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内燃机专业英语翻译

内燃机专业英语翻译
内燃机专业英语翻译

Chapter 1 Enging types and their operation

1.1 Introduction and historical perspective

1.内燃机的目的是从蕴含在燃料中的化学能中得到机械动力。

The purpose of internal combustion engines is the production of mechanical power from the chemical energy contained in the fuel .

2.有别于外部燃烧机器,在内燃机中,能量是在机器内部燃烧或氧化燃料释放出来的。

In internal combustion engines ,as distinct from external combustion engines, this energy is released by burning or oxidizing the fuel inside the engine.

3.功的转移,提供了需要的动力输出,发生在工作流体和机器的机械部件之间。

The work transfers which provide the desired power output occur directly between these working fluids and the mechanical components of the engine.

4.实际上正是由于燃烧发生在机器做功部件内部才使它们的设计和运行特征从根本上有别于其他类型的机器。

It is the fact that combustion takes places inside the work-producing part of these engines that makes their design and operating characteristics fundamentally different from those of other types of engine.

5.水,升成蒸汽,介入到由燃烧燃料产生的燃气和作功活塞膨胀之间。

Water,raised to steam ,was interposed between the combustion gases produced by burning the fuel and the work-producing piston-in-cylinder expander.

6.早期面向市场开发的机器是在常压下燃烧煤气空气混合物,燃烧前没有压缩。

The early engines developed for commercial use burned coal-gas air mixtures at atmospheric pressure--there was no compression before combustion.

7.煤气和空气在前半个活塞冲程被吸入缸内。然后用火花点燃工质,压力升高,燃烧的气体在后半个活塞冲程将动力传递给活塞。循环以排气冲程结束。

Gas and air were were drawn into the cylinder during the first half of the stroke.The charge was then ignited with a spark, the pressure increased, and the burned gases then delivered power to the piston for the second half of the stoke.

8.更成功的改进利用早期向外冲程时工质燃烧导致的压力升高来加速自由活塞和齿条组,由于它的运动将在缸内形成一个真空。于是大气压推动活塞向内运动,伴随齿条通过一个滚动离合啮合到输出轴上。

A more successful development used the pressure rise resulting from combustion of the fuel-air charge early in the outward stroke to accelerate

a free piston and rack assembly so its momentum would generate a vacuum in the cylinder.

9.这一偶然发现对奥拓四冲程机专利的合法性提出了质疑。在德国奥拓专利被宣布非法。

This charge discovery cast doubt on the validity of Otto' s own patent for this concept, and in Germany it was declared invalid.

10.尽可能大的气缸容积和尽可能小的边界面积;尽可能快的做工速度;尽可能高的膨胀比;膨胀之初尽可能高的压力。

The largest possible cylinder volume with the minimum boundary surface.The greatest possible working speed.The greatest possible expansion ratio. The greatest possible pressure at the beginning of expansion.

11.前两个条件保证工质的热量损失达到最小。第三个条件可认为后燃气体膨胀越大获取的功越多。第四个条件可认为初始压力越高越有可能产生更大的膨胀,在整个过程中产生更高的压力,两者都会导致更多的功输出。

The first two conditions hold heat losses from the charge to a minimum. The third condition recognizes that the greater the expansion of the postcombustion gases, the greater the work extracted.The fourth condition recognizes that higher pressures throughout the process, both resulting in greater work transfer.

12.他的专利利用将液体燃料喷入仅由压缩而加热的空气中触发燃烧使效率高出其他类型内燃机的两倍。更高的压缩比,不存在爆震或敲缸的现象成为可能。

His concept of initiating combustion by injecting a liquid fuel into air heated solely by compression permitted a doubling of efficiency over other internal combustion engines.Much greater expansion ratios, without detonation or knock now possible.

13.早期产生机械动力的机器燃烧气体。汽油和原油中的轻质成分在十九世纪末才有,开发出各种化油器来蒸发燃料将其与空气混合。The earliest engines used for generating mechanical power burned gas. Gasoline, and lighter fractions of crude oil, become available in the late 1800s and various types of carburetors were developed to vaporized the fuel and mix it with air.

14.然而由于原油短缺要满足1907至1915年之间五倍汽油的需求,(汽油)从原油中的产出必须提高。

However, a serious crude oil shortage developed, and to meet the fivefold increase in gasoline demand between 1907 and 1915, the yield from crude had to be raised.

