汽车专业毕业设计翻译中英文(全)automobile engine injection ignition -

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机械设计制造及其自动化专业汽车发动机毕业论文外文文献翻译及原文

毕业设计（论文）外文文献翻译文献、资料中文题目：汽车发动机文献、资料英文题目：AUTOMOTIVE ENGINE文献、资料来源：文献、资料发表（出版）日期：院（部）：专业：机械设计制造及其自动化（车辆工程）班级：姓名：学号：指导教师：翻译日期： 2017.02.14译文题目： Automobile engineAUTOMOTIVE ENGINE1 Engine Classification and Overall MechanicsThe automobile engines can be classified according to: (1) cycles, (2) cooling system, (3) fuel system, (4) ignition method, (5) valve arrangement, (6) cylinder arrangement, (7) engine speed.Engines used in automobiles are the internal combustion heat engines. Theburning of gasoline inside the engine produces high pressure in the engine combustion chamber. This high pressure force piston to move, the movement is carried by connecting rods to the engine crankshaft. The crankshaft is thus made to rotate: therotary motion is carried through the power train to the car wheels so that they rotateand the car moves.The engine requires four basic systems to run (Fig. 2-1). Diesel engines requirethree of these systems. They are fuel system, ignition system (except diesel), lubricating system and cooling system. However, three other related systems are also necessary. These are the exhaust system, the emission-control system, and the starting system. Each performs a basic job in making the engine run.Fig. 2-1 The engine construction2 Engine Operating PrinciplesFig. 2-2 Engine termsThe term “stroke” is used to describe the movement of the piston within the cylinder. The movement of the piston from its uppermost position (TDC, top dead center) to its lowest position (BDC, bottom dead center) is called a stroke. The operating cycle may require either two or four strokes to complete. Most automobile engines operate on the four stroke cycle (Fig. 2-2).In four-stroke engine, four strokes of the piston in the cylinder are required to complete one full operating cycle. Each stroke is named after the action. It performs intake, compression, power, and exhaust in that order (Fig. 2-3).Intake stroke Compression stroke Power stroke Exhaust strokeFig. 2-3 Four-stroke-cycle gasoline engine1. The intake strokeThe intake stroke begins with the piston near the top of its travel. As the piston begins its descent, the exhaust valve closes fully, the intake valve opens and the volume of the combustion chamber begins to increase, creating a vacuum. As the piston descends, an air/fuel mixture is drawn from the carburetor into the cylinder through the intake manifold. The intake stroke ends with the intake valve close just after the piston has begun its upstroke.2. Compression strokeAs the piston is moved up by the crankshaft from BDC, the intake valve closes. The air/fuel mixture is trapped in the cylinder above the piston. Future piston travelcompresses the air/fuel mixture to approximately one-eighth of its original volume (approximately 8:1 compression ratio) when the piston has reached TDC. This completes the compression stroke.3. Power strokeAs the piston reaches TDC on the compression stroke, an electric spark is produced at the spark plug. The ignition system delivers a high-voltage surge of electricity to the spark plug to produce the spark. The spark ignites, or sets fire to, the air/fuel mixture. It now begins to burn very rapidly, and the cylinder pressure increases to as much as 3-5MPa or even more. This terrific push against the piston forces it downward, and a powerful impulse is transmitted through the connecting rod to the crankpin on the crankshaft. The crankshaft is rotated as the piston is pushed down by the pressure above it.4. Exhaust strokeAt the end of the power stroke the camshaft opens the exhaust valve, and the exhaust stroke begins. Remaining pressure in the cylinder, and upward movement of the piston, force the exhaust gases out of the cylinder. At the end of the exhaust stroke, the exhaust valve closes and the intake valve opens, repeating the entire cycle of events over and over again.3 Engine Block and Cylinder Head3.1 Engine BlockThe engine block is the basic frame of the engine. All other engine parts either fit inside it or fasten to it. It holds the cylinders, water jackets and oil galleries (Fig. 2-4). The engine block also holds the crankshaft, which fastens to the bottom of the block. The camshaft also fits in the block, except on overhead-cam engines. In most cars, this block is made of gray iron, or an alloy (mixture) of gray iron and other metals, such as nickel or chromium. Engine blocks are castings.Fig. 2-4 V6 engine blockSome engine blocks, especially those in smaller cars, are made of cast aluminum. This metal is much lighter than iron. However, iron wears better than aluminum. Therefore, the cylinders in most aluminum engines are lined with iron or steel sleeves. These sleeves are called cylinder sleeves. Some engine blocks are made entirely of aluminum.3.2 Cylinder SleevesCylinder sleeves are used in engine blocks to provide a hard wearing material for pistons and piston rings. The block can be made of one kind of iron that is light and easy to cast while the sleeves uses another that is better able to stand up wear and tear. There are two main types of sleeves: dry and wet (Fig. 2-5).Dry sleeve Wet sleeveFig. 2-5 Cylinder sleeve3.3 Cylinder HeadThe cylinder head fastens to the top of the block, just as a roof fits over a house. The underside forms the combustion chamber with the top of the piston. In-line engine of light vehicles have just one cylinder head for all cylinders; larger in-line engines can have two or more. Just as with engine blocks, cylinder heads can be made of cast iron or aluminum alloy. The cylinder head carries the valves, valve springs and the rockers on the rocker shaft, this part of valve gear being worked by the pushrods. Sometimes the camshaft is fitted directly into the cylinder head and operates on the valves without rockers. This is called an overhead camshaft arrangement.3.4 GasketThe cylinder head is attached to the block with high-tensile steel studs. The joint between the block and the head must be gas-tight so that none of the burning mixture can escape. This is achieved by using cylinder head gasket. Gaskets are also used to seal joins between the other parts, such as between the oil pan, manifolds, or water pump and the blocks.3.5 Oil PanThe oil pan is usually formed of pressed steel. The oil pan and the lower part of cylinder block together are called the crankcase; they enclose, or encase, the crankshaft. The oil pump in the lubricating system draws oil from the oil pan and sends it to all working parts in the engine. The oil drains off and run down into the pan. Thus, there is a constant circulation of oil between the pan and the working parts of the engine.4 Piston Assembly, piston rings , The piston pin ,Connecting Rods, Crankshafts And Flywheel4.1 PistonPiston rings and the piston pin are together called the piston assembly (Fig. 2-6).。

汽车专业用语中英文翻译对照

2009-12-16 11:50发动机 engine内燃机 intenal combusiton engine动力机装置 power unit汽油机 gasoline engine汽油喷射式汽油机 gasoline-injection engine火花点火式发动机 spark ignition engine压燃式发动机 compression ignition engine往复式内燃机 reciprocating internal combustion engine 化油器式发动机 carburetor engine柴油机 diesel engine转子发动机 rotary engine旋轮线转子发动机 rotary trochoidal engine二冲程发动机 two-stroke engine四冲程发动机 four-stroke engine直接喷射式柴油机 direct injection engine间接喷射式柴油机 indirect injection engine增压式发动机 supercharged engine风冷式发动机 air-cooled engine油冷式发动机 oil-cooled engine水冷式发动机 water-cooled engine自然进气式发动机 naturally aspirated engine煤气机 gas engine液化石油气发动机 liquified petroleum gas engine柴油煤气机 diesel gas engine多种燃料发动机 multifuel engine石油发动机 hydrocarbon engine双燃料发动机 duel fuel engine热球式发动机 hot bulb engine多气缸发动机 multiple cylinder engine对置活塞发动机 opposed piston engine对置气缸式发动机 opposed-cylinder engine十字头型发动机 cross head engine直列式发动机 in-line engine星型发动机 radial engine筒状活塞发动机 trunk-piston engine斯特林发动机 stirling engine套阀式发动机 knight engine气孔扫气式发动机 port-scavenged engine倾斜式发动机 slant engine前置式发动机 front-engine后置式发动机 rear-engine中置式发动机 central engine左侧发动机 left-hand engine右侧发动机 right-hand engine短冲程发动机 oversquare engine长冲程发动机 undersquare engine等径程发动机 square engine顶置凸轮轴发动机 overhead camshaft engine双顶置凸轮轴发动机 dual overhead camshaft engine V形发动机 V-engine顶置气门发动机 valve in-head engine侧置气门发动机 side valve engine无气门发动机 valveless engine多气门发动机 multi-valve engine卧式发动机 horizontal engine斜置式发动机 inclined engine立式发动机 vertical engine二冲程循环 two-stroke cycle四冲程循环 four-stroke cycle狄塞尔循环 diesel cycle奥托循环 otto cycle混合循环 mixed cycle定容循环 constant volume cycle工作循环 working cycle等压循环 constant pressure cycle理想循环 ideal cycle热力循环 thermodynamic cycle冲程 stroke活塞行程piston stroke长行程 long stroke上行程 up stroke下行程 down stroke进气行程intake stroke充气行程charging stroke压缩行程compression stroke爆炸行程explosion stroke膨胀行程expansion stroke动力行程 power stroke排气行程exhaust stroke膨胀换气行程 expansion-exchange stroke换气压缩行程 exchange-compression stroke止点dead center止点 dead center上止点 top dead center(upper dead center)下止点 lower dead center(bottom dead center)上止点前 budc(before upper dead center)上止点后 atdc(after top dead cetner)下止点前 bbdc(before bottom dead center)下止点后 abdc(after bottom dead center)缸径 cylinder bore缸径与行程 bore and stroke空气室energy chamber气缸余隙容积 cylinder clearance volume燃烧室容积combustion chamber volume气缸最大容积 maximum cylinder volume压缩室 compression chamber排气量displacement发动机排量 engine displacement活塞排量 piston swept volume气缸容量 cylinder capacity单室容量 single-chamber capacity容积法 volumetry压缩比compression ratio临界压缩比critical compression ratio膨胀比 expansion ratio面容比 surface to volume ratio行程缸径比 stroke-bore ratio混合比 mixture ratio压缩压力 compression pressure制动平均有效压力brake mean effective pressure(bmep) 空燃比 air fuel ratio燃空比 fuel air ratio燃料当量比 fuel equivalence ratio扭矩torque单缸功率power per cylinder升功率power per liter升扭矩 torque per liter升质量 mass per liter减额功率 derating power输出马力shaft horsepower马力小时，马力时 horsepower-hour总马力 gross horse power总功率 gross power净功率 net power燃油消耗量 fuel consumption比燃料消耗率 specific fuel consumption空气消耗率 air consumption汽车英文术语A ／C Air Conditioning 空调A ／T Automatic Transaxle (Transmission) 自动变速器ACC Air Condition Clutch 空调离合器ACT Air Charge Temperature 进气温度AFC Air Flow control 空气流量控制AFS Air Flow Sensor 空气流量传感器AI Air Injection 二次空气喷射ACL AirCleaner 空气滤清器AIV Air Injection Valve 空气喷射阀ALCl Assembly Line Communication Link 总装线测试插座ALDl Assembly lne Diagnostic Link 总装线诊断插座ALT Alternator 交流发电机APS Absolute Pressure Sensor 绝对压力传感器ATS Air Temperature Sensor 空气温度传感器AP Accelerator Pedal 加速踏板ABS Anti-lock Brake System 防抱死刹车系统ATF Automatic Transmission Fluid 自动变速箱油液A ／F Air Fuel Ratio 空气燃料混合比AMP Ampere(S) 安培( 电流强度) APPROX Approximately 大约，近似ATDC After Top Dead Center 上止点后AUTO Automatic 自动ATT Attachment 附件ALR Automatic Lock Return 自动馈回缩器B+ Battery Positive Voltage 蓄电池正极BARO Barometric Pressure 大气压力BARO Sensor Barometric Pressure Sensor 大气压力传感器BP Barometric Pressure Sensor 大气压力传感器BAT Battery 电瓶BTDC Before Top Dead Center 上死点前BDC Bottom Dead Center 下死点CMP Camshaft Position 凸轮轴位置CARB Carburetor 化油器CCC Converter Clutch Control 转换离合器控制CDI Capacitive Discharge Ignition 电容放电式点火CMFI Central Multiport Fuel lnjectoion 中央多点燃油喷射CES Clutch Engage Switch 离合器接合开关CFI Central Fuel lnjection 中央燃油喷射CFI Continous Fuel Injection 连续燃油喷射CID Cylinder Identification Sensor 汽缸传感器CIS Continous Fuel lnjection 连续燃油喷射CKP Crank shaft Position 曲轴位置CKP Sensor Crank shaft Position Sensor 曲轴位置传感器CL Closed Loop 闭环控制CP Crank shaft Position 曲轴位置CPP Clutch Pedal Position 离合器踏板位置CPS Camshaft Position Sensor 凸轮轴位置传感器CPS Crank shaft Position Sensor 曲轴位置传感器CTP Closed Throttle Position ，节气门关闭位置CTS Engine Coolant Temperature Sensor 发动机水温传感器CYP Cylinder Position 汽缸位置CAT Catalytic Converter 触酶转换器CO Carbon Monoxide 一氧化碳CYL Cylinder 汽缸CPC Clutch Pressure Control 离合器压力控制CARB Carburetor 汽化器，化油器CPU Central Processing Unit 中央处理器CHG Charge 充电D —Jetronic Multiport Fuel Injection D 型多点燃油喷射DLC Data Link Connector 数据传递插接器DFI Direct Fuel Injection 直接燃油喷射DI Direct lnjecton 直接喷射DI Distributor lgnition 分电器点火DID Direct lnjection —Diesel 柴油直接喷射DTM Diagnostic Test Mode 诊断测试模式DTC Diagnostic Trouble Code 诊断故障码DLI Distributorless Ignitioo 无分电器点火DS Detonation Sensor 爆震传感器DIFF Differential 差速器DOHC DoubleOverhe~IdCamshaft 顶置双凸轮轴DPI Dual Point lnjection 两点喷射DRL Daytime Running Light 白天行驶灯E2PROM Electrically Erasable Programmable Read Only Memory 可以擦写的只读存储器EATX Electronic Automatic Transmission ／Transaxle 电控自动变速器EC Engine Control 发动机控制ECA Electronic Control Assembly 电子控制总成ECM Engine Control Module 发动机控制模块ECT Engine Coolant Temperature 发动机冷却水温EDIS Electronic Distributorless lgnition System 电子无分电器点火系统EEC Electronic Engine Control 电子发动机控制EEPROM Electrially Erasable Programmable Read Only Memory 可电擦写的只读存储器EFI Electronic Fuel lnjection 电控燃油喷射EGOS Exhaust Gas Oxygen Sensor 氧传感器EGR Exhaust Gas Recirculation 废气再循环EGRV ExhaustGasRecirculationvalve 废气再循环阀EGS Exhaust Gas Sensor 氧传感器EPROM Erasable PrOgrammable Read Only Menory 可擦写的只读存储器ESA Electronic Spark Advance 点火提前ESAC Electronic Spark Advance Control 点火提前控制EST Electronic Spark Timing 点火正时EVAP Evaporative Emission 蒸发排放污染EX Exhaust 排气ELD Electrical Load Detector 电子负载检测器EPS Electrical Power Steering 电子动力转向FC Fan Control 风扇控制FP Fuel Pump 燃油泵FWD Front Wheel Drive 前轮驱动FR Front Right 右前FSR Fail SafeRelay 失效安全继电器FIA Fuel lnjection Air 燃油喷射进气GEN Generator 交流发电机GND Ground 搭铁GALGallon 加仑H ／B Hatchback 掀背式H02S Heated Oxygen Sensor 加热型氧气传感器HC Hydrocarbons 碳氢化合物lA Intake Air 进气IAT Intake Air Temperature 进气温度IATS Intake Air Temperature Sensor 进气温度传感器lAC Idle Air Control 怠速控制IACV Idle Air control Valve 怠速空气控制阀ICM Ignition Control Module 点火控制模块ISC Idle Speed Control 怠速控制lAB Intake Air Bypass 进气歧管IAR Intake Air Resonator 进气共鸣器IMA IdleMixtureAdjustment 怠速混合比调整IMPS Intake Manifold Pressure Sensor 进气歧管压力传感器IN Intake 进气IG or IGN Ignition 点火燃烧ID Identification 辨证，识别ID or I ．D ．Inside Diameter 内径KAM Keep Alive Memory 磨损修正系数存储器K —Jetronic Continous Fuel lnjection 机械式连续喷射KE — Jetromc Continous Fuel lnjection 机电结合式连续喷射KS Knock Sensor 爆震传感器KOEO KEY —ONEngine —OFF 点火开关ON 发动机不启动KOER KEY —ONEngine —Running 点火开关ON 发动机运转L —Jetronic MultiportFuellnjeetion L 型多点燃油喷射LH —Jetronic MultiportFuel lnjection LH 型多点燃油喷射LHD Left Handle Drive 左侧驾驶L ／C Lock — up Clutch 锁定离合器LF Left Front 左前LSD Limited Slip Differential 防滑差速器LR Left Rear 左后L 一 4 In —Line Four Cylinder(engine) 直列式4 汽缸( 发动机) LED Light Emitting Diode 发光二极管M ／C Mixturure Control 混合气控制MAF Mass Air Flow 质量空气流量MAP Manifold Absolute Pressure 歧管绝对压力MAT Manifold AirTemperature 歧管空气温度MCS Mixture Control Solenoid 混合气控制电磁线圈MCU Microprocessor Control Unit 微处理器控制单元MFI Muhipoint Fuel lnjection 多点燃油喷射MFE MultipointFuel lnjection 多点燃油喷射Mil Malfunction lndicator Lamp 故障指示灯M ／S Manual Steering 手( 机械式) 转向MAF Mass Air Flow Sensor 空气流量计M ／T Manual Transmission 手动变速箱MCK Motor Check 马达检示MAX Maximum 极大值MIN Minimum 极小值MPI Multi Point lnjection 多点喷射NPS Neutral Position Switch 空挡开关N Neutral 空转位置( 空挡) NOX Nitrogen Oxides of 氮氧化合物02S Oxygen Sensor 含氧传感器P ／N Park ／Neutral Position 停车／空挡位置P ／S Power Steering Pressure Switch 动力转向压力开关PCM Power train Control Module 动力控制模块PCV Positive Crankcase Ventilation 曲轴箱强制通风PFI Port Fuel lnjection 进气门口燃油喷射PIP Position lndicator Pulse 曲轴位置传感器PNP Park ／Neutral Position 停车／空挡位置PROM Programmable Read Only Memory 可编程只读存储器PSP Power Steering Pressure 动力转向压力PSPS Power Steering Pressure Switch 动力转向油压开关p Park 停车PSAI Pulsed Secondary Air lnjection 脉动式二次空气喷射PGM —FI Programmed — fuel lnjection 程式控制燃料喷射PGM — IG Programmed lgnition 程式化点火PMR Pump Motor Relay 由泵马达继电器PSW Pressure Switch 压力开关PSF Power Steering Fluid 动力转向油Qty Quantity 数量RAM Random Access Memory 随机存储器RM Relay Module 继电器模块ROM Read Only Memory 只读存储器RR Rear Right 右后RHD Right Handle Drive 右侧驾驶REF Reference 参考RL Rear Left 左后SBEC Single Board Engine Control 单板发动机控制SEFI Sequential Electronic Fuel lnjection 次序电控燃油喷射SFI Sequential Fuel lnjection 次序燃油喷射' SMEC Single Module Engine Control 单片发动机控制SPI Single Point lnjection 单点喷射SAE Society of Automotive Engineers 美国汽车工程师学会SOHC Single Overhead Camshaft 顶置单凸轮轴SOI Solenoid 线圈SPEC Specification 规格S ／R Sun Roof 遮阳板SRS Supplemental Restrgint System 安全气囊STD Standard 标准SW Switch 切换开关SCS Service Check Signal 维修检示信号SEC Second 秒、第二TB Throttle Body 节流阀体TBI Throttle Body Fuel lnjectlon 节流阀体燃油喷射TC Turbocharger 涡轮增压器TCM Transmission Control Module 变速器控制模块TP ThrottlePosition 节气门位置TPS Throttle Position Sensor 节气门位置传感器TPS Throttle Position Switch 节气门位置开关TPI Tuned Port lnjection 进气口喷射TWC Three Way Catalytic Converter 三元催化反应器T Torque 扭力TDC Top Dead Center 上死点TDCL Test Diagnostic Communication Link 自诊接头T ／N Tool Number 工具编号TCC Torque Convertor Clutch 变扭器离合器TRC Traction Control 牵引控制VAF Volume Air Flow 体积空气流量VAT Vane AirTemperature 进气温度VCC Viscous Converter Clutch 变扭离合器VSS Vehicle Speed Sensor 车速传感器VSV Vacuum Solenoid Valve 真空电磁阀VTEC Variable Valve Timing Valve Lift 可变式气门正时VC Viscous Coupling 粘性偶和VIN Vehicle ldentification Number 车身号码( 出厂号码) VVIS Variable Volume Intake System 可变进气系统全部词汇下载汽车术语中英文对照（引擎系统）1、引擎系统(Automotive Engine System)燃烧室(Combustion Chamber) 活塞到达上死点后其顶部与汽缸盖之间的空间，燃料即在此室燃烧。

