1-Unit_3_engine_cooling_and_lubrication_system1
船舶专业词典
船舶专业词汇自我补充篇W.B.T 压载水舱MDO 柴油C.O.P 货油泵F.W.G 制淡装置F.O 燃油CRIC. 循环CYL 气缸thruster推力器，助推器H.F.O重油(燃料油)C.F.W pump 循环淡水泵L.O 滑油N.C.O 喷油器HYD. 压力O.D.M SAMPLING PUMP 排油监控取样泵G/B S/B L.O PUMP 齿轮箱滑油备用泵TRANS 输送G/S 总用PURI. 净化器,分油机SERV. 日用Sulphur 硫ER 机舱fire damper 防火档板UV sterilizer紫外线消毒器tally office 理货员办公室Preheater预热器Bow 艏推力装置thrusterevaporator蒸发器booster 增压器FW HYDROPHOR Pp 淡水输送泵fairlead 导缆孔order number 序号cargo 货物execution 实行; 履行; 执行; 完成vibration stress 振动应力ambient 周围的deviation [de•vi•a•tion ] 背离inclination angle倾角dynamic [dy•nam•ic || daɪ'næmɪk] adj. 动力的; 动态的; 动力学的static [stat•ic || 'stætɪk]adj. 静的; 静力的; 静态的; 静止的appliance [ap•pli•ance || ə'plaɪəns]n. 器具, 用具; 应用, 使用; 设备, 装置; 救火车athwartship 横切,横向barometric pressure 大气压Viscosity 粘质, 粘性cSt 是centistokes的缩写，意思是厘斯asphaltenes 沥青质CCAI 碳芳香度指数class notation 船级代号mounting hole 安装孔；固定孔identification plate标志板installation lable 安装标签bracket 支架QMD青岛齐耀瓦锡兰菱重麟山船用柴油机有限公司wiring diagram布线图servo 伺服电动机; 伺服机构Pcs 数量的缩写。
汽车英语
Most oil pumps have two small gears that mesh with each other. A pressure-regulator valve in the pump is used to prevent the lubrication system from reaching too high a pressure. The oil pump pulls oil up from the oil pan and makes the engine oil circulate through the engine. See figure 3-2.
The circulating oil also cools the engine by carrying heat away from hot engine components, and cleans or flushes dirt and deposits off the engine parts. Finally, oil circulated on the cylinder walls seals the rings, improving the engine’s compression.
UNIT 3 Lubrication and Cooling
System
PART 1 Technical and Practical Reading
Passage
A
Lubrication
System
The engine lubrication system is designed to deliver clean oil at the correct temperature and pressure to every part of the engine. The job of the lubrication system is to distribute oil to the moving parts to reduce friction between surfaces which rub against each other. The lubrication system mainly consists of oil pump, engine oil, oil filter, oil screen and oil pan. See figure 3-1.
汽车专业英语U1L3(发动机部分)
radiator pressure cap
upper tank
fin
lower tank
• 4．The Thermostat • In operation, the thermostat is designed to close off the flow of water from engine to radiator until the engine has reached the desired operating temperature.
The cooling system of a watercooled engine consists of the engine water jacket, thermostat, water pump, radiator, radiator cap, cooling fan and necessary hoses （Fig.3-1）
机油滤清器 The Oil Filter
4．The Oil Pan Engine oil is the fluid used to lubricate the engine. Several quarts of oil are stored in an oil pan bolted to the bottom of the engine block.
• 1．The Oil Pump • When the engine is running, an oil pump draws oil from the pan and forces it through oil galleries.
机油泵 oil pump
机油尺 dip stick
2．The Oil Galleries The oil galleries are
Radiator (engine cooling)
Radiator (engine cooling)A typical engine coolant radiator used in anautomobileFor other uses, see Radiator (disambiguation).Radiators are heat exchangers used for cooling internal combustionengines, mainly in automobiles but also in piston-engined aircraft,railway locomotives, motorcycles, stationary generating plant or anysimilar use of such an engine.Internal combustion engines are often cooled by circulating a liquidcalled engine coolant through the engine block, where it is heated, thenthrough a radiator where it loses heat to the atmosphere, and thenreturned to the engine. Engine coolant is usually water-based, but mayalso be oil. It is common to employ a water pump to force the enginecoolant to circulate, and also for an axial fan to force air through theradiator.Automobiles and motorcyclesCoolant being poured into the radiator of anautomobileIn automobiles and motorcycles with a liquid-cooled internalcombustion engine, a radiator is connected to channels running throughthe engine and cylinder head, through which a liquid (coolant) ispumped. This liquid may be water (in climates where water is unlikelyto freeze), but is more commonly a mixture of water and antifreeze inproportions appropriate to the climate. Antifreeze itself is usuallyethylene glycol or propylene glycol (with a small amount of corrosioninhibitor).The radiator transfers the heat from the fluid inside to the air outside,thereby cooling the fluid, which in turn cools the engine. Radiators arealso often used to cool automatic transmission fluids, air conditioner refrigerant, intake air, and sometimes to cool motor oil or power steering fluid. Radiators are typically mounted in a position where they receive airflow from the forward movement of the vehicle, such as behind a front grill. Where engines are mid- or rear-mounted, it is common to mount the radiator behind a front grill to achieve sufficient airflow, even though this requires long coolant pipes. Alternatively, the radiator may draw air from the flow over the top of the vehicle or from a side-mounted grill. For long vehicles, such as buses, side airflow is most common for engine and transmission cooling and top airflow most common for air conditioner cooling.Radiator constructionAutomobile radiators are constructed of a pair of header tanks, linked by a core with many narrow passageways,giving a high surface area relative to volume. This core is usually made of stacked layers of metal sheet, pressed to form channels and soldered or brazed together. For many years radiators were made from brass or copper cores soldered to brass headers. Modern radiators save money and weight by using plastic headers and may use aluminium cores. This construction is less easily repaired than traditional materials.Honeycomb radiator tubesAn earlier construction method was the honeycomb radiator. Roundtubes were swaged into hexagons at their ends, then stacked togetherand soldered. As they only touched at their ends, this formed whatbecame in effect a solid water tank with many air tubes through it.Some vintage cars use radiator cores made from coiled tube, a lessefficient but simpler construction.Coolant pumpsThermosyphon cooling system of 1937, withoutcirculating pumpRadiators first used downward vertical flow, driven solely by athermosyphon effect. Coolant is heated in the engine, becomes lessdense, and so rises. As the radiator cools the fluid, the coolant becomesdenser and falls. This effect is sufficient for low-power stationaryengines, but inadequate for all but the earliest automobiles. Allautomobiles for many years have used centrifugal pumps to circulatethe engine coolant because natural circulation has very low flow rates.HeaterA system of valves or baffles, or both, is usually incorporated to simultaneously operate a small radiator inside the vehicle. This small radiator, and the associated blower fan, is called the heater core, and serves to warm the cabin interior. Like the radiator, the heater core acts by removing heat from the engine. For this reason, automotive technicians often advise operators to turn on the heater and set it to high if the engine is overheating.Temperature control Waterflow controlCar engine thermostatThe engine temperature on modern cars is primarily controlled by awax-pellet type of thermostat, a valve which opens once the engine hasreached its optimum operating temperature.When the engine is cold, the thermostat is closed except for a smallbypass flow so that the thermostat experiences changes to the coolanttemperature as the engine warms up. Engine coolant is directed by thethermostat to the inlet of the circulating pump and is returned directly to the engine, bypassing the radiator. Directing water to circulate onlythrough the engine allows the temperature to reach optimum operating temperature as quickly as possible whilst avoiding localised "hot spots." Once the coolant reaches the thermostat's activation temperature, it opens, allowing water to flow through the radiator to prevent the temperature rising higher.Once at optimum temperature, the thermostat controls the flow of engine coolant to the radiator so that the engine continues to operate at optimum temperature. Under peak load conditions, such as driving slowly up a steep hill whilst heavily laden on a hot day, the thermostat will be approaching fully open because the engine will be producing near to maximum power while the velocity of air flow across the radiator is low. (The velocity of air flow across the radiator has a major effect on its ability to dissipate heat.) Conversely, when cruising fast downhill on a motorway on a cold night on a light throttle, the thermostat will be nearly closed because the engine is producing little power, and the radiator is able to dissipate much more heat than the engine is producing. Allowing too much flow of coolant to the radiator would result in the engine being over cooled and operating at lower than optimum temperature. A side effect of this would be that the passenger compartment heater would not be able to put out enough heat to keep the passengers warm. The fuel efficiency would also suffer.The thermostat is therefore constantly moving throughout its range, responding to changes in vehicle operating load, speed and external temperature, to keep the engine at its optimum operating temperature.On vintage cars you may find a bellows type thermostat, which has a corrugated bellows containing a volatile liquid such as alcohol or acetone. These types of thermostats do not work well at cooling system pressures above about 7 psi. Modern motor vehicles typically run at around 15 psi, which precludes the use of the bellows type thermostat. On direct air-cooled engines this is not a concern for the bellows thermostat that controls a flap valve in the air passages.Airflow controlOther factors influence the temperature of the engine, including radiator size and the type of radiator fan. The size of the radiator (and thus its cooling capacity) is chosen such that it can keep the engine at the design temperature under the most extreme conditions a vehicle is likely to encounter (such as climbing a mountain whilst fully loaded on a hot day).Airflow speed through a radiator is a major influence on the heat it loses. Vehicle speed affects this, in rough proportion to the engine effort, thus giving crude self-regulatory feedback. Where an additional cooling fan is driven by the engine, this also tracks engine speed similarly.Engine-driven fans are often regulated by a viscous-drive clutch from the drivebelt, which slips and reduces the fan speed at low temperatures. This improves fuel efficiency by not wasting power on driving the fan unnecessarily. On modern vehicles, further regulation of cooling rate is provided by either variable speed or cycling radiator fans. Electric fans are controlled by a thermostatic switch or the engine control unit. Electric fans also have the advantage of giving good airflow and cooling at low engine revs or when stationary, such as in slow-moving traffic.Before the development of viscous-drive and electric fans, engines were fitted with simple fixed fans that drew air through the radiator at all times. Vehicles whose design required the installation of a large radiator to cope with heavy work at high temperatures, such as commercial vehicles and tractors would often run cool in cold weather under light loads, even with the presence of a thermostat, as the large radiator and fixed fan caused a rapid and significant drop in coolant temperature as soon as the thermostat opened. This problem can be solved by fitting a radiator blind to the radiator which can be adjusted to partially or fully block the airflow through the radiator. At its simplest the blind is a roll of material (such as canvas or rubber that is unfurled along the length of the radiator to cover the desired portion. Some older vehicles, like the World War I-era S.E.5 and SPAD S.XIII single-engined fighters, have a series of shutters that can be adjusted from the driver's or pilot's seat to provide a degree of control. Some modern cars have a series of shutters that are automatically opened and closed by the engine control unit to provide a balance of cooling and aerodynamics as needed.[1]These AEC Regent III RT buses are fitted with radiator blinds, seen here covering the lower halfof the radiators.Coolant pressureBecause the thermal efficiency of internal combustion enginesincreases with internal temperature, the coolant is kept athigher-than-atmospheric pressure to increase its boiling point. Acalibrated pressure-relief valve is usually incorporated in the radiator'sfill cap. This pressure varies between models, but typically ranges from9 psi (0.6 bar) to 15 psi (1.0 bar).As the coolant expands with increasing temperature, its pressure in the closed system must increase. Ultimately, the pressure relief valve opens, and excess fluid is dumped into an overflow container. Fluidoverflow ceases when the thermostat modulates the rate of cooling to keep the temperature of the coolant at optimum. When the engine coolant cools and contracts (as conditions change or when the engine is switched off),the fluid is returned to the radiator through additional valving in the cap.Engine coolantBefore World War II, engine coolant was usually plain water. Antifreeze was used solely to control freezing, and this was often only done in cold weather.Development in high-performance aircraft engines required improved coolants with higher boiling points, leading to the adoption of glycol or water-glycol mixtures. These led to the adoption of glycols for their antifreeze properties.Since the development of aluminium or mixed-metal engines, corrosion inhibition has become even more important than antifreeze, and in all regions and seasons.Boiling or overheatingOn this type of systemWikipedia:Please clarify, if the coolant in the overflow container gets too low, fluid transfer to overflow will cause an increased loss by vaporizing the engine coolant.Severe engine damage can be caused by overheating, by overloading or system defect, when the coolant is evaporated to a level below the water pump. This can happen without warning, because at that point, the sending units are not exposed to the coolant to indicate the excessive temperature.Opening a hot radiator drops the system pressure immediately and may cause a sudden ebullition of super-heated coolant. Therefore, since opening the cap on a hot radiator can result in steam burns to the unwary person, radiator caps often contains a mechanism that attempts to relieve the internal pressure before the cap can be fully opened.HistoryThe invention of the automobile water radiator is attributed to Karl Benz. Wilhelm Maybach designed the first honeycomb radiator for the Mercedes 35hp.Supplementary radiatorsIt is sometimes necessary for a car to be equipped with a second, or auxiliary, radiator to increase the cooling capacity, when the size of the original radiator cannot be increased. The second radiator is plumbed in series with the main radiator in the circuit. This was the case when the Audi 100 was first turbocharged creating the 200. These are not to be confused with intercoolers.Some engines have an oil cooler, a separate small radiator to cool the engine oil. Cars with an automatic transmission often have extra connections to the radiator, allowing the transmission fluid to transfer its