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译文题目：Fuel supply system for an Internal Combustion Engine
内燃机的燃烧供应系统
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2014年 02 月 24 日
Fuel Supply System For An Internal Combustion Engine
Abstract
A pulsation damper is provided between and in series with a low pressure fuel system pipe and a high pressure pump of a fuel supply system. During startup of an engine,low pressure fuel supplied via the low pressure fuel system pipe is injected from an intake passage fuel injector. When the fuel pressure is equal to or less than a fuel pressure at which good startability can be maintained,the pulsation damper closes off communication between the high pressure fuel system pipe and the low pressure fuel system pipe using the spring force of a spring.
Key words: Fuel supply system; An internal combustion engine ;A pulsation damper;
A low pressure fuel system pipe and a high pressure pump;
A fuel supply system for an internal combustion engine,comprising: a low pressure pump that is capable to pressurize fuel; a low pressure fuel supply passage that is capable to supply fuel that was pressurized by the low pressure pump to a low pressure fuel injection mechanism which injects fuel into an intake passage; a branch passage that branches off from the low pressure fuel supply passage and through which the fuel that was pressurized by the low pressure pump flows; a high pressure pump which is capable to pressurize the fuel supplied via the branch passage,the high pressure pump being driven by the internal combustion engine; a high pressure fuel supply passage that is capable to supply fuel that was pressurized by the high pressure to a high pressure fuel injection mechanism which injects fuel into a cylinder; and a pulsation reducing mechanism provided on an intake side of the high pressure pump,wherein,when the internal combustion engine is started by only injecting fuel from the low pressure supply passage into the intake passage,the pulsation reducing mechanism closes off communication between the low pressure fuel supply passage and the high pressure fuel supply passage until a pressure of fuel in the low pressure fuel supply passage reaches a predetermined pressure value required for starting the internal combustion engine.
Background of the invention :
1. Field of the Invention
The invention relates to a fuel supply system for an internal combustion engine provided with a fuel injection mechanism that injects fuel at high pressure into a cylinder (i.e.; a fuel injector for in-cylinder injection,hereinafter referred to as “in-cylinder f uel injector”) and a fuel injection mechanism that injects fuel into an
intake passage or an intake port (i.e.,a fuel injector for intake passage injection,hereinafter referred to as “intake passage fuel injector”). More particularly,the invention relates to a fuel supply system that can improve startability of an internal combustion engine.
2. Description of the Related Art
A gasoline engine is known which is provided with a fast fuel injection valve for injecting fuel into a combustion chamber of the engine (i.e.,an in-cylinder fuel injector) and a second fuel injection valve for injecting fuel into an intake passage (i.e.,an intake passage fuel injector),and divides the injected fuel between the in-cylinder fuel injector and the intake passage fuel injector according to the engine speed and engine load. Also,a direct injection gasoline engine is also known which is provided with only a fuel injection valve for injecting fuel into the combustion chamber of the engine (i.e.,an in-cylinder fuel injector). In a high pressure fuel system that includes an in-cylinder fuel injector,fuel of which the pressure has been increased by a high pressure fuel pump is supplied to the in-cylinder fuel injector via a delivery pipe. The in-cylinder fuel injector then injects the high pressure fuel into the combustion chamber of each cylinder of the internal combustion engine.
In addition,a diesel engine is also known which has a common rail type fuel injection system. In this common rail type fuel injection system,fuel which has been increased in pressure by a high pressure fuel pump is stored in a common rail. The high pressure fuel is then injected into the combustion chamber of each cylinder of the diesel engine from the common rail by opening and closing an electromagnetic valve.
In order to increase the pressure of (i.e.,pressurize) the fuel in this kind of internal combustion engine,a high pressure fuel pump is provided which is driven by a cam provided on a driveshaft that is connected to a crankshaft of the internal combustion engine.
Japanese Patent Application Publication No. JP-A-2005-139923 describes a high pressure fuel supply system for an internal combustion engine that can reduce vibrational noise when only a small amount of fuel is required by the internal combustion engine,such as during idling,while being able to deliver the necessary amount of fuel over the entire operating range of the internal combustion engine. This high pressure fuel supply system for an internal combustion engine has a two single plunger type high pressure fuel pumps each of which have a spill valve that spills fuel drawn into a pressurizing chamber that is divided by a cylinder and a plunger that
moves back and forth in the cylinder,from that pressurizing chamber. When fuel is pressurized and delivered from the pressurizing chamber to the high pressure fuel system,the amount of fuel delivered is adjusted by controlling the spill valve open and closed. One of these high pressure fuel pumps is a first high pressure fuel pump in which the lift amount of the plunger is small and the other high pressure fuel pump is a second high pressure fuel pump in which the lift amount of the plunger is large. In addition to these two high pressure fuel pumps,the high pressure fuel supply system for an internal combustion engine also includes control means. The control means controls the spill valve of each high pressure fuel pump according to the amount of fuel required by the internal combustion engine,such that fuel is pressurized and delivered using only the first high pressure fuel pump when the amount of required fuel is small,and fuel is pressurized and delivered using at least the second high pressure fuel pump when the amount of required fuel is large.
According to this high pressure fuel supply system for an internal combustion engine,of the two high pressure fuel pumps,the first high pressure fuel pump has a plunger with a small lift amount so the rate of pressure increase is small and a large amount of water hammer is also self-suppressed. That is,with the high pressure fuel supply system,the vibrational noise produced when the required fuel quantity is small can be preferably reduced by controlling the spill valve of each of the high pressure fuel pumps so that only the first high pressure fuel pump is used when the amount of fuel required for the internal combustion engine is small such as during idling. On the other hand,the second high pressure fuel pump has a plunger with a large lift amount so pressurizing and delivering fuel using at least this second high pressure fuel pump also makes it possible to deliver the required fuel quantity when the amount of fuel required by the internal combustion engine increases to the point where it can no longer be delivered by the first high pressure fuel pump alone. That is,providing two high pressure fuel pumps having plungers with different lift amounts in this way enables the required amount of fuel to be delivered throughout the entire operating range of the internal combustion engine,while reducing vibrational noise when the amount of required fuel is small.