车辆工程毕设英文翻译

With the rapid development of automobile industry, there is comfort and vehicle vibration and noise control of more and more stringent requirements. According to relevant data shows that 70 percent of the city noise from the traffic noise, and traffic noise is mainly car noise. It is seriously polluting the urban environment, affecting people's life, work and health. So noise control is not only related to comfort, but also related to environmental protection. However, all also from the vibration noise, vibration can cause certain parts of the early fatigue damage, thereby reducing the service life of motor vehicles; excessive noise can damage hearing the driver will enable the rapid driver fatigue, thus driving security constitutes a grave threat. So noise control, is also related to motor vehicle durability and safety. Thus vibration, noise and comfort are the three closely related, it is necessary to reduce vibration, reduce noise, but also improve ride comfort, and ensure the product economy, vehicle noise control in the standard range.One type of noise arising from car noise are the main factors of air power, mechanical drive, the electromagnetic three parts. From the structure can be divided into the engine (ie, combustion noise), the chassis noise (ie, power train noise, all components connected with the noise), electrical equipment, noise (cooling fan noise, car noise generator), body noise (such as body structure, shape and attachment installation unreasonable noise). One of the engine noise accounted for more than half of motorvehicle noise, including noise and body intake noise (such as engine vibration, the rotational axis Valve, Jin, door switches, such as exhaust noise). Therefore the engine vibration, noise reduction has become a key automotive noise control.In addition, automobile tires at high speed, it will also cause more noise. This is because of the tire at the ground flows, the pattern is located in the air by ground tank and re-extrusion process caused by inhaling gas pump sound, as well as tread patterns with percussive sound of the road.2 noise requirements of regulations in Europe, from October 1996 onwards, the external bus 77dBA noise must be reduced to 74dBA, noise was reduced by half energy, the end of the century further reduced to 71dBA. Japan's laws and regulations, small car in the next decade to control noise standards at the following 76dBA. A number of domestic cities are also planning to traffic trunk lines in 2010 to control noise at the average of less than 70dBA. According to the domestic current data indicate that the domestic value of bus noise permit shall not exceed 82dBA, light trucks for 83.5dBA. This shows that our country in the vehicle noise control will have to make do.3 noise assessment noise evaluation mainly refers to the car, outside noise and vibration adaptive value. Evaluation methods can be divided intosubjective evaluation and objective evaluation. Subjective assessment of the impact of vehicle noise is a major factor in comfort, loudness and uncertainties, such as semantic differential method can be used for subjective evaluation. At an objective evaluation, can be used PCNM noise measuring device for measuring test analysis; addition simulation technology in the finite element method (FEM) and boundary element method (BEM) has been widely applied.4 noise control noise generation and dissemination in accordance with the mechanism of noise control technology can be put into the following three categories: First, the control of noise sources, are two routes of transmission of noise control, noise three recipients are protected. One of the control of noise sources are the most fundamental, the most direct measures, including noise reduction to reduce the exciting force and the engine parts of the exciting force response, which means transformation of acoustic source local oscillator. However, it is difficult to control noise sources when necessary in the route of transmission of noise to take measures, such as sound absorption, sound insulation, noise reduction, vibration and vibration isolation measures. Motor vehicles and vehicle vibration and noise reduction level of power, economy, reliability and strength, stiffness, quality, manufacturing costs and use are closely related.4.1 engine to reduce vibration and noise of the engine noise is the focus of automotive noise control. Engine vibration and noise are generated at source. Engine noise is from fuel combustion, valve bodies, gears and piston timing noise percussion synthesis.(1) ontology engine noiseLower engine noise will be ontological transformation of local oscillator sound sources, including methods such as finite element method analysis and design engines, selection of soft combustion process, improve the structure of the body stiffness, with the use of tight space, reduce noise cylinder cover. For example in the oil pan on an additional stiffener and diaphragm to improve the stiffness of oil pan to reduce vibration and noise. In addition, give the engine Tu damping material is an effective approach. Damping materials can kinetic energy into thermal energy. To deal with the principle of damping is a damping materials and components into its vibrational energy to consume. It has the following structure: Freedom damping layer structure, and spacing of freely damping layer structure, and constrained damping layer structure and spacing of constrained damping layer. It is clear that the adoption of a decrease of resonance amplitude and accelerated the decay of free vibration, reducing the various parts of the Chuan-Zhen capacity, an increase of parts at or above the critical frequency of vibration isolationcapacity.At present, some countries have designed an engine experts active vibration isolation system to reduce engine vibration, in order to achieve the purpose of noise reduction.(2) intake noiseEngine intake noise is one of the main noise source, the Department of the engine noise of air power, with the engine speed increases to strengthen. Non-supercharged engine intake noise major components, including the cyclical pressure fluctuation noise, vortex noise, the cylinder of the Helmholtz resonance noise. Diesel engine supercharger intake noise mainly from the turbocharger compressor. Two stroke engine noise from the Roots pump. In this regard, the most effective method is the use of intake muffler. There is a resistive type muffler (absorption type), resistant muffler (expansion type, resonance type, interference-type and porous decentralized) and the composite muffler. To combine with the air filter (that is in the air filter on an additional resonance chamber and sound-absorbing material, for example, type R3238) has become the most effective intake muffler, muffler volume of more than 20dBA.4.2 Chassis Noise(1) Department of exhaust noiseDepartment of the chassis exhaust noise is the main noise sources, mainly from the exhaust pressure pulsation noise, air flow through the valve seat when issued by eddy current noise, because of boundary layer airflow disturbance caused by noise and exhaust Office jet noise composition. Designed to optimize the performance of a good muffler, to reduce car noise are one of the important means. Optimize design method has acoustic finite element method and acoustic boundary element method, but is still in its infancy. Muffler to avoid the transmission characteristics and vibration characteristics of coupled mufflers are designed to be focused on solving a problem. Secondly, to reduce exhaust noise and improve power is also a pair of contradictions, because to reduce exhaust noise and lower exhaust back pressure on the design of the exhaust pipe has a diameter of conflicting demands, the former requires a smaller diameter, which is opposite . In this regard, the use of parallel flow path of the dual function muffler, at reduced air pressure and reduce noise to be effective. In addition, the engine exhaust manifold to the muffler inlet pipe section, the use of flexible pipe vibration, noise reduction effect can be reduced to about 7dBA.(2) power train noisePowertrain noise from the vibration caused by变速齿轮meshing and rotating shaft vibration. General measures taken are: First, choose low-noise transmission, engine and gearbox are two and the main reducer,such as rear axle and chassis components for flexible rubber pad connections, so as to achieve the purpose of isolation; are three-axis rotational control balance degrees, to reduce torsional vibration.4.3 Electric equipment noise(1) cooling fan noiseCooling fan noise happened devices are subject to wind retaining ring, water pump, radiator and transmission, but the noise generated depends primarily on the chassis.(2) automobile generator noiseAutomotive generator noise depends on the effects of a variety of sources, these sources have magnet source, mechanical and air power source. Noise level depends on the generator magnetic structure and ventilation systems, as well as generators precision manufacturing and assembly.4.4 Body NoiseAs the speed increased, the body will be more and more noise, and air power are the main causes of noise. Therefore, the following programs to improve the body noise: First, to streamline the design of the body, achieve a smooth transition; two are in between the body and framecomponents to adopt a flexible connection; three interior is softened, such as Inner Mongolia at the roof and body skin the use of sound-absorbing material.In addition, the car at high speed when the tire is also a source of noise. Real vehicle Inerting line method has been measured: Tire Tread greater, then the greater the noise. In addition, the tire tread with the noise generated also have a great relationship, there is a reasonable choice of the pattern of steel cord for radial tires to reduce tire noise are an effective way. Materials for the tire, the use of more flexible and soft rubber with high, you can create a low-noise tires.4.5 Other measuresAutomobile noise control, except in the design on the use of optimization methods and optimization of selected components, it can also carry out active control of noise. This is based on sound muffler technology, the principle is: the use of electronic muffler system with the opposite phase of the acoustic noise, vibration so that the two cancel each other out in order to reduce the noise. This muffler device used extremely advanced electronic components, has excellent noise reduction effect can be used to reduce vehicle noise, engine noise, the engine could also be used to proactively support systems, to offset the engine vibration and noise中文翻译：与汽车工业的迅速发展,有舒适和车辆振动和噪声控制的越来越苛刻的要求。

汽车专业英语课后词汇单词(附音标)