heat to the coolant in theradiator. These may be either oil-air radiators, as for a smaller version of the main radiator. More simply they may be oil-water coolers, where an oil pipe is inserted inside the water radiator. As water is denser than air, this offers comparable cooling (within limits) from a less complex and thus cheaper oil cooler. Less commonly, power steering fluid, brake fluid, and other hydraulic fluids may be cooled by an auxiliary radiator on a vehicle.Turbo charged or supercharged engines may have an intercooler, which is an air-to-air or air-to-water radiator used to cool the incoming air charge —not to cool the engine.AircraftAircraft with liquid-cooled piston engines (usually inline engines rather than radial) also require radiators. As airspeed is higher than for cars, these are efficiently cooled in flight, and so do not require large areas or cooling fans. Many high-performance aircraft however suffer extreme overheating problems when idling on the ground - a mere 7 minutes for a Spitfire. This is similar to Formula 1 cars of today, when stopped on the grid with engines running they require ducted air forced into their radiator pods to prevent overheating.Surface radiatorsReducing drag is a major goal in aircraft design, including the design of cooling systems. An early technique was to take advantage of an aircraft's abundant airflow to replace the honeycomb core (many surfaces, with a high ratio of surface to volume) by a surface mounted radiator. This uses a single surface blended into the fuselage or wing skin,with the coolant flowing through pipes at the back of this surface. Such designs were seen mostly on World War I aircraft.As they are so dependent on airspeed, surface radiators are even more prone to overheating when ground-running.Racing aircraft such as the Supermarine S.6B, a racing seaplane with radiators built into the upper surfaces of its floats, have been described as "being flown on the temperature gauge" as the main limit on their performance.Surface radiators have also been used by a few high-speed racing cars, such as Malcolm Campbell's Blue Bird of 1928.Pressurized cooling systemsPlugs pressurized automotive cooling system.The cap has left the valves sealed by a lid, the cap has the right to view two valves, of which the valve to the left serves to avoid creating a vacuum, the valve of the right serves to regulateand limit the overpressureIt is generally a limitation of most cooling systems that the coolingfluid not be allowed to boil, as the need to handle gas in the flowgreatly complicates design. For a water cooled system, this means thatthe maximum amount of heat transfer is limited by the specific heatcapacity of water and the difference in temperature between ambientand 100°C. This provides more effective cooling in the winter, or athigher altitudes where the temperatures are low.Another effect that is especially important in aircraft cooling is that thespecific heat capacity changes with pressure, and this pressure changesmore rapidly with altitude than the drop in temperature. Thus,generally, liquid cooling systems lose capacity as the aircraft climbs. This was a major limit on performance during the 1930s when the introduction of turbosuperchargers first allowed convenient travel at altitudes above 15,000 ft,and cooling design became a major area of research.The most obvious, and common, solution to this problem was to run the entire cooling system under pressurization.This maintained the specific heat capacity at a constant value, while the outside air temperature continued to drop.Such systems thus improved cooling capability as they climbed. For most uses, this solved the problem of cooling high-performance piston engines, and almost all liquid-cooled aircraft engines of the World War II period used this solution.However, pressurized systems were also more complex, and far more susceptible to damage - as the cooling fluid was under pressure, even minor damage in the cooling system like a single rifle-calibre bullet hole, would cause the liquid to rapidly spray out of the hole. Failures of the cooling systems were, by far, the leading cause of engine failures.Evaporative coolingAlthough it is more difficult to build a cooling system able to handle steam, it is by no means impossible. The key requirement is to provide a system that condenses the steam back into liquid before passing it back into the pumps and completing the cooling loop. Such a system can take advantage of the specific heat of vaporization, which in the case of water is five times the specific heat capacity in the liquid form. Additional gains may be had by allowing the steam to become superheated. Such systems, known as evaporative coolers, were the topic of considerable research in the 1930s.Consider two cooling systems that are otherwise similar, operating at an ambient air temperature is 20°C. An all-liquid design might operate between 30°C and 90°C, offering 60°C of temperature difference to carry away heat. An evaporative cooling system might operate between 80°C and 110°C, which at first glance appears to be less, but this overlooks the enormous amount of energy soaked up during the generation of steam, equivalent to 500°C. In effect, the evaporative version is operating between 80°C and 560°C, a 480°C effective temperature difference. Such a system can be effective even with much smaller amounts of water.The downside to the evaporative cooling is the area of the condensers required to cool the steam back below the boiling point. As steam is much less dense than water, a correspondingly larger surface area is needed to provide enough airflow to cool the steam back down. The Rolls-Royce Goshawk design of 1933 used conventional radiator-like condensers and this proved to be a serious problem for drag. In Germany, the Günter brothers developed an alternative design combining evaporative cooling and surface radiators spread all over the aircraft wings, fuselage and even the rudder. Several aircraft were built using their design and set numerous performance records, notably the Heinkel He 119 and Heinkel He 100. However, these systems required numerous pumps to return the liquid from the spread-out radiators and proved to be extremely difficult to keep running properly. Efforts to develop this system had generally been abandoned by 1940.Radiator thrustAn aircraft radiator contained in a duct heats the air passing through, causing the air to expand and gain velocity. As a result, this is effectively a jet engine. High-performance piston aircraft with well-designed low-drag radiators (notably the P-51 Mustang) derived thrust from this effect. The thrust was significant enough to offset the drag of the duct the radiator was enclosed in and allowed the aircraft to achieve zero cooling drag. At one point, there were even plans to equip the Spitfire with a ramjet, by injecting fuel into this duct after the radiator and igniting itWikipedia:Citation needed. Although ramjets normally require a supersonic airspeed, this light-up speed can be reduced where heat is being added, such as in a radiator duct.Stationary plantEngines for stationary plant are normally cooled by radiators in the same way as automobile engines. However, in some cases, evaporative cooling is used via a cooling tower.[2]References[1]Kerr, Jim. "Auto Tech: Radiator shutters" (http://www.autos.ca/auto-articles/auto-tech-radiator-shutters), autos.ca, April 6, 2011, accessedApril 12, 2011.[2]/doi/abs/10.1080/01457638808939679Sources•Opel Omega & Senator Service and Repair Manual. Haynes. 1996. ISBN 1-85960-342-4.External links•Radiator Replacement and Troubleshooting Guides (/publications.php)•How Car Cooling Systems Work (/cooling-system.htm/printable)•Powertrain Cooling Community Site ()Article Sources and Contributors8 Article Sources and ContributorsRadiator (engine cooling) Source: /w/index.php?oldid=607987553 Contributors: All Is One, Amp71, Andy Dingley, Azylber, BD2412, Biker Biker, Biscuittin,Bobftwbob, Bobwtfbob, BonzoESC, ChrisGualtieri, CommonsDelinker, CsDix, Dduprat, DeltaT2008, Denisarona, Dolphin51, Fingerz, Fir0002, Gesalbte, Hooperbloob, John Nevard, Maelli, Magus732, Makeemlighter, Maury Markowitz, Mike0333, Mindmatrix, MusikAnimal, One of many night stars, Onjacktallcuca, Ospalh, Palosirkka, Pointillist, Quenhitran, Rahul.gaur104, RentA Troop, SharShar, Silverxxx, Srleffler, Stepho-wrs, Tedder, The PIPE, The Quirky Kitty, TheLongTone, Tide rolls, Tomas e, Typ932, Uruiamme, Weedwhacker128, Yeokaiwei, 52 anonymouseditsImage Sources, Licenses and ContributorsFile:Automobile radiator.jpg Source: /w/index.php?title=File:Automobile_radiator.jpg License: GNU General Public License Contributors: Akinom, Andy Dingley, Common Good, Liftarn, MGTom, PeterWD, Turbojet, UnixxxFile:Engine coolant.jpg Source: /w/index.php?title=File:Engine_coolant.jpg License: unknown Contributors: Fir0002File:Honeycomb radiator tubes.jpg Source: /w/index.php?title=File:Honeycomb_radiator_tubes.jpg License: unknown Contributors: A7N8X, Akinom, Andy Dingley, LobStoRFile:Thermo-syphon cooling circulation (Manual of Driving and Maintenance).jpg Source:/w/index.php?title=File:Thermo-syphon_cooling_circulation_(Manual_of_Driving_and_Maintenance).jpg License: unknown Contributors: Andy DingleyFile:Replacement Thermostat.jpg Source: /w/index.php?title=File:Replacement_Thermostat.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors: User:Hoikka1File:Green and Red RT buses.jpg Source: /w/index.php?title=File:Green_and_Red_RT_buses.jpg License: Creative Commons Attribution 2.0 Contributors: by Elsie esq.File:Tappo pressurizzato.jpg Source: /w/index.php?title=File:Tappo_pressurizzato.jpg License: Creative Commons Attribution-Sharealike 3.0 Contributors:User:A7N8XLicenseCreative Commons Attribution-Share Alike 3.0///licenses/by-sa/3.0/。
汽车专业英语教程多媒体教学ppt课件
The reservoir tank is connected to the overflow hose ． When the hot coolant expands in the radiator ，the
最大的零件，大
部分发动机的热 量由冷却液散发 至周围空气中， 如图7-28所示。 副水箱连接溢流 管，当热冷却液 在水箱内膨胀，
cooling system takes care of this additional heat ． Another important job of
the cooling system is to allow the
engine to heat up as quickly as possible ， and then to keep the engine at a constant temperature．
1
9
8 7
1— Reservoir Tank；副水箱 2— Pressure Cap；压力式水箱盖 3— Upper Tank；上水箱 4— Upper Hose；上水管 5— Lower Hose；下水管 6— Drain；放水塞 7— Lower Tank；下水箱 8— Radiator Core；水箱芯子 9—Overflow Hose；溢流管
三电冷却系统的组成英语
三电冷却系统的组成英语Components of a Three-Electric-Circuit Cooling System.A three-electric-circuit cooling system is a type of cooling system that uses three separate electrical circuits to cool the engine. This type of system is often used in high-performance vehicles, as it can provide more efficient cooling than a traditional two-circuit system.The three circuits in a three-electric-circuit cooling system are:The primary circuit: This circuit is responsible for cooling the engine block and cylinder heads. It consists of a water pump, a radiator, and a thermostat.The secondary circuit: This circuit is responsible for cooling the transmission and oil cooler. It consists of a separate water pump, a separate radiator, and a separate thermostat.The tertiary circuit: This circuit is responsible for cooling the air conditioning condenser and the powersteering cooler. It consists of a separate water pump, a separate radiator, and a separate thermostat.Each of the three circuits in a three-electric-circuit cooling system is controlled by its own thermostat. This allows the system to maintain the optimal temperature for each component, regardless of the operating conditions.Three-electric-circuit cooling systems offer a numberof advantages over traditional two-circuit systems. These advantages include:More efficient cooling: The three-circuit system provides more efficient cooling than a two-circuit system, as it can circulate coolant through the engine more quickly. This helps to keep the engine running cooler, which can improve performance and fuel economy.Reduced noise: The three-circuit system is quieterthan a two-circuit system, as the water pumps are smaller and run at lower speeds. This can make a noticeable difference in the overall noise level of the vehicle.Improved reliability: The three-circuit system is more reliable than a two-circuit system, as there are fewer components that can fail. This can help to reduce the risk of breakdowns and costly repairs.Three-electric-circuit cooling systems are a good choice for high-performance vehicles, as they can provide more efficient cooling, reduced noise, and improved reliability. However, they are more expensive than two-circuit systems, so they are not as common in everyday vehicles.Components of a Three-Electric-Circuit Cooling System.The following are the components of a three-electric-circuit cooling system:Water pump: The water pump is responsible forcirculating coolant through the cooling system. It is typically driven by the engine's timing belt or chain.Radiator: The radiator is responsible for cooling the coolant. It is located in front of the engine, where it can receive airflow from the vehicle's movement.Thermostat: The thermostat is responsible for regulating the flow of coolant through the cooling system. It opens and closes to allow coolant to flow when the engine is hot, and to restrict coolant flow when the engine is cold.Hoses: The hoses connect the various components of the cooling system. They are made of a durable material that can withstand the high temperatures and pressures of the cooling system.Clamps: The clamps secure the hoses to the various components of the cooling system. They are typically made of stainless steel or aluminum.Coolant: The coolant is a liquid that circulates through the cooling system. It helps to transfer heat away from the engine and to keep the engine running cool.Operation of a Three-Electric-Circuit Cooling System.The operation of a three-electric-circuit coolingsystem is as follows:1. The water pump circulates coolant through theprimary circuit, which cools the engine block and cylinder heads.2. The coolant then flows through the secondary circuit, which cools the transmission and oil cooler.3. The coolant then flows through the tertiary circuit, which cools the air conditioning condenser and the power steering cooler.4. The coolant then returns to the water pump, and the cycle repeats.The thermostat regulates the flow of coolant through the cooling system. When the engine is cold, the thermostat is closed, which restricts the flow of coolant through the cooling system. This allows the engine to warm up quickly.As the engine warms up, the thermostat opens, which allows more coolant to flow through the cooling system. This helps to keep the engine running cool.The three-electric-circuit cooling system is a complex system, but it is essential for keeping the engine running cool. By understanding the components and operation of the cooling system, you can help to keep your vehicle running smoothly and efficiently.。
Nidec Leroy-Somer IMfinity LC系列液冷式高效率扭流电机说明书