In Japanese Patent Application Publication No. JP-A-2005-139923,the high pressure fuel supply system for a V-type 8 cylinder internal combustion engine having an in-cylinder fuel injector in each cylinder is provided with a high pressure fuel pump for each bank. Tip ends that branch off from a low pressure fuel passage which
is connected to the fuel tank are connected to galleries of these high pressure fuel pumps. For each bank,a pulsation damper is provided midway between the branch portion of the low pressure fuel passage and the portion that connects with the gallery. This pulsation damper suppresses the pulsation in the fuel pressure in the low pressure fuel passage when the high pressure fuel pump is operating. At engine startup in this kind of a direct injection engine having only an in-cylinder fuel injector,fuel is unable to be delivered by the high pressure fuel pump until the engine turns over. Therefore,low pressure fuel is delivered by a feed pump to the fuel injection for in-cylinder injection. Therefore,the pulsation damper is designed to provide communication between the high pressure pipe system and the low pressure pipe system. For example,FIG. 6 is a sectional view of such a pulsation damper 215 ,FIG.
7 is a sectional view taken along line VII-VII of FIG. 6 ,and FIG. 8 is a sectional view taken along line VIII-VIII of FIG. 7. As shown in FIGS. 6 to 8,grooves 223 A,223 B,223 C,and 223 D are provided in an end face (i.e.,the upper surface in FIG. 8) that abuts against a contacting member 226 A of the pulsation damper 215 . Therefore,when the feed pressure is low,the spring 226 D presses the contacting member 226 A against the upper surface of the member that forms the inlet 222 and the outlet 224 . In this way,the structure is such that even if pressure is applied by the spring 226 D,the grooves 223 A,223 B,223 C,and 223 D enable fuel delivered from the inlet 222 (i.e.,the feed pump side) to flow into the outlet 224 (i.e.,the high pressure fuel pump side) as shown by the dotted line in FIG. 8. On the other hand,as described above,an engine is known which includes,for each cylinder,an in-cylinder fuel injector that injects fuel into a combustion chamber of the engine and an intake passage fuel injector that injects fuel into an intake passage. In this engine,fuel is injected divided between the in-cylinder fuel injector and the intake passage fuel injector according to the engine speed and the load on the internal combustion engine. This engine is also provided with the pulsation damper shown in FIGS. 6 to 8.
However,in this kind of engine,the following problems occur when starting the engine by injecting fuel with an intake passage fuel injector. When fuel is delivered by a feed pump at engine startup,the volume of pipe that needs to be charged with fuel becomes significantly larger. That is,when the engine is started with fuel injected from the intake passage fuel injector,despite the fact that fuel can be delivered to the intake passage fuel injector with the feed pump by simply charging only the low pressure pipe with fuel,the pulsation damper is structured such that the high pressure pipe system and the low pressure pipe system are communicated or open to one another. Therefore,fuel is unable to be delivered to the intake passage fuel injector by the feed pump unless both the low pressure pipe and the high pressure pipe are
charged with fuel. As a result,it takes time for the feed pressure to rise,thereby adversely affecting startability (i.e.,increasing the start time).
Summary of the invention
This invention thus provides a fuel supply system for an internal combustion engine,which is capable of improving startability of an internal combustion engine that includes a fuel injection mechanism for injecting fuel at high pressure into a cylinder (i.e.,in-cylinder fuel injector) and a fuel injecting mechanism for injecting fuel into an intake passage or an intake port (i.e.,an intake passage fuel injector).
A first aspect of the invention relates to a fuel supply system for an internal combustion engine which includes a low pressure fuel supply passage that supplies fuel that was pressurized by a low pressure pump to a low pressure fuel injection mechanism which injects fuel into an intake passage; a branch passage that branches off from the low pressure fuel supply passage and supplies fuel to a high pressure pump that is driven by the internal combustion engine; a high pressure fuel supply passage that supplies fuel that was pressurized by the high pressure pump to a high pressure fuel injection mechanism which injects fuel into a cylinder; and a pulsation reducing mechanism provided on the intake side of the high pressure pump. The pulsation reducing mechanism closes off communication between the low pressure fuel supply passage and the high pressure fuel supply passage when a pressure of fuel in the low pressure fuel supply passage is lower than a predetermined value.
According to this first aspect,the high pressure pump which is driven by the internal combustion engine does not operate during startup of the internal combustion engine. In this case,the internal combustion engine is started by injecting fuel that has been pressurized by the low pressure pump from the low pressure fuel injection mechanism via the low pressure fuel supply passage. In this case,during startup of the internal combustion engine when the pressure of fuel in the low pressure fuel supply passage is low,the pulsation reducing mechanism closes off communication between the low pressure fuel supply passage and the high pressure fuel supply passage. Therefore,fuel can be delivered to the low pressure fuel injection mechanism simply by charging the low pressure fuel supply passage with fuel using the low pressure pump. Accordingly,there is no need to charge the high pressure fuel supply passage with fuel using the low pressure pump so the low pressure fuel supply passage and the branch passage that provides communication between the low pressure fuel supply passage and the high pressure pump can be charged with fuel quickly,and fuel can be
quickly injected from the low pressure fuel injection mechanism. As a result,startability of an internal combustion engine provided with a fuel injection mechanism that injects fuel at high pressure into the cylinder and a fuel injection mechanism that injects fuel into the intake passage or intake port can be improved.