汽车专业英语课后专业词汇汇总（带音标）一❖automobile ['ɔ:təməubi:l, ,ɔ:təmə'bi:l]汽车（美）❖assembly line [ə'sembli]装配线❖petroleum refining [pi'trəuliəm, pə-]石油提炼❖body and frame车身与车架❖engine ['endʒin] 发动机、引擎❖drive line 传动系统❖running gear 控制装置❖suspension[sə'spenʃən]悬架系统❖unitized body ['ju:nitaizd]整体式车身❖gasoline engine ['ɡæsəli:n]汽油机❖diesel engine ['di:zəl]柴油机❖gas turbine['tə:bain, -bin]燃气轮机❖battery ['bætəri]电池、电池组❖fuel cell燃料电池❖hybrid power ['haibrid][pauə]混合动力系统❖piston ['pistən]活塞❖rotary engine ['rəutəri]转子发动机❖vehicle ['vi:ikl, 有时发'vi:hi-]交通工具、车辆❖transmission [trænz'miʃən, træns-, trɑ:n-]变速器❖drive shaft传动轴❖differential [,difə'renʃəl]差速器❖rear axle ['æksəl]后轴、后桥❖rear-wheel drive后轮驱动❖front-wheel drive 前轮驱动❖braking system 制动系统❖wheel车轮❖tire 轮胎❖steering system 转向系统❖spring [spriŋ]弹簧❖shock absorber [ʃɔk] [əb'sɔ:bə]减震器❖Macpherson strut [mæk'fə:sn] [strʌt]麦弗逊式悬架❖torsion bar ['tɔ:ʃən]扭力杆❖strut rod 支撑杆❖stabilizer bar ['steibilaizə]横向稳定杆二❖internal combustion engine [in'tə:nəl] [kəm'bʌstʃən] ['endʒin]内燃机❖fuel 燃料❖external combustion engine [ik'stə:nəl]外燃机❖steam engine 蒸汽机❖intermittent combustion engine[,intə'mitənt]间隔燃烧式发动机❖continuous combustion engine [kən'tinjuəs]连续燃烧式发动机❖turbine engine ['tə:bain, -bin]涡轮发动机❖rocket engine ['rɔkit]火箭发动机❖jet (or reaction) engine喷气式发动机❖Wankel engine汪克尔发动机、转子发动机❖stroke [strəuk]冲程、行程❖cooling system冷却系统❖fuel system燃料系统❖ignition system [iɡ'niʃən]点火系统❖spark-ignition engine 火花点燃式发动机❖compression-ignition engine 压燃式发动机❖liquid-cooled 用液体冷却的、水冷的❖air-cooled 用空气冷却的、风冷的三❖cylinder block 气缸体❖cylinder ['silində]气缸❖connecting rod 连杆❖crankshaft['kræŋk,ʃɑ:ft]曲轴❖cylinder head气缸盖❖combustion chamber[kəm'bʌstʃən] ['tʃeimbə]燃烧室❖valve气门、阀❖camshaft['kæmʃɑ:ft]凸轮轴❖flywheel ['flaiwi:l]飞轮❖intake manifold 进气歧管❖exhaust manifold ['mænifəuld]排气歧管❖carburetor [,kɑ:bju'retə, 'kɑ:-]化油器❖fuel injector 燃料喷射器❖cast iron ['aiən]铸铁❖aluminum [ə'lju:minəm]铝❖cooling fluid 冷却液❖spark plug [plʌɡ]火花塞❖intake valve进气门❖exhaust valve[iɡ'zɔ:st]排气门❖cam凸轮❖gear齿轮❖belt皮带❖chain链条❖overhead camshaft (OHC) 凸轮轴上置式❖rpm=revolutions per minute[,revə'lju:ʃən]转速、转数/分钟❖horsepower ['hɔ:s,pauə]马力、功率❖intake system 进气系统❖sensor ['sensə, -sɔ:]传感器❖oxygen sensor ['ɔksidʒən]氧传感器❖fuel induction system[in'dʌkʃən]燃料吸入系统四❖fuel tank 燃料箱、油箱❖fuel line燃料管路❖fuel pump 燃料泵、燃油泵❖fuel filter [filtə]燃料滤清器❖PCM (power train control module) 动力系统控制模块（计算机）❖fuel injection system 燃料喷射系统❖distributor [di'stribjutə]分电器❖ignition module ['mɔdju:l, -dʒu:l]点火模块、点火控制器❖ignition coil点火线圈❖ignition wire点火线路❖charging system 充电系统❖ignition switch点火开关❖solenoid ['səulənɔid]电磁线圈❖starter motor 起动电动机❖alternator 交流发电机❖voltage regulator['vəultidʒ] ['reɡjuleitə]电压调节器、稳压器❖lubrication system [,lu:bri'keiʃən]润滑系统❖oil pump机油泵❖oil filter机油滤清器❖oil cooler 机油冷却器❖antifreeze ['æntifri:z]防冻剂、防冻液❖coolant pump ['ku:lənt]冷却液泵❖thermostat ['θə:məustæt]节温器❖radiator['reidieitə]散热器、水箱❖clutch [klʌtʃ]离合器❖radiator overflow tank散热器溢流箱、膨胀水箱❖air intake ducting进气管❖air filter 空气滤清器❖manifold air pressure sensor 进气歧管压力传感器❖turbocharger ['tə:bəu,tʃɑ:dʒə]涡轮增压器❖muffler ['mʌflə] 消声器、消音器❖catalytic converter [kætə'litik] [kən'və:tə]催化转化器❖exhaust pipe 排气管❖pollution control system[pə:'lju:ʃən]排放控制系统❖carbon monoxide (CO) ['kɑ:bən] [mɔ'nɔksaid, mə-]一氧化碳❖nitrogen oxide (NO x) ['naitrədʒən] ['ɔksaid]氮氧化物❖hydrocarbons (HC) [,haidrəu'kɑ:bən]碳氢化合物❖carbon canister ['kænistə]碳罐❖EGR ( exhaust gas recirculator) 废气再循环❖PCV ( positive crankcase ventilation) [,venti'leiʃən]强制曲轴箱通风❖diverter valve [dai'və:tə]分流阀❖vapor-liquid separator ['veipə] ['likwid] ['sepəreitə]气液分离器❖vacuum modulator ['vækjuəm] ['mɔdjuleitə, -dʒu-]真空调节器五❖timing['taimiŋ]正时、定时❖air-fuel ratio ['reiʃiəu, -ʃəu]空燃比❖stoichiometric ratio [,stɔikiə'metrik]理论空燃比❖mixture ['mikstʃə]混合物、混合气❖TDC (top dead center)上止点❖BDC (bottom dead center) 下止点❖bore [bɔ:]气缸直径、孔径❖crankpin ['kræŋk,pin]连杆轴颈、曲柄销❖throw [θrəu]曲柄半径❖displacement [dis'pleismənt]排量❖compression ratio [kəm'preʃən]压缩比❖four-stroke engine四行程发动机、四冲程发动机❖intake stroke进气行程❖compression stroke压缩行程❖power stroke做功行程❖exhaust stroke排气行程❖preignition[,pri:iɡ'niʃən]提前点火❖valve overlap[,əuvə'læp, 'əuvəlæp]气门重叠六❖two-stroke engine二行程发动机、二冲程发动机❖truck [trʌk]货车、卡车❖bus公共汽车❖Mercedes Benz [mə'sidi:z] [benz] 梅赛德斯-奔驰❖pickup truck敞篷小型载货卡车、皮卡❖camper['kæmpə]露营车、野营车❖travel trailer ['treilə]旅行拖车、旅行挂车❖compression-ignition engine压燃式发动机❖spark-ignition engine点燃式发动机❖high-pressure injection 高压喷射❖low-pressure injection 低压喷射❖injector [in'dʒektə]喷油器、喷嘴❖psi 磅/平方英寸（英制压强单位）❖photochemical smog [,fəutəu'kemikəl] [smɔɡ, smɔ:ɡ]光化学烟雾❖outboard motor ['autbɔ:d] ['məutə]舷外发动机❖snowmobile ['snəuməubi:l]摩托雪橇、雪地机动车❖chain saw [tʃein] [sɔ:]链锯、电锯❖reed valve[ri:d] [vælv]簧片阀❖lubricant ['lu:brikənt]润滑剂、润滑油❖scavenging ['skævindʒiŋ]扫气❖General Motors ['dʒenərəl] ['məutəz]通用汽车❖blower ['bləuə]扫气泵❖rotor ['rəutə]转子❖coal-fired燃煤的、烧煤的❖nuclear-powered ['nju:kliə'pauəd]核动力的❖drivability[,draivə'biləti]动力性、驱动性能❖generator['dʒenəreitə]发电机❖transaxle ['træn,sæksəl, trænz-, trɑ:n-]变速差速器、联合传动器（前驱车）❖electronic controller [,ilek'trɔnik] [kən'trəulə]电子控制器❖downshift ['daunʃift]调低速挡、降挡❖manual transmission['mænjuəl] [trænz'miʃən, træns-, trɑ:n-]手动变速器❖hydrogen ['haidrədʒən]氢❖carbon dioxide 二氧化碳❖oxygen ['ɔksidʒən]氧❖methanol['meθənɔl]甲醇❖spacecraft['speiskrɑ:ft, -kræft]航天器、宇宙飞船❖anode ['ænəud]阳极、正极❖cathode ['kæθəud]阴极、负极七❖crankcase ['kræŋk,keis]曲轴箱❖oil pan [ɔil pæn] 油底壳机油盘❖water jacket [‘wɔ:tə’dʒækit] 水套❖cylinder sleeve [‘silində sli:v] 气缸套❖dry sleeve [drai sli:v] 干缸套❖wet sleeve [wet sli:v] 湿缸套❖warpage [‘wɔ:peidʒ] 变形❖liner [‘lainə] 衬套衬垫❖bearing [‘bεəriŋ] 轴承❖harmonic balancer [hɑ:‘mɔnik ’bælənsə] vibration damper [vai'breiʃən 'dæmpə]扭转减震器、谐振平衡器❖timing gear [‘taimiŋɡiə] 正时齿轮❖connecting rod journal [kə'nektiŋ rɔd 'dʒə:nəl ] 连杆轴颈❖main (bearing) journal [mein ‘bεəriŋ’dʒə:nəl ] 主轴颈❖counterweight [‘kauntə,weit] 平衡重❖thrust surface [θrʌst ‘sə:fis ] 推力面❖drive flange [draiv flændʒ] 传动法兰盘凸缘❖fillet [‘filit] 圆角❖nose [nəuz] （曲轴）前端❖pulley [‘puli] 皮带轮❖air conditioning [εəkən‘diʃəniŋ] 空调❖bearing cap [‘bεəriŋ kæp] 轴承盖❖copper [‘kɔpə] 铜❖lead [li:d] 铅❖Babbitt [‘bæbit] 巴氏合金❖tin [tin] 锡❖bearing clearance [‘bεəriŋ’kliərəns] 轴承间隙❖thrust bearing [θrʌst ‘bεəriŋ] 推力轴承止推轴承❖thrust washer [θrʌst ‘wɔʃə] 推力垫圈止推垫圈❖piston ring [‘pistən riŋ ] 活塞环❖compression ring [kəm‘preʃən riŋ ] 气环❖oil control ring [ɔil kən‘trəul riŋ] 油环❖piston pin [‘pistən pin ] 活塞销❖wrist pin [rist pin] 活塞销❖lock ring [lɔk riŋ ] 锁环❖piston land [‘pistən lænd] 活塞顶部❖heat dam [hi:t dæm ] 绝热槽❖piston head [‘pistən hed] 活塞头部❖piston skirt [‘pistən skə:t] 活塞裙部❖ring groove [riŋɡru:v] 活塞环槽❖piston pin bushing [‘pistən pin ’buʃiŋ] 活塞销衬套❖ring end gap [riŋ end ɡæp ] 活塞环开口间隙❖ductile iron [‘dʌktail ’aiən ] 球墨铸铁❖chromium [‘krəumjəm] 铬❖molybdenum [mɔ‘libdinəm] 钼❖torsional ring [‘tɔ:ʃənəl riŋ] 扭曲环❖chrome-plated [krəum ‘pleitid ] 镀铬的❖rod cap [rɔd kæp] 连杆盖❖bearing insert [‘bεəriŋ in’sə:t ] 轴承衬套八❖cross-flow head ['krɔs,fləu] [hed]横流式气缸盖❖coolant ['ku:lənt]冷却液❖head gasket [hed]['ɡæskit]气缸垫❖wedge-shaped combustion chamber ['wedʒʃeipt] [kəm'bʌstʃən] ['tʃeimbə]楔形燃烧室❖hemispherical combustion chamber [,hemi'sferikəl] [kəm'bʌstʃən] ['tʃeimbə]半球形燃烧室❖open combustion chamber ['əupən] [kəm'bʌstʃən] ['t ʃeimbə]统一式燃烧室、开式燃烧室❖pre-combustion chamber [pri:, prə] [kəm'bʌstʃən] ['tʃeimbə]预燃式燃烧室❖valve seat [vælv] [si:t]气门座❖vavle guide [vælv] [ɡaid]气门导管❖retainer [ri'teinə]弹簧座❖vavle spring [vælv] [spriŋ]气门弹簧❖high-chrome steel [hai] [krəum] [sti:l]高铬钢❖stellite ['stelait]钴铬钨硬质合金❖keeper ['ki:pə]锁紧装置❖valve stem [vælv] [stem]气门杆❖lifter ['liftə] （tappet）['tæpit]挺柱❖pushrod [puʃrɔd ]推杆❖rocker arm ['rɔkəɑ:m ]摇臂❖valve train clearance [vælv] [trein] ['kliərəns]气门间隙❖variable valve timing ['vεəriəbl] [vælv] ['taimiŋ]可变气门正时九❖oil pressure regulator [ɔil] ['preʃə] [,reɡju'leitə]机油压力调节器❖main oil gallery [mein] [ɔil] ['ɡæləri]主油道❖oil screen [ɔil] [skri:n]滤油网、机油滤网❖oil pressure sensor [ɔil] ['preʃə] ['sensə, -sɔ:]机油压力传感器❖dashboard ['dæʃbɔ:d] 仪表板❖sump [sʌmp]机油箱、油底壳、污水坑❖baffle ['bæfl]挡板❖gear-type oil pump [ɡiə] [taip] [ɔil] [pʌmp] 齿轮油泵❖rotor oil pump ['rəutə] [ɔil] [pʌmp]转子油泵❖pressure regulator valve ['preʃə] ['reɡjuleitə] [vælv] 压力调节阀、调压阀十❖water pump[‘wɔ:tə] [pʌmp] 冷却水泵❖pressure cap ['preʃə] [kæp]压力水箱盖❖fan [fæn] 冷却风扇❖temperature indicator['tempəritʃə] ['indikeitə]温度指示器❖air-cooled system ['εəku:ld] ['sistəm]风冷系统❖liquid-cooled system ['likwidku:ld] ['sistəm]水冷系统❖transmission cooler [trænz'miʃən] ['ku:lə]自动变速箱油冷却器❖expansion tank [ik'spænʃən] [tæŋk]膨胀水箱❖housing [hauziŋ] 外壳❖impeller [im'pelə] 叶轮、转子❖hub [hʌb] 轮毂❖pulley ['puli] 皮带轮❖closed cooling system [kləuzd] [ku:liŋ] ['sistəm] 闭式冷却系统十一❖electronic carburator [,ilek'trɔnik] ['kɑ:bə,reitə]电控化油器❖fuel vapor line ['fjuəl] ['veipə] [lain]燃油蒸汽管❖fuel injector pump ['fjuəl] [in'dʒektə] [pʌmp]喷油泵❖nozzle ['nɔzl]喷嘴、管嘴❖plastic ['plæstik]塑料❖fuel cap ['fjuəl] [kæp]油箱盖❖filler neck ['filə] [nek]油箱填充口颈❖fuel metering unit ['fjuəl] [mi:təiŋ] ['ju:nit]油量计量装置❖Mechanical fuel pump [mi'kænikəl] ['fjuəl] [pʌmp]机械燃油泵❖electrical fuel pump[,ilek'trɔnik] ['fjuəl] [pʌmp]电动燃油泵❖fuel pressure regulator ['fjuəl] ['preʃə] ['reɡjuleitə]燃油压力调节器❖injector fuel rail [in'dʒektə] ['fjuəl] [reil]燃油分配管、燃油轨❖direct injection system[di'rekt] [in'dʒekʃən] ['sistəm]直接喷射式燃料系统❖indirect injection system [,indi'rekt] [in'dʒekʃən] ['sistəm]非直喷式燃料系统❖port fuel injection(PFI) [pɔ:t] ['fjuəl] [in'dʒekʃən] 进气道燃油喷射❖throttle body injection(TBI) ['θrɔtl] ['bɔdi] [in'dʒekʃən] 气门体燃油喷射❖multiple-point (port) fuel injection ['mʌltipl] [pɔint] ['fjuəl] [in'dʒekʃən] 多点燃油喷射❖single-point (throrrle body) fuel injection ['siŋɡl] [pɔint] ['fjuəl] [in'dʒekʃən] 单点燃油喷射❖continuous injection [kən'tinjuəs] [in'dʒekʃən] 连续喷射十二❖dry-type air filter [drai] [taip] [εə] [filtə]干式空气滤清器❖exhaust pipe [iɡ'zɔ:st] [paip] 排气管❖undercarriage['ʌndə,kæridʒ] 底盘、下部结构❖fiberglass ['faibəɡlɑ:s]玻璃纤维❖glass pack muffler [ɡlɑ:s] [pæk] ['mʌflə]玻璃纤维消声器❖supercharging system ['sju:pə,tʃɑ:dʒiŋ] ['sistəm]进气增压系统❖turbocharger ['tə:bəu,tʃɑ:dʒə]涡轮增压十三❖conventional ignition system[kən'venʃənəl] [iɡ'niʃən] ['sistəm]传统点火系统❖primary circuit ['praiməri] ['sə:kit] 初级回路（低压回路）❖secondary circuit ['sekəndəri] ['sə:kit]次级回路（高压回路）❖ballast resistor['bæləst] [ri'zistə]附件电阻、稳流电阻❖crank [kræŋk]起动、摇转❖primary winding[‘praiməri] [’waindiŋ]初级线圈、一次绕组❖breaker['breikə]断电器❖secondary winding ['sekəndəri] ['waindiŋ]次级线圈、二次绕组❖condenser [kən'densə]电容器❖arc [ɑ:k]电弧❖distributor cap [di'stribjutə] [kæp]分电器盖❖coil tower [kɔil] ['tauə]点火线圈顶端接头❖surge [sə:dʒ]电涌振荡❖distributor shaft [di'stribjutə] [ʃɑ:ft, ʃæft]分电器轴❖firing order [‘faiəriŋ] [’ɔ:də]点火顺序❖electronic ignition system [,ilek'trɔnik] [iɡ'niʃən] ['sistəm]电子点火系统❖semiconductor [,semikən'dɔktə]半导体❖electronic spark timing(EST) [,ilek'trɔnik] [spɑ:k] ['taimiŋ]电子点火正时❖ignition control(IC) [iɡ'niʃən] [kən'trəul]点火控制❖HEI(Hight Energy Ignition)module [hait] ['enədʒi] [i ɡ'niʃən] ['mɔdju:l]高能点火模块❖computer-controlled coil ignition C3I system [kəm'pju:tə] [kən'trəuld] [iɡ'niʃən] ['sistəm]微机控制线圈点火系统❖electronic ignition(EI) [,ilek'trɔnik] [iɡ'niʃən]电子点火❖distributorless ignition system [di'stribjutəlis] [iɡ'ni ʃən] ['sistəm]无分电器点火系统❖ignition(coil)module [iɡ'niʃən] [kɔil] ['mɔdju:l]点火控制模块❖direct ignition system [di'rekt] [iɡ'niʃən] ['sistəm]直接点火系统❖cableless EI system ['keiblis] ['sistəm]无高压线电子点火系统十四❖storage battery ['stɔridʒ] ['bætəri]蓄电池❖stator ['steitə]定子❖slip-ring and brush assembly [slip] [riŋ] [ænd] [brʌʃ] [ə'sembli]滑动环和碳刷组件❖starter ['stɑ:tə]起动机❖clutch mechanism [klʌtʃ] ['mekənizəm]离合机构❖armature ['ɑ:mə,tjuə, -tʃə]电枢、转子❖commutator ['kɔmjuteitə]换向器十五❖greenhouse gas ['ɡri:nhaus] [ɡæs]温室气体❖sulfur dioxide(SO2) 二氧化硫❖sulfuric acid[sʌl'fjuərik] ['æsid] 硫酸❖acid rain ['æsid] [rein]酸雨❖particulate [pə'tikjulit]微粒❖PCV valve 强制曲轴箱通风阀❖evaporative emission control[i'væpəreitiv] [i'miʃən] [kən'trəul] 燃油蒸发排放控制❖heated air intake system ['hi:tid] [εə] ['inteik] ['sistəm] 进气预热系统❖EGR valve 废气再循环阀❖catalyst['kætəlist]催化剂、触媒❖two-way catalytic converter ['tu:'wei] [kætə'litik] [kən'və:tə]二元催化转化器❖three-way catalytic converter ['θri:'wei] [kætə'litik] [kən'və:tə]三元催化转化器❖platinum ['plætinəm] 铂、白金❖palladium [pə'leidiəm] 钯❖catalyst bed ['kætəlist] [bed]催化剂床、催化剂基座❖rhodium ['rəudiəm] 铑❖carbon dioxide(CO2) ['kɑ:bən] [dai'ɔksaid]二氧化碳❖nitrogen(N) ['naitrədʒən]氮十六❖transducer [trænz'dju:sə] 传感器、变换器、换能器❖feedback ['fi:dbæk] 反馈、反馈信息❖zirconia ['zə:kəniə]氧化锆❖coolant sensor ['ku:lənt] ['sensə ]冷却液（温度）传感器❖thermistor [θə:'mistə, 'θə:m-]热敏电阻❖air charge temperature (ATC) sensor [εə] [tʃɑ:dʒ] ['tempəritʃə] ['sensə, ]进气温度传感器❖intake air temperature (ITA) sensor ['inteik] [εə] ['tempəritʃə] ['sensə ]进气温度传感器❖throttle position sensor (TPS) ['θrɔtl] [pə'ziʃən] ['sensə]节气阀位置传感器❖potentiometer [pəu,tenʃi'ɔmitə] 电位计、电势计❖manifold absolute pressure(MAP) sensor ['mænifəuld] ['æbsəlju:t, æbsə'lju:t] ['sensə]进气歧管绝对压力传感器❖capacitor [kə'pæsitə]电容器❖silicon ['silikən]硅❖mass airflow (MAF) indicator [mæs] ['εəfləu] ['indikeitə] 空气流量传感器❖vane-type MAF sensor [vein] [taip] ['sensə ]叶片式空气流量传感器❖heated resistor MAF sensor ['hi:tid] [ri'zistə] ['sensə ]加热电阻式空气流量传感器❖hot wire-type MAF sensor [hɔt] ['waiə] ['sensə ]热线式空气流量传感器❖knock sensor (detonation sensor) [nɔk] ['sensə]爆([,detə'neiʃən] ['sensə ])震传感器❖piezoelectric sensing element [pi:,eizəui'lektrik, pai,i:-] ['sensiŋ] ['elimənt]压电传感元件❖vehicle speed sensor ['vi:ikl, 有时发'vi:hi-] [spi:d] ['sensə ]车辆速度传感器❖crankshaft position sensor ['kræŋk,ʃɑ:ft] [pə'ziʃən] ['sensə ]曲轴位置传感器❖variable reluctance sensor ['vεəriəbl] [ri'lʌktəns] ['sensə ]磁感应式传感器、可变磁阻传感器❖Hall-effect sensor [hɔ:l] [i'fekt] ['sensə ]霍尔效应传感器❖camshaft position (CKP) sensor ['kæmʃɑ:ft] [pə'ziʃən] ['sensə ] 凸轮轴位置传感器❖EGR valve position (EVP) sensor [vælv] [pə'ziʃən] [‘sensə ] EGR阀位置传感器❖park/neutral switch [pɑ:k] ['nju:trəl] [switʃ] 停车/空档开关❖A/C switch [switʃ] 空调开关❖actuator ['æktjueitə] 执行器❖relay ['ri:lei, ri'lei] 继电器十七❖driving wheel ['draiviŋ] [hwi:l]驱动车轮❖pressure plate ['preʃə] [pleit] 压盘❖griven plate or friction disc ['frikʃən] [disk]从动盘、摩擦盘❖clutch release bearing [klʌtʃ] [ri'li:s] ['bεəriŋ]分离轴承❖clutch fork [klʌtʃ] [fɔ:k]离合器拨叉、分离叉❖clutch housing [klʌtʃ] [haus, hauziŋ]离合器壳❖diaphragm spring ['daiəfræm] [spriŋ]膜片弹簧❖double (dual) plate clutch ['dʌbl] (['dju:əl]) [pleit] [klʌtʃ]双片式离合器❖ball-thrust bearing [bɔ:l] [θrʌst] ['bεəriŋ]推力球轴承❖clutch linkage [klʌtʃ] ['liŋkidʒ]离合器踏板❖master cylinder ['mɑ:stə, 'mæstə] ['silində]主缸、主油缸❖slave cylinder [sleiv] ['silində]工作油缸、从动缸❖ring gear [riŋ] [ɡiə]环形齿轮、齿圈❖double (dual) plate clutch ['dʌbl] (['dju:əl]) [pleit] [kl ʌtʃ]双片式离合器❖ball-thrust bearing [bɔ:l] [θrʌst] ['bεəriŋ]推力球轴承❖clutch linkage [klʌtʃ] ['liŋkidʒ]离合器踏板❖master cylinder ['mɑ:stə, 'mæstə] ['silində]主缸、主油缸❖slave cylinder [sleiv] ['silində]工作油缸、从动缸❖ring gear [riŋ] [ɡiə]环形齿轮、齿圈十八❖neutral ['nju:trəl]空档❖front–wheel drive vehicle前轮驱动汽车❖final drive主减速器❖synchronizer ['siŋkrənaizə, 'sin-]同步器❖sliding sleeve滑动套筒❖shifting fork换档拨叉十九❖automatic transmission [,ɔ:tə'mætik] [trænz'miʃən, træns-, trɑ:n-]自动变速器❖torque converter [tɔ:k] [kən'və:tə]液力变矩器❖planetary gear ['plænitəri] [ɡiə]行星齿轮系统❖clutch [klʌtʃ]离合器（自动变速箱中）❖band [bænd]制动器、制动带❖pump (impeller) [pʌmp]([im'pelə] )泵轮❖turbine ['tə:bain, -bin] 涡轮❖guide wheel or stator[ɡaid] [hwi:l] (['steitə])导轮❖ATF (automatic transmission fluid) [,ɔ:tə'mætik] [trænz'miʃən] ['flu(:)id]自动变速箱油❖sun gear [sʌn] [ɡiə]中心齿轮、恒星齿轮、太阳轮❖ring gear [riŋ] [ɡiə]环形齿轮、齿圈❖planet gears (pinion gears) ['plænit] [ɡiə] (['pinjən][ɡiə] )行星齿轮❖planet gear carrier ['plænit] [ɡiə] ['kæriə]行星齿轮架❖servo piston ['sə:vəu] ['pistən]伺服活塞❖overrunning clutch ['əuvə'rʌniŋ] [klʌtʃ]单向离合器❖valve body阀体❖continuously variable transmission (CVT) [kən'tinjuəsli] ['vεəriəbl] [trænz'miʃən]无级变速器二十❖universal joint (U-joint) [,ju:ni'və:səl] [dʒɔint]万向节❖cross and bearing type cardan universal joint (four-point joint) [krɔ:s] [ænd] ['bεəriŋ] [taip] ['k ɑ:dən] [,ju:ni'və:səl] [dʒɔint]十字轴万向节❖yoke [jəuk]万向节叉❖needle-type bearing['ni:dl] [taip] ['bεəriŋ]滚针轴承❖slip joint [slip] [dʒɔint]伸缩接头、滑动接头❖center bearing ['sentə] ['bεəriŋ] 中间支撑、中间轴承❖constant velocity (CV) joint ['kɔnstənt] [vi'lɔsəti] [dʒɔint]等速万向节❖ball-style CV joints [bɔ:l] [stail] [si:] [vi:] [dʒɔints]球笼式万向节❖tripod-type CV joint['traipɔd] [taip] [si:] [vi:] [dʒɔint]三叉式万向节二十一❖four-wheel drive (4WD) system四轮驱动系统❖all-wheel drive (AWD) system全轮驱动系统❖sport utility vehicle [spɔ:t] [ju:'tiləti] ['vi:ikl]运动型多功能车❖station wagon['steiʃən] ['wæɡən]旅行车❖van [væn] （有蓬的）货车❖passenger car ['pæsindʒə] [kɑ:]乘用车、客车❖transfer case[træns'fə:] [keis]分动器❖center differential['sentə] [ .difə'renʃəl ]中央差速器、桥间差速器❖full-time 4WD system全时四轮驱动系统❖part-time 4WD system分时四轮驱动系统❖limited slip differential ['limitid] [slip] [,difə'renʃəl]防滑差速器二十二❖front suspension [frʌnt] [sə'spenʃən]前悬架❖independent suspension [,indi'pendənt] [sə'spenʃən]独立悬架❖ball joint [bɔ:l] [dʒɔint]球形接头❖coil spring [kɔil] [spriŋ]螺旋弹簧❖steering knuckle ['stiəriŋ] ['nʌkl]转向节❖spindle ['spindl]转向节轴❖torsion bar ['tɔ:ʃən] [bɑ:]稳定杆❖rear suspension [riə] [sə'spenʃən]后悬架❖leaf suspension [li:f] [sə'spenʃən]钢板弹簧❖semi-grooved shock absorber['sem(a)i-] [ɡru:vd] [ʃɔk] [əb'sɔ:bə]半椭圆形弹簧❖spring shackle [spriŋ] ['ʃækl]钢板弹簧吊耳❖stabilizer bar ['steibilaizə] [bɑ:]横向稳定杆❖spiral-grooved shock absorber ['spaiərəl] [ɡru:vd] [ʃɔk] [əb'sɔ:bə]螺旋槽式减震器❖gas-filled shock absorber [ɡæs] [fild] [ʃɔk] [əb'sɔ:bə]充气式减震器❖air shock absorber [εə] [ʃɔk] [əb'sɔ:bə]空气减震器❖automatic level control system [,ɔ:tə'mætik] ['levəl] [kən'trəul] ['sistəm]高度自动控制系统❖electronic suspension [,ilek'trɔnik] [sə'spenʃən]电子控制悬架❖air suspension system [εə] [sə'spenʃən] ['sistəm]空气悬架总成❖active suspension system ['æktiv] [sə'spenʃən] ['sistəm]主动式悬架系统❖MacPherson strut [mækfersən] [strʌt]麦弗逊悬架二十三❖steering column ['stiəriŋ] ['kɔləm]转向柱❖steering wheel['stiəriŋ] [hwi:l]方向盘❖steering gear ['stiəriŋ] [ɡiə]转向器❖steering linkage['stiəriŋ] ['liŋkidʒ]转向传动装置❖energy-absorbing (collapsible) steering column ['enədʒi] [əb'sɔ:biŋ] ([kə'læpsəbl] )['stiəriŋ] ['kɔləm]能量吸收式（折叠式）转向柱❖manual steering ['mænjuəl] ['stiəriŋ]手动转向、人力转向❖pitman arm (recirculating ball) steering gear ['pitmən] [ɑ:m]([ri:'sə:kjuleitiŋ] [bɔ:l]) ['stiəriŋ] [ɡiə]循环球式转向器❖rack-and-pinion steering gear [ræk] [ænd] ['pinjən] ['stiəriŋ] [ɡiə]齿轮齿条式转向器❖caster ['kɑ:stə, 'kæs-]主销后倾角❖camber ['kæmbə]车轮外倾角❖toe [təu]前轮前束❖steering axis inclination ['stiəriŋ] ['æksis] [,inkli'neiʃən]主销内倾角❖turning radius ['tə:niŋ] ['reidiəs]转弯半径❖power steering [pauə] ['stiəriŋ]动力转向❖electronic power steering (EPS) system [,ilek'trɔnik] [pauə] ['stiəriŋ] ['sistəm]电子动力转向系统❖steering sensor ['stiəriŋ] ['sensə]转向传感器二十四❖tube [tju:b, tu:b]内胎❖tube-type tire [tju:b] [taip] ['taiə]有内胎轮胎❖tubeless-type tire ['tju:blis] [taip] ['taiə]无内胎轮胎❖tread [tred]胎面、胎冠❖ply [plai]帘布层❖carcass ['kɑ:kəs]胎体❖bias tire ['baiəs] ['taiə]斜交轮胎❖belted bias tire ['beltid] ['baiəs] ['taiə]带束斜交轮胎❖belted radial tire['beltid] ['reidiəl] ['taiə]带束子午线轮胎❖tire valve ['taiə] [vælv]轮胎气阀❖rim [rim]轮辋❖drop center wheel[hwi:l]凹槽式车轮❖safety rim['seifti] [rim]安全式轮辋❖disk wheel [disk] [hwi:l]盘形车轮、封闭式车轮❖cast aluminum wheel[kɑ:s, kæst] [ə'lju:minəm] [hwi:l]铸铝车轮❖wire wheel ['waiə] [hwi:l]辐条式车轮❖magnesium [mæɡ'ni:ziəm]镁。