Variable speed and fixed speedIE3 Premium efficiency induction motorsFrame size 315 to 500150 to 1500 kWLC Liquid cooled motorsIMfinity ® platformLC series, based on the IMfinity® platform, the highest standards to meet your expectationsAs part of Nidec, Control Techniques and Leroy-Somer have operated globally for many years, each providing unparalleled specialist drives and motor technology, expertise and customer care for a wide range of industries. Our quality products with renowned reliability, automation knowledge and technical support have helped our customers to meet and exceed their own requirements.The IMfinity® induction motor range developed by Leroy-Somer has now expanded with the Liquid Cooled (LC) series. It is a new step forward to satisfy the most demanding customer expectations:• High reliability- Robust housing, with cast iron or steel flanges for DE and NDE bearing, providing better operation- Advanced mechanical and electrical design (magnetic core optimization, high grade components,high quality machining and winding processes)• Energy savings- Fixed speed: Premium efficiency motor IE3 as standard- Variable speed: Easy to use, high performance motor and drive package for greater energy savings• Compliance with the highest customer demands- High compacity saving up to 25% of volume compared to an air-cooled motor- Reduced noise level offering ultimate comfortPerforming DesignWhatever the conditions are, the LC series has been designed for a clean environment (IP55) or harsh environments (IP56/65). Based on the success and reliability of the IMfinity platform, the LC motors achieved the highest electrical and mechanical performances, including some innovative characteristics:• Modern housing allowing excellent heat dissipation• Sophisticated cooling system reducing the noise level• Improved modularity thanks to its fabricated steel design• Patented breathable membrane that ensures continuity in production and low or no maintenanceCost-effective adaptability•Its liquid cooled design enables:- higher power in an equivalent standard motor frame size- compactness of the motor for easier and less costly integration within a machine or a system- no need for any external component, such as ventilationCombined with the high efficiency level of the motors, it particularly allows a quick Return On Investment • Ideal for DC motor retrofit (for a reduced maintenance cost)Compact design: Space, weight anddimensions can be as much as 25%less than an air-cooled motor.Patented high performance membraneLC motors are delivered with a waterproof breather plug. This type of PTFE membrane is air and steam permeable, but perfectly tight to liquids (mini IP66).Usually, in liquid cooled motors, the cooling liquid circulates around the motor submitting it to a huge difference in temperature. Depending on the environmental conditions, the condensation generated can be very significant and can damage the motor if not treated.LC motors have draining holes and thanks to their performing patented breathable waterproof membrane the maintenance operations are dramatically reduced.The breather plug regulates the condensation level in a time and cost-effective way:• Reduced machine downtime maximizing production continuity • Decreased maintenance costReduced Noise levelThe LC series has been designed to significantly decrease the noise level by -10 to -20 dB (A) compared to air-cooled motorsEnergy SavingsThe LC series has been designed to achieve the efficiency levels defined in IEC 60034-30-1 standards. As standard, LC motors are IE3 Premium from 150 to 1500 kW.Ready for heavy-duty applicationsThe liquid cooling system of LC motors is provided by water circulation over the frame housing.This system maintains the thermal efficiency, enabling the motor to be used together with a drive, from low to high speed, for heavy-duty applications that require constant torque.• Cooling circuit: IC71W• Frame: steel, jacket cooled• Liquid inlet /outlet: by flanges or threaded holes• Windings impregnated with VPI systemVariable speed applicationThe LC motor has been designed integrating specific features as standard:• Thermal reserve for maintaining the rated torque over an extended speed rangeIn order to meet particular requirements, options can be provided upon request:• Reinforced winding insulation and insulated bearings for main voltages > 400 V, long cable lengths and frequent operation during the braking phase• Motors can be equipped with an encoder for applications that require precise positioningOperation at constant torque across the entirespeed range, without derating.No external fan required as is the case forair-cooled motors.Benefit from a variable speed solutionChoosing to convert to variable speed can generate immediate operating profits:• Up to 50% energy savings depending on the application and operating conditions • Reduced maintenance cost for the mechanical control components• Better productivity as a result of improving the process and reducing machine downtimeEasy to use and optimized maintenanceLC motors have been developed to reduce operating costs without compromising the industry needs:Easy to use• Protection degree IP56 or IP65 to reinforce tightness against external aggressions• Space heaters to ensure safety during motor start-up• Winding and endshield thermal protection to control and monitor the motor temperature• Adaptation on endshields for vibration measurement• Water leakage detector to control the water circuit reliability• 1 auxiliary terminal box with 2 x ISO 16 drilling holes to ease the connexion of the water leakage detector and space heatersOptimized maintenance• Drain plugs to facilitate condensate evacuation• Breather Plug (breathable waterproof membrane), considerably reducing the condensates, to facilitate maintenance• Insensitive to pollution to extend the motor winding lifetime• No more pollution associated with the airflow maintaining a clean surrounding environment• No impact on ambient temperature (waste heat from the motor is carried away by the cooling circulation)• Improved modularity in case of retrofit installation•Water leakage detector to control the water circuit reliabilityIP56Protection degreeDesign particularly suitablefor sealed applicationsModular mechanical systemThe steel frame is designed to meet customers' requirementsVariable and fixed speedDrive & motor technologyOur advanced drive and motor technology and automation solutions are designed focusing on maximizing energy savings across a wide range of industries, enhancing performance and optimizing productivity.New regulations define the minimum efficiency level of the motor, but variable speed systems made from motor and drive solutions are increasingly being considered as the most effective combination to generate the highest energy savings.The new LC motors are developed to offer state of the art reliability and efficiency, offering customers the choice of an easy-to-select and easy-to-install solution.Performance Reliability Selection InstallationMagnetic circuit optimization••Air gap optimization••Low loss steel lamination••Enhanced slot filling••Component rationalization••Robust mechanical parts•••High quality components••Breather Plug for condensates•Reduced starting current•••Reduced sound pressure level••Compacity / Higher outputs•••IE3 efficiency level•Fully characterized••••Benefit from state of the art reliability and efficiencyLC seriesDesigned to lastExtended bearing life time• Properly sized bearing to accept a high shaft load• High quality grease for a long service life and spaced greasing intervalsMechanically robust• Robust design based on simulation and testing • Robust cast iron or steel end shields• Rigorous balancing provides a reduced level of vibrationMaintenance• Breather plug to limit maintenance • Drain holes to evacuate the condensates • Water leakage detectorApproved sealing• IP55 Sealing system approved by an independent and qualified laboratory • Low energy loss shaft sealingOptimized characteristics• Magnetic circuit optimized to match the IE3 efficiency class • Reduced Id/In• Designed and characterized for use with an inverter or direct-on-line • Encoder adaptationEasy Connection• Flanges for water inlet & outlet• Auxiliary terminal box to facilitate the connexion with the detectorElectrical safety• Large terminal box for an easier and safer access to connexionThermal protection• Various models are available upon request (PTC, PT100, KTY , etc.)Electrical specifications• 1 nameplate for main supply • 1 nameplate for drive supplyElectrically robust• Dedicated options for variable speed use: - reinforced insulated winding system- insulated bearings• Impregnation varnish without solvent • Designed with a 25K thermal reserveStandard features- Frame sizes: 315 to 500 (< 315 and > 500 on request) - Voltage: 400V for 315 to 450 mm / 690V for 500 mm- Number of poles: 2, 4 & 6- Frequency: 50 or 60 Hz- Insulation class: F or H- Mounting: B3, B35 and V1 (other position on request)- Double nameplate: DOL + variable speed characteristics - Water leakage detector Main optional features- Insulated DE & NDE bearings- Winding and endshield thermal protections (PT100, CTP, KTY or others)- Encoder- Space heaters, etc.Special features- Marine certification: ABS, Lloyd’s, DNV, BV, etc. - Conformity cURus (winding insulation system)IE3 Premium Efficiency MotorsIMfinity® motors are available in several different construction variants and finishes, to meet the varied requirements of applications on the market. Whether for manufacturing with constraints on the load factor, cycle profile, productivity, etc., or for processes under harsh operating and environments, there is an IMfinity® motor that fits the bill.LC motors are particularly recommended for Plastics & Rubber, test rigs and Marine applications. Typical industries:Plastics & Rubber Test RigsPrinting Food & Beverage Port LogisticsPackagingTextileMarine Industrial RefrigerationGlassMetalsNuclear powerWaterIMfinity ® platformThe widest range of motors and combinations adapted to the various needs of industries and applicationsThe IMfinity ® motor ranges (aluminium, cast iron, IP23 drip-proof and liquid cooled frames) are designed to allow a large combination of adaptations, such as gearboxes, brakes, speed feedback (encoders), forced ventilation units, etc.All of these motors, with or without special adaptation, are designed to work with variable speed drives, such as the Unidrive M & Powerdrive ranges.Single manufacturer warrantyThe combination of a motor-drive package made by a single manufacturer ensures excellent performance of components designed for optimum operation, backed up by a comprehensive warranty from a single source.LSESIE2 - IE3Aluminium IP55Frame size 80 up to 315 mm 2, 4 & 6 poles0.75 up to 200 kWLSNon IEAluminium IP55Frame size 56 up to 225 mm 2, 4 & 6 poles 0.09 up to 45 kWFLSESIE2 - IE3 - IE4Cast iron IP55Frame size 80 up to 450 mm 2, 4 & 6 poles0.75 up to 900 kWPLSESIE2 - IE3ODP / IP23Frame size 225 up to 450 mm 2, 4 & 6 poles 55 up to 900 kWLCIE3Liquid cooled / IP55Frame size 315 up to 500 mm 2, 4 & 6 poles150 up to 1500 kWGeared motors Brake motors Compabloc up to 14,500 NmFFB from 0.12 to 22 kWFCPL from 37 to 400 kWManubloc up to 14,500 NmOrthobloc up to 23,000 NmPowerdrive MD245 kW to 2.8 MWPowerdrive F3001.1 to 200 kWVarmeca Built-in variable speed drive 0.25 to 11 kWUnidrive M - 0.25 to 2.8 MWDrivesDrive and M otor Services Local, continuous, customized Array- S- Oinvestment- IAustraliaSingaporeRepublic of South AfricaherlandsBelgiumAustriaCzech RepublicDenmark SwedenThailandTaiwan ChinaSouth KoreaMalaysia IndiaUAEItalyHungarySwitzerlandTurkeyRomaniaPolandIndonesiaJapan An enhanced global presence that benefits all of our customersThrough our integrated organization, we have an extensive globalpresence that provides comprehensive local support and services. This includes:40+ Automation CentersProviding excellent customer support for any product, automation solution or service requirements 23 Manufacturing sitesProducing a comprehensive range of high quality products, optimized for industry-specific customer requirements8 Engineering and Design facilitiesDeveloping market leading products and feature-sets using the latest design technology 3 Regional dispatch hubs For quick delivery of products5,500 employeesOur extensive sales and service networks in Europe, Asia Pacific and theAmericas are backed-up by hundreds of carefully selected distributors and service partners, often in remote locations, all over the world.Note that several countries have more than one of the facilities represented by the icons.Services are optimized independently for each country. Please contact your local representative for more details of regarding our offer in your country.Drives & MotorsServicesMotor technical catalogueThis catalogue contains, in one single volume, all of the information related to mechanical/electrical performance and dimensions of the LC motors.The performances are given for direct-on-line or drive power supply.LC motors fully comply with regulations on efficiency and are tailored for variable speed and fixed speed operations. Powerful tools have been developed or adapted to help you to choose the right combination of motor and drive package or direct-on-line motor.A dedicated guide is available for more information about new versions of the IEC standards and new projects currently in preparation, European directives and their updates, as well as future regulations currently in preparation.ConfiguratorConfigurator is a powerful tool to assist in the selection of motors combined with variable speed drives. The continuous evolution of this software reaches a new level with IMfinity ® motors, offering the user the possibility of linking up the motor and drive selection.Best-in-class motors and drives combined with this advanced tool ensure that the best association is made when selecting products.Connect with us at:/Leroy_Somer/leroysomer.nidec/user/LeroySomerOfficiel (blog)Moteurs Leroy-Somer SAS. Headquarters: Bd Marcellin Leroy, CS 10015, 16915 Angoulême Cedex 9,France. Share Capital: 65 800 512 €, RCS Angoulême 338 567 258.。
威图空调说明书
SK 3329.xxx, SK 3332.xxx . . . . . . . . . . . . . . .35
8 Storage and disposal. . . . . . . . . . . . 40
9 Technical specifications . . . . . . . . . 41
SK 3332.xxx SK 3361.xxx SK 3366.xxx SK 3377.xxx
Montage-, Installations- und Bedienungsanleitung Assembly and operating instructions Manuel d’installation et de maintenance Montage- en bedieningshandleiding Montage- och hanteringsanvisning Istruzioni di montaggio Instrucciones de montaje
R
Contents
1 Notes on documentation. . . . . . . . . . 4
1.1 Associated documents . . . . . . . . . . . . . . . . . 4 1.2 CE labelling . . . . . . . . . . . . . . . . . . . . . . . . . . 4 1.3 Retention of documents . . . . . . . . . . . . . . . . 4 1.4 Symbols used . . . . . . . . . . . . . . . . . . . . . . . . 4
汽车英语 (4)
Unit 4 Engine Cooling and Lubrication System
• • • • • • overflow / 'əuvəfləu / n. 溢流v. 溢出 distribute / di'stribju:t / v. 分发，分配 rub / rʌb / v. 摩擦 drip / drip / n. （水…）滴 v. （使）滴下 splash / splæ ʃ / n. v. 飞溅 collection / kə'lekʃən / n. 搜集，收藏 cooling system 冷却系统 • lubrication system 润滑系统
Unit 4 Engine Cooling and Lubrication System
Lead-in
• Look at the pictures and have a discussion about them. Then write down the relevant terms and expressions in the space provided below.
