汽车专业毕业设计 翻译 中英文(全)automobile engine injection ignition -
Automobile Engine Injection and Ignition Using the Motorola MPC555 Microcontroller
Rick Wagoner
Information Education and Technology 645, Section 001
Professor Dr. Yudi Gondokaryono
May 2, 2006
Automobile Engine Injection and Ignition
Introduction
Automobile engines and powertrains have become a major growth area for microcontroller use. This growth is also expected to continue. As many new regulations concerning the exhaust emissions and fuel efficiency must be met then more and more microcontrollers on automobiles will be required. One area that currently makes use of a microcontroller is that of fuel injection and engine ignition.
These two areas can both be controlled in a manner that can greatly increase fuel efficiency, lower exhaust emissions, and also improve engine power performance. Let’s begin by looking at fuel injection. Injecting the proper amount of fuel into the engine at the proper time allows the engine to operate a peak performance levels. This process can be accomplished without the use of a microcontroller. However, due to the many factors affecting what constitutes the proper amount and proper time makes the use of a microcontroller much more appealing. The microcontroller can gather the readings from sensors connected to many components on the engine to perform calculations determining the proper amount and proper time for the injection process to occur. The higher the temperature on the engine the better the fuel burns. As the fuel burns more efficiently less fuel is required to generate the same amount of energy. Having a temperature sensor on the motor providing input to the microcontroller allows for adjustment of the amount of fuel being injected into the motor to provide the same amount of engine output energy. These calculations are quite complex and thus would take some time for a person to perform. The microcontroller can gather the data, perform the calculations, and make the necessary adjustments in a fraction of a second. The
gathering and adjustment process can thus be performed many times per second allow for continuous levels of higher engine performance.
Likewise, the ignition process can also be controlled in a similar process. Ignition needs to occur at a time that will allow the engine to provide the most energy for use. If the ignition is ‘fired’ exactly when the piston is at its highest point then energy will be lost. The amount of time that it takes for the ignition to fire and then travel to the piston allows the piston to move downward. Then when the fuel is ignited and the reaction takes place energy is not used to its full potential because the piston can not gain a full
‘stroke’ from the reaction but rather is moved what distance is available thus operating at less than peak efficiency. However, if the ignition process is started slightly before the piston reaches its uppermost position the engine energy is thus used to its full potential. Again in this scenario a measurement must be taken and a calculation must be performed and then an adjustment made. The quicker this can be down the more efficient the engine will operate.
For both injection and ignition there are many factors that will affect the outcome of the calculations required to adjust the engine into peak efficiency. As was discussed with the injection process, engine temperature plays a key role and engine speed greatly affects the ignition process. These factors are the key reason that a microcontroller is used instead of monitoring these elements manually. A person is simply incapable of keeping track of all of these factors and then also considering them in determining the proper adjustments to be made. This is why I will only assume a minor set of these factors for discussion in designing a basic microcontroller system to control both fuel injection and engine ignition.
Our fuel injection system will take into account the temperature of the motor, the position of the accelerator pedal and the position of the crankshaft in determining when to open the injector and how long to leave it open. The engine ignition system will also consider the speed of the engine and the position of the crankshaft in determining when to trigger the spark control. By monitoring our four inputs: motor temperature, accelerator pedal, crankshaft position, and engine speed; we can properly adjust and synchronize our two output components: injectors and spark control.
To meet the requirements of such a system I recommend using the Motorola MPC555 microcontroller. Following is a block diagram of the MPC555 followed by a list of features available on the microcontroller.
MPC555 Features:
PowerPC RISC processor
PowerPC core with floating-point unit
26 Kbytes fast RAM and 6 Kbytes TPU microcode RAM
448 Kbytes flash EEPROM with 5-V programming
5 V I/O system
Serial system – queued serial multi-channel module (QSMCM), dual CAN 2.0B controller modules (TouCAN )
50-channel timer system – dual time processor units (TPU3), modular I/O system (MIOS1)
32 analog inputs – dual queued analog-to-digital converters (QADC64)
Submicron HCMOS (CDR1) technology
272-pint plastic ball grid array (PBGA) packaging
40-MHz operation with dual supply (3.3V, 5V)
The MPC555 microcontroller is designed for the automotive industry and thus has been built with consideration for the extreme operating conditions that will be encountered by an automobile. The other key features that make this good choice for this application is the multiple analog-to-digital converters as well as the dual time processor units. Multiple converters allow multiple devices (engine speed sensor, accelerator pedal position, and motor position sensor) to be input simultaneously and have each analog signal converted to digital signals for further processing. Once our inputs have been recorded and converted then calculations can be performed to adjust our outputs. Another feature that enables the MPC555 to meet system requirements is the dual power supply voltages. The internal core runs at 3.3 V while the output ports operate at 5 V. This works well because the lower internal power consumption while providing necessary voltages for input and output devices. Most of the sensors and devices controlled by this type of microcontroller were designed to be compatible with older microcontrollers which only had a single power voltage supply which operated at 5 V. Since this is the case the 5 V I/O ports can operate with almost any available I/O device.