毕业设计论文外文文献翻译汽车专业汽修点火系统中英文对照

Ignition SystemThe purpose of the ignition system is to create a spark that will ignite the fuel-air mixture in the cylinder of an engine. It must do this at exactly the right instant and do it at the rate of up to several thousand times per minute for each cylinder in the engine. If the timing of that spark is off by a small fraction of a second, the engine will run poorly or not run at all.The ignition system sends an extremely high voltage to the spark plug in each cylinder when the piston is at the top of its compression stroke. The tip of each spark plug contains a gap that the voltage must jump across in order to reach ground. That is where the spark occurs.The voltage that is available to the spark plug is somewhere between 20,000 volts and 50,000 volts or better. The job of the ignition system is to produce that high voltage from a 12 volt source and get it to each cylinder in a specific order, at exactly the right time.The ignition system has two tasks to perform. First, it must create a voltage high enough (20,000+) to across the gap of a spark plug, thus creating a spark strong enough to ignite the air/fuel mixture for combustion. Second, it must control the timing of that the spark so it occurs at the exact right time and send it to the correct cylinder.The ignition system is divided into two sections, the primary circuit and the secondary circuit. The low voltage primary circuit operates at battery voltage (12 to 14.5 volts) and is responsible for generating the signal to fire the spark plug at the exact right time and sending that signal to the ignition coil. The ignition coil is the component that converts the 12 volt signal into the high 20,000+ volt charge. Once the voltage is stepped up, it goes to the secondary circuit which then directs the charge to the correct spark plug at the right time.The BasicsBefore we begin this discussion, let’’s talk a bit about electricity in general. I know that this is Before we begin this discussion, letbasic stuff, but there was a time that you didn’’t know about this and there are people who need basic stuff, but there was a time that you didnto know the basics so that they could make sense of what follows.All automobiles work on DC (Direct Current). This means that current move in one direction, form the positive battery terminal to the negative battery terminal. In the case of the automobile, the negative battery terminal is connected by a heavy cable directly to the body and the engine block of the vehicle. The body and any metal component in contact with it is called the ground. This means that a circuit that needs to send current back to the negative side of the battery can be connected to any part of the vehicle’’s metal body or the metal engine block.be connected to any part of the vehicleA good example to see how this works is the headlight circuit. The headlight circuit consists of a wire that goes from the positive battery terminal to the headlight switch. Another wire goes from the headlight switch to one of two terminals on the headlight bulb. Finally, a third wire goes from a second terminal on the bulb to the metal body of car. When you switch the headlight on, you are connecting the wire from the battery with the wire to the headlamps allowing battery current to go directly to the headlamp bulbs. Electricity passes through the filaments inside the bulb, then out the other wire to the metal body. From there, the current goes back to the negative terminal of the battery completing the circuit. Once the current is flowing through this circuit, the filament inside the headlamp gets hot and glows brightly. Let there be light.Now, back to the ignition system, the basic principle of the electrical spark ignition system has not changed for over 75 years. What has changed is the method by which the spark is created and how it is distribute.Currently, there are three distinct types of ignition system. The mechanical ignition systemwas used prior to 1975. It was mechanical and electrical and used no electronics. By understanding these early system, it will be easier to understand the new electronic andcomputer controlled ignition system, so don’’t skip over it. The electronic ignition system started computer controlled ignition system, so donfinding its way to production vehicles during the early 70s and became popular when better control and improved reliability became important with the advent of emission controls. Finally, the distributor less ignition system became available in the mid 80s. This system was always computer controlled and contained no moving parts, so reliability was greatly improved. Most of these systems required no maintenance except replacing the spark plugs at intervals from 60,000 to over 100,000 miles.Let’’s take a detailed look at each system and see how they work.LetThe Mechanical Ignition SystemThe distributor is the nerve center of the mechanical ignition system and has two tasks to perform. First, it is responsible for triggering coil to generate a spark at the precise instant that it is required (which varies depending how fast the engine is turning and how much load it is under). Second, the distributor is responsible for directing that spark to the proper cylinder (which is why it is called a distributor).The circuit that powers the ignition system is simple and straight forward. When you insert the key in the ignition switch and turn the key to the Run position, you are sending current from the battery through a wire directly to the positive (+) side of the ignition coil. Inside the coil is a series of copper windings that loop around the coil over a hundred times before exiting out the negative (-) side of the coil. From there, a wire takes this current over to the distributor and is connected to a special on/off switch, called the points. When the points are closed, this current goes directly to ground. When current flows from the ignition switch, through the windings in the coil, then to ground, it builds a strong magnetic field inside the coil.The points are made up of a fixed contact point that is fastened to a plate inside the distributor, and a movable contact point mounted on the end of a spring loaded arm. The movable point rides on a 4, 6, or 8 lobe cam (depending on the number of cylinder in the engine) that is mounted on a rotating shaft inside the distributor. This distributor cam rotates in time with the engine, making one complete revolution for every two revolutions of the engine. As it rotates, the cam pushes the points open and closed. Every time the points open, the flow of current is interrupted through the coil, thereby collapsing the magnetic field and releasing a high voltage surge through the secondary coil windings. This voltage surge goes out the top of the coil and through the high-tension coil wire.Now, we have the voltage necessary to fire the spark plug, but we still have to get it to the correct cylinder. The coil wire goes from the coil directly to the distributor cap. Under the cap is a rotor that is mounted on top of the rotating shaft. The rotor has a metal strip on the top that is in constant contact with the center terminal of the distributor cap. It receives the high voltage surge from the coil wire and sends it to the other end of the rotor which rotates past each spark plug terminal inside the cap. As the rotor turns on the shaft, it sends the voltage to the correct spark plug wire, which in turn sends it to the spark plug. The voltage enters the spark plug at the terminal at the top and travels down the core until it reaches the tip. It then jumps across the tip of the spark plug, creating a spark suitable to ignite the fuel-air mixture inside that cylinder. The description I just provided is the simplified version, but should be helpful to visualize the process, but we left out a few things that make up this type of ignition system. For instance, we didn’’t talk about the condenser that is connected to the point, nor did we talk about the system didnto advance the timing. Let’’s take a look at each section and explore it in more detail.to advance the timing. LetThe Ignition SwitchThere are two separate circuits that go from the ignition switch to the coil. One circuit runs through a resistor in order to step down the voltage about 15% in order to protect the points from premature wear. The other circuit sends full battery voltage to the coil. The only time this circuit is used is during cranking. Since the starter draws a considerable amount of current to crank the engine, additional voltage is needed to power the coil. So when the key is turned to the spring-loaded start position, full battery voltage is used. As soon as the engine is running, the driver releases the key to the run position which directs current through the primary resistor to the coil.On some vehicles, the primary resistor is mounted on the firewall and is easy to replace if it fails. On other vehicles, most notably vehicles manufactured by GM, the primary resister is a special resister wire and is bundled in the wiring harness with other wires, making it more difficult to replace, but also more durable.The DistributorWhen you remove the distributor cap from the top of the distributor, you will see the points and condenser. The condenser is a simple capacitor that can store a small amount of current. When the points begin to open the current, flowing through the points looks for an alternative path to ground. If the condenser were not there, it would try to jump across the gap of the point as they begin to open. If this were allowed to happen, the points would quickly burn up and you would hear heavy static on the car radio. To prevent this, the condenser acts like a path to ground. It really is not, but by the time the condenser is saturated, the points are too far apart for the small amount of voltage to jump across the wide point gap. Since the arcing across the opening points is eliminated, the points last longer and there is no static on the radio from point arcing.The points require periodic adjustments in order to keep the engine running at peek efficiency. This is because there is a rubbing block on the points that is in contact with the cam and this rubbing block wears out over time changing he point gap. There are two ways that the points can be measured to see if they need an adjustment. One way is by measuring the gap between the open points when the rubbing block is on the high point of the cam. The other way is by measuring the dwell electrically. The dwell is the amount, in degrees of cam rotation that the points stay closed.On some vehicles, points are adjusted with the engine off and the distributor cap removed. A mechanic will loosen the fixed point and move it slightly, then retighten it in the correct position using a feeler gauge to measure the gap. On other vehicles, most notably GM cars, there is a window in the distributor where a mechanic can insert a tool and adjust the points using a dwell meter while the engine is running. Measuring dwell is much more accurate than setting the points with a feeler gauge.Points have a life expectancy of about 10,000 miles at which time have to be replaced. This is done during a routine major tune up, points, condenser, and the spark plugs are replaced, the timing is set and the carburetor is adjusted. In some cases, to keep the engine running efficiently, a minor tune up would be performed at 5,000 mile increments to adjust the point and reset the timing.Ignition CoilThe ignition coil is nothing more that an electrical transformer. It contains both primary and secondary winding circuit. The coil primary winding contains 100 to 150 turns of heavy copper wire. This wire must be insulated so that the voltage does not jump from loop to loop, shortingit out. If this happened, it could not create the primary magnetic field that is required. The primary circuit wire goes into the coil through the positive terminal, loops around the primary windings, then exits through the negative terminal.The coil secondary winding circuit contains 15,000 to 30,000 turns of fine copper wire, which also must be insulated from each other. The secondary windings sit inside the loops of the primary windings. To further increase the coils magnetic field the windings are wrapped around a soft iron core. To withstand the heat of the current flow, the coil is filled with oil which helps keep it cool.The ignition coil is the heart of the ignition system. As current flows through the coil a strong magnetic field is build up. When the current is shut off, the collapse of this magnetic field to the secondary windings induces a high voltage which is released through the large center terminal. This voltage is then directed to the spark plugs through the distributor.Ignition Timing The timing is set by loosening a hold-down screw and rotating the body of the distributor. Since the spark is triggered at the exact instant that the points begin to open, rotating the distributor body (which the point are mounted on) will change the relationship between the position and the position of the distributor cam, which is on the shaft that is geared to the engine rotation.While setting the initial or base timing is important, for an engine to run properly, the timing needs to change depending on the speed of the engine and the load that it is under. If we can move the plate that the points are mounted on, or we could change the position of the distributor cam in relation to the gear that drives it, we can alter the timing dynamically to suit the needs of the engine.Ignition Wires These cables are designed to handle 20,000 to more than 50,000 volts, enough voltage to toss you across the room if you were to be exposed to it. The job of the spark plug wires is to get that enormous power to the spark plug without leaking out. Spark plug wires have to endure the heat of a running engine as well as the extreme changes in the weather. In order to do their job, spark plug wires are fairly thick, with most of that thickness devoted to insulation with a very thin conductor running down the center. Eventually, the insulation will succumb to the elements and the heat of the engine and begins to harden, crack, dry out, or otherwise break down. When that happens, they will not be able to deliver the necessary voltage to the spark plug and a misfire will occur. That is what is meant by “Not running on all cylinders cylinders””. To correct this problem, the spark plug wires would have to be replaced.Spark plug wires are routed around the engine very carefully. Plastic clips are often used to keep the wires separated so that they do not touch together. This is not always necessary, especially when the wires are new, but as they age, they can begin to leak and crossfire on damp days causing hard starting or a rough running engine.Spark plug wires go from the distributor cap to the spark plugs in a very specific order. This is called the is called the ““firing order firing order”” and is part of the engine design. Each spark plug must only fire at the end of the compression stroke. Each cylinder has a compression stroke at a different time, so it is important for the individual spark plug wire to be routed to the correct cylinder.For instance, a popular V8 engine firing order is 1, 8, 4, 3, 6, 5, 7, 2. The cylinders are numbered from the front to the rear with cylinder #1 on the front-left of the engine. So the cylinders on the left side of the engine are numbered 1, 3, 5, 7while the right side are numbered 2, 4, 6, 8. On some engine, the right bank is 1, 2, 3, 4 while the left bank is 5, 6, 7, 8. A repairmanual will tell you the correct firing order and cylinder layout for a particular engine.The next thing we need to know is what direction the distributor is rotating in, clockwise or counter-clockwise, and which terminal on the distributor caps that #1 cylinder is located. Once we have this information, we can begin routing the spark plug wires.If the wires are installed incorrectly, the engine may backfire, or at the very least, not run on all cylinders. It is very important that the wires are installed correctly.Spark PlugsThe ignition system system’’s sole reason for being is to service the spark plug. It must provide sufficient voltage to jump the gap at the tip of the spark plug and do it at the exact right time, reliably on the order of thousands of times per minute for each spark plug in the engine.The modern spark plug is designed to last many thousands of miles before it requires replacement. These electrical wonders come in many configurations and heat ranges to work properly in a given engine. The heat range of a spark plug dictates whether it will be hot enough to burn off any residue that collects on the tip, but not so hot that it will cause pre-ignition in the engine. Pre-ignition is caused when a spark plug is so hot, that it begins to glow and ignite the fuel-air mixture prematurely, before the spark. Most spark plugs contain a resistor to suppress radio interference. The gap on a spark plug is also important and must be set before the spark plug is installed in the engine. If the gap is too wide, there may not be enough voltage to jump the gap, causing a misfire. If the gap is too small, the spark may be inadequate to ignite a lean fuel-air mixture also causing a misfire.The Electronic Ignition SystemThis section will describe the main differences between the early point & condenser systems and the newer electronic systems. If you are not familiar with the way an ignition system works in general, I strongly recommend that you first read the previous section The Mechanical Ignition System.In the electronic ignition system, the points and condenser were replaced by electronics. On these systems, there were several methods used to replace the points and condenser in order to trigger the coil to fire. One method used a metal wheel with teeth, usually one for each cylinder. This is called an armature. A magnetic pickup coil senses when a tooth passes and sends a signal to the control module to fire the coil.Other systems used an electric eye with a shutter wheel to send a signal to the electronics that it was time to trigger the coil to fire. These systems still need to have the initial timing adjusted by rotating the distributor housing.The advantage of this system, aside from the fact that it is maintenance free, is that the control module can handle much higher primary voltage than the mechanical point. V control module can handle much higher primary voltage than the mechanical point. Voltage can oltage can even be stepped up before sending it to the coil, so the coil can create a much hotter spark, on the order of 50,000 volts that is common with the mechanical systems. These systems only have a single wire from the ignition switch to the coil since a primary resistor is not longer needed. On some vehicles, this control module was mounted inside the distributor where the points used to be mounted. On other designs, the control module was mounted outside the distributor with external wiring to connect it to the pickup coil. On many General Motors engines, the control module was inside the distributor and the coil was mounted on top of the distributor for a one piece unitized ignition system. GM called it high energy ignition or HEI for short.The higher voltages that these systems provided allow the use of a much wider gap on the spark plugs for a longer, fatter spark. This larger sparks also allowed a leaner mixture for betterfuel economy and still insure a smooth running engine.The early electronic systems had limited or no computing power, so timing still a centrifugal and vacuum advance built into the distributor.On some of the later systems, the inside of the distributor is empty and all triggering is performed by a sensor that watches a notched wheel connected to either the crankshaft or the camshaft. These devices are called crankshaft position sensor or camshaft position sensor. In these systems, the job of the distributor is solely to distribute the spark to the correct cylinder through the distributor cap and rotor. The computer handles the timing and any timing advance necessary for the smooth running of the engine.The Distributor Ignition SystemNewer automobiles have evolved from a mechanical system (distributor) to a completely solid state electronic system with no moving parts. These systems are completely controlled by the on-board computer. In place of the distributor, there are multiple coils that each serves one or two spark plugs. A typical 6 cylinder engine has 3 coils that are mounted together in a coil pack””. A spark plug wire comes out of each side of the individual coil and goes to the “packappropriate spark plug. The coil fires both spark plugs at the same time. One spark plug fires on the compression stroke igniting the fuel-air mixture to produce power while the other spark plug fires on the exhaust stroke and does nothing. On some vehicles, there is an individual coil for each cylinder mounted directly on top of the spark plug. This design completely eliminates the high tension spark plug wires for even better reliability. Most of these systems use spark plugs that are designed to last over 100,000 miles, which cuts down on maintenance costs.参考文献：[1] 王欲进,张红伟汽车专业英语[M]. 北京：北京大学出版社，中国林业出版社，2007.8，55—67点火系统点火系统的作用是产生点燃发动机气缸里可燃混合物的火花。

