車輛工程專業(yè)畢業(yè)設(shè)計(jì)的外文翻譯

1、<p><b>　　內(nèi) 燃 機(jī)</b></p><p>　　任何通過(guò)燃料在氣缸中燃燒，使燃油的化學(xué)能轉(zhuǎn)化為機(jī)械能，從而獲得動(dòng)力的引擎都成為內(nèi)燃機(jī)。最常見的內(nèi)燃機(jī)有四種：奧托循環(huán)式發(fā)動(dòng)機(jī)，柴油機(jī)，轉(zhuǎn)子發(fā)動(dòng)機(jī)和煤氣機(jī)。根據(jù)這四種發(fā)動(dòng)機(jī)的優(yōu)點(diǎn)，把它們應(yīng)用于不同的工況。奧托循環(huán)式發(fā)動(dòng)機(jī)，是根據(jù)其發(fā)明者，德國(guó)機(jī)械師尼古拉斯.奧格事特.奧托的名字來(lái)命名的。是飛機(jī)上很常見的一種發(fā)動(dòng)機(jī)；而柴油

2、機(jī)是由法籍德國(guó)工程師Rudolf Christian Karl Diesel命名的。它是一種用柴油作為燃料的先進(jìn)的發(fā)動(dòng)機(jī)。普遍用在電子控機(jī)械、戰(zhàn)斗機(jī)、公共汽車、貨車以及一些小車上。奧托式發(fā)動(dòng)機(jī)和柴油機(jī)的工作方式都是二沖程或者四沖程。</p><p>　　奧托式發(fā)動(dòng)機(jī)和柴油機(jī)的基本構(gòu)造都是一樣的。壓縮燃燒室是由一個(gè)一段由缸蓋另一端由活塞之間的空間所形成?；钊纳舷逻\(yùn)動(dòng)使得氣缸與活塞間的空間發(fā)生大小變化，從而改變壓縮

3、空間的大小?；钊c曲軸之間通過(guò)連桿相互連接。曲軸將活塞的運(yùn)動(dòng)轉(zhuǎn)化成旋轉(zhuǎn)式的運(yùn)動(dòng)。多氣缸式發(fā)動(dòng)機(jī)的曲軸，在每一個(gè)氣缸處都會(huì)多一個(gè)稱為曲拐的結(jié)構(gòu)部分。這樣每個(gè)氣缸的動(dòng)力才能很好的傳遞給曲軸，是曲軸的轉(zhuǎn)動(dòng)平穩(wěn)。曲軸上接有飛輪并有平衡坑。這樣能夠使曲軸運(yùn)動(dòng)的慣性最小化，達(dá)到平衡的目的。不同的發(fā)動(dòng)機(jī)會(huì)有一個(gè)到二十四個(gè)等的氣缸。</p><p>　　內(nèi)燃機(jī)的燃料供給系統(tǒng)又油箱、油泵、和分油管以及使液體燃料霧化的機(jī)構(gòu)組成。在奧

4、托式發(fā)動(dòng)機(jī)上，并不是靠化油器來(lái)進(jìn)行燃油霧化的，而是利用燃油的直接噴入，一直到現(xiàn)在都是如此。在大多數(shù)發(fā)動(dòng)機(jī)上，燃料都是通過(guò)化油器霧化后通過(guò)壓氣機(jī)進(jìn)入進(jìn)氣管道。在部分發(fā)動(dòng)機(jī)的排氣系統(tǒng)中，也會(huì)用到類似的裝置來(lái)通過(guò)利用廢氣的能量對(duì)進(jìn)氣充量進(jìn)行壓縮。燃料平均分配給各個(gè)汽缸，而廢氣則通過(guò)排氣門排出。進(jìn)排氣門的開閉都是通過(guò)凸輪軸的轉(zhuǎn)動(dòng)從而牽動(dòng)氣門彈簧作用到挺桿，在正確的時(shí)間是氣門開閉。在上世紀(jì)80年代，缸內(nèi)直噴技術(shù)開始用于內(nèi)燃機(jī)領(lǐng)域，從很大程度上代替