Dual time processor units allow us to synchronize both output devices with a single microcontroller. A single time processor unit can be assigned to each output device; one for the spark control and one for the injection control. By adjusting the algorithm that takes in the input devices values and calculates the necessary output device levels we can adjust and control the timing of the spark and injection control. The time processor units both operate simultaneously with the CPU and thus have a single point of timing event triggers. The design of the time processor units allows processing of real-time hardware events without CPU intervention. This allows both output devices to be timed in unison to allow adjustment to the highest level of engine efficiency.
The MPC555 was originally designed for automotive purposes and thus has been developed into an actual engine control unit. Mclaren Electronic Systems as built a device called the TAG-300 which provides the type of control described in this paper. The details of the TAG-300 can be found at
https://www.360docs.net/doc/6410826078.html,/mes_pdf/Unit_Cont_TAG-300.pdf. Mclaren designed the TAG-300 for use in high-performance Formula 1 racing systems. Use in such a system indicates that the MPC555 meets the needs of high-performance automobiles and thus can also be used in today’s p ersonal automobiles. The Motorola MPC555 has been used for engine control and has many other possible applications in the automotive industry.
References
FIRE (2001). FI2RE – A Development Control Unit for Flexible Injection and Ignition.
IVEZ Worldwide. Retrieved from
https://www.360docs.net/doc/6410826078.html,/download.php;file=m01-01-
09.pdf/dir=mtzqq/key=54d981bbb9b3582fae21f3346eed65fe on April 4, 2006. Microcontroller (2006). MPC555: an automotive PowerPC part. Retrieved from https://www.360docs.net/doc/6410826078.html,/campus/articles/motorola/motorola6%20extra.htm on
April 4, 2006.
MPC555 (2000). MPC555/MPC556 User’s Manual. Freescale Semiconductor Inc.
Retrieved from https://www.360docs.net/doc/6410826078.html, on April 4, 2006.
TAG-300 (2006). Engine Control Unit TAG-300. Mclaren Electronics Systems.
Retrieved from https://www.360docs.net/doc/6410826078.html,/mes_pdf/Unit_Cont_TAG-
300.pdf on April 4, 2006.
Transport (2004). Microcontrollers for the Automobile. Ross Bannatyne, Transportation Systems Group, Motorola, Inc. Retrieved from
https://www.360docs.net/doc/6410826078.html,/aricles/arc105/arc105.htm on April 4, 2006
汽车发动机喷射和点火使用摩托罗拉MPC555的微控制器
里克瓦戈纳
教育和科技信息645，第001
教授博士堤Gondokaryono
2006年5月2日
汽车发动机喷射和点火
导言