汽车专业英语 Unit2(发动机部分)

11
活塞反复运动两次，曲轴转动两周，四个冲程完成一个工作循环。
四冲程发动机
Four stroke engine
stroke
[strəʊk]
n. 冲程，行程；
12
水箱，通过水泵作用，水通过水道流通整个汽缸体，进行降温。
水冷却式发动机
Water coolet engine
13
风冷，通过空气气流与风扇作用，空气/风通过发动机整个汽缸体，进行降温。
进气系统
Cooling system
Intake system Exhaust system
28
排气系统
There are four basic components of the automobile : engine , chassis , body and electrical system . 译：汽车有四个基本组成部分，发动机，底盘，车身和电气系统。 Engine system includes ： ignition system，lubrication system, cooling system, starting system. 译：发动机系统包括：点火系，润滑系，冷却系，起动系。
1.发动机
electrical system
图示：The basic components of an automobile
4.电气系统
4
•例句分析：
• There are four basic components of the automobile : engine , chassis , body and electrical system . • 中文：basic component --- 基本组成； engine 发动机 • 问题：汽车共四个组成部分：_________、 chassis 底盘 body 车身 __________ 、_________ electrical system电气系统 ___________________ 。

汽车专业外文文献英文翻译

外文文献原稿和译文原稿A New Type Car -- Hybrid Electric VehicleWith skyrocketing fuel prices and changes in weather patterns, many car manufacturers claimed to develop the kind of vehicles that will increase the mileage and reduce the emissions. Hybrid car is a kind of vehicle which can meet above requirements. A hybrid car features a small fuel-efficient gas engine combined with an electric motor that assists the engine.The reasons of building such a complicated machine are twofold: to reduce tailpipe emissions and to improve mileage. Firstly, hybrid cars are good for the environment. They can reduce smog by 90 percent and they use far less gasoline than conventional cars. Meanwhile, hybrid cars burn less gasoline per mile, so they release fewer greenhouse gases. Secondly, hybrid cars are economical. Hybrid cars, which run on gas and electricity, can get up to 55 to 60 miles per gallon in city driving, while a typical SUV might use three times as much gas for the same distance! There are three reasons can mainly account for that: 1) Hybrid engines are much smaller than those on conventional cars. A hybrid car engine is to accommodate the 99% of driving time when a car is not going up hills or accelerating quickly. When extra acceleration power is needed, it relies on the battery to provide additional force. 2) Hybrid gasoline engine can shut off when the car is stopped and run off their electric motor and battery.3) Hybrid cars often recover braking energy. Electric motors could take the lost kinetic energy in braking and use it to charge the battery. Furthermore, hybrids are better than all-electric cars because hybrid car batteries recharge as you drive so there is no need to plug in. Most electric cars need to be recharged every 50-100miles. Also, most electric cars cannot go faster than 50-60 mph, while hybrids can.Hybrid cars bridge the gap between electric and gasoline-powered cars by traveling further and driving faster and hybrid gas-electric cars are proving to be a feasible alternative at a time of high gas prices. So, in my opinion, hybrid cars will have a bright future.How Does Hybrid Electric Vehicle Work？You probably own a gasoline or diesel-engine car. You may have heard of electric vehicles too. A hybrid vehicle or hybrid electric vehicle (HEV) is a combination of both. Hybrid vehicles utilize two or more sources of energy for propulsion. In the case of HEVs, a combustion engine and an electric motor are used.How it works depends on the type of drive train it has. A hybrid vehicle can either have a parallel or series or parallel-series drive train.Parallel HybridThe parallel hybrid car has a gas tank, a combustion engine, transmission,electric motor, and batteries.A parallel hybrid is designed to run directly from either the combustion engine or the electric motor. It can run using both the engine and the motor. As a conventional vehicle, the parallel hybrid draws its power from the combustion engine which will then drive the transmission that turns the wheels. If it is using the electric motor, the car draws its power from the batteries. The energy from the batteries will then power the electric motor that drives the transmission and turns the wheel.Both the combustion engine and the electric motor are used at the same time during quick acceleration, on steep ascend, or when either the engine or the motor needs additional boost.Since the engine is directly connected to the wheels in a parallel drive train, it eliminates the inefficiency of converting mechanical energy into electrical energy and back. This makes a very effective vehicle to drive on the highway.Series HybridThe series hybrid car also has a gas tank, a combustion engine, transmission, electric motor, and batteries with the addition of the generator. The generator can be the electric motor or it can be another separate component.The series configuration is the simplest among the 3. The engine is not connected to the transmission rather it is connected to the electric motor. This means that the transmission can be driven only by the electric motor which draws its energy from the battery pack, the engine or the generator.A hybrid car with a series drive train is more suited for city driving conditions since the engine will not be subjected to the varying speed demands (stop, go, and idle) that contributes to fuel consumption.Series-Parallel HybridThe series-parallel configuration solves the individual problems of the parallel and series hybrid. By combining the 2 designs, the transmission can be directly connected to the engine or can be separated for optimum fuel consumption. The Toyota Prius and the Ford Escape Hybrid use this technology.Honda’s hybridFor those of you who have toyed with the idea of buying a hybrid but were discouraged by the price, you are not alone. In fact, despite the growing concern for the environment, not to mention the skyrocketing price of gas, hybrid cars still only represent a small percentage of global car sales, and a major reason for this is the cost.Hybrids are considered the wave of the future because they not only reduce emissions, addressing the issue of climate change, but they get great gas mileage, an important consideration with the current price of oil. It should be noted that hybrids can also improve the power of the engine, which compromises any advantages in fuel efficiency and emissions. Whatever the application, however, the technology makes the cars more expensive.Because of this, they are the vehicle of choice for only a small niche of people who can afford them, and they currently enjoy a special status amongst the image conscious celebrity-set. For most average consumers, however, they are not an option.That may soon change.Honda Motor Corporation, one of the largest car manufacturers in the world and a leader in fuel efficient technology, has unveiled it’s plan to introduce a low-cost hybrid by 2009. If they can pull it off, they hope to make the hybrid a more mainstream car that will be more appealing to the general public, with the ultimate goal of achieving greater sales and broader appeal than their current incarnation.This, of course, is making Detroit nervous, and may signal a need for American car makers to start making greener and more fuel efficient vehicles, something they could afford to ignore in the past because hybrid cars weren’t worth their attention (due to such a small market share) while gas-guzzling SUVs have such high profit margins.Honda, meanwhile, has had to confront a growing need to compete with Toyota, which has not only grown to be the world’s largest automaker, but makes the car that has become synonymous with the hybrid movement, the Prius. Honda is therefore faced with the seemingly insurmountable task of challenging Toyota’s dominance in the market.Concurrently, Toyota is racing to lower production costs on the Prius, as well, which would hopefully result in a lower cost to the consumer. All eyes are on a potentially favorable car buyers market in 2009.In the meantime, with even adamant global warming naysayers warming up (no pun intended) to the possibilities of an ecological disaster on the horizon, maybe it’s time that we got over our need to drive huge SUVs and start moderating our fuel consumption.Then again, as gas prices hovering around $4.00 and with no ceiling in sight, we may have little choice in the matter.Engine Operating PrinciplesMost automobile dngines are internal combustion, reciprocating 4-stroke gasoline engines, but other types have been used, including the diesel, the rotary ( Wankel ) , the 2-srtoke, and stratified charge.Reciprocating means up and down or banck and forth, It is the up and down action of a piston in the cylinder blick, or engine block. The blick is an iron or aluminum casting that contains engine cylinders and passges called water jackets for coolant circulation. The top of the block is covered with the cylinder head. Which forms the combustion chanber. The bottom of the block is covered with an oil pan or oil sump.Power is produced by the linear motion of a piston in a cylinder. However, this linear motion must be changed into rotary motion to turn the wheels of cars of trucks. The piston is attached to the top of a connecting rod by a pin, called a piston pin or wrist pin. The bottom of the connecting rod is attached to the crankshaft. The connecting rod transmits the up-and-down motion of the piston to the crankshaft, which changes it into rotary motion.The connecting rod is mounted on the crankshaft with large beaings called rodbearings. Similar bearings, called main bearings, are used to mount the crankshaft in the block. Shown in Fig. 1-1The diameter of the cylinder is called the engine bore. Displacement and compression ratio are two frequently used engine specifications. Displacement indicates engine size, and compression ratio compares the total cylinder volume to compression chamber volume.The term stroke is used to describe the movement of the iston within the cylinder, as well as the distance of piston travel. Depending on the type of engine the operating cycle may require either two or four strokes to complete. The 4-stroke engine is also called Otto cycle engine, in honor of the German engineer, Dr. Nikolaus Otto, who first applied the principle in 1876. In the 4-stroke engine, four strokes of the piston in the cylinder are required to complete one full operating cycle. Each stroke is named after the action it performs intake, compression, power, and exhaust in that order, shown in Fig1-2.1、Intake strokeAs the piston moves down, the vaporized mixture of fuel and air enters the cylinder through open intake valve. To obtain the maximum filling of the cylinder the intake valve opens about 10°before t.b.c., giving 20°overlap. The inlet valve remains open until some 50°after b.d.c. to take advantage of incoming mixture.2、 Compression strokeThe piston turns up, the intake valve closes, the mixture is compressed within the combustion chamber, while the pressure rise to about 1Mpa, depending on various factors including the compression ratio, throttle opening and engine speed. Near the top of the stroke the mixture is ignited by a spark which bridges the gap of the spark plug.3、 Power strokeThe expanding gases of combustion produces a rise in pressure of the gas to some 3.5Mpa, and the piston is forced down in the cylinder. The exhaust valve opens near the bottom of the stroke.4、Exhust strokeThe piston moves back up with the exhaust valve open some 50°before b.d.d., allowing the pressure within the cylinder to fall and to reduce ‘back’pressure on the piston during the exhaust stroke, and the burned gases are pushed out to prepare for the next intake stroke.The intake valve usually opens just before the exhaust stroke. This 4-stroke cycle is continuously repeared in every as long as the engineremains running.A 2-stroke engine also goes through four actions to complete one operating cycle.However, the intake and the compression actions are combined in one seroke, and the power and exhaust actions are combined in the other stroke. The term2-stroke cycle or 2-stroke is preferred to the term 2-cycle, which is really not accurate.In automobile engines, all pistons are attached to a single crankshaft. The more cylinders an engine has, the more power strokes produced for cach revolution. This means that an 8-cylinder engine runs more smoothly bdcause the power atrokes arecloser together in time and in degrees of engine rotation.The cylinders of multi-cylinder automotive engines arranged in one of three ways. 1、Inline engines use a single block of cylinder.Most 4-cylinder and any 6-cylinder engines are of this design. The cylinders do not have to be vertical. They can be inclined either side.2、V-type engines use two equal bands of cylinders, usually inclined 60degrees or 90degrees from the cach other. Most V-type engines have 6 or 8 cylinders, although V-4 and V-12 engines have been built.3、Horizontally opposed or pancake engines have two equal banks of cylinders 180degreeas apart. These space saving engine designs are often air-cooled, and are found in the Chevrolet Carvair, Porsches, Subaus, and V olkswagens. Subaus design is liquid cooled.Late-model V olkswagen vans use a liquid-cooled version of the air cooled VWhorizontally opposed engine.译文新型汽车----混合动力汽车在油价飞涨的今天，汽车制造商被要求发展一种排放低，行驶里程长的汽车。

