决赛驱使齿轮比率)。 换句话说，在加速期间趋势是更努力压一个后部轮子反对地面和对于电梯另一个它。 这结果，与一结合以前论及，能使车轴和轮子在一条圆锥形的路径周围翻腾并且产生被称之为车轴的一个不稳定的处理条件践踏。 虽然当更稍早描述，这样不正当的举止缺席IRS系统时，这事态可能被车轴控制的附加的手段在某种程度上减轻，。 这的原因，当然，决赛驱车被于道路轮子并且被附加到车辆结构mountings； 通过普遍有接缝的驱车轴所传送的轮子的驱车。比较IRS的不同的类型虽然我们被他们的基本的几何学的布局仅仅要求识别各种各样的系统，有关他们的一般的特色的一些简要笔记可能被证明有用解释他们的当前的声望或
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