汽车发动机和动力系统已成为微控制器的主要增长领域。这种增长还将继续。由于许多新规定有关废气排放和燃料效率必须达到的汽车，然后越来越多的微控制器将需要。一个领域目前已经制造出一种微控制器的是，燃油喷射和发动机点火。
这两个领域都可以控制的方式，可以大大提高燃油效率，降低废气排放，并提高发动机的动力性能。让我们开始寻找在燃油喷射。注入发动机在适当的时候适当的燃料量允许发动机经营的最高性能水平。这个过程可以无需使用微控制器完成的。然而，由于影响什么是正确的数量和适当的时候许多因素使得微控制器的使用更具吸引力。微控制器可收集有关的许多组成部分发动机传感器的读数进行计算确定的注射过程中，适量和适当的时间进行。越高的引擎温度更好的燃料燃烧。由于燃料燃烧更有效地减少燃油需要产生的能量。经就提供投入微控制器电机温度传感器允许的燃料数量调整到汽车被注入提供了发动机的输出能量。这些计算相当复杂从而将一个人来执行一段时间。微控制器可收集数据，进行计算，并在不到一秒钟必要的调整。收集和调整的过程，因此可以执行许多次每秒允许发动机性能的不断提高水平。
同样，点火的过程也可能控制在一个类似的过程。点火需要发生一次，使该引擎提供了最常用的能源。如果点火是'发射'什么时候活塞的最高点是然后能量将会丢失。的时间量它采取的是火点火，然后前往活塞使活塞向下移动。然后当点火和燃料发生反应的能量是不被用来充分发挥其潜力因为活塞不能获得充分的反应'中风'，而是移动的距离是什么，因此可工作在不到最高效率。然而，如果点火程序启动之前，活塞达到其最上面的位置，发动机的能量略从而充分利用这一潜力同样是在这种情况下。测量必须考虑和计算，必须完成，再作出调整。越快，可以更有效地降低发动机的运作情况。
为喷射和点火有很多因素会影响需要调整到最高效率的发动机的计算结果。正如与注射过程中讨论，发动机的温度起到了关键作用和发动机转速大大影响了点火的过程。这些因素是关键原因是微控制器，而不是手工监测这些元素使用。一个人根本无法维持所有这些因素的轨道，然后还考虑在决定适当调整他们作出。这就是为什么我只承担了在微控制器设计的基本制度，同时控制燃油喷射发动机点火和讨论这些因素小集。
我们的燃油喷射系统将考虑到电机的温度，加速器踏板位置以及在决定何时开放的注射器和多久的问题交由曲轴位置。发动机点火系统也将考虑速度在发动机和在决定何时触发火花控制曲轴位置。通过监测我们的四个输入：电机温度，油门踏
板，曲轴位置和发动机转速，我们可以适当调整，并同步输出的两个组成部分：喷油器和火花控制。
为了满足这样一个系统，我建议使用摩托罗拉MPC555的微控制器的要求。
以下是由功能微控制器的列表遵循的MPC555的框图。
MPC555的特点：
的PowerPC RISC处理器
PowerPC内核的浮点单元
26字节RAM和快速聚氨酯微6字节内存
448千字节闪存EEPROM的5 - V编程
5六/ O系统
串行系统-排队串行多通道模块（QSMCM），双CAN 2.0B控制器
模块（大嘴鸟）
50通道定时器系统-双时间处理单元（TPU3），模块化I / O系统
（MIOS1）
32模拟输入-双排队模（QADC64数字转换器）
亚微米HCMOS（CDR1）技术
272品脱塑料球栅阵列（PBGA）封装
40 - MHz的双电源供电（3.3V，5V的操作）
在MPC555的微控制器是专为汽车行业，因此一直与考虑建的极端操作将由汽车遇到的状况。其他重要功能，该应用程序很好的选择是多种模拟数字转换器以及双处理器的时间单位。多个转换器允许多台设备（发动机转速传感器，油门踏板的位置，位置传感器和马达）将输入的同时，让每个模拟信号转换为数字信号进一步处理。一旦我们的投入已经记录和计算，然后转换可以进行调整我们的产出。另一个功能，使MPC555的，以满足系统的要求是双电源电压。内部核心运行在3.3 V输出端口，而在5五，经营运作良好，因为这内部低功
耗，同时提供输入和输出设备所需的电压。传感器和微控制器这个被设计为年纪
较大的微控制器的只有单一电源电压的供应，在5 V兼容类型开始运作控制设备最多在这种情况下的5六/ O端口可以操作几乎任何可用的I / O设备。
双处理器单元的时间让我们用一个同步控制器，两个输出设备。一个单一的时间处理单元，可以分配到每个输出设备;为火花控制和喷射控制之一。通过调整算法，在输入需要设备价值和计算所需的输出设备的水平，我们可以调整和控制的火花和喷射控制的时机。处理器单元的时间都同时运作，与CPU，从而有一个单点定时触发事件。的时间设计处理器单位可以处理实时无需CPU干预硬件事件。这使得输出设备都将在时间上一致允许调整发动机的效率的最高水平。
在MPC555的最初设计用于汽车的目的，因此已成为一个实际发动机控制单元。迈凯轮电子系统公司开发的设备建立了所谓的豪- 300它提供了本文所描述的控件类型。对标记的细节- 300可在
https://www.360docs.net/doc/6410826078.html,/mes_pdf/Unit_Cont_TAG-300.pdf。麦克拉伦的TAG设计为在高性能F1赛车系统的使用300。在这样一个系统使用表明，
MPC555的满足高性能汽车的需求，因此也可用于在今天的个人汽车。摩托罗拉MPC555的发动机已控制使用，有许多其他在汽车行业可能的应用。
参考文献
消防（2001）。FI 2移植稀土-一个发展的柔性控制单元喷射和点火。IVEZ全球。从https://www.360docs.net/doc/6410826078.html,/download.php本站;文件= m01-01-
09.pdf/dir = mtzqq /键= 54d981bbb9b3582fae21f3346eed65fe于2006年4月4
日。
微控制器（2006年）。MPC555的：一汽车PowerPC的一部分。从
https://www.360docs.net/doc/6410826078.html,/campus/articles/motorola/motorola6％20extra.htm查阅于2006年4月4日。
MPC555的（2000年）。MPC555/MPC556用户手册。思卡尔半导体公司
查阅于2006年4月4日从https://www.360docs.net/doc/6410826078.html,。