内燃机的燃油供应系统
摘要
在低压燃油供应系统管道和燃油供应系统的高压泵之间有一系列的有节奏的脉动衰减节气阀。在发动机启动的阶段，通过低压燃油系统管道，低压燃油从一燃油喷射机中被喷入。当燃油的压力与维持发动机在稳定状态时所需的燃油压力相同时或稍低时，此时有节奏的脉动衰减节气阀，在弹簧的弹力作用下关闭了高压燃油系统管道与低压燃油系统管道之间的通路。
关键词：内燃机；燃油供应系统；脉动衰减节气阀；低压燃油供应系统管道和高压泵。
内燃机的燃油供系统，包括：一台能给燃油加压的低压油泵、一个能供应低压油泵所加压的燃油通道，同时能把燃油输送到低压燃油抵押燃油喷射机构的入口处；一个分岔来自上面低压燃油供应通道、并且流经分支通道的燃油在流经低压燃油泵时被加压；一台能给通过上面的分支通道供应的低压燃油进行加压的高压油泵，这台高压燃油泵通过内燃机而驱动；高压燃油供应通道能够将燃油喷入汽缸的高压燃油喷射机构提供被加压的燃油；同时一个有规律的衰减机构本安装在高压泵入口的一侧，在哪儿，当内燃机启动的时候，喷射入口处的燃油仅仅来自低压燃油供应通道，此时这个有规律衰减机构经低压燃油供应通道与高压燃油供应通道之间的通道关闭，直到低压燃油供应通道中的燃油压力达到了内燃机开始要求所预定的压力值时才开启。
发明背景
1.发明的领域
这个发明是关于为内燃机燃油供应系统提供一个将燃油在较高压力下将其喷入汽缸的燃油喷射机构（汽缸内燃油喷射，在下文涉及的是“缸内燃油喷射”）和一个将燃油喷入进口通道或端口喷射的燃油喷射机构（进口通道燃油喷射，在下文提到的“进口燃油喷射”）。尤其是这个发明所关于的燃油喷射供应系统能提高内燃机的工作稳定性。
2.相关技术的介绍
众所周知，汽油机配备了一个将燃油快速喷入发动机燃烧室的燃油喷射阀和一个将燃油快速喷入进气管道的二次燃油喷射阀（进气管道燃油喷射器）。区分在汽缸内燃油喷射和进气管道燃油喷射是依据发动机的速度和负荷。同时我们知道，直喷式汽油机仅仅配备了一个将燃油喷入发动机燃烧室的燃油喷射阀（汽缸内燃油喷射器）。在一个包括汽缸内燃油喷射器的高压燃油的高压燃油系统中，被高压油泵所加压的燃油通过一个传送管道而被供应到汽缸内燃油喷射器中。然后，这个汽缸内燃油喷射将高压燃油喷入内燃机每个汽缸的燃烧室中。
总而言之，我们知道柴油机有一个共同的横杆类型的燃油喷射系统，在这个共同的横杆类型的燃油喷射系统中，被高压油泵所加压的燃油被存储在共同的横杆中。通过电磁阀的开启和关闭将共同横杆中的高压燃油喷射到柴油机的每个汽缸的燃烧室中。
为了增加这种类型内燃机的燃油压力，提供了一种与内燃机的曲轴相连的凸轮推杆所驱动的高压燃油泵。
日本申请的专利号为：JP-A-2005-139923的专利介绍了一个当内燃机所需燃油的数量很少时，能减少针对噪声的内燃机高压燃油供应系统。例如，待机时，能将必要数量输送到内燃机的全部工作领域。这种内燃机的高压燃油供应有一个有两个独立柱塞式的高压燃油泵，他们中有一个溢流阀将溢流出的燃油吸取到被一个汽缸和在汽缸中前后移动的柱塞所分开的压力室中，当燃油从压力室中加压和输送到高压燃油系统时，燃油输送的数量是通过控制溢流阀的开启和关闭来调整的。在这些高压燃油泵之一的是在首次高压燃油泵中提起的柱塞的量很小，另外一个高压燃油泵是一个二次高压燃油泵，在其中说提起的柱塞的量较大。总之在这两个高压燃油泵中，内燃机的高压燃油供应系统中包括了控制方式。这种控制每个高压油泵的溢流阀的控制方式是依据内燃机所需燃油量，如当所需燃油量较少时，燃油的加压和输送仅使用一次高压油泵；当所需燃油较大时，燃油的加压和输送，则要使用二次高压油泵。
依据这种内燃机的高压燃油供应系统，两个高压燃油泵，一次高压燃油泵有一个提升量较小的柱塞，以致于压力增加速度较慢。那就是，有了这个高压燃油供应系统，当所需燃油数量较少时所产生的振动噪声能够通过控制高压燃油泵的溢流阀得到很好的降低，以致于当内燃机所需的燃油量较小，如待机时，只要一次高压燃油泵工作。在另一方面，二次高压油泵有一个提升量较大的柱塞，因而其压力和输送量在二次高压油泵下，可能输送到内燃机所需燃油的增加处，而这却是在单依靠一次高压油泵的输送是不可能完成的。在这种方法下适当数量的燃油被输送到内燃机的整个工作领域，从而当所需燃油量小时，能减小振动噪声。
在日本专利局申请的专利号为：JP-A-2005-139923，一个型号为V-8内燃机高压燃油供应系统中有一个缸内喷射器，在每一个汽缸中配备了一个高压油泵。与燃油箱相连的低压燃油通道分支的末端被连接到这些高压油泵的端口上。对每一油泵组，脉动衰减节流阀被安装在低压燃油通道的分支部与连接端口部分的中间处。当高压油泵工作时，这个脉动衰减节流阀迫使在低压燃油通道中的燃油压力跳动。在发动机启动时，这种直喷发动机仅仅有一个缸内燃油喷射器，燃油不能通过高压燃油输送，直到发动机运动。因此，低压燃油通过一个装置泵输送到燃油喷射处进行缸内喷射。因此，脉动衰减节流阀被设计成提供高压管道系统与
低压管道之间的沟通。例如，图6是这样的脉动阻尼器215剖视图。图7是一个截面视图沿线七至图6，图8是沿线剖面图第八至图7。在图所示，图6至8，沟槽223A，223B，223C和D是在底面（即在图8上表面提供的）表示，对一个紧靠一个联系的脉动阻尼器215和226。因此，当进给压力低时，弹簧226D 按下一个与226A相联系，构成进222和224的插座上表面。其这样的结构是，即使压力是由弹簧226D应用，沟槽223A，223B，223C和223D使燃料从222入口（即给水泵端）交付流入出口224（即高压燃油泵方如在图虚线所示），即图8。
另一方面，如上所述，一个是已知的，其中包括发动机，每个汽缸，在汽缸燃油喷射器的注入一个发动机燃烧室的燃料和燃料喷射器的进气通道的摄入量是通过注入燃料。在这个引擎，注入在汽缸喷油器和燃料喷射器之间的燃料的划分是根据发动机的转速和内燃发动机的负荷。这款发动机的脉动阻尼器如图所示6至8。
然而，在这种发动机中产生了接下来的一些问题。当通过进气管道燃油喷射器喷射燃油启动发动机时。当在发动机启动时通过一个装置泵输送燃油时，需要被用于索取燃油的管道的容积变成十分大。那样的话，当发动机从进气通道燃油喷射器喷入的燃油而启动，尽管事实是燃油能通过在低压油管道中的装置泵将燃油输送到进气管燃油喷射器中，脉动衰减节流阀被构造成将高压管道系统与低压管道系统之一沟通或打开。因此，燃油不可能通过装置泵输送到进口通道燃油喷射器中，除非低压管道与高压管道都被用于索取燃油。由于这样的结果，它需要时间缓慢地提高压力，因此，反而影响了稳定性（增加了启动时间）。
发明总结
这个发明因此为内燃机提供了一个燃油供应系统，其能提高由将燃油在较高压力下将燃油喷入汽缸的燃油喷射机构（缸内燃油喷射）和将燃油喷入进气通道或进气端口的燃油喷射机构（进气通道燃油喷射）组成的内燃机的稳定性。
一方面这个发明涉及了内燃机燃油供应系统，其包括了一个供应被低压油泵所加压的燃油的低压供应通道，并且将其送到进气通道燃油喷射的地压燃油喷射机构中去；一个分支来自低压燃油供应通道的岔口，并且将燃油供应到被内燃机所驱动的高压油泵中；一个供应被高压油泵所加压的燃油的高压供应通道，并且将其送到汽缸内燃油喷射的高压燃油喷射机构中；在高压油泵的靠近进气道的一侧安装了脉动衰减机构，这个脉动衰减机构关闭了低压燃油供应通道和高压燃油供应通道之间的沟通，当低压燃油供应通道中的燃油压力低于预先设定的值时。
依据第一方面的情况，在内燃机启动阶段，这个被内燃机所驱动的高压泵不能工作，在这种情况下，内燃机通过喷射被来自低压燃油喷射机构的低压泵所加压的经过低压燃油供应通道的燃油而启动。在这种情况下，在内燃机的启动阶段，考虑到低压燃油供应通道中的燃油压力较低，脉动衰减机构关闭了低压燃油通道与高压燃油通道之间的通路。因此，燃油只有使用低压燃油泵将低压燃油供应通道中的燃油输送到低压燃油喷射机构中去。相应地，这里不需要高压燃油供应通道去供油，而用低压油泵，也就是说提供低压燃油供油通道和高压泵之间通道的低压燃油供应通道和分支通道。能够快速索取燃油，同时燃油能够快速地从低压燃油喷射机构中喷出。因此，配备了将燃油在较高压力下将燃油喷入汽缸的燃油喷射机构和将燃油喷入进气通道或进气端口的内燃机的稳定能够被提高。