5、了傳統(tǒng)的燃油與空氣相混合的技術(shù)。在有直噴裝置的發(fā)動(dòng)機(jī)上，燃料會(huì)通過(guò)噴射系統(tǒng)在正確的時(shí)刻噴入汽缸或者進(jìn)氣管。這樣燃料就會(huì)在汽缸里混合，這比化油器混合更充分，污染更小。</p><p>　　所有的發(fā)動(dòng)機(jī)上，火花塞的位置都必須適宜。比如奧托式發(fā)動(dòng)機(jī)的點(diǎn)火系統(tǒng)包括低壓電源，即具有變壓性質(zhì)的初級(jí)線圈，從而導(dǎo)出直流電。電流會(huì)被一個(gè)機(jī)械式的定時(shí)調(diào)節(jié)器在一秒鐘內(nèi)方向發(fā)生多次變化。初級(jí)線圈中電流的擾動(dòng)會(huì)產(chǎn)生脈沖，從而會(huì)在次級(jí)線圈中

6、產(chǎn)生高壓電流。這個(gè)高壓電流會(huì)被分電器分配到各個(gè)汽缸，件叫做火花，一個(gè)安裝在汽缸頂部被叫做火花塞的零件。在火花塞末端的兩極間有一個(gè)間隙，高壓電流會(huì)擊穿這個(gè)點(diǎn)火間隙，從而點(diǎn)燃汽缸中的混合氣體。</p><p>　　由于燃燒室的溫度太高，所有的發(fā)動(dòng)機(jī)都必須有相應(yīng)的冷卻系統(tǒng)。一些飛機(jī)、汽車、和船只上的舷外發(fā)動(dòng)機(jī)采用風(fēng)冷。這些采用風(fēng)冷的發(fā)動(dòng)機(jī)都必須有很多散熱片，一邊有較大的散熱面積，從而很好的帶走汽缸的熱量。除此之外的還有

7、水冷系統(tǒng)，它是在發(fā)動(dòng)機(jī)的汽缸中設(shè)有水套來(lái)達(dá)到冷卻的目的。在汽車上，冷卻液借助水泵的壓力在水套中流動(dòng)，帶走熱量。還有一些汽車是利用風(fēng)冷，海上船只則是用海水作為冷卻的介質(zhì)。</p><p>　　與蒸汽機(jī)和渦輪機(jī)不同，內(nèi)燃機(jī)在發(fā)動(dòng)時(shí)并不會(huì)產(chǎn)生轉(zhuǎn)矩，并且扭矩的輸出必須要靠曲軸的轉(zhuǎn)動(dòng)才行。汽車發(fā)動(dòng)機(jī)的啟動(dòng)要靠一個(gè)與曲軸箱嚙合的摩擦片，通過(guò)摩擦片的分離才能向外輸出力矩。小型的發(fā)動(dòng)機(jī)有時(shí)需要手動(dòng)的進(jìn)行多次使離合器的松脫才能發(fā)動(dòng)

8、。有時(shí)候在大型發(fā)動(dòng)機(jī)上，會(huì)有慣性啟動(dòng)裝置，或者是借助手工輸入力矩知道驅(qū)動(dòng)能量能使曲軸轉(zhuǎn)動(dòng)。一邊帶動(dòng)增壓器工作，來(lái)增加發(fā)動(dòng)機(jī)的功率。一般，慣性啟動(dòng)裝置和爆炸性質(zhì)的裝置都是在飛機(jī)上采用的。</p><p>　　普通的奧托式發(fā)動(dòng)機(jī)都是四沖程，也就是說(shuō)，每一個(gè)工作循環(huán)中，活塞會(huì)有四個(gè)行程，兩個(gè)離缸蓋最近，另外兩個(gè)離缸蓋距離最遠(yuǎn)。在第一個(gè)行程時(shí)，活塞遠(yuǎn)離缸蓋，同時(shí)進(jìn)氣門打開?；钊谶@個(gè)過(guò)程中的運(yùn)動(dòng)，使得燃料和空氣進(jìn)入燃燒室

9、混合。接著的行程，就是將混合后的氣體壓縮到燃燒室里。當(dāng)活塞上行到最高點(diǎn)時(shí)，燃燒室的體積達(dá)到最小，火花塞就會(huì)點(diǎn)燃混合氣體，燃燒產(chǎn)生的膨脹壓力會(huì)作用在活塞上，使活塞遠(yuǎn)離缸蓋，這就是第三個(gè)行程。在最后一個(gè)行程中，排氣門打開，活塞的上行會(huì)對(duì)燃燒后的氣體進(jìn)行擠壓，是廢氣排出燃燒室，做好下一循環(huán)的準(zhǔn)備。</p><p>　　發(fā)動(dòng)機(jī)的效率會(huì)受到很多因素的限制，例如冷卻損失以及摩擦損失。通常，發(fā)動(dòng)機(jī)的效率是由其壓縮比決定的。現(xiàn)在