豪- 300（2006）。发动机控制单元豪- 300。麦克拉伦电子系统。来自
https://www.360docs.net/doc/6410826078.html,/mes_pdf/Unit_Cont_TAG-300.pdf本站于
2006年4月4日。
对汽车运输（2004年）。微控制器。罗斯班纳坦，交通技术集团，摩托罗拉公司来自于2006年4月4日从
https://www.360docs.net/doc/6410826078.html,/aricles/arc105/arc105.htm
汽车专业英语翻译综合
第一章汽车总论 1)Today’s average car contains more than 15,000 separate, individual parts that must work together. These parts can be grouped into four major categories: body, engine, chassis and electrical equipment 。P1 现在的车辆一般都由15000多个分散、独立且相互配合的零部件组成。这些零部件主要分为四类：车身、发动机、底盘和电气设备。 2)The engine acts as the power unit. The internal combustion engine is most common: this obtains its power by burning a liquid fuel inside the engine cylinder. There are two types of engine: gasoline (also called a spark-ignition engine) and diesel (also called a compression-ignition engine). Both engines are called heat engines; the burning fuel generates heat which causes the gas inside the cylinder to increase its pressure and supply power to rotate a shaft connected to the power train. P3 发动机作为动力设备，常见的类型是内燃机，其原理是通过发动机缸内的液体燃料燃烧而产生能量。发动机可分为两类：汽油机（点燃式）和柴油机（压燃式），都属于热力发动机。燃料燃烧产生热量使缸内气压上升，产生的能量驱动轴旋转，并传递给动力传动系。 第二章内燃机 1)Power train system: conveys the drive to the wheels 2)Steering system: controls the direction of movement 3)Suspension system: absorbs the road shocks 4)Braking system: slows down the vehicle P4 传动系把发动机输出的扭矩传递给驱动轮。传动系包括离合器（对应机械变速器）或液力变矩器（对应液力自动变速器）、变速器、驱动轴、主减速器、差速器和驱动桥。 5)Drum brakes have a drum attached to the wheel hub, and braking occurs by means of brake shoes expanding against the inside of the drum. With disc brakes, a disc attached to the wheel hub is clenched between two brake pads. P6 鼓式制动器的制动鼓和轮毂连接，制动蹄张开压紧制动鼓内侧从而产生制动。在盘式制动器上，连着轮毂的制动盘被紧紧夹在两个制动块之间。 1)Linking the piston by a connecting rod to a crankshaft causes the gas to rotate the shaft through half a turn.The power stroke"uses up"the gas,so means must be provided to expel the burnt gas and recharge the cylinder with a fresh petrol-air mixture:this control of gas movement is the duty of the valves;An inlet valve allows the mixture to enter at the right time and an exhaust valve lets out the burnt gas after the gas has done its job . P10 活塞通过连杆和曲轴连接，使得气体带动曲轴旋转半圈。作功冲程耗尽了所有的气体，这样就必须采取相应的措施排出废气并且向气缸内充入新的可燃混合气：气体的运动由气门来控制。进气门使可燃混合气在恰当的时刻进入气缸，排气门使燃烧后的废气排出气缸。 2)The spark-ignition engine is an internal-combustion engine with externally supplied in ignition,which converts the energy cntained in the fuel to kinetic energy.The cycle of operations is spread over four piston strokes. To complete the full cycle it takes two revolutions of the crankshaft. P11 火花点火式发动机是由外部提供点火的内燃机，从而将含在燃料内的能量转化成动能。发动机的一个工作循环分布在活塞的四个行程中，一个完整的工作循环曲轴需要转动两圈。 3)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 runs down into the pan. Thus,there is constant circulation of oil between the pan and the working parts of the engine. P15