外文出处： 《Exploiting Software How to Break Code》By Greg Hoglund, Gary McGraw Publisher : Addison Wesley Pub Date : February 17, 2004 ISBN : 0-201-78695-8 译文标题： JDBC接口技术 译文： JDBC是一种可用于执行SQL语句的JavaAPI（ApplicationProgrammingInterface应用程序设计接口）。它由一些Java语言编写的类和界面组成。JDBC为数据库应用开发人员、数据库前台工具开发人员提供了一种标准的应用程序设计接口，使开发人员可以用纯Java语言编写完整的数据库应用程序。 一、ODBC到JDBC的发展历程 说到JDBC，很容易让人联想到另一个十分熟悉的字眼“ODBC”。它们之间有没有联系呢？如果有，那么它们之间又是怎样的关系呢？ ODBC是OpenDatabaseConnectivity的英文简写。它是一种用来在相关或不相关的数据库管理系统（DBMS）中存取数据的，用C语言实现的，标准应用程序数据接口。通过ODBCAPI，应用程序可以存取保存在多种不同数据库管理系统（DBMS）中的数据，而不论每个DBMS使用了何种数据存储格式和编程接口。 1．ODBC的结构模型 ODBC的结构包括四个主要部分：应用程序接口、驱动器管理器、数据库驱动器和数据源。应用程序接口：屏蔽不同的ODBC数据库驱动器之间函数调用的差别，为用户提供统一的SQL编程接口。 驱动器管理器：为应用程序装载数据库驱动器。 数据库驱动器：实现ODBC的函数调用，提供对特定数据源的SQL请求。如果需要，数据库驱动器将修改应用程序的请求，使得请求符合相关的DBMS所支持的文法。 数据源：由用户想要存取的数据以及与它相关的操作系统、DBMS和用于访问DBMS的网络平台组成。 虽然ODBC驱动器管理器的主要目的是加载数据库驱动器，以便ODBC函数调用，但是数据库驱动器本身也执行ODBC函数调用，并与数据库相互配合。因此当应用系统发出调用与数据源进行连接时，数据库驱动器能管理通信协议。当建立起与数据源的连接时，数据库驱动器便能处理应用系统向DBMS发出的请求，对分析或发自数据源的设计进行必要的翻译，并将结果返回给应用系统。 2．JDBC的诞生 自从Java语言于1995年5月正式公布以来，Java风靡全球。出现大量的用java语言编写的程序，其中也包括数据库应用程序。由于没有一个Java语言的API，编程人员不得不在Java程序中加入C语言的ODBC函数调用。这就使很多Java的优秀特性无法充分发挥，比如平台无关性、面向对象特性等。随着越来越多的编程人员对Java语言的日益喜爱，越来越多的公司在Java程序开发上投入的精力日益增加，对java语言接口的访问数据库的API 的要求越来越强烈。也由于ODBC的有其不足之处，比如它并不容易使用，没有面向对象的特性等等，SUN公司决定开发一Java语言为接口的数据库应用程序开发接口。在JDK1．x 版本中，JDBC只是一个可选部件，到了JDK1．1公布时，SQL类包（也就是JDBCAPI）
桥梁工程毕业设计外文翻译箱梁
西南交通大学本科毕业设计（论文） 外文资料翻译 年级: 学号: 姓名: 专业: 指导老师:
6 月
外文资料原文： 13 Box girders 13.1 General The box girder is the most ?exible bridge deck form. It can cover a range of spans from25 m up to the largest non-suspended concrete decks built, of the order of 300 m. Single box girders may also carry decks up to 30 m wide. For the longer span beams, beyond about 50 m, they are practically the only feasible deck section. For the shorter spans they are in competition with most of the other deck types discussed in this book. The advantages of the box form are principally its high structural ef?ciency (5.4), which minimises the prestress force required to resist a given bending moment, and its great torsional strength with the capacity this gives to re-centre eccentric live loads, minimising the prestress required to carry them.
经典文档下载后可编辑复制 湖北文理学院 毕业设计(论文)英文翻译 题目有限元热分析的陶瓷离合器 专业车辆工程 班级Xxx 姓名Xxxx 学号2010138xx 指导教师 职称Xxx 副教授 2014年2月25日
Fethermal analysis of a ceramic clutch 1. Introduction Abrasive dry running vehicle clutches are force closure couplings. Torque and speed transmission are ensured by the frictional force generated between two pressed surfaces. Reasons for the application of ceramic as a friction medium include good heat and wear resistance properties, which provide the opportunity to drive higher pressures, and a low density. Thus, an increasing power density is enabled with a parallel minimization of construction space. Measurements with a first prototype of a clutch disk using ceramic facings were performed at Karlsruhe University in a laboratory specialized in passenger car drive system testing. In the course of analysis the finite element (FE) model was to be constructed with the knowledge of measurement data and measurement conditions. Calculations were intended to determine the temperature distribution of the clutch disk and its environment at each moment in time corresponding to measurements. It is essential to be familiar with the temperature range in order to examine the wear characteristics of the system. Thus, important information is derived from measurement data. In critical load cases, the highest expected temperatures must be forecast in space and time in order to protect measuring instruments close to the location of heat generation. The goal of this study is to analyze and modify the clutch system to provide better operating conditions by improving the heat conduction and convection of the system or to increase the amount of the energy converted into frictional