15开发了热裂解工序,在那里重油在高压下被加热分解为不复杂、更易挥发的化合物。这些热裂解汽油满足了需求,但它们的高沸点出现寒冷气候的启动问题。

A thermal cracking process was developed whereby heavier oils were heated under pressure and decomposed into less complex more volatile compounds. These thermally cracked gasolines satisfied demands, but their higher boiling point range created cold weather starting problems. 16.Houdry 发现蒸发的油在450至480度的温度下经过活性催化剂可转化为高质量汽油,比热裂解的产出高得多。这些进步以及其它改进使具有更好抗敲缸性能的燃料可以大量生产。

Houdry found that vaporized oils passed over an activated catalyst at 450 to 480 C were convented to high-quality gasoline in much higher yields than was possible with thermal cracking.These advances, and others, permitted fuels with better and better thermal antiknock properties to be produced in large quantities.

17.在过去的三十年中,要改变的新因素变得非常重要并严重影响机器的设计和运行。这些因素是,其一、需要控制车辆对城市空气的污染,其二、需要对车辆燃油消耗进行大幅度改善。

During the past three decades, new factors for change have become important and now significantly affect engine design and operation.These factors are, first, the need to control the automotive contribution to urban air pollution and, second, the need to achieve significant improvements in automotive fuel consumption.

18.大幅度降低SI排气系统的废气并考虑到含铅抗敲缸添加剂的毒害使得无铅汽油作为主要车辆燃料重新返回市场。含铅汽油中的最大

含铅量大幅降低。排放控制的要求以及燃料的改进使内燃机设计和运行上发生了很大改变。

Both the use of catalysts in spark-ignition engine exhaust systems for emissions control and concern over the toxicity of lead antiknock additives have resulted in the reappearance of unleaded gasoline as a major part of the automotive fuels market. Also, the emission-control requirements and these fuel developments have produced significant changes in the way internal combustion engines are designed and operated.

19.原油价格猛涨到1970年的几倍,(人们)开始担心石油的长期可持续性。大幅度提高内燃机效率的压力明显增加。然而,排放控制的要求使改善燃料消耗举步艰难。

During the 1970s the price of crude petroleum rose rapidly to several times its cost in 1970, and concern built up regarding the longer-term availability of petroleum. Pressures for substantial improvements in internal combustion engine efficiency have become very substantial indeed. Yet emission-control requirements have made improving engine fuel consumption more difficult.

20.人们可能认为经过了一个多世纪,内燃机(技术)已经达到顶峰,没有进一步改善的潜力。实际并非如此。传统内燃机在效率、功率、排放水平方面都在不断改善。

It might be thought that after over a century of development, the internal combustion engine has reached its peak and little potential for further improvement remains. Such is not the case. Conventional spark-ignition and diesel engines continue to show substantial improvements in efficiency, power, and emission control.

21.新材料的出现为降低重量、成本和热损失提供了可能。其它类型的内燃机,比如可使用多种燃料的分层充量内燃机,有可能会更有吸引力并得到大量生产。

New materials now becoming available offer the possibilities of reduce engine weight, cost , and heat losses, and of different and more efficient internal combustion engine systems. Alternative types of internal combustion engines, such as the stratified-charge with its wider fuel tolerance, may become sufficiently attractive to reach large-scale production.

22.未来内燃机的改进潜力无穷,但这将对汽车工程师提出艰巨的挑战。随着我们对内燃机知识的不断拓宽,这一切都会变为可能。The engine development opportunities of the future are substantial. While they present a formidable challenge to automotive engineers, they will be made possible in large part by the enormous expansion of our knowledge engine processes.

1.2 Engine classifications

所有这些特征都很重要,它们显示了现有内燃机设计的范围。由于我们想从根本上了解内燃机的运行和排放特征,点火方式被选为最主要的分类特点。不同点火方式(火花点火或压缩点火)伴随使用燃料、混合物准备方法、燃烧室设计、负载控制、燃烧过程的详细过程、排放、运行特点等重要特征。

All these distinctions are important and they illustrate the breadth of engine designs available. Because this book approaches the operating and emissions characteristics of internal combustion engines from a fundamental point of view, the method of ignition has been selected as the primary classifying feature. From the method of ignition-spark-ignition or compression-ignition --follow the important characteristics of the fuel used, method of mixture preparation, combustion chamber design,method of load control, details of the combustion process, engine emissions, and operating characteristics.

1.3 Engine operation cycles

1. 书中主要讲了往复式内燃机,在那儿活塞在缸内前后运动,通过连杆和曲柄装置将动力传送给驱动轴。曲柄稳定的转动致使活塞循环运动。活塞在上止点和下至点停止运动,这时分别对应容积最小和最大。

Most of this book is about reciprocating engines, where the piston moves back and forth in a cylinder and transmits power through a connecting rod and crank mechanism to the drive shaft. The steady

rotation of the crank produces a cyclical piston motion. The piston comes to the top-center crank position and bottom-center crank position when the cylinder volume is a minimum or maximum, respectively.