毕业设计外文翻译资料
外文出处： 《Exploiting Software How to Break Code》By Greg Hoglund, Gary McGraw Publisher : Addison Wesley Pub Date : February 17, 2004 ISBN : 0-201-78695-8 译文标题： JDBC接口技术 译文： JDBC是一种可用于执行SQL语句的JavaAPI（ApplicationProgrammingInterface应用程序设计接口）。它由一些Java语言编写的类和界面组成。JDBC为数据库应用开发人员、数据库前台工具开发人员提供了一种标准的应用程序设计接口，使开发人员可以用纯Java语言编写完整的数据库应用程序。 一、ODBC到JDBC的发展历程 说到JDBC，很容易让人联想到另一个十分熟悉的字眼“ODBC”。它们之间有没有联系呢？如果有，那么它们之间又是怎样的关系呢？ ODBC是OpenDatabaseConnectivity的英文简写。它是一种用来在相关或不相关的数据库管理系统（DBMS）中存取数据的，用C语言实现的，标准应用程序数据接口。通过ODBCAPI，应用程序可以存取保存在多种不同数据库管理系统（DBMS）中的数据，而不论每个DBMS使用了何种数据存储格式和编程接口。 1．ODBC的结构模型 ODBC的结构包括四个主要部分：应用程序接口、驱动器管理器、数据库驱动器和数据源。应用程序接口：屏蔽不同的ODBC数据库驱动器之间函数调用的差别，为用户提供统一的SQL编程接口。 驱动器管理器：为应用程序装载数据库驱动器。 数据库驱动器：实现ODBC的函数调用，提供对特定数据源的SQL请求。如果需要，数据库驱动器将修改应用程序的请求，使得请求符合相关的DBMS所支持的文法。 数据源：由用户想要存取的数据以及与它相关的操作系统、DBMS和用于访问DBMS的网络平台组成。 虽然ODBC驱动器管理器的主要目的是加载数据库驱动器，以便ODBC函数调用，但是数据库驱动器本身也执行ODBC函数调用，并与数据库相互配合。因此当应用系统发出调用与数据源进行连接时，数据库驱动器能管理通信协议。当建立起与数据源的连接时，数据库驱动器便能处理应用系统向DBMS发出的请求，对分析或发自数据源的设计进行必要的翻译，并将结果返回给应用系统。 2．JDBC的诞生 自从Java语言于1995年5月正式公布以来，Java风靡全球。出现大量的用java语言编写的程序，其中也包括数据库应用程序。由于没有一个Java语言的API，编程人员不得不在Java程序中加入C语言的ODBC函数调用。这就使很多Java的优秀特性无法充分发挥，比如平台无关性、面向对象特性等。随着越来越多的编程人员对Java语言的日益喜爱，越来越多的公司在Java程序开发上投入的精力日益增加，对java语言接口的访问数据库的API 的要求越来越强烈。也由于ODBC的有其不足之处，比如它并不容易使用，没有面向对象的特性等等，SUN公司决定开发一Java语言为接口的数据库应用程序开发接口。在JDK1．x 版本中，JDBC只是一个可选部件，到了JDK1．1公布时，SQL类包（也就是JDBCAPI）
毕业设计外文翻译附原文
外文翻译 专业机械设计制造及其自动化学生姓名刘链柱 班级机制111 学号1110101102 指导教师葛友华
外文资料名称： Design and performance evaluation of vacuum cleaners using cyclone technology 外文资料出处：Korean J. Chem. Eng., 23(6), (用外文写) 925-930 (2006) 附件： 1.外文资料翻译译文 2.外文原文
应用旋风技术真空吸尘器的设计和性能介绍 吉尔泰金，洪城铱昌，宰瑾李， 刘链柱译 摘要：旋风型分离器技术用于真空吸尘器 - 轴向进流旋风和切向进气道流旋风有效地收集粉尘和降低压力降已被实验研究。优化设计等因素作为集尘效率，压降，并切成尺寸被粒度对应于分级收集的50％的效率进行了研究。颗粒切成大小降低入口面积，体直径，减小涡取景器直径的旋风。切向入口的双流量气旋具有良好的性能考虑的350毫米汞柱的低压降和为1.5μm的质量中位直径在1米3的流量的截止尺寸。一使用切向入口的双流量旋风吸尘器示出了势是一种有效的方法，用于收集在家庭中产生的粉尘。 摘要及关键词：吸尘器; 粉尘; 旋风分离器 引言 我们这个时代的很大一部分都花在了房子，工作场所，或其他建筑，因此，室内空间应该是既舒适情绪和卫生。但室内空气中含有超过室外空气因气密性的二次污染物，毒物，食品气味。这是通过使用产生在建筑中的新材料和设备。真空吸尘器为代表的家电去除有害物质从地板到地毯所用的商用真空吸尘器房子由纸过滤，预过滤器和排气过滤器通过洁净的空气排放到大气中。虽然真空吸尘器是方便在使用中，吸入压力下降说唱空转成比例地清洗的时间，以及纸过滤器也应定期更换，由于压力下降，气味和细菌通过纸过滤器内的残留粉尘。 图1示出了大气气溶胶的粒度分布通常是双峰形，在粗颗粒（>2.0微米）模式为主要的外部来源，如风吹尘，海盐喷雾，火山，从工厂直接排放和车辆废气排放，以及那些在细颗粒模式包括燃烧或光化学反应。表1显示模式，典型的大气航空的直径和质量浓度溶胶被许多研究者测量。精细模式在0.18?0.36 在5.7到25微米尺寸范围微米尺寸范围。质量浓度为2?205微克，可直接在大气气溶胶和 3.85至36.3μg/m3柴油气溶胶。
汽车专业毕业设计外文翻译