机械毕业设计英文外文翻译352汽车变速器设计

附录原文：Transmission designAs we all know,automobile engine to a certain speed can be achieved under the best conditions, when compared issued by the power, fuel economy is relatively good. Therefore, we hope that the engine is always in the best of conditions to work under. However, the use of motor vehicles need to have different speeds, thus creating a conflict. Transmission through this conflict to resolve.Automotive Transmission role sum up in one sentence, called variable speed twisting, twisting or slow down the growth rate by increasing torsional. Why can slow down by twisting, and the growth rate but also by twisting? For the same engine power output, power can be expressed as N = wT, where w is the angular velocity of rotation, and T Niuju. When N fixed, w and T is inversely proportional to the. Therefore, the growth rate will reduce twisting, twisting slowdown will increase. Automotive Transmission speed gear based on the principle of variable twisted into various stalls of different transmission ratio corresponding to adapt to different operational conditions.General to set up a manual gearbox input shaft, intermediate shaft and output shaft, also known as the three-axis, as well as Daodang axis. Three-axis is the main transmission structure, input shaft speed is the speed of the engine, the output shaft speed is the intermediate shaft and output shaft gear meshing between different from the speed. Different gears are different transmission ratio, and will have a different speed. For example Zhengzhourichan ZN6481W2G manual transmission car-SUV, its transmission ratio are: 1 File 3.704:1; stalls 2.202:1; stalls 1.414:1; stalls 1:1 5 stalls (speeding file) 0.802: 1.When drivers choose a launch vehicle stalls, Plectrum will be 1 / 2 file synchronization engagement with a back stall gear and output shaft lock it, the power input shaft, intermediate shaft and output shaft gear of a stall, a stall the output shaft gear driven, and the output shaft power will be transmitted to the drive shaft (red arrow). A typical stall Biansuchilun transmission ratio is 3:1, that isto say three laps to the input shaft and output shaft to a circle.When the growth rate of car drivers choose two stalls, Plectrum will be 1 /2-file synchronization and file a joint separation after 2 stall and lock the output shaft gear, power transmission line similar, the difference is that the output shaft gear of a stall 2 stall replaced by the output shaft gear driven. 2 stall Biansuchilun typical transmission ratio is 2.2:1, 2.2 laps to the input shaft and output shaft to a circle than a stall speed increase, lower torque.When refueling vehicle drivers growth stalls option 3, Plectrum to 1 / 2 back to the free file-synchronization position, and also allows the 3 / 4 file synchronization Mobile stall until 3 in the output shaft gear lock, power can be into the shaft axis - intermediate shaft - the output shaft of the three stalls Biansuchilun, led through three stalls Biansuchilun output shaft. 3 stalls typical transmission ratio is 1.7:1, 1.7 laps to the input shaft and output shaft to a circle is further growth.When car drivers Option 4 refueling growth stalls, Plectrum will be 3 / 4 from the 3-file synchronization stall gear directly with the input shaft gear joint initiative, and power transmission directly from the input shaft to the output shaft, the transmission ratio at 1:1, that the input shaft and output shaft speed the same. The driving force without intermediate shaft, also known as direct file, the file transmission than the maximum transmission efficiency. Most cars run-time files are used directly to achieve the best fuel economy.Shift into the first interval when, in a free transmission when Biansuchilun output shaft is not locked in, they can not rotate the output shaft driven, not power output.General automotive manual transmission than the main 1-4 stalls, usually the first designers to determine the minimum (one stall) and maximum (4 files) transmission ratio, the middle stall drive by geometric progression than the general distribution. In addition, there are stalls Daodang and speeding, speeding file is also known as the five stalls.When the car to accelerate to more than car drivers with the choice of five stalls, and a typical five-transmission ratio is 0.87:1, which is driven by a pinion gear, the gear when the initiative to 0.87 zone, passive gear have been transferred to a circle of the End.Dao Dang, the opposite direction to the output shaft rotation. If one pair of meshing gears when we reverse rotation, with a middle gear, it will become thesame to the rotation. Use of this principle, we should add a gear Daodang the "media" will be rotational direction reversed, it will have a Daodang axis. Daodang installed in the transmission shaft independent crust, and the intermediate shaft parallel axis gear with the intermediate shaft and output shaft gear meshing gears, will be contrary to the output shaft.Daodang usually used for the synchronization control also joins five stalls, stalls and Daodang 5 position in the same side. As a middle gear, the general transmission Daodang transmission ratio greater than 1 file transmission ratio, by twisting, steep slope with some vehicles encountered on the progress stalls falters with a Daodang boost.Ride from the driver of the considerations, better transmission stall, stall adjacent stall more than the transmission changes the ratio of small, and easy to shift smoothly. However, the shortcomings of the stalls is more transmission structure is complicated, bulky, light vehicle transmission is generally 4-5 stalls. At the same time, transmission ratio is not integral, but with all of the decimal point, it is because of the gear teeth meshing is not caused by the whole multiples of two gear teeth can lead to the whole multiples of two meshing gears of uneven wear, making the tooth surface quality have a greater difference.Manual transmission and synchronizerManual transmission is the most common transmission, or MT. Its basic structure sum up in one sentence, is a two-axle shaft, where input shaft, the shaft axis and intermediate shaft, which constitute the main body of the transmission and, of course, a Daodang axis. Manual transmission known as manual gear transmission, which can be in the axial sliding gears, the gears meshing different variable speed reached twisting purpose. Typical manual transmission structure and principles are as follows.Input shaft also said that the first axis, and its front-end Spline driven directly with the clutch disc sets with the Spline, by the transfer of torque from the engine. The first axis of the intermediate shaft and gears meshing gears often, as long as the shaft axis to a turn, the intermediate shaft and gear also will be rotating. Vice also said intermediate shaft axis, the axis-even more than the size gear. Also known as the second output shaft axis, the axis of various sets of gear stall progress can be manipulated at any time in the role of the device and the corresponding intermediate shaft gear meshing, thus changing its speed and torque. With the endof the output shaft spline associated with the drive shaft through the drive shaft torque transmitted to the drive axle reducer.Thus, progress stalls drive transmission path is: input shaft gear often rodents - often rodents intermediate shaft gear - corresponding intermediate shaft gear - the second axis corresponding gear. Reversing the gear shaft can be manipulated by the device pick in the axis movement, and the intermediate shaft and output shaft gear meshing gears, to the contrary to the direction of rotation output.Most cars have five stalls and a Daodang forward, a certain degree of each stall transmission ratio, the majority of stalls transmission ratio greater than 1, 4 file transmission ratio of 1, known as direct stalls, and transmission ratio is less than 1 No. 5 stall called accelerated stall. Free at the output shaft gear in a position of non-engagement, unacceptable power transmission.The transmission input shaft and output shaft rotational speed to their own, transform a stall when there is a "synchronous". Two different rotational speed gear meshing force will impact the collision occurred, damage gear. Therefore, the old transmission shift to a "feet-off" approach, or stall on the location of the free stay for a while by stalls in the free position refueling doors, in order to reduce the speed differential gear. However, this operation is relatively more complicated and difficult to grasp accurate. So designers create a "synchronized," and allows synchronization through the meshing of gears to be consistent speed and smooth meshing.At present Synchronous Transmission is based on the synchronization of inertia, mainly from joint sets, synchronous lock ring, and so on, it is characterized by friction on the role of synchronization. Splice sets Genlock engagement ring gear and the ring gear when it had Chamfer (Lock angle), Genlock within the cone ring gear engagement with the question of cone ring gear contact friction. Lock and cone angle has been made in the design of an appropriate choice to be made friction cone of the teeth meshing with the ring gear quickly sets pace at the same time will have a Lock role and to prevent the gears meshing in sync before. When synchronization lock cone ring gear engagement with the question of cone ring gear after contact in the effects of friction torque gear speed quickly lower (or higher) with the same speed synchronous lock ring, the two synchronous rotation of the gear Genlock Central zero speed, thus moment of inertia also disappear, then in force under the impetus of engagement sets unhindered andsynchronization lock ring gear engagement, and further engagement with the question of gear engagement and the completion Gear Shift Process.The automatic gearboxThe automatic gearbox chooses to block the pole the equal to moving the stick shift of the gearbox, having generally below several blocks:P( parking), R( pour to block), N( get empty to block), D( go forward), S( or2, namely for 2 block soon), L.( or1, namely for 1 block soon)This several an usage for blocking a right usages coming driver the automatic gearbox is automotive of person to say particularly important, underneath let us very much familiar with once automatic gearbox eachly blockings main theme.The usage of the P ( the parking blocks)The launches the luck turns as long as choose to block the pole in driving the position, automatic gearbox car run about very easily.But park, choose to block the pole must pull into of P, from but pass the internal parking system in gearbox moves the device will output the stalk lock lives, combining to tense the hand system move, preventing the car ambulation.The usage of the R( pour to block)R a control for is pouring blocking, using inside wanting slicing recording, automatic gearbox car unlike moving gearbox car so can using half moving, so while reversing the car wanting special attention accelerating pedal.The usage of the N( get empty to block)The N is equal to get empty to block, can while starting or hour of trailer usage.At wait for the signal or block up the car will often often choose to block the pole keeps in the of D, trampling at the same time the next system move.If time is very short, do like this is an admission of, but if stop the time long time had better change into of N, combine to tense the hand system moves.Because choose to block the pole in driving the position, the automatic gearbox car has generally and all to drive the trend faintly, long hours trample the system move same as a deterrent this kind of trend, make gearbox oil gone up, the oil liquid changes in character easily.Particularly in the air condition machine work, launch the soon higher circumstance in machine bottom more disadvantageous.Some pilots for the sake of stanza oil, at made good time or go down slope will choose to block the pole pull the of N skids, this burn the bad gearbox very easily, launching the machine to revolves soon in the however because the gearbox outputs at this timethe stalk turns soon very high,, the oil pump provides the oil shortage, lubricatingthe condition worsen, burn the bad gearbox easily.The usage of the D( go forward to block)Will choose to block when is normal to drive the pole put in the of D, car can at 1 ～4 block( or 3 block) its change to block automatically.The of D drives the position most in common usely.What demand control is:Because the automatic gearbox is soon high and low with car to come to make sure to block according to the accelerator size a, so accelerate the pedal operation method is different, changing to block the hour of the car is soon too not same alike.If start hour quick accelerate the pedal tramples the bottom, rising to block the night, accelerating the ability is strong, arriving certain car soon behind, then will accelerate the pedal loosen to open very quickly, car can rise to block immediately, launch like this the machine voice is small, comfortable good.The another characteristics of the D is a compulsory low blocking, easy to high speed the hour overtakes a car, will accelerate quickly in of D drove the pedal trample after all, connect the compulsory low fend off the pass and then can reduce to block automatically, the car accelerates very quickly, after overtaking a car loosen to open the pedal of acceleration to can rise to block automatically again.The usage of the S, of L low the usage that blockThe automatic gearbox in in is placed in the low blocking the scope on of S or of Ls, can usage under an etc. circumstance.It change to can make use of to launch well into of S or of Ls the mechanism move, avoiding the car wheel system move the machine over hot, cause the system move the effect descent while going down slope.But change into from the of D of S or of L, car soon can't higher than rise to block the car homologously soon, otherwise strong vibration in opportunity to launch, make gearbox oil hoicked, even will damage the gearbox.The is another at rain fog weather hour, if the road adheres to the term bad, can change into a position for or of L, fixing at somely first lowly blocking driving, doing not use can automatically changing blocking, in order to prevent the car beats slippery.Must keep firmly in mind at the same time, beat the slippery hour can will choose to block the pole pushes into a motive for, cutting off launching machine, toing guarantee a car the safety.汽车变速器设计----------外文翻译我们知道，汽车发动机在一定的转速下能够达到最好的状态，此时发出的功率比较大，燃油经济性也比较好。

汽车专业英语翻译(最新整理)

About car engineOf all automobile components,an automobile engie is the most complicated assembly with dominant effects on the function of an autombile.So, the engine is generally called the"heat"of an automobile.在汽车的所有部件中，汽车发动机是最复杂的组件，其对整车性能有着决定性的作用。

因而发动机往往被称作发动机的“心脏”。

There are actually various types of engines such as electric motors,stream engines,andinternal combustion engines.The internal combustion engines seem to have almost complete dominance of the automotive field.The internal combustion engine,as its name indicates,burns fuel within the cylinders and converts the expanding force of the combustion into rotary force used to propel the vehicle.事实上，按动力来源分发动机有很多种，如电动机、蒸汽机、外燃机等。

然而内燃机似乎在发动机领域有着绝对的统治地位。

就像其字面意思一样，内燃机的染料在气缸内燃烧，通过将燃烧产生气体的膨胀力转换成转动力来驱动发动机前进。

Engine is the power source of the automobile.Power is produced by the linear motion of a piston in a cylinder.However,this linear motion must be changed into rotary motion to turn the wheels of cars or trucks.The puston attached to the top of a connecting rod by a pin,called a piston pin or wrist pin.The bottom of the connecting rod is attached to the crankshaft.The connecting rod transmits the up-and-down motion of the piston to the crankshaft,which changes it into rotary motion.The connecting rod is mounted on the crankshaft with large bearings called rod bearing.Similar bearings, called main bearings,are used to mount the crankshaft in the block.发动机是整部车的动力来源。

汽车专业毕业论文翻译中英文（全）AUTOMOBILE

Mark Steffka, B.S.E., M.S., is with the Electromagnetic Compatibility (EMC) Engineering Group of General Motors (GM) Pow ertrain and is a faculty member of two universities in the Detroit, Michigan, area. He has over 25 years of industry experience in the design, development, and testing of military, aerospace and automotive electronics, including power, control, and radio frequency (RF) systems. Since 2000, he has been an adjunct lecturer at the University of Michigan-Dearborn, in the Electrical and Computer Engineering (ECE) department for the undergraduate and graduate classes on EMC, and was a Co-Principal Investigator for a United States’ National Science Foundation grant which resulted in the establishment of the campus’ EMC laboratory. For the college’s Engineering Professional Development office he is the instructor for engineering continuing education courses on “Automotive EMC” and “Antennas”. He is the recipient of faculty and alumni awards from the University of Michigan – Dearborn, College of Engineering and Computer Science, for his contributions to engineering education and the EMC curriculum. At the University of Detroit –Mercy he is an adjunct professor and teaches an undergraduate and graduate engineering course on EMC. He is a member of Institute of Electrical and Electronics Engineers(IEEE), has served as a session chair for the IEEE EMC Symposium and a technical session organizer for the Society of Automotive Engineers (SAE) World Congress. He has been a speaker at IEEE and SAE conferences held in the United States and international locations.His publications have covered topics on EMC, RFI, and was a co-author of the book“Automotive Electromagnetic Compatibility”. He has held an amateur radio license since 1975, with the call sign WW8MS, is a Life Member of ARRL, the National Association for Amateur Radio, and serves on the ARRL EMC Committee.马克Steffka，疯牛病，硕士，是与电磁兼容性（EMC）工程集团，通用汽车（GM）的动力，是两个在密歇根州底特律地区的大学任教。