heat. Furthermore, it is desired to find better design solutions for more efficient clutch systems. Calculations were performed by the Cosmos Design Star software. During model development, great care had to be taken for proper simplification of geometry, the selection of element sizes, and the correct adjustment of time steps due to the substantial hardware requirements for transient calculations. Changes in thermal parameters such as the surface heat convection coefficient and thermal load had to be taken into consideration on an on-going basis in terms of time and location. The two sides of the analyzed test clutch system can only be managed by two independent models linked by heat partition,
On the vehicle sideslip angle estimation through neural networks: Numerical and experimental results. S. Melzi,E. Sabbioni Mechanical Systems and Signal Processing 25 (2011)：14~28 电脑估计车辆侧滑角的数值和实验结果 S.梅尔兹,E.赛博毕宁 机械系统和信号处理2011年第25期：14~28
摘要 将稳定控制系统应用于差动制动内/外轮胎是现在对客车车辆的标准（电子稳定系统ESP、直接偏航力矩控制DYC）。这些系统假设将两个偏航率(通常是衡量板)和侧滑角作为控制变量。不幸的是后者的具体数值只有通过非常昂贵却不适合用于普通车辆的设备才可以实现直接被测量,因此只能估计其数值。几个州的观察家最终将适应参数的参考车辆模型作为开发的目的。然而侧滑角的估计还是一个悬而未决的问题。为了避免有关参考模型参数识别/适应的问题,本文提出了分层神经网络方法估算侧滑角。横向加速度、偏航角速率、速度和引导角,都可以作为普通传感器的输入值。人脑中的神经网络的设计和定义的策略构成训练集通过数值模拟与七分布式光纤传感器的车辆模型都已经获得了。在各种路面上神经网络性能和稳定已经通过处理实验数据获得和相应的车辆和提到几个处理演习(一步引导、电源、双车道变化等)得以证实。结果通常显示估计和测量的侧滑角之间有良好的一致性。 1 介绍 稳定控制系统可以防止车辆的旋转和漂移。实际上，在轮胎和道路之间的物理极限的附着力下驾驶汽车是一个极其困难的任务。通常大部分司机不能处理这种情况和失去控制的车辆。最近,为了提高车辆安全，稳定控制系统(ESP[1,2]; DYC[3,4])介绍了通过将差动制动/驱动扭矩应用到内/外轮胎来试图控制偏航力矩的方法。 横摆力矩控制系统（DYC）是基于偏航角速率反馈进行控制的。在这种情况下,控制系统使车辆处于由司机转向输入和车辆速度控制的期望的偏航率[3,4]。然而为了确保稳定，防止特别是在低摩擦路面上的车辆侧滑角变得太大是必要的[1,2]。事实上由于非线性回旋力和轮胎滑移角之间的关系，转向角的变化几乎不改变偏航力矩。因此两个偏航率和侧滑角的实现需要一个有效的稳定控制系统[1,2]。不幸的是,能直接测量的侧滑角只能用特殊设备(光学传感器或GPS惯性传感器的组合)，现在这种设备非常昂贵,不适合在普通汽车上实现。因此, 必须在实时测量的基础上进行侧滑角估计，具体是测量横向/纵向加速度、角速度、引导角度和车轮角速度来估计车辆速度。 在主要是基于状态观测器/卡尔曼滤波器(5、6)的文学资料里, 提出了几个侧滑角估计策略。因为国家观察员都基于一个参考车辆模型,他们只有准确已知模型参数的情况下，才可以提供一个令人满意的估计。根据这种观点,轮胎特性尤其关键取决于附着条件、温度、磨损等特点。 轮胎转弯刚度的提出就是为了克服这些困难,适应观察员能够提供一个同步估计的侧滑角和附着条件[7,8]。这种方法的弊端是一个更复杂的布局的估计量导致需要很高的计算工作量。 另一种方法可由代表神经网络由于其承受能力模型非线性系统，这样不需要一个参
毕业设计（论文）外文文献翻译 文献、资料中文题目：软件开发概念和设计方法文献、资料英文题目： 文献、资料来源： 文献、资料发表（出版）日期： 院（部）： 专业： 班级： 姓名： 学号： 指导教师： 翻译日期： 2017.02.14
外文资料原文 Software Development Concepts and Design Methodologies During the 1960s, ma inframes and higher level programming languages were applied to man y problems including human resource s yste ms,reservation s yste ms, and manufacturing s yste ms. Computers and software were seen as the cure all for man y bu siness issues were some times applied blindly. S yste ms sometimes failed to solve the problem for which the y were designed for man y reasons including: ?Inability to sufficiently understand complex problems ?Not sufficiently taking into account end-u ser needs, the organizational environ ment, and performance tradeoffs ?Inability to accurately estimate development time and operational costs ?Lack of framework for consistent and regular customer communications At this time, the concept of structured programming, top-down design, stepwise refinement，and modularity e merged. Structured programming is still the most dominant approach to software engineering and is still evo lving. These failures led to the concept of "software engineering" based upon the idea that an engineering-like discipl ine could be applied to software design and develop ment. Software design is a process where the software designer applies techniques and principles to produce a conceptual model that de scribes and defines a solution to a problem. In the beginning, this des ign process has not been well structured and the model does not alwa ys accurately represent the problem of software development. However,design methodologies have been evolving to accommo date changes in technolog y coupled with our increased understanding of development processes. Whereas early desig n methods addressed specific aspects of the