On the vehicle sideslip angle estimation through neural networks: Numerical and experimental results. S. Melzi,E. Sabbioni Mechanical Systems and Signal Processing 25 (2011)：14~28 电脑估计车辆侧滑角的数值和实验结果 S.梅尔兹,E.赛博毕宁 机械系统和信号处理2011年第25期：14~28
摘要 将稳定控制系统应用于差动制动内/外轮胎是现在对客车车辆的标准（电子稳定系统ESP、直接偏航力矩控制DYC）。这些系统假设将两个偏航率(通常是衡量板)和侧滑角作为控制变量。不幸的是后者的具体数值只有通过非常昂贵却不适合用于普通车辆的设备才可以实现直接被测量,因此只能估计其数值。几个州的观察家最终将适应参数的参考车辆模型作为开发的目的。然而侧滑角的估计还是一个悬而未决的问题。为了避免有关参考模型参数识别/适应的问题,本文提出了分层神经网络方法估算侧滑角。横向加速度、偏航角速率、速度和引导角,都可以作为普通传感器的输入值。人脑中的神经网络的设计和定义的策略构成训练集通过数值模拟与七分布式光纤传感器的车辆模型都已经获得了。在各种路面上神经网络性能和稳定已经通过处理实验数据获得和相应的车辆和提到几个处理演习(一步引导、电源、双车道变化等)得以证实。结果通常显示估计和测量的侧滑角之间有良好的一致性。 1 介绍 稳定控制系统可以防止车辆的旋转和漂移。实际上，在轮胎和道路之间的物理极限的附着力下驾驶汽车是一个极其困难的任务。通常大部分司机不能处理这种情况和失去控制的车辆。最近,为了提高车辆安全，稳定控制系统(ESP[1,2]; DYC[3,4])介绍了通过将差动制动/驱动扭矩应用到内/外轮胎来试图控制偏航力矩的方法。 横摆力矩控制系统（DYC）是基于偏航角速率反馈进行控制的。在这种情况下,控制系统使车辆处于由司机转向输入和车辆速度控制的期望的偏航率[3,4]。然而为了确保稳定，防止特别是在低摩擦路面上的车辆侧滑角变得太大是必要的[1,2]。事实上由于非线性回旋力和轮胎滑移角之间的关系，转向角的变化几乎不改变偏航力矩。因此两个偏航率和侧滑角的实现需要一个有效的稳定控制系统[1,2]。不幸的是,能直接测量的侧滑角只能用特殊设备(光学传感器或GPS惯性传感器的组合)，现在这种设备非常昂贵,不适合在普通汽车上实现。因此, 必须在实时测量的基础上进行侧滑角估计，具体是测量横向/纵向加速度、角速度、引导角度和车轮角速度来估计车辆速度。 在主要是基于状态观测器/卡尔曼滤波器(5、6)的文学资料里, 提出了几个侧滑角估计策略。因为国家观察员都基于一个参考车辆模型,他们只有准确已知模型参数的情况下，才可以提供一个令人满意的估计。根据这种观点,轮胎特性尤其关键取决于附着条件、温度、磨损等特点。 轮胎转弯刚度的提出就是为了克服这些困难,适应观察员能够提供一个同步估计的侧滑角和附着条件[7,8]。这种方法的弊端是一个更复杂的布局的估计量导致需要很高的计算工作量。 另一种方法可由代表神经网络由于其承受能力模型非线性系统，这样不需要一个参
汽车专业英语翻译
About car engine Of 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。能量来自于活塞在气缸内的（往复）直线运动。然而这种（往复）直线运动必须要转换成旋转运动才能驱动车轮。活塞与连杆通过一个销来连接，这个销称为活塞销。连杆的下部连接于曲拐。连杆把活塞的上下往复运动传递给曲拐，从而将往复直线运动转变成旋转运动。连杆和曲拐的连接使用大的轴承，称之为连杆轴承，类似的轴承也用于将曲轴连接到机体，称之为主轴承。 They are generally two different types of cooling system:water-cooling system and air-cooling system.Water-cooling system is more common.The cooling medium, or coolant, in them is either water or some low-freezing liquid, called antifreeze.A water-cooling system consists of the engine water jacket, thermostat, water pump, radiator, radiator cap, fan, fan drive belt and neccessary hoses. 主要有两种类型的冷却系统：水冷和风冷。水冷系统更为普遍。系统所用冷却介质或是冷却液常委水或其他低凝固点液体，称为抗凝剂。一个完整的水冷系统包括机体水套，节温器，水泵，散热器，散热器罩，风扇，风扇驱动皮带和必需的水管。 A water-cooling system means that water is used as a cooling agent to circulate through the engine to absorb the heat and carry it to the radiator for disposal.The ebgine is cooled mainly through heat transfer and heat dissipation.The heat generated by the mixture burned in the engine must be transferred from the iron or aluminum cylinder to the waterin the water jacket.The outside of the water jacket dissipates some of the heat to the air surrounding it, but most of the heat is carried by the cooling water to the radiator for dissipation.When the coolant temperature in the system reaches 90°,the termostat valve open fully, its slanted edge shutting off