2.最小气缸容积称为挤气间隙。最大和最小容积之差为扫过的容积。最大和最小容积之比是压缩比。

The minimum cylinder volume is called the clearance volume Vc. The volume swept out by piston, the difference between the maximum or total volume Vt and the clearance volume, is called the displaced or swept volume Vd. The ratio of maximum volume to minimum volume is the compression ratio r.

3. 多数往复式内燃机以四冲程循环的形式运行。每缸需要四个活塞冲程(两个曲轴循环)完成一系列事件,输出一个做功冲程。

The majority of reciprocating engines operate on what is known as the four-stroke cycle. Each cylinder requires four strokes of its piston---two revolutions of the crankshaft---to complete the sequence of events which produces one power strokes

4. 进气冲程开始于活塞上止点,结束于活塞下至点,该冲程将新鲜混合气吸入缸内。为了提高进气量,进气阀门在冲程开始之前打开,冲程结束之后关闭。

An intake stroke, which starts with the piston at TC and ends with the piston at BC, which draws fresh mixture into the cylinder.To increase the

mass inducted, the inlet valve opens shortly before the stroke starts and close after it ends.

5. 当进排气门都关闭后缸内混合气被压缩到初始体积的一小部分。压缩冲程将要结束时,开始燃烧,缸内压强迅速升高。

A compression stroke, when both valves are closed and the mixture inside the cylinder is compressed to a small fraction of its initial volume. Toward the end of the compression stroke, combustion id initiated and the cylinder pressure rise more rapidly.

6.做功冲程开始于活塞上止点,结束于下至点,高温高压气体推动活塞向下,迫使曲柄旋转。做功冲程作用在活塞上的功是压缩冲程活塞做功的五倍。当活塞接近下至点,排气门打开触发了排气过程,并将缸内压力降至接近排气压力。

A power stroke, or expansion stroke, which starts with the piston at TC and ends at BC as the high-temperature, high-pressure, gases push the piston down and force the crank to rotate. About five times as much work is done on the piston during the power stroke as the piston had to do during compression. A the piston approaches BC the exhaust valve opens to initiate the exhaust process and drop the cylinder pressure to close to the exhaust pressure.

7.由于缸内压力可能明显高于排气压力,又因活塞向上止点运动时气体被扫出。当活塞接近上止点时进气门打开。上止点后排气门关闭,循环重新开始。

Because the cylinder pressure may be substantially higher than the exhaust pressure, then as they are swept out by the piston as it moves toward TC. As the piston approaches TC the inlet valve opens. Just after TC the exhaust valve closes and the cycle starts again.

8.根据它的发明者Nicolaus Otto,他于1876年设计出第一台以这一原理运行的内燃机,常命名为Otto循环,人们更愿意用直观的四冲程专业词(来命名这一循环)。

Though often called the Otto cycle after its inventor, Nicolaus Otto, who built the first engine operating on these principles in 1876, the more descriptive four-stroke nomenclature is preferred.

9.对于每一个气缸,四冲程循环需要两个曲轴循环输出一个做功冲程。对给定尺寸内燃机为了获得更高动力输出,人们开发了简单气门设计、两冲程循环。两冲程可应用于SI和CI机。

The four-stroke cycle requires, for each engine cylinder, two crankshaft revolutions for each power stroke. To obtain a higher power output from a given engine size, and a simpler valve design, the two-stroke was developed. The two-stroke cycle is applicable to both SI and CI engines.

10.缸套内的气门,由活塞的运动打开、关闭,在活塞接近BC时控制着进、排气流。

Ports in the cylinder liner, opened and closed by the piston motion , control the exhaust and inlet flows while the piston is close to BC.

11.压缩冲程开始于进排气口均关闭,随后压缩缸内工质将新鲜工质吸入曲轴箱。当活塞趋近TC,燃烧开始。

A compression stroke, which starts by closing the inlet and exhaust ports, and then compresses the cylinder contents and draws fresh charge into the crankcase .As the piston approaches TC, combustion is initiated.

12.直到活塞接近BC,膨胀冲程的做功仍和四冲程循环类似,接着排气口和进气口相继打开。大部分已燃气体在扫气过程排出气缸。当进气口打开后,在曲轴箱内被压缩的新鲜工质流入气缸。活塞和气口通常做成特殊形状将进入的工质偏转,避免直接流进排气口,以便有效扫除残余气体。

A power or expansion stroke, similar to that in the four-stroke cycle until the piston approached BC, when first the exhaust ports and then the intake ports are uncovered. Most of the burnt gases exit the cylinder in an charge which has been compressed in the crankcase flows into the cylinder. The piston and the ports are generally shaped to deflect the incoming charge from flowing directly into the exhaust ports and to achieve effective scavenging of the residual gases.