附录A 英文文献 Drive Axle All vehicles have some type of drive axle/differential assembly incorporated into the driveline. Whether it is front, rear or four wheel drive, differentials are necessary for the smooth application of engine power to the road. Powerflow The drive axle must transmit power through a 90°angle. The flow of power in conventional front engine/rear wheel drive vehicles moves from the engine to the drive axle in approximately a straight line. However, at the drive axle, the power must be turned at right angles (from the line of the driveshaft) and directed to the drive wheels. This is accomplished by a pinion drive gear, which turns a circular ring gear. The ring gear is attached to a differential housing, containing a set of smaller gears that are splined to the inner end of each axle shaft. As the housing is rotated, the internal differential gears turn the axle shafts, which are also attached to the drive wheels. Rear-wheel drive Rear-wheel-drive vehicles are mostly trucks, very large sedans and many sports car and coupe models. The typical rear wheel drive vehicle uses a front mounted engine and transmission assemblies with a driveshaft coupling the transmission to the rear drive axle. Drive in through the layout of the bridge, the bridge drive shaft arranged vertically in the same vertical plane, and not the drive axle shaft, respectively, in their own sub-actuator with a direct connection, but the actuator is located at the front or the back of the adjacent shaft
Automobile Brake System汽车制动系统 The braking system is the most important system in cars. If the brakes fail, the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic energy (momentum) of the vehicle into thermal energy (heat).When stepping on the brakes, the driver commands a stopping force ten times as powerful as the force that puts the car in motion. The braking system can exert thousands of pounds of pressure on each of the four brakes. Two complete independent braking systems are used on the car. They are the service brake and the parking brake. The service brake acts to slow, stop, or hold the vehicle during normal driving. They are foot-operated by the driver depressing and releasing the brake pedal. The primary purpose of the brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by when a separate parking brake foot pedal or hand lever is set. The brake system is composed of the following basic components: the “master cylinder” which is located under the hood, and is directly connected to the brake pedal, converts driver foot’s mechanical pressure into hydraulic pressure. Steel “brake lines” and flexible “brake hoses” connect the master cylinder to the “slave cylinders” located at each wheel. Brake fluid, specially designed to work in extreme conditions, fills the system. “Shoes” and “pads” are pushed by the slave cylinders to contact the “drums” and “rotors” thus causing drag, which (hopefully) slows the c ar. The typical brake system consists of disk brakes in front and either disk or drum brakes in the rear connected by a system of tubes and hoses that link the brake at each wheel to the master cylinder (Figure). Basically, all car brakes are friction brakes. When the driver applies the brake, the control device forces brake shoes, or pads, against the rotating brake drum or disks at wheel. Friction between the shoes or pads and the drums or disks then slows or stops the wheel so that the car is braked.