汽车专业毕业设计翻译中英文(全)lean remanufacture of an automobile clutch

LEAN REMANUFACTURE OF AN AUTOMOBILE CLUTCH Tony Amezquita*and Bert Bras**Saturn Corporation Systems Realization LaboratorySpring Hill, Tennessee Woodruff School of Mechanical EngineeringGeorgia Institute of TechnologyAtlanta, Georgia 30332-0405AbstractIn the history of manufacturing there have been three production systems, namely, craft production, mass production, and lean production. In many automotive remanufacturing operations, craft production and mass production systems are used as the basis for remanufacturing processes. The lean production system has proven to be more effective in the manufacture of automotive parts and it has allowed manufacturers who use it to produce in much greater varieties, with higher quality levels, and with lower costs. Hence, if used in remanufacturing, it would greatly enhance it. In this paper, a current remanufacturing process of an automobile clutch is analyzed, and a lean remanufacturing process is developed and compared to the as is process. Our findings indicate that the lean remanufacturing process provides a more robust process with lower costs when compared with the current clutch remanufacturing process that utilize craft and mass production practices.*Assistant Professor, corresponding author.**Remanufacturing Engineer.1 Our Frame of Reference – Remanufacture in the Automotive Industry Remanufacturing is the most economically sustainable form of reuse and recycling of manufactured goods, and it can be defined as the industrial process where worn out products referred to as cores, are brought back to original specifications and condition. In some cases, especially in the remanufacture of OEM automotive parts, remanufactured products exceed original specifications. The reason is that the latest engineering design and specifications, coupled with failure mode countermeasures derived from failure analysis, are used instead of the original specifications. The benefits of remanufacturing are many, but the most salient are:1) Remanufacturing salvages the material, energy, capital, labor, and emissions that wentinto the manufacture and material processing of products.2) The resulting production costs can often be lower than manufacturing, allowingremanufacturers to sell their units for 25 to 50% less than manufactured units with equivalent or better quality levels.These two benefits are the result of the fact that parts are reused and the embedded utility in the parts are maintained. Hence the resulting production costs, which should be considerably less than in manufacturing, allow remanufacturers to pass the savings on to consumers. Remanufacturing in the automotive industry can be divided into two groups; independent remanufacturers and Original Equipment Manufacturer (OEM) remanufacturers. Both of these activities in the domain of automotive products constitute the largest remanufacturing consumer market segment in the United States and Europe.In 1978, Kutta and Lund documented a survey capturing some of the issues important to remanufacturers (Kutta and Lund, 1978). However, we discovered in surveys and interviews with remanufacturers that many changes have occurred in the industry since then (Hammond, et al., 1996, Hammond, 1996). Major changes have been the restructuring of automotive companies into platforms and the trend towards mass customization of products. Especially the latter has resulted in what remanufacturers have termed “Parts Proliferation”, which refers to the practice of making many variations of the same product - differing only in one or two minor areas. However, these differences (such as electrical connectors) are distinct enough to prevent interchanging these similar products.The focus in this paper is on independent automotive remanufacturers, because they remanufacture component parts from most of the automobile manufacturers in the world, and for a very large number of model years. This being the case, independent remanufacturers are faced with a parts proliferation problem which cannot be successfully handled with their current production practices, that consist of a mixture of mass production and craft production practices. As described below craft production practices maintain production costs high regardless of volume, and mass production practices are not compatible with large product varieties. Consequently independent parts remanufacturers are loosing market share to aftermarket partsmanufacturers, and in some cases, remanufacturers are being forced out of the market, as in the case of clutch remanufacturing. For example, in 1989 the price difference between remanufactured and manufactured clutches was 50%. In 1994 the difference dropped to 20%, and getting out of clutch remanufacturingIt is our belief that the trends in mass customization and parts proliferation will not decrease and the small to medium sized independent remanufacturers seem to suffer most from these trends. Our surveys also point out the differences and sometimes hard “us versus them” attitude between independent remanufacturers and Original Equipment Manufacturers (OEMs), leading us to believe that the sharing of design information between OEM and remanufacturer is not a feasible solution and/or option in many cases. Hence, the only way we can help increase the remanufacturability of those products is by improving the remanufacturing processes.In this paper, we present some of our findings which, interestingly enough, indicate that the introduction of lean production techniques (which are one of the main causes of part proliferation and product diversity) in the remanufacturing industry, and hence creating lean remanufacturing processes, can lead to significant process improvements andto the current remanufacturing processes which are heavily batch oriented. In this paper, a solution to the parts proliferation problem of independent automobile parts remanufacturers is developed by transforming a current remanufacturing process of an automobile clutch into a lean remanufacturing process. This lean clutch remanufacturing process has been developed in great detail in (Amezquita, 1996). In this paper, we will discuss the as-is process, followed by a discussion on how to convert this process into a lean remanufacturing process. It should be stated up-front that although the proposed lean process offers substantial savings, it has not been implemented by the company who supported this case study. First, however, we will provide the necessary background on craft, mass, and lean production systems.2 Craft, Mass, and Lean ProductionIn the 1800s, automobile manufacturing was the domain of the skilled craftsmen who controlled most of the activities on the manufacturing floor. These skilled craftsmen designed and built customized vehicles by making and fitting each part by filing it down until it mated with the other vehicle parts. Even if craft producers could make 10,000 identical cars, the price per car would not have dropped by much, because each car was essentially a prototype. The biggest benefits of this craft production system in the automotive industry were that:•customers were able to obtain products which specifically met their needs, and•workers were satisfied, proud, and fulfilled, and their goal was to hone and perfect their skills and one day become independent owners.At the turn of the century, Frederick Taylor removed the control of the manufacturing operations from the hands of the skilled craftsmen by creating divisions of labor. This was the first step towards the development of mass production, which was fully implemented by Henry Ford. Taking the developments of Taylor, Ford added the standardization of the production of parts, which led to complete parts interchangeability, which in turn led to the simplification of parts assembly. In 1908, an assembler was spending 514 minutes (8.56 hours) assembling a large portion of the car before moving to the next car (Womack, et al.,To reduce the cycle time of assemblers (period of time spent with each vehicle by each employee), Ford had each assembler perform a single task and move from vehicle to vehicle in the assembly hall. The cycle time per vehicle was reduced from 8.56 hours to 2.3 minutes (Womack, et al., 1991)! Finally, the simplification of assembly tasks allowed Ford to utilize the moving assembly line to bring the cars to the assemblers and eliminate all the walking previously done. In addition, the moving assembly line enforced a faster and even work pace. Ford’s implementation of the moving assembly line, which brought the car past the stationary worker, cut cycle time even further from 2.3 minutes to 1.19 minutes (Womack, et al., 1991).Ford discovered that his new system reduced the amount of human effort needed to assemble a vehicle, and with the same number of people, equipment, etc., the more standardized vehicles he produced, the more the cost per vehicle dropped (economies of scale). By the time Ford reached volumes of two million identical vehicles per year, he had slashed the real cost to the consumer by an additional two thirds from the time he started production of the Model T in 1908. Consequently, a production system which most closely resembles the mass production system can bring substantial savings to a remanufacturer, and is often advocated. However, this system runs aground when confronted with a large variety of parts, which is the current situation many independent automotive remanufacturers are facing. Most automotive parts remanufacturers (and other remanufacturers) still rely on craft production systems to handle the variability in the number of parts to be remanufactured and the variability inherent in refurbishing operations due to wear differences. However, as noted already by Henry Ford, craft production system has two main drawbacks:1) Production costs remain high regardless of volume (economies of scale are not possible,e.g. Ferrari Automobiles).2) Quality, consistency, and reliability are poor due to the lack of standardization.Thus, a different approach to remanufacturing which uses elements of the mass and craft production systems may prove to be more suitable for automotive parts remanufacturing.Lean production takes the best elements of the craft and mass production systems. This system was developed by the Toyota Motors Corporation, and later is was implemented by all Japanese automotive manufacturers. Lean production can be defined as an entire production system with the following fundamental characteristics:1) Economies of scale (from mass production),2) Production of large varieties of products (from craft production),3) Elimination of non-value added resources and activities, and4) Integration of all production system elements and functions to obtain long term functionalrelationships.Compared to the lean production system, the traditional mass production system can be fundamentally defined as having the following characteristics:1) Economies of scale,2) Very limited range of product varieties,3) Non-value added resources and activities are perceived as necessary, and4) Division of all production system elements and functions to obtain specializationresulting in short term strained relationships.Given the fact that the lean production system is most suitable for the production of large varieties of products, and it allows the attainment of economies of scale, it would seem that using this production system as a basis for remanufacturing processes would provide better results than the ones currently obtained, which are forcing independent parts remanufacturers away from remanufacturing. In the remainder of this paper the remanufacturing process of an automobile clutch at one of the largest independent automotive parts remanufacturers is used as a case study.3 Automobile Clutch Remanufacturing at RaylocThe Rayloc Company is a division of the Genuine Parts Company which provides aftermarket replacement parts at 6,500 NAPA Auto Parts stores nationwide. Rayloc is one of the largest automotive parts remanufacturers in the world, and they remanufacture parts such as alternators, starters, drive shafts, brake master cylinders, calipers, wiper motors, window lift motors, rack and pinion units, steering boxes, power steering pumps, brake shoes, disc brakes and clutches. The focus of this paper is placed on the remanufacturing process of clutches.The clutch remanufacturing process at Rayloc was analyzed for six months at one of the remanufacturing plants. The process material flow is represented schematically in Figure 1.Figure 1 - Current Clutch Remanufacturing Process Material Flow With BatchingIn this process cores are supplied by customers, and are accumulated randomly in drums without identification at the NAPA jobbers or retailers. Cores (c1, c2, etc., see Figure 1) are then identified and sorted by part number and manufacturer, and are again accumulated in a core warehouse at the Rayloc plant. Based on a forecast, cores are removed from a core warehouse and processed in a batch. Batches of the same part number are randomly mixed and the reusable components are assembled together with replacement component parts. Non-reusable components are recycled after work has been done on them. The remanufactured cores (rc1, rc2, etc., see Figure 1) are placed in a finished goods warehouse to start the cycle over again after a customer buys the remanufactured clutch. The assumption behind this remanufacturing process is that identical cores can be easily collected into economic batches and together they can be disassembled, cleaned, inspected, refurbished, and reassembled. The process is distinguished by having large enough volumes to obtain some form of economies of scale. The practice of batching in remanufacturing was adopted from mass production, but batching is also done in remanufacturing for the purpose of cannibalizing reusable parts and reduce the need to purchase new manufactured replacement parts. Purchasing manufactured replacement components is for the most part more expensive than cannibalizing cores. In fact, a fundamental principle of economic remanufacturing is the maximization the reused content in finished remanufactured products.After the completion of the study, the clutch remanufacturing process was characterized using the criteria as shown in Table 1. The characteristics of this process reflect the problems and issues independent auto parts remanufacturers face, and are not indicators that Rayloc is poorly run. In fact, Rayloc is one of the most efficient remanufacturers in the U.S.A. with a proven track record exemplified by the fact that Rayloc’s remanufactured clutches are still selling well, in a timewhen other remanufacturer s’ clutches are being phased out from the market.The relatively long processing lead time requires the use of a warehouse to buffer the factory from the market. When product varieties are small, this approach does not require the need to store a large quantity of parts, as was once the case in the 1960s at Rayloc, when remanufactured remanufacturing process (LeCour, But when varieties are large, inventory levels in the warehouse increase considerably, and customer service levels drop.4 Designing a Lean Process for Automobile Clutch RemanufacturingA lean remanufacturing process must have the following elements as stated earlier:1) Economies of scale (from mass production),2) Production of large varieties of products (from craft production),3) Elimination of non-value added resources and activities, and4) Integration of all production system elements and functions to obtain long term functionalrelationships.In the following sections, we present how these elements can be achieved for the Rayloc clutch remanufacturing process.4.1 Obtaining Economies of Scale and the Ability to Handle Large Varieties of Products In order to obtain economies of scale, one must do what Henry Ford did: standardize. However, in traditional remanufacturing processes it is very difficult to standardize because of the(Guide,1996). This argument is applicable in the remanufacturing shop which utilizes a job shop layout and the work is performed in a manner consistent with the craft production system. Thus, the first step in obtaining a lean remanufacturing operation is to move away from craft production or “artisan work” and create a standardized process. This however, cannot be done in the same fashion Ford did. At the beginning of the century, Ford relied on hard automation to standardize the production work, and thus eliminating adjustments, in contrast to craft production where multi-purpose machines require various adjustments which require skilled craftsmen. Ford had standardized all the tooling and tasks so well that he practically eliminated all adjustments. The penalty with this system was that he had no flexibility to switch between models with the same machinery. When Ford redesigned the Model A, he discarded the machinery along with the old model (Womack, et al., 1991). To obtain standardization and eliminate adjustments, but still maintain the flexibility to handle a large variety of parts or models, flexible or programmable automation is needed in a modern process.the following features (Chang, et al.,1) High initial investment2) High complexity3) High programming costsIn this paper, the concept of Lean Machines is developed for the purpose of counteracting the above mentioned drawbacks of programmable automation. The concept of Lean Machines is derived from the Nagara system, which is a recent development of lean production to further reduce lead times and eliminate waste. The biggest accomplishment of this development is the obliteration of boundaries between departments. In other words, this development allows for a comprehensive and coherent one-piece-flow, without the need to transport parts to the paint department, stamping department, the cleaning department, etc. A production example illustrates the concept of the Nagara System.“After machines perform the drilling and tapping on the line, parts are placed in one-meter cubical box that is, in fact, a device for spray-painting parts. Closing the lid of the box trips a switch and sets the operation in motion. Small fittings and wires are attached to the parts in a one-piece flow after they are removed from the box. More than one hundred of these boxes have been integrated into processing and assembly lines. This has eliminated approximately 80 percent of the painting which earlier required moving parts to the painting shop” (Shingo, 1989).Thus, Lean Machines are simple, small, and automatic machines which can be designed and built with a small budget. In order for machines to cycle automatically, they must have some form of controller. Ford’s dedicated machines, were controlled with the use of mec hanical mechanisms such as cams, governors, ways, slides, and pistons (Chang, et al.,modify. The most versatile control is provided with digital controllers, because the control logic is programmed into the controller memory using software. Lean Machines make it possible to standardize the work done with machines, while at the same time process a large variety of part numbers. Thus, Lean Machines differ from Ford’s machi nes in that they allow considerable adjustments, but are similar to Ford’s machines in that the adjustments are standardized or saved in a programmable memory. By being able to capture the knowledge of many craftsmen in the memory of the machines, all the tasks previously performed by craftsmen, including setups, can be stored and recalled as dictated by customer orders. Thus, the “wheel does not need to be reinvented” every time a different part number is remanufactured.An example of a Lean Machine is presented here with the use of the assembly operation shown in Figure 2. With a Lean Machine setup times for this assembly operation can be reduced from an average of 42 minutes to seconds, in big part due to the elimination of adjustments.Figure 2 - Riveting the Diaphragm to the Clutch CoverDuring a setup change, the steps given in Table 2 are performed.Table 2 -To reduce the setup times from 42 minutes to seconds, the first step is to eliminate the use of intuition and skill to adjust the machine (element #6) and “reinvention of the wheel”. The current machine adjustments required during the setup are illustrated in Figure 3.Figure 3 - Adjustments Required to Setup “Riveting Diaphragm to Cover” Operation The adjustment of the punch that presses the rivets down requires that two bolts be loosened, and the punch be placed exactly in middle of one of the nine fixture indentations where the rivets are placed. The fixture indentations provide the operator with an exact location where the rivets must be placed. This punch adjustment must be done by trial and error, because there is no reference point that can be used to guide the adjustment of the punch relative to the fixture. But before the punch can be placed in the correct location, one of the fixture indentations has to be lined up to the punch. Three Allen head screws are used to hold the fixture base in place, and every time the fixture needs to be adjusted, the three screws need to be loosed and tightened again. The most difficult part of the setup for this machine is that as one of the references is moved, such as the punch, the fixture must also be moved. Once an adequate adjustment appears to have been made, tests with rivets must be performed to check the setup. Many times the position of the punch relative to the fixture is not precise, but it takes so much time to position the two elements precisely centered relative to each other, that the operators choose to startprocessing parts and punch rivets off-center. This practice deteriorates the appearance of the cover.A solution to the setup problem is to standardize the settings by storing them in programmable memory and using a modified 3-Jaw Chuck fixture with nine locator pins as shown in Figure 4. Nine pins are used because most automotive clutches use nine rivets to attach the diaphragm to the clutch cover.Figure 4 - Using a 3-Jaw Chuck as the Basis for a Nine Pin Assembly FixtureThis mechanism includes the use of stepper motors, which take the place of the chuck handle, and a digital motion controller system. Motion controller systems usually contain a battery backed Random Access Memory (RAM) that can store various programs when stand-alone. A Remote Panel Operator Interface, which is usually connected via RS-232-C Serial Communication interface, can be used by the operator to enter the part number to be processed each time. Based on the input on the remote panel and the algorithm in the programmed memory, motion controllers, through the stepper motor drivers, send out a series of electrical pulses to the stepper motor which cause the motors to step fractions of revolutions or step angles and place the locator pins at standardized locations. The complete mechanism is shown in Figure 5. This mechanism, which can be placed on a simple hydraulic press, constitutes a Lean Machine.Figure 5 - Mechanism to Standardize Assembly Fixture SettingsElements #3, 4 and 5 of the setup operation depicted in Table 2 are also eliminated with the use of this Lean Machine, since the information pertinent to the part number is stored in memory, and fixtures do not need to be exchanged. To completely reduce the setup time of this operation to seconds, setup elements #1 and 2 can be eliminated by storing replacement component parts, such as rivets and shims at the exact point of use and easily accessible. In addition, workers do not need to gather the core components, because these components arrive at the time needed from up-stream operations. Thus by placing the components at the point of use, and using a lean machine to standardize the machine adjustments needed to process different part numbers, setup times for this operation are reduced to seconds.4.2 Eliminating non-value added resources and activitiesTo remove non-value added resources and activities from a process, we must understand what these are. In lean production there are six non-value added wastes, as shown in Table 3.To eliminate or reduce the waste of overproduction, a remanufacturing operation must only make what has been ordered already in order to eliminate the need to have a finished goods warehouse, and all the storage and handling costs associated with inventory management. This is only possible if the complete remanufacturing process is lean enough to have production lead times measured in minutes.To obtain a process with very short lead times, the parts that enter a remanufacturing process must be kept free of delays or wastes of waiting. Delays in a production system stem from the use of batches or lots. These delays can be referred to as batch delays and process delays. Batch delays are a function of the size of the batch. The larger the batch size, the more a batch must wait for the last part of the batch to be processed before the batch can be moved to the subsequent operation. Process delays are caused by an imbalance in operation cycle times. In remanufacture, large batches are used for the purpose of:a) spreading production costs and setup times, mostly stemming from time consumingsetups, over a large set of parts,b) allowing for cannibalization of component parts, andc) serving as a buffer between unbalanced operations.Over the years, setup times have remained high because in production facilities it is for the most part assumed that substantial reductions in setup times cannot be accomplished,based on the1913 (Spearman and Hopp, However, lean producers have shown that setups times can be brought down from hours to minutes. Using Harris’ model, large batches are mistakenly perceived as large volume production, b ut by reducing setup times, large volume production can be attained with greater varieties and smaller batches. In fact, the use of large batches has a constraining effect on the throughput of a factory. This phenomenon can be explained with the use of L ittle’s Law, which states that as the amount of work in process (batch sizes) increases beyond a critical work in process level, the speed of the process slows down. The ideal work in process level is equal to the number of operations within a of one (Spearman and Hopp,effect that causes highway congestion. When the number of cars in a given highway is higher than the critical number of cars, the speed of the flow of cars slows down. Thus, to obtainshorter lead times, i.e., higher throughput speeds, the batch sizes should be reduced to one. Consequently, fast setups are needed by means of lean machines.However, if batch sizes are reduced to one, cannibalization is no longer possible. Thus, in order obtain batch sizes of one, cannibalization needs to be eliminated. Purchasing replacement parts is the most costly alternative for automotive parts remanufacturers, because they are not readily available, and the varieties of parts to be stocked increase storage costs considerably. Furthermore, “new” replacement parts that are not standard parts are very expensive. Another option is to introduce the use of additive technologies into the remanufacturing process to restore worn components by adding (new) material. Additive technologies allow remanufacturers to salvage component parts which would otherwise have to be replaced. The additive technologies that are used in the lean clutch remanufacturing process are:a) Arc Metal Spraying, currently used in many remanufacturing and manufacturing plants,which is used to refurbish the clutch pressure plate, andb) Fusewelding, developed by the Wal Colmoloy company, which is used to refurbish theclutch diaphragm.As stated before, large badge sizes also commonly serve the purpose of buffers for lengthy processes. In the clutch remanufacturing process, an example of this is the buffer needed for the lengthy process of thermally degreasing batches from the other operations in the process. Thus, to reduce the batch size and allow greater product variety, a degreasing operation that does not require a lengthy cycle is needed. However, at the same time it must be environmentally benign to maintain environmental compliance costs low. The technology proposed in the lean clutch remanufacturing process is known as Hydrohoning. This technology contains a pressured spray of water and media to simultaneously degrease and abrade component parts in a single operation. This technology has a closed loop system and does not use any detergents. With the above mentioned changes in operation technologies, batch sizes can be reduced to one and the waste of waiting can be substantially reduced.With the waiting wastes removed, the lean remanufacturing process flow can now be standardized by generating the appropriate tact time1 for the process based on the daily output of salable clutches. For the specific clutch remanufacture process under consideration, the daily market demand was obtained from average sales in 1995 and the current conditions in the aftermarket clutch sector of the market. Taking 314 as the daily salable quantity of products, and given that a working shift consists of 7.5 hours, the tact time is set at 1.43 minutes. Thus, the machine cycle time and the tending time of the machine for each operation cannot exceed 1.43 minutes. The use of a process tact time is how the “stochastic nature of the amount of work” needed for each worn out part in remanufacturing is absorbed. For example, the wear of a clutch pressure plate varies considerable from core to core, requiring longer metal spraying times for more worn plates. However, with a tact time of 1.43 minutes the metal spraying operation can be designed to take a maximum of 1.43 minutes (including operator tending time) for the worst case 1 Tact time is the uniform time allocated to all operations based on the daily salable quantity. For example, with a process tact time of 1.5 minutes, work in process must be moved to the subsequent operations every 1.5 minutes independent of the machine cycle time. With this tact time, 320 units would be produced in an 8 hour working day.。

汽车毕业设计文献翻译中英文

摘要本文主要研究轻型汽车前独立悬架的设计分析方法以及轮胎磨损与悬架运动、前轮定位参数的关系。

首先对双横臂独立悬架的各主要组成部件如减振器的选型设计、横向稳定杆的设计校核、扭杆弹簧设计以及对双横臂式和麦弗逊式独立悬架的运动进行了分析，提出了相应的计算方法，编制了一套具有一定实用价值的前独立悬架设计分析软件。