毕业设计英文翻译
使用高级分析法的钢框架创新设计 1．导言 在美国，钢结构设计方法包括允许应力设计法(ASD)，塑性设计法(PD)和荷载阻力系数设计法(LRFD)。在允许应力设计中，应力计算基于一阶弹性分析，而几何非线性影响则隐含在细部设计方程中。在塑性设计中，结构分析中使用的是一阶塑性铰分析。塑性设计使整个结构体系的弹性力重新分配。尽管几何非线性和逐步高产效应并不在塑性设计之中，但它们近似细部设计方程。在荷载和阻力系数设计中，含放大系数的一阶弹性分析或单纯的二阶弹性分析被用于几何非线性分析，而梁柱的极限强度隐藏在互动设计方程。所有三个设计方法需要独立进行检查，包括系数K计算。在下面，对荷载抗力系数设计法的特点进行了简要介绍。 结构系统内的内力及稳定性和它的构件是相关的，但目前美国钢结构协会（AISC）的荷载抗力系数规范把这种分开来处理的。在目前的实际应用中，结构体系和它构件的相互影响反映在有效长度这一因素上。这一点在社会科学研究技术备忘录第五录摘录中有描述。 尽管结构最大内力和构件最大内力是相互依存的（但不一定共存），应当承认，严格考虑这种相互依存关系，很多结构是不实际的。与此同时，众所周知当遇到复杂框架设计中试图在柱设计时自动弥补整个结构的不稳定（例如通过调整柱的有效长度）是很困难的。因此，社会科学研究委员会建议在实际设计中，这两方面应单独考虑单独构件的稳定性和结构的基础及结构整体稳定性。图28.1就是这种方法的间接分析和设计方法。
在目前的美国钢结构协会荷载抗力系数规范中，分析结构体系的方法是一阶弹性分析或二阶弹性分析。在使用一阶弹性分析时，考虑到二阶效果，一阶力矩都是由B1,B2系数放大。在规范中，所有细部都是从结构体系中独立出来，他们通过细部内力曲线和规范给出的那些隐含二阶效应，非弹性，残余应力和挠度的相互作用设计的。理论解答和实验性数据的拟合曲线得到了柱曲线和梁曲线，同时Kanchanalai发现的所谓“精确”塑性区解决方案的拟合曲线确定了梁柱相互作用方程。 为了证明单个细部内力对整个结构体系的影响，使用了有效长度系数，如图28.2所示。有效长度方法为框架结构提供了一个良好的设计。然而，有效长度方法的
汽车制动系统-毕业设计外文资料翻译
Automobile Brake System The braking system is the most important system in cars. If the brakes fail, the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic energy (momentum) of the vehicle into thermal energy (heat).When stepping on the brakes, the driver commands a stopping force ten times as powerful as the force that puts the car in motion. The braking system can exert thousands of pounds of pressure on each of the four brakes. Two complete independent braking systems are used on the car. They are the service brake and the parking brake. The service brake acts to slow, stop, or hold the vehicle during normal driving. They are foot-operated by the driver depressing and releasing the brake pedal. The primary purpose of the parking brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by when a separate parking brake foot pedal or hand lever is set. The brake system is composed of the following basic c omponents: the “master cylinder” which is located under the hood, and is directly connected to the brake pedal, converts driver foot’s mechanical pressure into hydraulic pressure. Steel “brake lines” and flexible “brake hoses” connect the master cylinder to the cylinders” located at each wheel. Brake fluid, specially designed to work in extreme conditions, fills the system. “Shoes” and “pads” are pushed by cylinders to contact the “drums” and “rotors” thus causing drag, which (hopefully) slows the car. The typical brake system consists of disk brakes in front and either disk or drum brakes in the rear connected by a system of tubes and hoses that link the brake at each wheel to the master cylinder (Figure).