外文翻译 专业机械设计制造及其自动化学生姓名刘链柱 班级机制111 学号1110101102 指导教师葛友华
外文资料名称： Design and performance evaluation of vacuum cleaners using cyclone technology 外文资料出处：Korean J. Chem. Eng., 23(6), (用外文写) 925-930 (2006) 附件： 1.外文资料翻译译文 2.外文原文
应用旋风技术真空吸尘器的设计和性能介绍 吉尔泰金，洪城铱昌，宰瑾李， 刘链柱译 摘要：旋风型分离器技术用于真空吸尘器 - 轴向进流旋风和切向进气道流旋风有效地收集粉尘和降低压力降已被实验研究。优化设计等因素作为集尘效率，压降，并切成尺寸被粒度对应于分级收集的50％的效率进行了研究。颗粒切成大小降低入口面积，体直径，减小涡取景器直径的旋风。切向入口的双流量气旋具有良好的性能考虑的350毫米汞柱的低压降和为1.5μm的质量中位直径在1米3的流量的截止尺寸。一使用切向入口的双流量旋风吸尘器示出了势是一种有效的方法，用于收集在家庭中产生的粉尘。 摘要及关键词：吸尘器; 粉尘; 旋风分离器 引言 我们这个时代的很大一部分都花在了房子，工作场所，或其他建筑，因此，室内空间应该是既舒适情绪和卫生。但室内空气中含有超过室外空气因气密性的二次污染物，毒物，食品气味。这是通过使用产生在建筑中的新材料和设备。真空吸尘器为代表的家电去除有害物质从地板到地毯所用的商用真空吸尘器房子由纸过滤，预过滤器和排气过滤器通过洁净的空气排放到大气中。虽然真空吸尘器是方便在使用中，吸入压力下降说唱空转成比例地清洗的时间，以及纸过滤器也应定期更换，由于压力下降，气味和细菌通过纸过滤器内的残留粉尘。 图1示出了大气气溶胶的粒度分布通常是双峰形，在粗颗粒（>2.0微米）模式为主要的外部来源，如风吹尘，海盐喷雾，火山，从工厂直接排放和车辆废气排放，以及那些在细颗粒模式包括燃烧或光化学反应。表1显示模式，典型的大气航空的直径和质量浓度溶胶被许多研究者测量。精细模式在0.18?0.36 在5.7到25微米尺寸范围微米尺寸范围。质量浓度为2?205微克，可直接在大气气溶胶和 3.85至36.3μg/m3柴油气溶胶。
本科生毕业论文（设计）题目文献综述文献综述随着改革开放的深入，交通运输在生活中的作用越来越明显，高速公路的建设成为了国民建设中的一个重大问题。由于高速公路具有汽车专用，分隔行驶，全部立交，控制出入以及高标准，高要求，设备功能完善等功能，与一般公路相比具有很多优点，所以具有很强的实用性。目前，我国高等级公路建设正处在“质”与“量”并重的重要发展阶段。从大陆第一条高速公路——沪嘉高速开始，中国大陆高速公路建设进入了一个崭新的时期。高速公路在二十多年间展现出了巨大的优越性，在以建成的高速公路沿线及腹地迅速兴起了工业企业建设的热【1】潮，地价增值，地方税收增加，投资环境发生巨大变化。目前我国的高速公路主要分布在东南沿海，我国的沿海地带，大部分是淤泥质海岸。因此，沿海特别是大江大河河口附近多为河相、海相或泻湖相沉积层，在地质上属于第四纪全新纪Q4 土层，多属于【2】东南海岸土的类别多为淤泥，淤泥质亚黏饱和的正常压密黏土。土。这类地基的主要特点是：具有高含水量、大孔隙、低密度、低强度、高压缩性、低透水性、中等灵敏度等特点；具有一定的结构性。由于这类地基存在这些特点，在软粘土地基上建造建筑物普遍存在稳定及变形的问题。以高速为例，由于高速的路堤高度不大，所以稳定问题并不突出，但是变形问题很明显。目前高速桥头跳车以及高填方段、填挖结合部等位置因地基差异沉降对路面结构造成的不良影响已引起公路建设、设计、监理、施工等部门的日益重视。如何解决高等级公路桥头跳车问题已成为刻不容缓的大事。造成桥头跳车的原因【3】有很多：1、土质不良引起的地基沉陷：土质不良，由此产生沉陷是桥头跳车的主要原因。桥涵通常位于沟壑地方，地下水位较高，此类土天然含水量大于液限，天然孔隙比大，常含有机质，压缩性高，抗剪强度低，一旦受到扰动，天然结构易受破坏，强度便显著降低，桥头路基填筑高度较大，产生基底应力相对较大，在车辆荷载作用下，更容易引起地基沉陷，且变形稳定历时往往持续数年乃至更长的时间。既便是在一些稳定地基，在外荷作用下，也无可避免出现这个问题。2、台后填料的压缩沉降：台后填料一
I / 11 本科毕业设计外文翻译 <2018届） 论文题目基于WEB 的J2EE 的信息系统的方法研究 作者姓名[单击此处输入姓名] 指导教师[单击此处输入姓名] 学科(专业 > 所在学院计算机科学与技术学院 提交日期[时间 ]
基于WEB的J2EE的信息系统的方法研究 摘要：本文介绍基于工程的Java开发框架背后的概念，并介绍它如何用于IT 工程开发。因为有许多相同设计和开发工作在不同的方式下重复，而且并不总是符合最佳实践，所以许多开发框架建立了。我们已经定义了共同关注的问题和应用模式，代表有效解决办法的工具。开发框架提供：<1）从用户界面到数据集成的应用程序开发堆栈；<2）一个架构，基本环境及他们的相关技术，这些技术用来使用其他一些框架。架构定义了一个开发方法，其目的是协助客户开发工程。 关键词：J2EE 框架WEB开发 一、引言 软件工具包用来进行复杂的空间动态系统的非线性分析越来越多地使用基于Web的网络平台，以实现他们的用户界面，科学分析，分布仿真结果和科学家之间的信息交流。对于许多应用系统基于Web访问的非线性分析模拟软件成为一个重要组成部分。网络硬件和软件方面的密集技术变革[1]提供了比过去更多的自由选择机会[2]。因此，WEB平台的合理选择和发展对整个地区的非线性分析及其众多的应用程序具有越来越重要的意义。现阶段的WEB发展的特点是出现了大量的开源框架。框架将Web开发提到一个更高的水平，使基本功能的重复使用成为可能和从而提高了开发的生产力。 在某些情况下，开源框架没有提供常见问题的一个解决方案。出于这个原因，开发在开源框架的基础上建立自己的工程发展框架。本文旨在描述是一个基于Java的框架，该框架利用了开源框架并有助于开发基于Web的应用。通过分析现有的开源框架，本文提出了新的架构，基本环境及他们用来提高和利用其他一些框架的相关技术。架构定义了自己开发方法，其目的是协助客户开发和事例工程。 应用程序设计应该关注在工程中的重复利用。即使有独特的功能要求，也
Drive force control of a parallel-series hybrid system Abstract Since each component of a hybrid system has its own limit of performance, the vehicle power depends on the weakest component. So it is necessary to design the balance of the components. The vehicle must be controlled to operate within the performance range of all the components. We designed the specifications of each component backward from the required drive force. In this paper we describe a control method for the motor torque to avoid damage to the battery, when the battery is at a low state of charge. Society of Automotive Engineers of Japan, Inc. and Elsevier Science B.V. All rights reserved. 