Unit 4 Engine Cooling and Lubrication System
Words & Expressions
• • • • • • lubrication / lu:bri'keiʃən / n. 润滑油 plumbing / 'plʌmɪŋ / n. 排水管，排水管网 radiator / reidi'eitə / n. 散热器，水箱，冷却器 hose /həuz/ n. 软管，水龙带 thermostat / 'θə:məstæ t / n. 恒温器，节温器，自动调温器 liquid / 'likwid / n. 液体，流体 transmission / træ nz'miʃən / n. 传动 circulate / 'sə:kjuleit / v. （使）循环，（使）流通 aluminum / æ lju'miniəm / n. [化]铝 fin / fin / n. 叶片，薄片，肋
Lesson 5 Cooling system 冷却系统
Types
There are 6____t_w_o__ types of cooling systems: 7_w_a_t_e_r_-c_o_o_l_in__g_ system and air-cooling system.
AUTOMOBILE ENGLISH 汽车专业英语
Unit 2 Engines Lesson 5 Cooling system
冷却系统
chamber amount remove
accomplish wear subtract horsepower deposit form emission exhaust emission constant liquid
New words & expressions
Tasks beforeБайду номын сангаасclass
Reading & speaking
Tasks in class
When the car starts, 8__t_h_e__c_o_o_la_n_t__ begins to circulate. It flows through
New words & expressions
Tasks before class
Reading & speaking
Tasks in class
thermostat radiator cooling fan
circulate antifreeze water jacket cylinder block bypass tube recirculation transfer atmosphere fin
Schneider Electric CN2200 Series Temperature Contr
P-57ߜPID or ON/OFF Control ߜHeating and Cooling ߜAutotune withOvershoot Inhibition ߜSetpoint Rate Limit ߜUniversal Temperatureand Process Input ߜTwo Modular ControlOutputs Configurable as Reverse/Direct Action or AlarmߜLoad Diagnostics withOptional SSC-TE10S ContactorߜMultiple AlarmsConfigured on a Single Output ߜTwo-Wire RS-485Communications ߜ10 Amp HeatingOutput (CN2204 Only)ߜUp to 3 Alarm Relays(Up to 2 on CN2216)ߜTwo Digital Inputs forSecond Setpoint or Auto/Manual Select (Not Available on CN2216)ߜIsolated Analog ControlOutput ModuleThe CN2200 Series are precision PID, self-tuning temperaturecontrollers in 1⁄4, 1⁄8and 1⁄16DIN sizes.They have modular hardware construction, alarm options, two control outputs, optionalcommunications port and a high current heating output (CN2204only). Two digital inputs are included as standard on the CN2204 and CN2208 (not available on CN2216). The control outputs can beconfigured for heating, cooling or alarms, depending on output type.Precise ControlAn advanced PID control algorithm gives stable control of the process. A one-shot tuner is provided to set up the initial PID values and to calculate the overshoot inhibition parameters.Power feedback employs power control techniques which stabilize the controlled temperature against supply voltage fluctuations onelectrically heated loads. Dedicated cooling algorithms ensure optimum control on fan, water and oil cooled systems.Universal InputA universal input circuit with anadvanced analog to digital convertor samples the input at 9 Hz andcontinuously corrects it for drift. This gives high stability and rapidresponse to process changes. High noise immunity is achieved by rejection of 50/60 Hz pick-up and other sources of noise. The input covers multiple thermocouple types,Pt100 RTD linear millivolts or milliamp or dc volts. Input filtering from 1.0 to 999.9 seconds is included.Customized OperationCustom LED's provide a bright, clear display of the process value and setpoint. Tactile push buttons ensure positive operation. Access to other parameters issimple and easy to understand and can be customized to display onlyShown smaller than actual sizeCN2216 Series$254Basic Unit 1⁄16DIN SizeCN2208 Series$379Basic Unit 1⁄8DIN SizeProcess ControllersCN2204 Series$434Basic Unit 1⁄4DIN SizeProgramwill flash as messages on theSSC-TE10S-PDL1/PDL2 solidstate contactor2-wire ConnectionVac SupplyHeaterOP1OP2SP2REMLoad diagnostic using PDLINK feature (dc pulse output models only)(Temperature scales conform to the ITS-90 Standard)SSC-TE10S Seriesavailable in this section4.06in (103mm)3.78in (96mm)3.78i n (96m m )4.06in (103mm)1.89in (48mm)3.78i n (96m m )Panel cut-out3.62in x 1.77in (92mm x 45mm)-0.0+0.8CN2208 Outline Dimensions4.06in (103mm)1.89in (48mm)1.89i n (48m m )Panel cut-out 1.77in x 1.77in CN2216 Outline DimensionsCN2204 Outline Dimensions0 to 20 mA, 0 to 10 Vdc†, dual output controller with one relay output, one ac SSR output, dual alarms,* Specify Output 1 ** Specify Output 2Quick Disconnect Thermocouple Probes,See Section A.KQSS-18G-12, $23.P-60CANADA www.omega.ca Laval(Quebec) 1-800-TC-OMEGA UNITED KINGDOM www. Manchester, England0800-488-488GERMANY www.omega.deDeckenpfronn, Germany************FRANCE www.omega.frGuyancourt, France088-466-342BENELUX www.omega.nl Amstelveen, NL 0800-099-33-44UNITED STATES 1-800-TC-OMEGA Stamford, CT.CZECH REPUBLIC www.omegaeng.cz Karviná, Czech Republic596-311-899TemperatureCalibrators, Connectors, General Test and MeasurementInstruments, Glass Bulb Thermometers, Handheld Instruments for Temperature Measurement, Ice Point References,Indicating Labels, Crayons, Cements and Lacquers, Infrared Temperature Measurement Instruments, Recorders Relative Humidity Measurement Instruments, RTD Probes, Elements and Assemblies, Temperature & Process Meters, Timers and Counters, Temperature and Process Controllers and Power Switching Devices, Thermistor Elements, Probes andAssemblies,Thermocouples Thermowells and Head and Well Assemblies, Transmitters, WirePressure, Strain and ForceDisplacement Transducers, Dynamic Measurement Force Sensors, Instrumentation for Pressure and Strain Measurements, Load Cells, Pressure Gauges, PressureReference Section, Pressure Switches, Pressure Transducers, Proximity Transducers, Regulators,Strain Gages, Torque Transducers, ValvespH and ConductivityConductivity Instrumentation, Dissolved OxygenInstrumentation, Environmental Instrumentation, pH Electrodes and Instruments, Water and Soil Analysis InstrumentationHeatersBand Heaters, Cartridge Heaters, Circulation Heaters, Comfort Heaters, Controllers, Meters and SwitchingDevices, Flexible Heaters, General Test and Measurement Instruments, Heater Hook-up Wire, Heating Cable Systems, Immersion Heaters, Process Air and Duct, Heaters, Radiant Heaters, Strip Heaters, Tubular HeatersFlow and LevelAir Velocity Indicators, Doppler Flowmeters, LevelMeasurement, Magnetic Flowmeters, Mass Flowmeters,Pitot Tubes, Pumps, Rotameters, Turbine and Paddle Wheel Flowmeters, Ultrasonic Flowmeters, Valves, Variable Area Flowmeters, Vortex Shedding FlowmetersData AcquisitionAuto-Dialers and Alarm Monitoring Systems, Communication Products and Converters, Data Acquisition and Analysis Software, Data LoggersPlug-in Cards, Signal Conditioners, USB, RS232, RS485 and Parallel Port Data Acquisition Systems, Wireless Transmitters and Receivers。
dometic 1200 1210 refrigerator cooling unit replac
The refrigerator cooling unit serial number may be found on the numeric label (ealier models) ot the bar code label (late models) affixed to the solution chamber (see Figure 1).Removal of Refrigerator From Enclosure. Close the RV propane gas tank valve(s).2. De-energize the refrigerator’s 2 volt DC power at the RV DC power distribution panel.3. Disconnect the AC power cord from the RV receptacle.4.Disconnect the following wires from the power board:a. 2 volt DC positive (+) wire from terminal 2VDC; the 2 volt DC negative (–) wire from terminal 2GND.b. Spark/sense electrode wire from the high tension coil terminal.c. Gas valve solenoid wires from terminal GV and terminal GV GND.Figure 1.5. Disconnect the propane gas supply line from the gas valve.6.Disconnect the flapper heater/sense power supply wires as follows:A. Units with Power Board P/N6193781. Disconnect the flapper heater power supply wires from the power board as follows:a. White wire from terminal FLP/SENSE (+).b. Black wire from terminal FLP/DC HTR (–).2. Disconnect the door circuit connector fromterminal P3, DOOR.Figure 2.B. Units with Power Board P/N 621271Disconnect the flapper heater power supply wires from the power board as follows:a. White wire from terminal FLP/DC_HEAT (+)b. Black wire from terminal DC_HT_GND (–).Figure 3.5. Remove the cabinet’s trim, then remove all lowerand upper mounting bracket screws (three on the topbracket and three in the lower bracket). See Figure 3a. 6. Remove three plastic screw caps from the ledge ofcabinet’s bottom mounting bracket. Remove mounting screws if present. See Figure 3b.7. Remove the power board cover. The cover is fastened with three 1/4 inch hex head screws.8.Disconnect the AC heaters wires from the power board. The yellow wires are connected to terminals AC HT LO and AC HT LO_2. The black wires are connected to terminals AC HT HI and AC HT HI_2.9.Remove the drip cup. The drip cup has a 1/4 inch hex head screw.0. Remove the gas valve, burner tube, and burner as acomplete assembly. The gas valve has three 1/4 inch hex screws and the burner has a Phillips head pan screw. . Remove the spark/sense electrode. The spark/senseelectrode has a Phillips head pan screw.12. Remove the burner box cover. The cover is fastenedwith a 1/4 inch hex head screw.13. Remove the burner box base. The burner box basehas two 1/4 inch hex head screws.14. Remove the rear mounting flange screws. See Figure 2.Figure 5.3.Cut the lower cable tie holding the lower section of the wire harness to the foam plug. See Figure 4.4. Remove the upper cable tie screw to loosen the wireharness from the cooling unit foam plug. See Figure 4. Some models will have a cable tie that must be cut.5. Cut or peel off the sealing tape from all four edges of cooling unit foam plug. See Figure 4.6.Remove the left and the right freezer shelves.Removal of Existing Cooling Unit from Cabinet8. Remove the refrigerator from the enclosure.7. Check breaker for additional mounting screws.These screws may have been installed by the RV manufacturer. Remove any mounting screws present.Figure 4.Fin screws1. Remove the fans thermostatic switch from the first condenser fin.2.Remove both fans and bracket assemblies. Do not disconnect the fans from the wire harness.Preparation of New Cooling Unit For Installation1.Clean the old sealant from the cabinet step area, fin assembly, and freezer plate.2.Apply /2 inch bead of sealant to the cooling unit high evaporator tube and to the low evaporator tube. See Figure 6.3. Apply /2 inch bead of sealant to the right, left, and bottom step areas of the cabinet.4.Apply 3/4 inch wide bead of sealant to thearound the upper side of the cabinet step. See Figure 7, page 5.7.Remove eight freezer plate screws (four screws along with flat washers per freezer compartment). See Figure 5.8. Unclip thermistor from the fin assembly.9.Figure 5.Steps 10 and 11 refer back to Figure 3, page 2. 0. Remove the absorber bracket mounting screws. . Remove the condenser mounting screws.2. Remove the cooling unit from refrigerator cabinet.Make sure drain tube is not damaged during removal of cooling unit from cabinet.Figure 6.Figure 7.Installation of New Cooling Unit.1.Install the cooling unit in refrigerator cabinet:a. Insert the drip tube through the foam block opening.b. Clear or move any components or items that may interfere with the installation process.c. Align the cooling unit foam plug step with the cabinet step.2.Install the condenser mounting screws to retain the cooling unit in place. Make sure condenser is at a 3° angle from the horizontal, similar to the original system. For models with S/N or lower, use only the top mounting brackets to screw the condenser to the cabinet.3.Install the eight freezer plate screws (four hex headscrews along with flat washers per freezer compartment). Maximum screw tightening torque is 50 inch-pound.4.Align, install, and tighten all seven fin assembly screws, then clip the thermistor to the fin assembly using the second fin from the right. Maximum screw tightening torque is 50 inch-pound 5. Install the left and the right freezer shelves.6. Seal the drain tube penetration with perma gum.7. Install the fans and bracket assemblies.8.Install the fan thermostatic switch on the left-most condenser fin using the screw holes provided in the fin. Refer to the photo of fan thermostat (lower right).9.Reinstall the upper cable tie and screw to hold the upper section of the wire harness to the cooling unit foam plug. For some models, use the stick-on tie included.0. Reinstall the lower cable tie to hold the lower sectionof the wire harness to the foam plug.11. Install and tighten the absorber brackets mountingscrews.12. Install the burner box base.13. Install the gas valve, burner tube, and burner as anassembly.14. Install the spark/sense electrode assembly, Set theelectrode-to-burner air gap between /8 and 3/ 6 inch (maximum air gap).15. Install the burner box cover.6. Connect the AC heaters wires to the power board.The yellow wires connect to terminals AC HT LO and AC HT LO_2. The black wires to terminals AC HT HI and AC HT HI_2.17. Install the power board cover.18. Connect the flapper heater/sense power supply wiresas follows:1. Install the refrigerator in the enclosure.2.Secure the refrigerator breaker to the enclosure using the upper and lower mounting bracket screws removed previously.3. Install the side brackets trim piece.4. Install the upper and lower trim piece.5. Secure the refrigerator to the enclosure floor using the rear mounting flange screws removed previously.6.Install the drip cup using the 1/4 inch hex head screw removed previously.Reinstallation of Refrigerator in the Enclosure9. Connect the gas valve solenoid wire to the powerboard terminals GV and GV GND 20. Connect the spark/sense electrode wire to the hightension coil terminal.2 . Use sealant to seal the gap between the drip hoseand the foam plug.22. Connect the AC cord plug to the power board.A. Units with Power Board P/N6193781). Connect the flapper heater power supply wires to the power board as follows:a. White wire to terminal FLP/SENSE (+).b. Black wire to terminal FLP/DC HTR (–).2). Connect the door circuit connector to terminal P3, DOOR.B. Units with Power Board P/N 621271Connect the flapper heater power supply wires to the power board as follows:a. White wire to terminal FLP_DC_HEAT (+).b. Black wire to terminal DC_HEAT_GND (–).7. Connect the RV LP gas supply line to the gas valve and tighten fitting.8. Open the LP gas tank valve(s) and test LP gas connection at gas valve for leaks.9.The replacement cooling system comes equipped with a thermal switch that monitors cooling system temperatures.