并且采用前轮定位仪，进行了实验验证。

论文对双横臂独立悬架参数提出以减小轮胎磨损为优化目标，进行了优化设计。

提出了通过优选、调整悬架初始位置状态，以及优化确定转向横拉杆断开点位置的方法，来减小轮胎磨损。

同时采用正交实验的方法分析了双横臂独立悬架各结构参数和安装参数对悬架性能和轮胎磨损的影响，确定出最大的影响因素及次要因素。

然后从轮胎模型入手分析前轮定位参数同轮胎磨损的关系。

以轮胎磨损能量作为评价指标，选取刷子轮胎模型，对轮胎在稳态纵滑状态下、稳态纵滑侧偏状态下和边界条件下的轮胎磨损进行了分析研究，确定了量化模型。

并以轮胎侧偏角为中间变量，建立了前轮定位参数同轮胎磨损之间关系的数学模型，进行了计算机仿真计算。

从而可对悬架进行进一步的优化设计，以减小对轮胎磨损的影响，提高车辆的行驶性能和使用经济性。

关键词：汽车；独立悬架；轮胎磨损；定位参数悬架系统原理Kaoru Aoki, Shigetaka Kuroda, Shigemasa Kajiwara, Hiromitsu Sato and Yoshio YamamotoHonda R&D Co.,Ltd.悬架系统虽不是汽车运行不可或缺的部件，但有了它人们可以获得更佳的驾驶感受。

简单的说，它是车身与路面之见的桥梁。

悬架的行程涉及到悬浮于车轮之上的车架，传动系的相对位置。

就像横跨于旧金山海湾之上的金门大桥，它连接了海湾两侧。

去掉汽车上的悬架就像是你做一次冷水潜泳通过海湾一样，你可以平安的渡过整个秋天，但会疼痛会持续几周之久。

想想滑板吧！它直接接触路面你可以感受到每一块砖，裂隙及其撞击。

汽车专业毕业设计翻译中英文(全)china international automobile manufacturing and production

2010China International Automobile Manufacturing and Producing Facility ExpositionPreparation time: October 26-28, 2010Book booth Area: China International Exhibition Center (Old Hall)Theme: Gathering of Finest Facilities Origin of High-quality AutomobilesTotal Exhibition Area: 27,000m2Number of exhibitors: 600 exhibitors come from 30 countries and regions Number of audiences: 12,000 audiences from 60 countries and regionsExhibits Profile:Automotive Manufacturing: metal cutting, stamping casting and forging, welding and cutting,coating technologies and painting, assembly, monitoring and inspection, testing and experiments, automation and drives, logistics and supply chain, information technology, design and development, materials, heat treatment, new products.Parts Machining: Automotive parts and components processing of metal cutting, grinding, milling, drilling, machine tool equipment; stamping, forging, bending technology and equipment; automotive interior parts cutting, cutting, polyurethane foam technology and equipment; engine manufacturing plane equipment, measuring equipment; gear machining and bearing special equipment, laser cutting, marking technology and equipment, numerical control cutting tool, coating technology, metal processing oil.New energy, environmental protection, energy-saving technology equipment and products of automobiles;Schedule:Preparation time: October 24-25, 2010Opening ceremony: 10:00 AM October 26, 2010Opening time: October 26-28, 2010Move-out time: 16:00 PM October 28, 2010Cost of Exhibition:(Pairs of opening booths, plus 10%)Section A: Standard booth ￥16800/9 m2Section B:Standard booth ￥13800/ 9 m2Section C: Standard booth ￥9800/ 9 m2Indoor Ground(36m2 on hair):￥1280/ m2Same time activities: symposia, face-face trade fair,purchase introduction and products introduction.Sponsoring Units:China Council for the Promotion of Intermational Trade Authorization Unit:China International Economic and Technical Cooperation Consultants IncOrganization Unit：China International Economic and Technical Cooperation Consultants IncUndertaken Unit:China International Economic and Technical Cooperation Consultants IncDongdu International Exhibition (Beijing) Co., LtdSupport Unit:China Automotive Industry AssociationChina Society of Automotive EngineeringOfficial media:Automobile Manufacturing and Production Facility Exposition Exposition on-line:Exhibition contact:Room 1002,Floor 10,Nan Li Shi Lu 66, Xicheng District, Beijing, Postal Code100045 Telephone number:Tex number:Contact person:E-mail:Report after China International Automobile Manufacturing and Producing Facility ExpositionOverview of CIAMPFE:2009 China (Beijing) International Automobile Manufacturing and Producing Facility Exposition (CIAMPFE) has succeed in China(Beijing)International Exhibition Center from November the11th to13th. It received a positive response from the community and broad participation.China Automotive Industry Association and China Society of Automotive Engineering authoritative organizations expressed its support. The United States, Japan, Germany,Britain, South Korea, India, Belgium, Poland, Turkey and other countries embassy officials gave a high degree of attention and support, and they will continue to participate in next year's exposition.Scale of CIAMPFE:Influenced by the financial crisis, the first CIAMPFE covers a floor space of about 22000 square meters as planned, but the actual area is 14600 square meters . More than 268 exhibitors, including 39 enterprises are special equipment booth, which cover 6182 square meters, accounting for about 42.34% of the total area of the exhibition area.At the same time,three-days symposia, face-face trade fair,purchase introduction and products introduction meeting were held. It makes exhibitors and visitors got better communication and cooperation.Audiences of CIAMPFE:More than thirty companies were invited to visit: Germany's BMW, Beijing Benz - Daimler-Chrysler, Beijing Automotive Holdings, Beijing Hyundai, Beijing Foton, SAIC, Changchun FAW, Guangzhou Automobile Group, BYD Auto of Shenzhen, Yunnan Hongta, Chery of Anhui, Hebei Great Wall Motor, Tianjin Xiali, Zhejiang Geely Group, Hafei Motor, Zhengzhou Yutong, youth Automotive Group, Dongan Auto, Auman heavy-duty vehicles, Beijing Automotive Research Institute, the China Auto Parts Industry Company,No.1 Group of China Aviation Industry Corporation, China North Vehicle Research Institute, China Shipbuilding Industry, No.1 Group of China Tractor , South Korea Incheon, South Korea Ching Industrial Co., Ltd., Bosch, Denso Corporation, Delphi Corporation, Magna Group, Beijing Automotive Li Er, Dongfeng auto parts, Wuhu Lingyun Industrial, Central power, the United States and Germany auto parts and so on. In addition to the media and some exhibition counterparts, above 98% are professional visitors.Fen Xuehong, Purchasing Manager of BMW Automobile Co., LTD. said, "for the high-quality exhibitors, organizer's invitation is very professional.Such scale of automobile manufacturing industry chain is the first case in the international exhibition. Particularly it has brought new technologies and products for the automobile manufacturing technology and equipment, etc."Mao Dehe, Vice-president of Shenzhen BYD Auto Co., Ltd. Said, "all aspects of the exposition is good. After 3-day visit, I saw the advanced technology and equipment on international and domestic automobile manufacturing field , and the rapid development of domestic automobile manufacturing equipment and technology. On behalf of the industry's highest grade, there are international leading-edge technology and products on the exposition, it gives us China's own brand carmakera great harvest."Exhibitors' Experience:David Wang, the Sales Manager of IPG (Beijing) Fiber Laser Technology Co., Ltd. affirmed the professionalism of the exhibition, and said he will participate the next exposition, and had been booking an exhibition booth .Hao Gepp Ruite, director of Germany Wolf Group Asia District, accept CCTV network reporters said, "Although the exposition affected by the weather, exhibitors and spectators are not too much. The automobile industry for the ordinary people are not closely related, but the industry still come to visit. To enhance the Wolf Group's reputation in the industry, and we will continue to participate in next year's exposition. "Wu Wenzhi, executive director of South Korea's POSCO Specialty Steel Co., Ltd.received a number of media interview and said “CIAMPFE will expand Chinese market as anopportunity.”Li Lei, Sales Manager of Beijing High-tech Electrical and Mechanical Co., Ltd. accept CCTV interview, said: "The purpose of attending the exhibition is promoting products and expanding market share. CIAMPFE has clear conception and very professional. We believe that the organizer has applied good service. I hope the exposition will enlarge the scale and we can participate in next year's exhibition.China Daheng (Group) Co., Ltd.with a low-key appearance standard booths, but still attracted a lot of professional audience. The General Manager Jiang Zhengmin of Laser Engineering Branch contended frankly: Although the scale is not large, there is still a good harvest.Achievement of CIAMPFE:On-site turnover:￥61.78 millionAudiences number:7712Contract value:￥185,000,000Professional of the exhibitors:100%Professional of the audiences:98.68%Media index:0.42%2010年中国国际汽车制造及生产设备展览会准备时间：10月26-28，2010预订展位面积：中国国际展览中心（老馆）主题：最好的设施收集原产地高品质的汽车总展览面积：27,000平方米参展商数量：来自30个国家和地区600家参展商观众人数：12000来自60个国家和地区的观众展品范围：汽车制造：金属切削，冲压铸件和锻造，焊接和切割，涂装技术和涂装，总装，监督和检查，测试和实验，自动化和驱动器，物流及供应链，信息技术，设计和开发，材料，热处理，新产品。

汽车专业--毕业设计外文翻译

英文资料SuspensionSuspension is the term given to the system of springs, shock absorbers and linkages that connects a vehicle to its wheels. Suspension systems serve a dual purpose –contributing to the car's roadholding/handling and braking for good active safety and driving pleasure, and keeping vehicle occupants comfortable and reasonably well isolated from road noise, bumps, and vibrations,etc. These goals are generally at odds, so the tuning of suspensions involves finding the right compromise. It is important for the suspension to keep the road wheel in contact with the road surface as much as possible, because all the forces acting on the vehicle do so through the contact patches of the tires. The suspension also protects the vehicle itself and any cargo or luggage from damage and wear. The design of front and rear suspension of a car may be different.Leaf springs have been around since the early Egyptians.Ancient military engineers used leaf springs in the form of bows to power their siege engines, with little success at first. The use of leaf springs in catapults was later refined and made to work years later. Springs were not only made of metal, a sturdy tree branch could be used as a spring, such as with a bow.Horse drawn vehiclesBy the early 19th century most British horse carriages were equipped with springs; wooden springs in the case of light one-horse vehicles to avoid taxation, and steel springs in larger vehicles. These were made of low-carbon steel and usually took the form of multiple layer leaf springs.[1]The British steel springs were not well suited for use on America's rough roads of the time, and could even cause coaches to collapse if cornered too fast. In the 1820s, the Abbot Downing Company of Concord, New Hampshire developed a system whereby the bodies of stagecoaches were supported on leather straps called "thoroughbraces", which gave a swinging motion instead of the jolting up and down of a spring suspension (the stagecoach itself was sometimes called a "thoroughbrace")AutomobilesAutomobiles were initially developed as self-propelled versions of horse drawn vehicles. However, horse drawn vehicles had been designed for relatively slow speeds and their suspension was not well suited to the higher speeds permitted by the internal combustion engine.In 1903 Mors of Germany first fitted an automobile with shock absorbers. In 1920 Leyland used torsion bars in a suspension system. In 1922 independent front suspension was pioneered on the Lancia Lambda and became more common in mass market cars from 1932.[2]Important propertiesSpring rateThe spring rate (or suspension rate) is a component in setting the vehicle's ride height or its location in the suspension stroke. Vehicles which carry heavy loads will often have heavier springs to compensate for the additional weight that would otherwise collapse a vehicle to the bottom of its travel (stroke). Heavier springs are also used in performance applications where the loading conditions experienced are more extreme. Springs that are too hard or too soft cause the suspension to become ineffective because they fail to properly isolate the vehicle from the road. Vehicles that commonly experience suspension loads heavier than normal have heavy or hard springs with a spring rate close to the upper limit for that vehicle's weight. This allows the vehicle to perform properly under a heavy load when control is limited by the inertia of the load. Riding in an empty truck used for carrying loads can be uncomfortable for passengers because of its high spring rate relative to the weight of the vehicle. A race car would also be described as having heavy springs and would also be uncomfortably bumpy. However, even though we say they both have heavy springs, the actual spring rates for a 2000 lb race car and a 10,000 lb truck are very different. A luxury car, taxi, or passenger bus would be described as having soft springs. Vehicles with worn out or damaged springs ride lower to the ground which reduces the overall amount of compression available to the suspension and increases the amount of body lean. Performance vehicles can sometimes have spring rate requirements other than vehicle weight and load.Mathematics of the spring rateSpring rate is a ratio used to measure how resistant a spring is to being compressed or expanded during the spring's deflection. The magnitude of the spring force increases as deflection increases according to Hooke's Law. Briefly, this can be stated aswhereF is the force the spring exertsk is the spring rate of the spring.x is the displacement from equilibrium length i.e. the length at which the spring is neither compressed or stretched.Spring rate is confined to a narrow interval by the weight of the vehicle,load the vehicle will carry, and to a lesser extent by suspension geometry and performance desires.Spring rates typically have units of N/mm (or lbf/in). An example of a linear spring rate is 500 lbf/in. For every inch the spring is compressed, it exerts 500 lbf. Anon-linear spring rate is one for which the relation between the spring's compression and the force exerted cannot be fitted adequately to a linear model. For example, the first inch exerts 500 lbf force, the second inch exerts an additional 550 lbf (for a total of 1050 lbf), the third inch exerts another 600 lbf (for a total of 1650 lbf). In contrast a 500 lbf/in linear spring compressed to 3 inches will only exert 1500 lbf.The spring rate of a coil spring may be calculated by a simple algebraic equation or it may be measured in a spring testing machine. The spring constant k can be calculated as follows:where d is the wire diameter, G is the spring's shear modulus (e.g., about 12,000,000 lbf/in² or 80 GPa for steel), and N is the number of wraps and D is the diameter of the coil.Wheel rateWheel rate is the effective spring rate when measured at the wheel. This is as opposed to simply measuring the spring rate alone.Wheel rate is usually equal to or considerably less than the spring rate. Commonly, springs are mounted on control arms, swing arms or some other pivoting suspension member. Consider the example above where the spring rate was calculated to be500 lbs/inch, if you were to move the wheel 1 inch (without moving the car), the spring more than likely compresses a smaller amount. Lets assume the spring moved 0.75 inches, the lever arm ratio would be 0.75 to 1. The wheel rate is calculated by taking the square of the ratio (0.5625) times the spring rate. Squaring the ratio is because the ratio has two effects on the wheel rate. The ratio applies to both the force and distance traveled.Wheel rate on independent suspension is fairly straight-forward. However, special consideration must be taken with some non-independent suspension designs. Take the case of the straight axle. When viewed from the front or rear, the wheel rate can be measured by the means above. Yet because the wheels are not independent, when viewed from the side under acceleration or braking the pivot point is at infinity (because both wheels have moved) and the spring is directly inline with the wheel contact patch. The result is often that the effective wheel rate under cornering is different from what it is under acceleration and braking. This variation in wheel rate may be minimized by locating the spring as close to the wheel as possible.Roll couple percentageRoll couple percentage is the effective wheel rates, in roll, of each axle of the vehicle just as a ratio of the vehicle's total roll rate. Roll Couple Percentage is critical in accurately balancing the handling of a vehicle. It is commonly adjusted through the use of anti-roll bars, but can also be changed through the use of different springs.A vehicle with a roll couple percentage of 70% will transfer 70% of its sprung weight transfer at the front of the vehicle during cornering. This is also commonly known as "Total Lateral Load Transfer Distribution" or "TLLTD".Weight transferWeight transfer during cornering, acceleration or braking is usually calculated per individual wheel and compared with the static weights for the same wheels.The total amount of weight transfer is only affected by 4 factors: the distance between wheel centers (wheelbase in the case of braking, or track width in the case of cornering) the height of the center of gravity, the mass of the vehicle, and the amount of acceleration experienced.The speed at which weight transfer occurs as well as through which components it transfers is complex and is determined by many factors including but not limited to roll center height, spring and damper rates, anti-roll bar stiffness and the kinematic design of the suspension links.Unsprung weight transferUnsprung weight transfer is calculated based on the weight of the vehicle's components that are not supported by the springs. This includes tires, wheels, brakes, spindles, half the control arm's weight and other components. These components are then (for calculation purposes) assumed to be connected to a vehicle with zero sprung weight. They are then put through the same dynamic loads. The weight transfer for cornering in the front would be equal to the total unsprung front weight times theG-Force times the front unsprung center of gravity height divided by the front track width. The same is true for the rear.Suspension typeDependent suspensions include:∙Satchell link∙Panhard rod∙Watt's linkage∙WOBLink∙Mumford linkage∙Live axle∙Twist beam∙Beam axle∙leaf springs used for location (transverse or longitudinal)The variety of independent systems is greater and includes:∙Swing axle∙Sliding pillar∙MacPherson strut/Chapman strut∙Upper and lower A-arm (double wishbone)∙multi-link suspension∙semi-trailing arm suspension∙swinging arm∙leaf springsArmoured fighting vehicle suspensionMilitary AFVs, including tanks, have specialized suspension requirements. They can weigh more than seventy tons and are required to move at high speed over very rough ground. Their suspension components must be protected from land mines and antitank weapons. Tracked AFVs can have as many as nine road wheels on each side. Many wheeled AFVs have six or eight wheels, to help them ride over rough and soft ground. The earliest tanks of the Great War had fixed suspensions—with no movement whatsoever. This unsatisfactory situation was improved with leaf spring suspensions adopted from agricultural machinery, but even these had very limited travel. Speeds increased due to more powerful engines, and the quality of ride had to be improved. In the 1930s, the Christie suspension was developed, which allowed the use of coil springs inside a vehicle's armoured hull, by redirecting the direction of travel using a bell crank. Horstmann suspension was a variation which used a combination of bell crank and exterior coil springs, in use from the 1930s to the 1990s.By the Second World War the other common type was torsion-bar suspension, getting spring force from twisting bars inside the hull—this had less travel than the Christie type, but was significantly more compact, allowing the installation of larger turret rings and heavier main armament. The torsion-bar suspension, sometimes including shock absorbers, has been the dominant heavy armored vehicle suspension since the Second World War.中文翻译悬吊系统(亦称悬挂系统或悬载系统)是描述一种由弹簧、减震筒和连杆所构成的车用系统，用于连接车辆与其车轮。