1. Introduction In recent years, vehicles with internal combustion engines have increasingly played an important role as a means of transportation, and are contributing much to the development of society. However, vehicle emissions contribute to air pollution and possibly even global warming, which require effective countermeasures. Various developments are being made to reduce these emissions, but no further large improvements can be expected from merely improving the current engines and transmissions. Thus, great expectations are being placed on the development of electric, hybrid and natural gas-driven vehicles. Judging from currently applicable technologies, and the currently installed infrastructure of gasoline stations, inspection and service facilities, the hybrid vehicle, driven by the combination of gasoline engine and electric motor, is considered to be one of the most realistic solutions. Generally speaking, hybrid systems are classified as series or parallel systems. At Toyota, we have developed the Toyota Hybrid System (hereinafter referred to as the THS) by combining the advantages of both systems. In this sense the THS could be classified as a parallel-series type of system. Since the THS constantly optimizes engine operation, emissions are cleaner and better fuel economy can be achieved. During braking, Kinetic energy is recovered by the motor, thereby reducing fuel consumption and subsequent CO 2 emissions. Emissions and fuel economy are greatly improved by using the THS for the power train system. However, the THS incorporates engine, motor, battery and other components, each of which has its own particular capability. In other words, the driving force must be generated within the limits of each respective component. In particular, since the battery output varies greatly depending on its level of charge, the driving force has to be controlled with this in mind. This report clarifies the performance required of the respective THS components based on the driving force necessary for a vehicle. The method of controlling the driving force, both when the battery has high and low charge, is also described. 2. Toyota hybrid system (THS) [1,2] As Fig. 1 shows, the THS is made up of a hybrid transmission, engine and battery. 2.1. Hybrid transmission The transmission consists of motor, generator, power split device and reduction gear. The power split device is a planetary gear. Sun gear, ring gear and planetary carrier are directly connected to generator, motor and engine, respectively. The ring gear is also connected to the reduction gear. Thus, engine power is split into the generator and the driving wheels. With this type of mechanism, the
毕业设计（论文） 外文翻译 题目西安市水源工程中的 水电站设计 专业水利水电工程 班级 学生 指导教师 2016年
研究钢弧形闸门的动态稳定性 牛志国 河海大学水利水电工程学院，中国南京，邮编210098 nzg_197901@https://www.doczj.com/doc/b62840962.html,，niuzhiguo@https://www.doczj.com/doc/b62840962.html, 李同春 河海大学水利水电工程学院，中国南京，邮编210098 ltchhu@https://www.doczj.com/doc/b62840962.html, 摘要 由于钢弧形闸门的结构特征和弹力，调查对参数共振的弧形闸门的臂一直是研究领域的热点话题弧形弧形闸门的动力稳定性。在这个论文中，简化空间框架作为分析模型，根据弹性体薄壁结构的扰动方程和梁单元模型和薄壁结构的梁单元模型，动态不稳定区域的弧形闸门可以通过有限元的方法，应用有限元的方法计算动态不稳定性的主要区域的弧形弧形闸门工作。此外，结合物理和数值模型，对识别新方法的参数共振钢弧形闸门提出了调查，本文不仅是重要的改进弧形闸门的参数振动的计算方法，但也为进一步研究弧形弧形闸门结构的动态稳定性打下了坚实的基础。 简介 低举升力，没有门槽，好流型，和操作方便等优点，使钢弧形闸门已经广泛应用于水工建筑物。弧形闸门的结构特点是液压完全作用于弧形闸门，通过门叶和主大梁，所以弧形闸门臂是主要的组件确保弧形闸门安全操作。如果周期性轴向载荷作用于手臂，手臂的不稳定是在一定条件下可能发生。调查指出:在弧形闸门的20次事故中，除了极特殊的破坏情况下，弧形闸门的破坏的原因是弧形闸门臂的不稳定;此外，明显的动态作用下发生破坏。例如:张山闸，位于中国的江苏省，包括36个弧形闸门。当一个弧形闸门打开放水时，门被破坏了，而其他弧形闸门则关闭，受到静态静水压力仍然是一样的，很明显，一个动态的加载是造成的弧形闸门破坏一个主要因素。因此弧形闸门臂的动态不稳定是造成弧形闸门(特别是低水头的弧形闸门)破坏的主要原是毫无疑问。