– On cooling units made before March 3, 2006 (serialnumbers lower than 898 39), connect the temperatureswitch ( 42) as shown below (see Art0 852).– On cooling units made after March 3, 2006 (serial numbers higher than 898 38), replace the two wires that are attached to the temperature switch ( 42) with the two replacement wires (supplied). Put the 90° connectors of the replacement wires onto the LIMIT_IN and LIMIT_OUT terminals of the power board as shown below (see Art0 853).0. Plug the AC power cord into the RV receptacle.11. Energize the refrigerator’s 12 volt dc power at the RVdc distribution panel. 2. Switch ON the refrigerator from optical controlassembly and select LP manual mode operation.13. Leak test all propane gas fittings, including thepropane gas supply connection at the gas valve. 4. Test refrigerator control function on all operating modes.15. Follow the shipping instructions packaged with the Product Safety Recall documentation to package and ship the cooling unit to NORCOLD.CondenserFans Absorber coils Burner boxLiquid heatexchangerDrip cup Replacing the Cooling Unitor higher, fan thermostat mounts to the left-most fin.NORCOLD, Inc.P. O. Box 4248 Sidney, OH 45365-4248NORCOLD CUSTOMER SERVICE Telephone: .............. -800-877-0488 Fax:............................937-497-3 83 Web Site: ............www. 。
Lab-Volt 制作的《涡轮冷却、空调和加热课件样本85055-F0》说明书
IV
Introduction
The Lab-Volt Model 3403 Air Handling / Energy Management Training System is designed to introduce students to the principles and components of air handling and energy management, and help students develop an appreciation for the method of control. The trainer is controlled mainly by an Allen-Bradley Programmable Logic Controller (PLC). Access to the PLC is obtained through a personal computer. Instruction on energy management and optimizing system efficiency is provided through the PLC’s programming.
The proportional, integral, and derivative terms must be individually adjusted, or "tuned" to the system being controlled. This is usually done using a trial and error method. When properly tuned, the controller should maintain much more accurate and stable control of the process variable than an on-off type controller, and should respond rapidly to changes in setpoint and load without excessive cycling of the process variable about the setpoint. PID Instruction in a Ladder Program In RSLogix 5 ladder programs, a PID instruction exists that can be used for PID process control. The process and controlled variables are identified directly in the instruction box, as shown in Figure 6-2. The setpoint and the three constants are stored in the control block, a file reserved for controlling the PID instruction.
SPECTRACOOL 空调机器人说明书
1-Unit_3_engine_cooling_and_lubrication_system1
lubrication 润滑 adopt 采用 supply 供给 oil pan 油底盘 drain 排放
2. Engine Lubrication System (2) Oil pump The oil pump is located in the crankcase area so that oil can be drawn from the oil pan and sent into the engine.
. (3) Oil drain plug Oil pressure relief valve is used to keep the pressure within the oil system at a constant maximum value.
lubrication 润滑 adopt 采用 supply 供给 oil pan 油底盘 drain 排放 draw 抽吸
1321gasket密封垫片2cap加油口盖3dipstick机油标尺4guide机油标尺导管口5oilfilterbracket机油滤清器支架6oilpressureswitch机油压力开关7oringo形圈8oilcooler机油冷却器9oilfilter机油滤清器10cap密封盖11drivegear驱动齿轮12gears齿轮13oilpumpcoverpressurereliefvalve带泄压阀的机油泵盖14baffleplate挡油板15oildrainplug放油螺栓16seal密封圈17oilpan机油盘18gasket机油盘垫片19suctionline吸油管20oilfiltergauzescreenpreventspiecesmetalenteringexternalfilterwhichcanrenewedperiodically
汽车科技英语Chapter 5 Engine(2.8-2.10)
Chapter 4 Engine Cooling and Lubrication, Emission ControlQu.1: What’s the function of the cooling system? Qu.1: What’s the function of the cooling system? • To take away the heat from the cylinder and working parts of the engine. • To maintain proper engine temperature.Automotive Engineering EnglishPDF 文件使用 "pdfFactory Pro" 试用版本创建 1Chapter 4 Engine Cooling and Lubrication, Emission ControlLiquid CoolingAutomotive Engineering EnglishPDF 文件使用 "pdfFactory Pro" 试用版本创建 Air Cooling2Chapter 4 Engine Cooling and Lubrication, Emission ControlMain parts of liquid cooling system:radiator 散热器 thermostat 节温器 fan 风扇Water jacket 水套 Coolant pump 冷却液（水）泵 Coolant recovery system 冷却液循环系统Automotive Engineering EnglishPDF 文件使用 "pdfFactory Pro" 试用版本创建 3Chapter 4 Engine Cooling and Lubrication, Emission Controlthermostat 节温器 Little circulation （小循环） Full circulation （大循环）Automotive Engineering EnglishPDF 文件使用 "pdfFactory Pro" 试用版本创建 4Chapter 4 Engine Cooling and Lubrication, Emission Control1) Thermostat circulation (P58)When the engine is cool, the thermostat remains closed so that coolant cannot circulate through the radiator. Instead, coolant is recirculated within the engine block and cylinder head until the coolant reaches a predetermined temperature. At that temperature ,a wax-like pellet expands inside the thermostat to open it and allow the coolant to flow. Today, most original-equipment thermostats open at approximately 85ºC to 90ºC. In hotter climates, a “cooler” thermostat may be used to help avoid overheating.当发动机温度较低时，节温器保持关闭，冷却水不能流通散热器进行 循环，而是在发动机缸体和缸盖之间循环流动，一直到冷却水达到预 定的温度为止。
Honda Cooling System Antifreeze and Coolant Mainte
Adding Engine CoolantIf the coolant level in the reserve tank is at or below the MIN line, add coolant to bring it up to the MAX line.Inspect the cooling system for leaks.This coolant should always be amixture of 50 percent antifreeze and 50 percent water. Never add straight antifreeze or plain water.Always use Genuine Honda Antifreeze/Coolant. If it is not available, you may use anothermajor-brand non-silicate coolant as a temporary replacement. Make sure it is a high-quality coolantrecommended for aluminum engines.However, continued use of any non-Honda coolant can result in corrosion, causing the coolingsystem to malfunction or fail. Have the cooling system flushed and refilled with Honda antifreeze/coolant as soon as possible.If the reserve tank is completely empty, you should also check the coolant level in the radiator.1. Make sure the engine and radiator are cool.CONTINUEDMaintenanceRESERVE TANKCooling System2. Turn the radiator cap counter-clockwise, without pressing down on it, until it stops. This relieves any pressure remaining in the cooling system.3. Remove the radiator cap by pushing down and turning counterclockwise.4. The coolant level should be up to the base of the filler neck. Add coolant if it is low.5. Put the radiator cap back on.Tighten it fully.6. Pour coolant into the reserve tank.Fill it to halfway between the MAX and MIN marks. Put the cap back on the reserve tank.Do not add any rust inhibitors or other additives to your vehicle's cooling system. They may not be compatible with the coolant or engine components.MaintenanceRADIATOR CAPRESERVE TANKCooling SystemReplacing Engine Coolant The cooling system should becompletely drained and refilled with new coolant according to the time and distance recommendations in the maintenance schedule. Only use Genuine Honda Antifreeze/Coolant.Draining the coolant requires access to the underside of the vehicle.Unless you have the tools and knowledge, you should have this maintenance done by a skilled mechanic.1. Turn the ignition ON (II). Turn the heater temperature control dial fully clockwise. Turn the ignition off.2. Open the hood. Make sure the engine and radiator are cool to the touch.3. Remove the radiator cap.4. Loosen the drain plug on the bottom of the radiator. The coolant will drain through the splash guard. Remove the drain bolt and washer from the engine block.CONTINUEDMaintenanceDRAIN BOLTDRAIN PLUGCooling System5. Remove the reserve tank from its holder by pulling it straight up.Drain the coolant, then put the tank back in its holder.6. When the coolant stops draining,tighten the drain plug at the bottom of the radiator.Apply non-hardening sealant to the drain bolt threads, put a new washer on the drain bolt, and reinstall the bolt in the engine block. Tighten it securely.Tightening torque:61 lbf.ft (83 N.m , 8.5 kgf.m)7. Mix the recommended antifreeze with an equal amount of purified or distilled water in a clean container. The cooling system capacity is:Automatic Transmission:1.03 US gal (3.9 , 0.86 Imp gal)Manual Transmission:1.06 US gal (4.0 ,0.88 Imp gal )8. Pour coolant into the radiator up to the base of the filler neck.MaintenanceRESERVE TANK CAPHOLDER RESERVE TANK Fill up to hereFILLER NECKCooling System9. Start the engine and let it run for about 30 seconds. Then turn off the engine.10.Check the level in the radiator,add coolant if needed.11.Fill the reserve tank to the MAX mark. Install the reserve tank cap.12.Install the radiator cap, and tighten it to the first stop.13.Start the engine and let it run until the radiator fan comes on two times. Then stop the engine.14.Remove the radiator cap.15.Pour coolant into the radiator up to the base of the filler neck and into the reserve tank up to the MAX mark.16.Start the engine and hold it at 1,500 rpm until the radiator fan comes on. Turn off the engine.Check the coolant level in theradiator and add coolant if needed.17.Install the radiator cap, and tighten it fully.18.If necessary, fill the reserve tank to the MAX mark. Install the reserve tank cap.MaintenanceRESERVE TANKWindshield WashersCheck the level in the windshield washer reservoir at least monthly during normal usage. In bad weather,when you use the washers often,check the level every time you stop for fuel.The windshield washer reservoir is located behind the driver's sideheadlight. Check the reservoir's fluid level by removing the cap andlooking at the level gauge attached to the cap.Fill the reservoir with a good-quality windshield washer fluid. Thisincreases the cleaning capability and prevents freezing in cold weather.Do not use engine antifreeze or a vinegar/water solution in the windshield washer reservoir.Antifreeze can damage your vehicle's paint, while a vinegar/water solution can damage the windshield washer pump.Use only commercially-available windshield washer fluid.MaintenanceLEVEL GAUGENOTICETransmission FluidAutomatic TransmissionCheck the fluid level with the engine at normal operating temperature.1. Park the vehicle on level ground.Shut off the engine.2. Remove the dipstick (yellow loop)from the transmission and wipe it with a clean cloth.UPPER MARK 3. Insert the dipstick all the way into the transmission.4. Remove the dipstick and check the fluid level. It should be between the upper and lower marks.5. If the level is below the lower mark, add