10、發(fā)動(dòng)機(jī)的壓縮比一般在8---10之間。更高的壓縮比可以達(dá)到15，效率的提高也可以通過(guò)采用辛烷值較高的燃料來(lái)實(shí)現(xiàn)。現(xiàn)在，好的發(fā)動(dòng)機(jī)的效率在20％--25％，也就是說(shuō)，只有這部分能量真正用于產(chǎn)生機(jī)械能量。</p><p>　　理論上，柴油周期相比奧托循環(huán)的區(qū)別在于，它的壓縮過(guò)程是等容、等壓的。大多數(shù)柴油機(jī)都是采用四沖程，但卻與奧托式四沖程不一樣。首先，在進(jìn)氣時(shí)，活塞向下運(yùn)動(dòng)，并通過(guò)進(jìn)氣門將空氣吸進(jìn)燃燒室。其次，在壓縮

11、時(shí)，活塞將空氣壓縮到比先前小很多倍的體積，并在這個(gè)過(guò)程中使空氣的溫度達(dá)到440℃（等同于華氏820℉）。在壓縮結(jié)束的時(shí)候，蒸發(fā)的燃油被噴入汽缸，由于汽缸中的氣體高溫作用而立即燃燒。一些發(fā)動(dòng)機(jī)上設(shè)有電子噴射輔助系統(tǒng)，在發(fā)動(dòng)機(jī)發(fā)動(dòng)直到加熱完成期間進(jìn)行燃油噴射。這樣的壓縮過(guò)程為活塞進(jìn)行第三個(gè)沖程提供強(qiáng)大的動(dòng)力。第四個(gè)沖程跟奧托式四沖程發(fā)動(dòng)機(jī)一樣，都是排氣過(guò)程。</p><p>　　柴油機(jī)的效率，跟一般的奧托式發(fā)動(dòng)機(jī)是受

12、同樣的因素所影響的，但是稍好于奧托式發(fā)動(dòng)機(jī)。事實(shí)上，現(xiàn)在發(fā)動(dòng)機(jī)中，基本的效率都不會(huì)超過(guò)40％。事實(shí)上，柴油機(jī)的曲軸轉(zhuǎn)速的100—750轉(zhuǎn)每分鐘，這等同于奧托式發(fā)動(dòng)機(jī)的2500—5000轉(zhuǎn)每分鐘。但是也有一些柴油機(jī)的轉(zhuǎn)速達(dá)到了2000轉(zhuǎn)每分鐘。因?yàn)椴裼蜋C(jī)的壓縮比高達(dá)14或者15，這使得它們的體積較奧托式大，這個(gè)缺點(diǎn)正體現(xiàn)出柴油機(jī)的到效率和高燃油經(jīng)濟(jì)特性。</p><p>　　好的設(shè)計(jì)一般采用奧托式循環(huán)或者二沖程的方

13、式來(lái)代替四沖程的方式。因?yàn)橥瑯芋w積的發(fā)動(dòng)機(jī)，二沖程的效率是四沖程的兩倍。</p><p>　　二沖程的有點(diǎn)在于，縮短了燃料壓縮的時(shí)間，并且減少了燃料的浪費(fèi)以及用半個(gè)沖程完成了四沖程發(fā)動(dòng)機(jī)的一個(gè)壓縮沖程。在最簡(jiǎn)單的二沖程發(fā)動(dòng)機(jī)上，排氣門被廢氣管代替了。在二沖程循環(huán)中，燃料和空氣的混合氣體在活塞在汽缸中下行時(shí)進(jìn)入曲軸箱。緊接著，燃料開始?jí)嚎s，并在活塞到達(dá)上至點(diǎn)是點(diǎn)燃。這是活塞在燃?xì)鈮毫Φ淖饔孟孪滦校瑥U棄就會(huì)從排氣口由

14、汽缸內(nèi)向外排出去。</p><p>　　上世紀(jì)50年代，德國(guó)機(jī)械師菲利克斯.王科爾開發(fā)了一種新型的發(fā)動(dòng)機(jī)。在這種發(fā)動(dòng)機(jī)上，活塞和汽缸被一個(gè)在橢圓形燃燒室里旋轉(zhuǎn)的三角轉(zhuǎn)子所代替。混合燃料通過(guò)進(jìn)氣口進(jìn)入，然后分流到有轉(zhuǎn)子表面與端面形成的燃燒室里?；旌蠚怏w通過(guò)轉(zhuǎn)子的旋轉(zhuǎn)得到壓縮，最后被火花塞點(diǎn)燃。然后，廢棄就會(huì)隨著轉(zhuǎn)子的運(yùn)動(dòng)從排氣口排出。循環(huán)過(guò)程中，轉(zhuǎn)子的旋轉(zhuǎn)一周，會(huì)出有三個(gè)沖程，而且在轉(zhuǎn)子的正反兩面產(chǎn)生壓力。正因?yàn)檗D(zhuǎn)