13.曲轴转动一周,完成一个循环,输出一个做功冲程。然而,很难将扫过的容积完全充入新鲜工质,一些新鲜工质在扫气过程直接流出气缸。

Each engine cycle with one power stroke is completed in one crankshaft revolution. However, it is difficult to fill completely the displaced volume

with fresh charge, and some of the fresh mixture flows directly out of the cylinder during the scavenging process.

Chapter 10 Combustion in compression-ignition engines 10.1 Essential feature of processes

The essential feature of compression ignition engine combustion process can be summarized as follows. Fuel is injected by the fuel-injection system into the engine cylinder toward the end of the compression stroke, just before the desired start of combustion.

柴油机燃烧过程的基本特征归结如下:燃料由喷油系统在压缩接近结束、燃烧开始之前喷入气缸。

Figures 1-17,18 and 19 illustrate the major components of common diesel fuel injection systems. The l iquid fuel,usually injected at high velocity as one or more jets through small orifices or nozzles in the injector tip, atomizes into small drops and penetrates into the combustion chamber.

图17—19显示一般柴油喷射系统的主要构成部分。液体燃料,通常是一束或多束射流通过喷油器顶端的小孔或喷嘴高速喷入,雾化成小油滴贯穿燃烧室。

The fuel vaporizes and mixes with the high temperature high pressure cylinder air. Since the air temperature and pressure are above the fuel’s ignition point, spontaneous ignition of portions of the already-mixed fuel and air occurs after a delay period of a few crank angle degrees.

燃料蒸发与缸内高温高压空气混合。当空气温度和压强高压燃料着火点时,部分已经混合好的燃气经历几个曲轴转角的滞燃期后自发着火。

The cylinder pressure increase s as combustion of the fuel-air mixture occurs. The consequent compression of the unburned portion of the charge shortens the delay before ignition for the fuel and air which has mixed to within combustible limits, which then burns rapidly. It also reduces the evaporation time of the remaining liquid fuel.

随着混合物的燃烧,缸内压强升高。未燃工质的继续压缩缩短了已经混合达到可燃极限的油、气着火前的滞燃期。也缩短了剩余液体燃料的蒸发时间。

Injection continues untile the desired amount of fuel has entered the cylinder. Atomization, vaporization, fuel-air mixing, and combustion continue until essentially all the fuel has passed through each process.

喷油仍在继续,直到期望油量全都进入气缸。雾化、蒸发、油气混合仍在继续,直到所有燃料都经历了每一个过程。

In addition, mixing of the air remaining in the cylinder with burning and already burned gases continues throughout the combustion and expansion processes.

另外,缸内剩余空气与正在燃烧和已经燃烧的气体的混合过程经持续到整个燃烧和膨胀阶段。

It will be clear from this summary that the compression-ignition combustion process is extremely complex. The details of the process depend on the fuel-injection system, and on the engine’s operating conditions. It is an unsteady, heterogeneous, three-dimensional combustion process.

在总结中可以清楚看到压缩点火的燃烧过程极为复杂。具体的过程取决于喷油系统、运行工况。是不稳定、不均匀、3维的燃烧过程。While an adequate conceptual understanding of diesel engine combustion has been developed, to date an ability to describe many of the critical individual processes in a quantitative manner is lacking.

人们已经对柴油机有了足够的概念性理解,目前仍然缺乏定量描述很多关键个别过程的能力。

Some important consequences of this combustion process on engine operation are the following:

下面是燃烧过程中出现的一些重要结果:

1.since injection commences just before combustion starts, there is no

knock limit as in the spark-ignition engine resulting from spontaneous ignition of the premixed fuel and air in the end-gas. Hence a higher engine compression ratio can be used in the compression-ignition engine, improving its fuel conversion efficiency relative to the SI engine.

由于喷油是在燃烧开始前进行的,不存在象火花点火机中预混燃料在气体末端自燃导致的敲缸极限。因此在压燃机中可以用更高的压缩比,相对于SI机来说提高了燃油转化效率。

2.since injection timing is used to control combustion timing, the delay

period between the start of injection and start of combustion must be kept short (and reproducible). A short delay is also needed to hold the maximum cylinder gas pressure below the maximum the engin can tolerate. Thus, the spontaneous ignition characteristics of the fuel-air mixture must be held within a specified range. This is done by requiring that diesel fuel have a cetane number (a measure of the ease of ignition of that fuel in a typical diesel environment) above a certain value.