fluid into the filler hole to bring it to the upper mark.Always use Honda PremiumFormula Automatic Transmission Fluid (ATF). If it is not available,you may use a DEXRON ® III automatic transmission fluid as a temporary replacement. However,continued use can affect shift quality. Have the transmission drained and refilled with Honda ATF as soon as it is convenient.6. Insert the dipstick all the way back into the transmission securely as shown in the illustration.The transmission should be drained and refilled with new fluid according to the time and distance recommen-dations in the maintenance schedule.MaintenanceDIPSTICKLOWER MARKTransmission FluidCheck the fluid level with the transmission at normal operating temperature and the vehicle sitting on level ground. Remove thetransmission filler bolt and carefully feel inside the bolt hole with your finger. The fluid level should be up to the edge of the bolt hole. If it is not, add Genuine Honda Manual Transmission Fluid (MTF) until it starts to run out of the hole. Reinstall the filler bolt and tighten it securely.If Honda MTF is not available, you may use an API service SG, SH or SJ grade motor oil with a viscosity of SAE 10W-30 or 10W-40 as a temporary replacement. An SG grade is preferred, but an SH or SJ grade may be used if SG is not available. However, motor oil does not contain the proper additives and continued use can cause stiffer shifting. Replace as soon as convenient.The transmission should be drained and refilled with new fluid according to the time and distance recommen-dations in the maintenance schedule.Maintenance5-speed Manual TransmissionCorrect levelFILLER BOLTRear Differential Fluid(4WD models only )FILLER BOLTCheck the fluid level with the rear differential at normal operating temperature and the vehicle sitting on level ground. Remove the differential fluid filler bolt andwasher and carefully feel inside the bolt hole with your finger. The fluid level should be up to the edge of the bolt hole. If it is not, slowly add Genuine Honda CVT Fluid until it starts to run out of the hole. Reinstall the filler bolt and tighten it securely.If CVT Fluid is not available, you may use Honda Premium Formula Automatic Transmission Fluid (ATF) or a quality DEXRON ® III ATF as a temporary replacement.However, continued use can cause noise, vibration and performance problems. Have the differentialdrained and refilled with Honda CVT Fluid as soon as it is convenient.The rear differential should be drained and refilled with new fluid according to the time and distance recommendations in the mainte-nance schedule.MaintenanceCorrectlevelBrake and Clutch FluidCheck the fluid level in the reser-voirs monthly. There are up to two reservoirs, depending on the model.They are:Brake fluid reservoir (all models)Clutch fluid reservoir(manual transmission only)The brake fluid should be replaced according to the time and distance recommendations in the mainte-nance schedule.Always use Genuine Honda DOT 3brake fluid. If it is not available, you should use only DOT 3 or DOT 4fluid, from a sealed container, as a temporary replacement. However,the use of any non-Honda brake fluid can cause corrosion and decrease the life of the system. Have the brake system flushed and refilled with Honda DOT 3 brake fluid as soon as possible.Brake fluid marked DOT 5 is not compatible with your vehicle's braking system and can cause extensive damage.Brake SystemMAX The fluid level should be between the MIN and MAX marks on the side of the reservoir. If the level is at or below the MIN mark, your brake system needs attention. Have the brake system inspected for leaks or worn brake pads.MaintenanceMINBrake and Clutch Fluid, Power Steering Clutch SystemMIN MAXThe fluid should be between the MIN and MAX marks on the side of the reservoir. If it is not, add brake fluid to bring it up to that level. Use the same fluid specified for the brake system.Low fluid level can indicate a leak in the clutch system. Have this system inspected as soon as possible.Power Steering UPPER LEVEL LOWER LEVEL Check the level when the engine is cold. Look at the side of the reservoir. The fluid should be between the UPPER LEVEL and LOWER LEVEL. If it is below the LOWER LEVEL, add power steering fluid to the UPPER LEVEL.Always use Genuine Honda Power Steering Fluid. If it is not available,you may use another power steering fluid as an emergency replacement However, continued use can cause increased wear and poor steering in cold weather. Have the power steering system flushed and refilled with Honda PSF as soon as possible.A low power steering fluid level can indicate a leak in the system. Check the fluid level frequently and have the system inspected as soon as possible.Turning the steering wheel to full left or right lock and holding it there can damage the power steering pump.MaintenanceNOTICE。
Elkay LCRSPM102QK单站无障碍液体冷水器说明书
SPEC00397 (10/2015)SPECIFICATIONSNo Lead Single Station Soft Sides ®Wall Mount, Barrier-Free Access, FilteredModel LCRSPM102QKOak Brook, IL Elkay reserves the right to change specification without notice. Please visit for the most current version.This specification describes an Elkay product with design, quality and functional benefits to the user. When making a comparison of other producer’s offerings, be GENERALSingle station barrier-free stainless steel water cooler has recessed in-the-wall refrigeration system and removable stainless steel grill. All stainless steel polished to a satin finish.Fountain has contoured basin to minimize splashing. Includes heavy duty vandal-resistant bubbler and easy to operate, vandal-resistant front push button. Flow regulator provides constant stream from 20 to 105 psi (0.14 to 0.72 MPa). Vandal-resistant bottom cover plate included.Energy efficient refrigeration system utilizes a combination tank continuous-tube type evaporator, refrigerant drier, and capillary tube. Includes WaterSentry ® Plus 1500-gallon capacity filtration system certified to NSF/ ANSI 42 & 53 (Lead, Class 1 Particulate, Chlorine, Taste and Odor)NO LEAD DESIGNThese water coolers are certified to be lead-free as defined by the Safe Drinking Water Act. Elkay water coolers are manufactured with a waterway system utilizing completely lead-free material. These waterways have no lead because all lead materials, such as leaded brass, have been removed. All joints are brazed using silver solder only. No lead solder is permitted.STANDARD FEATURES • Heavy duty vandal-resistant bubbler• 2 gallon (7.6 liter) Reservoir – Stainless Steel 316L • 20 to 105 psi (0.14 to 0.72 MPa) water pressure • 10 GPH (37.9 LPH) at 240VAC/50Hz *• 240 Volt nominal rating• Vandal-resistant chrome brass front push button• WaterSentry ® Plus 1500-gallon capacity filtration system certified toNSF/ANSI 42 & 53 (Lead, Class 1 Particulate, Chlorine, Taste and Odor)*Based on 80°F (26.7°C) inlet water and 90°F (32.2°C) ambient air temperature for 50°F (10°C) chilled drinking waterCOOLING SYSTEMMotor Compressor: Hermetically sealed, reciprocating type 1/3 HP , 240V/50Hz single phase. Sealed-in lifetime oil supply.Condenser: Fan cooled, copper tube with aluminum fins. Fan motor is permanently lubricated.Cooling Unit: 2 gallon (7.6 liter) water storage capacity. Combination tube-tank type. Self cleansing. Type 316L Stainless SteelTemperature Control: Enclosed adjustable thermostat is factory preset. Requires no adjustment other than for altitude requirements.Refrigerant Control: Refrigerant HFC-134a is controlled by accurately calibrated capillary tube for positively trouble-free performance.CONSTRUCTIONFountain Body: #14 gauge, type 304 nickel bearing stainless steelpolished to a lustrous satin finish with high shined outer edge. Contoured basin offers large strike area to minimize splashing. Fully functional front push button is easy to operate.Vandal-Resistant Bubbler: Heavy-duty, one-piece construction. Keyed into position to prevent rotation. Meets UL requirements and sanitary codes.Front Panel Grill: #16 gauge type 304 nickel bearing stainless steel, polished to a uniform Elkay satin finish. Removable louvered ventilating grill encloses refrigeration unit and plumbing.Wall Mounting Frame: Mounting frame MFC100Q furnished with each unit. Frame allows for flush mounting to finished wall.Protected by Elkay’s 5 Year Limited Warranty on the refrigeration system of the unit. Electrical components and water system are warranted for 12 months from date of installation (parts only). Warranty pertains to drinking water applications only. Non-drinking water applications are not covered under warranty.Elkay Pressure-Type Water Coolers are designed to operate on 20 to 105 psi (0.14 to 0.72 MPa) supply line pressure. If inlet pressure is above 105 psi (0.72 MPa), a pressure regulator must be installed in the supply line. Any damage caused by reason of connecting this product to supply line pressures lower than 20 psi (0.14 MPa) or higher than 105 psi (0.72 MPa) is not covered by the warranty.CERTIFICATIONS AND STANDARDS• Complies with UL399 & CSA C22.2 no. 120 Standards • NSF/ANSI 42 & 53 (Drinking Water Treatments)Model LCRSPM102QKPrinted in U.S.A.© 2015 Elkay2222 Camden Court Oak Brook, IL Page 2No Lead Single Station Soft Sides ®Wall Mount, Barrier-Free Access, Filtered Model LCRSPM102QKIMPORTANT! INSTALLER PLEASE NOTE:The grounding of electrical equipment such as telephone, computers, etc., to water lines is a common procedure. This grounding may be in the building our may occur away from the building. This grounding can cause electrical feedback into a water cooler, creating an electrolysis which creates a metallic taste or causes an increase in the metal content of the water. This condition is avoidable by using the proper materials as indicated below.The drain fittings which are provided by the installer should also be plastic to electrically isolate the cooler from the building plumbing system.LCRSPM82QK MOUNTING FRAME INSTRUCTIONS 1. Cut a square rectangular wall opening 18-3/4” (476mm) W x 37-3/4” (959mm) H and 4-1/2” (190mm) above floor line. These dimensions are required to obtain proper rim and bubbler heights for compliance with ANSI standard A117.12. Reinforce the wall opening on all sides so that it will adequately support the water fountain. This reinforcement must support up to 150lbs (68kg) static load and provide a means for securing the frame assembly in place.3. Install plumbing and electrical rough-ins. See diagram for location of the supply water inlet to chiller and for the location of the waste water outlet. An electrical junction box is provided within the chiller. See chiller spec sheet and manual for more information.4. Install the frame assembly squarely in wall opening with frame upright support edged flush with the finished wall ROUGH-IN DIMENSIONS。
中英文文献翻译-发动机冷却系统