15、子發(fā)動(dòng)機(jī)與柴油機(jī)相比，結(jié)構(gòu)緊湊、質(zhì)量輕，因而在汽車發(fā)動(dòng)機(jī)中作用很大。另外，它簡(jiǎn)單的結(jié)構(gòu)使得生產(chǎn)成本低，冷卻系統(tǒng)質(zhì)量輕，另外它的重心低，使得他的安全性得到了增加。在上世紀(jì)70年代初期，一條轉(zhuǎn)子發(fā)動(dòng)機(jī)的生產(chǎn)線在日本落成。很多美國(guó)的汽車制造商都很看好這個(gè)項(xiàng)目。但是，由于轉(zhuǎn)子發(fā)動(dòng)機(jī)的低燃料經(jīng)濟(jì)性很高污染性，最后沒能得到繼續(xù)的發(fā)展。日本的汽車制造商—馬自達(dá)，繼續(xù)了改善轉(zhuǎn)子發(fā)動(dòng)機(jī)燃油經(jīng)濟(jì)性的設(shè)計(jì)和研發(fā)。</p><p>　　

16、發(fā)動(dòng)機(jī)采用火花點(diǎn)火的改進(jìn)方式，進(jìn)行分層點(diǎn)火稀薄燃燒，幫助沒有使用廢氣再循環(huán)和催化轉(zhuǎn)換器的發(fā)動(dòng)機(jī)減小排放量。它的特點(diǎn)在于在一個(gè)汽缸中有兩個(gè)燃燒室，當(dāng)沖入的混合氣體過(guò)多是，備用燃燒室就會(huì)將多余的混合氣體儲(chǔ)存起來(lái)?；鸹ㄈ麜?huì)先點(diǎn)燃多余部分的混合氣，在將另一部分點(diǎn)燃。這樣最高火焰溫度就會(huì)比較合適，從而很好的限制NOx化合物的生成量以及CO和HC的排放量。</p><p><b>　　英文翻譯：</b>

17、</p><p>　　Internal-Combustion Engine</p><p>　　Internal-Combustion Engine, any type of machine that obtains mechanicalenergy directly from the expenditure of the chemical energy of fuel burned in

18、 a combustion chamber that is an integral part of the 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

19、the various types of engines employing the principle of jet propulsion, see Jet Propulsion; Rocket. The Otto-cycle engine, named aft</p><p>　　The essential parts of Otto-cycle and diesel engines are the same

20、. 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

21、 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 moti</

22、p><p>　　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 carbureto

23、r 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 mani

24、fold is provided to carry off the gases produced by combustion. The fuel is ad</p><p>　　In all engines some means of igniting the fuel in the cylinder must be provided. For example, the ignition system of Ot

25、to-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 b

26、y 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 </p><p>　　Because of the heat of combustion, a

27、ll 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 cy

28、linder 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,

29、water is circulated thro</p><p>　　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 c

30、ycle 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 st

31、arted. Small engines are sometimes started manually by turning the crankshaft with a crank or by pulling a </p><p>　　The ordinary Otto-cycle engine is a four-stroke engine; that is, in a complete power cycle

32、, 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 i

33、ntake 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</p><p>　　The eff

34、iciency 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 c

35、ompression 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

36、resulting increase of efficiency, are possible with t</p><p>　　Theoretically, the diesel cycle differs from the Otto cycle in that combustion takes place at constant volume rather than at constant pressure.

37、 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.

38、On the second, or compression, stroke the air is compressed to a small fraction of its former volume and is heated to approximately 440°</p><p>　　The efficiency of the diesel engine, which is in general

39、 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 gene

40、ral, 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

41、 die</p><p>　　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.

42、 The power of a two-stroke engine is usually double that of a four-stroke engine of comparable size.</p><p>　　The general principle of the two-stroke engine is to shorten the periods in which fuel is introdu

43、ced 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-s

44、troke engine, the poppet valves are replaced by sleeve valves or ports (openings in the cylinderwall that are uncovered by the piston at the end of its outward travel). In the two-str</p><p>　　In the 1950s t

45、he German engineer Felix Wankel 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

46、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 exhaus

47、t gases are then expelled through an exhaust p</p><p>　　A modification of the conventional spark-ignition piston engine, the stratified charge engine is designed to reduce emissions without the need for an e

48、xhaust-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 ver