由于利用喷油时间控制燃烧正时,喷油始点和燃烧始点之间的滞燃期一定要短(具有可重复性)。需要一个短滞燃期来保证缸内最大压力低于机器所能承受的最大压力。因此混合气的自燃特征必须控制在特定范围。这需要柴油的辛烷值(在一般的柴油机环境下衡量燃料点火难易程度的值)要高于某一个值。

3.since engine torque is varied by varying the amount of fuel injected

per cycle with the engine air flow essentially unchanged, the engine can be operated unthrottled. Thus, pumping work requirements are low, improving part-load mechanical efficiency relative to the SI engine.

既然扭矩是通过改变每循环喷入的油量(空气流量基本不变)来改变,机器可在无节流情况下运行。因此需要的泵气功低,相比SI机改善了部分负荷下的机械效率。

4.As the amount of fuel injected per cycle is increased, problems with

air utilization during combustion lead to the formation of excessive amounts of soot which cannot be burned up prior to exhaust. This excessive soot or black smoke in the exhaust constrains the fuel/air ratio at maximum engine power to values 20 percent (or more)lean of stoiciometric. Hence, the maximum indicated mean effecitve pressure (in a natrally aspirated engine is) is lower than values for an equivalent spark-ignition engine.

随着每循环喷入油量的增加,燃烧时空气的利用问题导致大量碳烟生成,排气前无法充分燃烧。废气中过量的碳烟或黑烟限制着最大功率时的燃空比比理论空燃比低20%。因此,最大指示平均有效压强与同等火花点火机相比要低。

5.Because the diesel always operates with lean fuel/air ratios ( and at

part load with very lean fuel/air ratios), the effective value of over the expansion process is higher than in a spark-ignition engine. This gives a higher fuel conversion efficiency than the spark-ignition engine,for a given expansion ratio.

由于柴油机总是工作在较稀的燃空比下(在部分负荷下燃空比更低),膨胀过程的有效 值比在火花点火机中的高。对给定压缩比,燃油转化效率比火花机高。

The major problem in diesel combustion chamber design is achieving sufficienthly rapid mixing between the injected fuel and the air in the cylinder to complete combustion in the appropriate crank angle inerval close to top-center. The foregoing discussion indicates (and more detailed analysis will confirm) that mixing rates control the fuel burning rate.

柴油燃烧室设计的主要问题是如何将喷入的燃油和空气快速混合在接近上止点的适当曲轴转角范围完成燃烧。接下来的讨论可见混合速率控制着燃油燃烧速率。

Commercial diesel egines are made with a very large range of cylinder sizes, with cylinder bores varing from about 70 to 900 mm. The mean piston speed at maximum rated power is approximately constant over this size range (see Sec. 2.2), so the maximum rated engine speed will be inversely proportional to the stroke [ see Eq. (2.9)].

产品柴油机尺寸范围很大,缸径在70到900 毫米范围。在这个范围内最大额定功率下活塞平均速度接近常数,因此最大额定速度与冲程成反比。

For a fixed crank angle interval for combustion (of order 40 to 50 to maintain high fuel conversion efficiency), the time available for combustion will, therefore, scale with the stroke. Thus, at the small end of

the diesel engine size range, the mixing between the injected fuel and the aire must take place on a time scale some 10 times shorter than in the engines at the large end of this range.

燃烧在固定的曲轴转角区间(40到50度以保证高的燃油转化效率),燃烧时间将用冲程衡量。因此,小尺寸柴油机中,喷入的燃油和空气必须在大尺寸柴油机混合时间的十分之一内完成混合。

It would be expected, therefore, that the design of the engine combustion chamber (including the inlet port and valve) and the fuel-injection system would have to change substantially over this size range to provide the fuel and air motion inside the cylinder required to achieve the desired fuel-air mixing rate.

因此,希望对不同尺寸机器在燃烧室和喷油系统设计时做相应变化,以得到所需要的运动,实现期望的燃空混合速率。

As engine size decreases, more vigorous air motion is required while less fuel jet penetration is necessry. It is this logic, primarily, that leads to the different diesel combustion chamber designs and fuel injection systems found in practice over the large size range of commercial diesel engines.

随着机器尺寸的减小,需要更强烈的气流运动和更短的油束贯穿距离。正是这样的逻辑关系,我们看到产品柴油机在不同尺寸范围内具有不同的燃烧室设计和喷油系统。

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