中英文文献翻译-发动机冷却系统1S u m m a r i z eOutli ne use s a m ore compact desi gn along w ith the engi ne and has in a bi g w ay, the engi ne produces the w aste he at de nsity also obvi ousl y i ncre ases al ong with it. S ome essenti al re gi ons, i f around a row of ty re v al ve radi ate s the questi on to have fi rst to conside r, the cooli ng sy ste m eve n i f appears the small bre akdow n al so possi bl y to cre ate the di saste r in such re gion conse que nce. The e ngi ne cooli ng sy ste m radi ati on ability gene rall y shoul d sati sfy w he n the engi ne full load radi ati on dem and, be cause thi s ti me e ngine produces the quantity of he at is bi g gest. Howe ve r, w he n parti al l oads, the curre nt capacity w hi ch the cooli ng sy ste m can have the powe r loss, whi ch the w ate r pum ping stati on provi des the re fri ge rant current capacity surpasses nee ds. W e hoped starts the starting ti me to be as far as possi ble short. B e cause engi ne ti me di scharges poll utant m ore , the oil consum pti on is also bi g. T he cooling sy stem structure has a m ore tre mendous infl uence to the e ngi ne cold starting ti me.2C h a r a c t e r i s t i c s of m od e r n e n g in e c oo l in g s y s t e mM ode rn e ngi nes serie s characteri sti c tradition cooling sy ste m function reli abl y prote cts the engi ne, but also shoul d have the functi on w hi ch the i mprove ment fuel e conom y and reduces discharges. There fore, the m odern cooli ng sy stem must sy nthesize under the consi deration the factor: Engi ne inte rior fri cti on l oss; C ooli ng syste m w ater pump powe r; B urning boundary conditi on, li ke combusti on cham ber tem pe rature, complete density , complete te mpe rature . The advance d cooling sy ste m uses sy ste m atize d, the modular desi gn method, the ove rall pl an conside re d e ach i nfl ue nce factor, cause s the cooling sy stem both to guarantee the e ngi ne norm al w ork, and enhance s the engi ne e ffi cie ncy and the reducti on di scharge s.2 .1 T h e t e m p e r a t u r e s se t p o in tTempe ratures hy pothe ses fi ring i n bursts m otive operati ng tem pe rature l i mit value are de cide d by a row of tire v al ve the peri pheral re g i on m axi mum tem perature. T he m ost ide al situation is according to the metal tempe rature but is not the refri gerant te mpe rature control cooling sy ste m, like thi s can prote ct the e ngi ne w ell.B ecause the cooling sy ste m hy pothe sis cooli ng te mpe rature i s by the full l oad ti me m ost is bi g i s the foundati on, there fore, engi ne and cooling sy s tem in parti al l oads ti me is at not too the perfe ct conditi on, w hen urban distri ct travel and l ow spee d travel, can have the hi gh oil consumpti on and di scharge. S upposes the fixe d point through the change re fri ge rant tem perature to be possible to i mprove the engine and the cooling sy ste m in parti al l oads time perform ance. A ccording to a row of ty re v al ve the peripheral re gion tem pe rature li mit v alue, m ay elevate either reduce the re fri ge rant or the metal te mpe rature supposes the fixe d point. Ele v ates or reduced tem pe rature all re spe cti vel y has the characte risti c, this i s decide d the goal w hi ch achie ved to the hope .2 .2 E n h a n c e s t h e t e m p e r a tu r eEnhance s the tem pe rature to suppose the fixe d-point enhance ment operati ng te mpe rature to suppose the fixe d point is one ki nd of com parison the method w hi ch wel come. Enhance s the tempe rature to have m any meri ts, it dire ctl y affects the e ngine l oss and the cooli ng sy stem e ffe ct as well as the e ngi ne di schargi ng form ation. W ill enhance the operati ng te mpe rature to enhance the e ngine M ac re duce the engi ne to rub we ars, reduces the engine fuel oil consum pti on. The rese arch indi cated that, the e ngi ne operating te mpe rature to rubs the l oss to have the ve ry treme ndous i nflue nce. Discharges the te mpe rature the re fri ge rant to enhance to 150 ℃ , causes the cy l i nde r te m perature to ele vate to 195 ℃ , the oil consumption drops 4% -6% . M ai ntains the refri gerant te m perature i n 90 -1 15 ℃ scope, causes the engine m achine oil the m axi mum te mpe rature is 14 0 ℃ , then oil consumpti on in partial loads ti me drops 10% . Enhances the operati ng te mpe rature al so obvious infl ue nce cool ing sy ste m the pote ncy. Enhances the refri ge rant or the metal te mpe rature can i mprove the engi ne and di spe rse the ste am he at transfer transmission the effe ct, re duce s the re fri g erant the speed of fl ow, reduces the w ate r pump the rate d power, thus re duce s the engi ne the pow e r di ssi pation. In addition, m ay sele ct the diffe rent method, furthe r re duces the re fri ge rant the speed of flow .2 .3 R e d u c e th e t e m p e r a t u r e s se t p o i n tR educed te m peratures suppose the fi xed point to reduce the cooli ng sy stem the ope ra ti ng tem perature to be possi ble to e nhance the engine charge e ffi ciency , re duce s the inlet te mpe rature. Thi s to the com bustion proce ss,the fuel oil effi cie ncy and discharges adv antage ousl y . T he reduced tem perature supposes the fi xed poi nt to be all owed to save the engine m ove me nt cost, enhances the part servi ce li fe. The rese arch indi cate d, if the cy linde r he adte mpe rature re duce s to 50 ℃ , the i gnition angle of advance m ay 3 ℃ A but not have the engi ne knock ahe ad of time , the charge effi cie ncy enhances 2 % , the e ngi ne ope rati onal factor i mprove ment, is hel pfulto the opti mize d com pre ssi on rati o and the paramete r choi ce, obtai ns the bette r fue l oil effi ciency anddischarges the pe rform ance.2 .4 P r e c i se c oolin g sy s t e mPre cise cooling sy stem s pre ci se cooli ng sy ste m mainl y m ani fests i n the cooli ng j acket s tructural desi gn and in the refri gerant spee d of fl ow desi gn. In pre cise cooling system, hot e ssenti al are a, i f around a row of ty re valve, the re fri ge rant has an gre ate r spee d of fl ow , the he at transfer effi cie ncy is hi gh, the refri gerant gradie ntof tem pe ra ture changes sli ghtl y . S uch e ffe ct comes from to re duce these pl ace re fri ge rant channels the l ate ral secti on, e nhances the spee d of fl ow, re duce s the current capacity . T he pre ci se cooli ng sy ste m desi gn ke y lies in the de termi nation cooli ng j acke t the size, the choi ce m atch cooling w ate r pum p, guaranteed the sy ste m the radi ati on ability can satisfy w hen the l ow spee d bi g load essenti al re g i on operating te m perature de m and. The engi ne refri gerant spee d of fl ow range of vari ati on is quite bi g , from ti me 1 m /s to m axi mum w ork rate time 5 m /s. The re fore shoul d conside re d the cooli ng j acket and the cooling sy stem whole that, m utuall y suppleme nted, displ ay bi gge st pote nti al. The rese arch indi cate d that, uses the pre cise cooling sy stem , i n the engi ne entirew ork rotational spee d scope , the refri gerant curre nt capacity m ay drop 4 0% . C ove rs the cool ing j acket to theai r cy linde r the pre cise de si gn, m ay m ake the ordi nary spee d of fl ow to e nhance from 1 .4 m /s to 4 m /s , gre atl y enhances the cy l inde r cove r or cap the rm al conducti vity , cy l inde r cove r or cap metal te mpe rature drop to60 ℃ .2 .5 Div e r g e n c e s t y p e s c oolin g s y s t e mDiverge nce s ty pe s cooli ng sy ste m dive rge nce ty pe cooli ng sy stem for othe r one ki nd of cool ing sy ste m. In this ki nd of cooli ng sy ste m, the hi ne oil te mpe rature , will cy l i nde r cove r or cap frie ndl y cy li nde r body cools by respective return route , the cyl inder cover or cap friendl y cyli nder body has the di ffe rent tem perature. T hedive rge nce -li ke cooli ng sy ste m has the uni que supe ri ority , m ay cause e ngi ne e ach part to suppose the fixe d-point w ork at the m ost supe rior tem pe rature. The cooli ng sy ste m ove rall effi cie ncy achieves i n a bi g w ay . Each cooling return route w il l suppose unde r the fixe d poi nt or the speed of fl ow i n the diffe rent cooli ng tempe rature works, w i ll cre ate the i deal engi ne te mpe rature distri bution. T he i de al e ngi ne hot acti ve status isthe cy linder he ad te mpe rature lowe r but the ai r cyl inder body te m perature rel ative is hi ghe r. T he cy linde r he ad tempe rature is l ow e r m ay e nhance the charge e ffi ciency , i ncre ases. The tem perature is l ow also gre atl y m ay promote completel y to burn, re duces C O, HC and the NOx form ation, a lso enhance s the output. T he hi gher ai rcy linde r body tem perature can re duce the fri cti on to lose, di re ctl y im proves the fuel oil effi ciency , i ndire ctl y reduces i n the cy li nde r the peak val ue pressure and the tem pe rature. T he dive rge nce ty pe cool ing sy ste m m ay cause the cy linder cove r and the cy linde r body tem pe rature di ffe rs 1 00 ℃ . T he cy l inde r te mpe rature m ay re achas hi gh as 15 0 ℃ , but the cy li nde r cove r tem perature m ay re duce 50 ℃ , re duce s the cy linde r body to rub l oses, reduces the oil consum ption. The hi ghe r cy linde r body tem perature causes the oil consum pti on to re duce4% -6% , w hen parti al l oads HC reduces 20 % -3 5% . W hen the dampe r all opens, the cy li nde r cove r and the cy linde r body tem perature supposes the de finite v al ue to be possi ble to move to 50 ℃ and 90 ℃ , im prov es thefuel oil consum pti on, the pow e r output from the w hole and di scharge s.2.6 C on t r o l l a b l e c oolin g s y s t e mControll able e ngi ne cooli ng sy ste m tradition e ngi ne cool ing sy ste m bel ongs to the passive form, thestructure sim ple or the cost i s l ow. T he control lable cooling system m ay m ake up at pre sent cool ing sy ste m the insuffi cie ncy . Now the cooli ng sy stem de si gn standard sol ves time the full l oad radi ati on proble m, thus parti al l y shoulde rs time the oversized radi ati on ability wi l l cause the engi ne powe r w aste. This to the li ghtvehi cle said espe ci all y obvi ous, the se ve hi cles m aj ority ti me all unde r the parti al loads go in the urban distri ct, only uses the parti al e ngine power, causes a cooling system hi ghe r l oss. In order to solve the e ngi ne to getdow n the hot questi on in the pe culi ar ci rcumstance, the pre sent cooling sy stem v ol ume w as bi gge r, causes the evaporati on e ffi cie ncy to re duce, has i ncreased the cooling sy stem pow er de m and, leng thene d the engi ne duri ng w arm m achi ne -hour. The controll able engi ne cooli ng sy ste m gene rall y incl udes the se nsor, the executi on and the ele ctri call y controlle d m odule. T he controll able cooling sy stem can act accordi ng to the engi ne w orki ng condition adjustme nt cool ing quantity , reduces the e ngine power loss. In the controll able cooli ng sy ste m, the e xe cuti on for the cooli ng w ate r pump and the therm ostat, ge neral l y and the control val ve is com posed by the ele ctri call y ope rate d w ate r pum p, m ay act accordi ng to requests to adjust the cooli ng quanti ty. Tempe rature sensor for a sy ste m part, but rapidl y beque aths the e ngi ne hot condi tion the controlle r.Controll able i nstall me nt, i f the ele ctri call y ope rated w ate r pump, m ay suppose the tem perature the fi xed point from 90 ℃ to enhance to 11 0 ℃ , save s 2% -5 % fuel oil, C O re duce s 20 % , HC re duce s 10% . W he n ste ady state, the metal te mpe rature rati o tradition cooling sy ste m is hi gh 10 ℃ , the controll able cool ing sy ste m has the qui cker re sponse ability , m ay cool the te mpe rature to m ai ntai n is supposing the fi xed point ±2℃the scope . From 110 ℃ drops to 10 0 ℃ onl y nee ds 2 s. T he engi ne during w arm m achi ne-hour re duces 200 s, the cool ing syste m ope rati ng re g i on draws cl ose to the work li mit re gi on, can reduce the engi ne cooling te m perature and the metal te mpe rature undul ati on scope, re duce s ci rcul ate s the fati gue of metal whi ch the hot l oad creates, lengthens the com ponent l i fe.3C o n c lu s ionIn front of 3 concl usi ons i ntroduce d se ve ra l k ind of advance d cooli ng sy ste ms have the im proveme nt cooli ng sy ste m perform ance the potenti al, can e nhance the fuel oil e ffi ciency and di scharge the pe rform ance. The cooli ng sy stem can control the nature is i m prove s the cooli ng sy ste m the key , can the control ling expression to the engi ne structure prote cti on esse nti al paramete r, like the metal tem pe rature , the re fri ge rant tempe rature and the machi ne oil te mpe rature and so on can control, guarantees the e ngi ne to w ork i n the safety m argi n scope . The cooling sy stem can m ake the rapi d reaction to the diffe rent operating mode, the most e arth saves the fuel, re duces di scharge s, but does not affect the engi ne ove rall perform ance . Looked from the desi gn and the ope rati onal pe rform ance angle that, dive rgence ty pe cooli ng and pre ci se cooli ng uni fies has the ve rygood prospe cts for devel opme nt, both can provi de the ide al engine prote ction, and can enhance the fuel oileffi ciency and discharge the nature. This ki nd of structure is adv antageous to formi ng the engi ne i deal tempe rature di stri bution. Dire ctl y to a cyli nder cover or cap row of ty re v al ve around the suppl ies refri ge rant, reduced the cy li nde r he ad tem pe rature change, causes the cyli nder cover tem pe ra ture di stri bution to be eve ne r, also can m aintai ns the m achine oil and the cy linde r body tem perature at the desi gn ope rating re gion, has a lowerfri cti on to dam age the poll ution wi thdraw a l■.cooli ng sy ste m functi on and m aintenance m ai ntenance method as follow s:1st, the cooling sy stem function, i s part of quantity of he ats w hi ch absorbs the engi ne part carrie s off, guarantee d the diesel e ngine various components m a intai n i n the norm al te mpe rature range.2nd, the cool ing w ate r shoul d be does not contai n dissol ves the X ie salt the soft w ater, l ike cle an rive r w ate r, rain w ater and so on. Do not use hard w ate r and so on the well w ater, w ater see page or sea w ater, guards against produces, causes the e ngi ne to radi ate not good, que stion occurrence and so on ai r cy linde r he at.3rd, w ith the funnel w hen joins the cooli ng w a ter the w a ter tank, m ust preve nt the w ate r spl ashes to on the engi ne and the radi ator, preve nte d on the radi ator fi n and the organism accum ul ates the dust, smears, affe cts the cooli ng effe c t.4th, i f w hen the e ngine l acks the w ater cause s the hy perpy re xi a, cannot i m medi atel y add w ate r, shoul d cause the engi ne i dling spee d to revolve 1 0 □15 mi nute s, afte r the uni form te mpe rature sli ghtl y reduces, sl owl y does not joi n the cooli ng w ate r i n the engi ne situati on.5th, the wi nter, the w ate r tank pl anted agent adds the hot w ate r. A fte r the start should surpass 40de gree-hour the s low re vol uti on to the w ater tem pe rature to be able to w ork. A fte r the w ork had ended, must put the completel y cooling w ate r.6th, must re gul arl y el imi nate i n the w ate r tank , must fre que ntl y scour the sludge to the forced-ai r cool ing engi ne radi ator fin, dirty i s fi l thy . The radi ator fi n cannot dam age, afte r i f dam ages m ust prom ptl y re pl ace, i n orde r to av oi d i nfl uence radi ati on effe ct.4L a t h e sL athe s are m achi ne tool s desi gned pri m aril y to do turni ng, faci ng and bori ng, Very li ttl e turni ng is done on othe r ty pe s of m achine tools, and none can do it w ith equal facility. B e cause l athe s also can do dri lling and re ami ng, their ve rsatil ity pe rmi ts se ve ral ope rations to be done w ith a single setup of the work pie ce . Conseque ntl y, more l athes of various ty pesare used in m anufacturing than any othe r m achine tool.The esse nti al compone nts of a l a the are the bed, he adstock asse m bl y, tail stock assem bl y, and the le ads cre w and fee d rod.The be d is the backbone of a l athe. It usuall y is m ade of we ll norm al ized or age d gray or nodul ar cast iron and provide s s he av y, ri gi d frame on w hi ch al l the othe r basi c com ponents are m ounted. Two sets of parallel, longitudi nal w ays, i nner and outer, are containe d on the be d, usuall y on the uppe r side. S ome make rs use an inve rte d V-shape for all four w ay s, whe re as others utilize one i nve rte d V and one fl at w ay i n one or both sets, The y are preci si on-machi ned to assure accuracy of al i gnme nt. On m ost m odern l athes the w ay are surface -hardene d to re sist w e ar and abrasi on, but pre cauti on should be taken i n ope rati ng a la the to assure that the w ay s are not dam age d. A ny i naccuracy in the m usuall y means that the accuracy of the enti re l athe is destroy ed.The he adstock is m ounte d in a foxe d position on the inne r w ay s , usuall y at the left end of the bed. It provides a pow e red means of rotating the word at vari ous speeds . Essenti all y, it consists of a hol low spi ndle, mounted i n accurate be ari ngs, and a set of transmission ge ars-si mil ar to a truck transmission—through w hi ch the spi ndle can be rotated at a num ber of speeds. M ost l athes provi de from 8 to 18 speeds, usuall y i n a geometri c ratio, and on m ode rn l athes a ll the spee ds can be obtaine d me rel y by movi ng from two to four le vers. A n i ncre asing trend i s to provide a continuousl y v ari able speed range through e lectri cal or mechani cal dri ves.B ecause the accuracy of a l athe is gre atl y depe nde nt on the spi ndle, it i s of he av y construction and mounted in he avybe ari ngs, usuall y prel oade d tape red rolle r or bal l ty pes. T he spi ndle has a hole exte nding through its length, through w hi ch l ong bar stock can be fed. T he size of m axi mum size of bar stock that can be m achi ned whe n the m aterial must be fe d through spi ndle .The tail sti cd asse mbl y consi sts , esse nti all y, of three parts.A lowe r casti ng fi ts on the i nne r w ay s of the bed and can slide longitudi nall y the reon, w ith a me ans for cl am ping the e nti re assem bl y in any desi re d l ocation, An upper casti ng fits on the lowe r one and can be moved transversel y upon it, on some type of ke y e d w ay s, to permit ali gni ng the assem bl y is the tail stock quill. Thi s i s a holl ow steel cy li nder, usuall y about 51 to 76 m m( 2to 3 inches) i n diamete r, that can be m ove d seve ral i nches longitudi nall y i n and out of the upper casti ng by me ans of a hand w heel and scre w.The size of a l athe is desi gnate d by tw o dime nsi ons. The fi rst is k now n as the swing. This is the m axi m um di amete r of work that can be rotated on a l athe . It is approxim atel y tw i ce the distance betw ee n the li ne conne cting the la the ce nte rs and the ne are st poi nt on the w ay s, The se cond size dim ensi on is the m axi mum distance betw een cente rs . The sw i ng thus i ndi cate s the m axim um w ork pie ce di amete r that can be turne d i n the lathe, w hile the distance betw een centers i ndicates the m axi mum length of w ork pie ce that can be mounte d betw een ce nte rs.Engi ne l athe s are the ty pe most freque ntl y use d in m anufacturi ng. The y are he av y -duty m achine tools with all the com ponents descri bed pre viousl y and have powe r drive for al l tool move ments exce pt on the compound rest. T he y com monl y range i n size from 305 to 610 mm( 12 to 2 4 inches) sw ing and from 610 to 12 19 m m( 2 4 to 48 i nches) ce nte r distances, but sw ings up to 1270 m m( 50 inches) and ce nte r distances up to 3658 m m( 12 feet) are not uncom mon. M ost have chi p pans and a built-i n cool ant ci rcul ating syste m. S m alle r engine lathes-with swi ngs usuall y not over 330 m m ( 1 3 inches ) –a l so are avail able in bench ty pe, de si gned for the bed to be mounted on a bench on a be nch or cabine t.Although engine l athes are ve rsatile and ve ry use ful, be cause of the ti me re qui re d for changi ng andsetting tool s and for m aki ng me asure me nts on the w ork piece , thy are not suitable for quantity producti on. Often the actual chip-producti on ti ne is less than 30 % of the total cy cle time . In additi on, a skil led machi nist is requi red for all the ope rati ons, and such pe rsons are costl y and ofte n i n short suppl y. How eve r, much of the ope rator ’s ti me is consumed by sim ple, re petitious adj ustments and in w atchi ng chips bei ng m ade. Conseque ntl y, to reduce or eli mi nate the am ount of skille d l abor that is re quire d, turret lathes, scre w m achi nes, and other ty pes of sem iautom atic and autom ati c l athes have been hi ghl y devel oped and are w i del y use d i n m anufacturing.5L im its and Toler ancesM achine parts are m anufacture d so the y are inte rchange able. In othe r words, e ach part of a m achi ne or me chanism is m ade to a certai n size and shape so w il l fit i nto any othe r m achine or me chanism of the same type. To m ake the part inte rchange able , e ach i ndi vi dual part m ust be m ade to a size that w i ll fit the m ati ng part in the corre ct w ay . It is not onl y i m possible, but also im practi cal to m ake m any parts to an ex act size. Thi s is because machi nes are not pe rfe ct, and the tool s be come w orn. A sl i ght vari ation from the e x act size i s al way s all owed. T he amount of this v ari ation depe nds on the ki nd of part being m anufacture d. For ex am ples part mi ght be m ade 6 in. long w i th a vari ati on all owed of 0. 003 ( three-thousandths) in. above and bel ow this size . There fore, the part coul d be 5 .997 to 6. 003 in. and s till be the corre ct size . The se are k now n as the l imi ts. T he diffe rence betw ee n upper and l ow er li mits is calle d the tolerance.1 概述随着发动机采用更加紧凑的设计和具有更大的比功率，发动机产生的废热密度也随之明显增大。
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Lubricating System （润滑系统）
Fig. 1-3-2
1-gasket（密封垫片）2-cap（加油口盖）3dipstick（机油标尺）4–guide（机油标尺导 管口）5-oil filter bracket（机油滤清器 支架）6-oil pressure switch（机油压力开 关）7-O-ring（O形圈）8-oil cooler（机油 冷却器）9-oil filter（机油滤清器）10cap（密封盖）11-drive gear（驱动齿轮） 12-gears（齿轮）13-oil pump cover with pressure relief valve（带泄压阀的机油 泵盖）14-baffle plate（挡油板）15-oil drain plug（放油螺栓）16-seal（密封圈） 17-oil pan（机油盘）18-gasket（机油盘垫 片）19- suction line（吸油管）20- O ring（O形圈）
lubrication 润滑 adopt 采用 supply 供给 oil pan 油底盘 drain 排放
2. Engine Lubrication System (2) Oil pump The oil pump is located in the crankcase area so that oil can be drawn from the oil pan and sent into the engine.
2. Engine Lubrication System Fig 1-3-2 shows the parts of a lubricating system. (1) Oil pan The oil pan is located on the bottom of the engine and holds the excess oil during operation and no running conditions. A plug in the bottom of the oil pan is used to drain the oil.
Unit 3
Engine Cooling and Lubrication System
Layout of engine cooling system
Engine Cooling and Lubrication System
1. Engine Cooling System The cooling system is used to keep the engine at the most efficient operating temperature. --- The cooling system is composed of the water jacket (inside the cylinder block and cylinder head), radiator, water pump, thermostat, fan, hoses and other components. Fig 1-3-1 shows the parts of a cooling system. efficient 效率高的 water jacket 水套 radiator 散热器， 水箱 water pump 水泵 thermostat 节温器 hose 软管
(4) Oil filter Besides the gauze screen that prevents pieces of metal entering the pump ,there is an external filter Which can be renewed periodically.
----- If the coolant remains cold, it will be closed. In this case, a large amount of coolant goes to the by-pass tube without being cooled. The remaining coolant passes through the radiator to be cooled. ------If the coolant temperature rises to the opening point, the thermostat opens slightly. As the temperature increases further, the thermostat opens more. When the engine is under full load, the thermostat will be fully open. The maximum amount of coolant will be sent to the radiator for cooling, and a small amount will continue to flow through the by-pass tube.
. (3) Oil drain plug Oil pressure relief valve is used to keep the pressure within the oil system at a constant maximum value.
lubrication 润滑 adopt 采用 supply 供给 oil pan 油底盘 drain 排放 draw 抽吸
(4) Oil filter Oil Filter is adopted to clean the dirt particles out of the lubricating system. As the oil and dirt flow the filter unit, contaminants are trapped inside the filter unit.
Cooling System （冷却系统）
Fig. 1-3-1
1-radiator(散热器) 2-securing clip（固定夹）3-securing rubber （固定橡胶） 4 - upper coolant hose （上部冷却液软管） 5-rubber washer（橡胶垫） 6-radiator fan（冷 却风扇）7- fan ring（风扇罩壳）8locking bolt（紧固螺栓）9-nut（螺 母）10-2 pin connector（双头插式插 头）11-lower coolant hose（下部冷却 液软管）12-O ring（O型圈）13connector（连接插头）14-radiator fan thermo switch（散热风扇的热敏开 关）15- seal(密封圈) 16– drain screw（排水螺栓）
Particle
粒子 污染物 收集
contaminant
trap
(5) Oil coolers Oil temperature for an engine should be in certain range of degrees. Under normal conditions, oil is cooled by the right amount of oil in the oil pan. When excess temperatures occurs, such as some heavy-duty gasoline engines and many diesel engines, oil coolers are used to keep the oil cool.
Besides lubricating engine parts,oil is also used to : 1)clean the inside of the engine, 2)help cool the engine, 3)form a seal between the cylinder walls and piston rings
perform 执行 assist 帮助 relief valve 泄压阀 pressurizatio n 维持大气压 水平 vacuum valve 真空阀 negative pressure 负压
(4) Water Pump The water pump is used to circulate the coolant through the cooling system. It is mounted on the front of the cylinder block and driven by a timing belt.
(1) Radiator and Fan The radiator performs the function of cooling the coolant which has passed through the water jacket and become hot, and it is mounted in the front of the vehicle. A fan is mounted behind the radiator to assist the flow of air through the radiator. The fan operates when the engine coolant temperature becomes high in order to prevent it from becoming too high.
timing belt 正时皮 带 by-pass tube 旁通管 opening point 开启点 slightly 轻微地 load 负荷
2. Engine Lubrication System Lubrication system has been adopted to supply oil to the moving parts of this engine. The lubrication system consists of an oil pan, oil pump, oil filter, oil cooler and pressure relief valve. lubrication 润滑 adopt 采用 supply 供给 oil pan 油底盘 drain 排放 draw 抽吸