土木工程毕业设计中英文翻译
附录：中英文翻译 英文部分： LOADS Loads that act on structures are usually classified as dead loads or live loads are fixed in location and constant in magnitude throughout the life of the the self-weight of a structure is the most important part of the structure and the unit weight of the density varies from about 90 to 120 pcf (14 to 19 KN/m)for lightweight concrete,and is about 145 pcf (23 KN/m)for normal calculating the dead load of structural concrete,usually a 5 pcf (1 KN/m)increment is included with the weight of the concrete to account for the presence of the reinforcement. Live loads are loads such as occupancy,snow,wind,or traffic loads,or seismic may be either fully or partially in place,or not present at may also change in location. Althought it is the responsibility of the engineer to calculate dead loads,live loads are usually specified by local,regional,or national codes and sources are the publications of the American National Standards Institute,the American Association of State Highway and Transportation Officials and,for wind loads,the recommendations of the ASCE Task Committee on Wind Forces. Specified live the loads usually include some allowance for overload,and may include measures such as posting of maximum loads will not be is oftern important to distinguish between the
汽车专业英语_单词表
unit1 body 车身chassis 底盘enclosure外壳、套hood车棚、车顶sway 摇摆frame车架steering转向、操作brake 制动weld焊接rivet铆钉bolt螺钉washer垫圈vibration 振动stabilizer稳定器ride乘坐舒适性handling操作稳定性linkages转向传动机构plier钳子distributor分电器alternator交流发电机regulator调节器carburetor化油器radiator散热器、水箱defroster除冰装置sludge金属碎屑transmission变速器differential 差速器power train 传动系unitized body 承载式车身suspension system 悬架系统steering system 转向系braking system 制动系shock absorbers减震器control arms控制臂steering wheel 转向盘steering column转向管柱steering gears 转向器tie rod 横拉杆idler arm随动臂brake shoe制动蹄disc brake 盘式制动器drum brakes 鼓式制动器ignition system 点火系统exhaust system 排气系统lubrication system 润滑系oil filters 机油滤清器drive（or propeller）shaft传动轴universal joints 万向节dynamo发电机horn喇叭swived 旋转steering box转向器timing gear 正时齿轮bevel gear 锥齿轮mesh with与啮合leaf spring 钢板弹簧stub axle 转向节 unit2 longitudinal纵向的transverse横向的reciprocate往复spin旋转piston活塞ignite点火rub摩擦quart夸脱reservoir油箱mechanical机械的enclosed被附上的gallon加仑stroke冲程camshaft凸轮轴combustion燃烧disengaged脱离啮合的flywheel飞轮internal-combustion engine内燃机diesel-fuel柴油LPG=Liquefied Petroleum Gas液化石油气体CNG=Compressed natural gas压缩天然气spark ignition火花点火compression ignition压缩点火spark plug火花塞gas-turbine engine蒸汽机Stirling engine斯特灵发动机lubricating system润滑系统oil pan油底壳oil pump机油泵exhaust system排气系统emission-control system排放控制系统energy conversion能量转换air/fuel ratio空燃比connecting rod连杆TDC=Top Dead Center上止点BDC=Bottom Dead Center 下止点intake stroke进气冲程compression stroke压缩冲程power stroke作功冲程exhaust stroke排气冲程compression ratio压缩比lifter挺柱rocker摇臂retainer弹簧座seal密封件tappet 推杆lobe凸起gasket垫圈valve train配气机构cam follower气门挺柱rocker arm摇臂combustion chamber燃烧室intake valve进气阀exhaust valve排气阀valve stem气门杆valve cover气门室盖valve port阀口valve guide气门导管 unit3
毕业设计外文翻译
毕业设计（论文） 外文翻译 题目西安市水源工程中的 水电站设计 专业水利水电工程 班级 学生 指导教师 2016年
研究钢弧形闸门的动态稳定性 牛志国 河海大学水利水电工程学院，中国南京，邮编210098 nzg_197901@https://www.360docs.net/doc/6410826078.html,，niuzhiguo@https://www.360docs.net/doc/6410826078.html, 李同春 河海大学水利水电工程学院，中国南京，邮编210098 ltchhu@https://www.360docs.net/doc/6410826078.html, 摘要 由于钢弧形闸门的结构特征和弹力，调查对参数共振的弧形闸门的臂一直是研究领域的热点话题弧形弧形闸门的动力稳定性。在这个论文中，简化空间框架作为分析模型，根据弹性体薄壁结构的扰动方程和梁单元模型和薄壁结构的梁单元模型，动态不稳定区域的弧形闸门可以通过有限元的方法，应用有限元的方法计算动态不稳定性的主要区域的弧形弧形闸门工作。此外，结合物理和数值模型，对识别新方法的参数共振钢弧形闸门提出了调查，本文不仅是重要的改进弧形闸门的参数振动的计算方法，但也为进一步研究弧形弧形闸门结构的动态稳定性打下了坚实的基础。 简介 低举升力，没有门槽，好流型，和操作方便等优点，使钢弧形闸门已经广泛应用于水工建筑物。弧形闸门的结构特点是液压完全作用于弧形闸门，通过门叶和主大梁，所以弧形闸门臂是主要的组件确保弧形闸门安全操作。如果周期性轴向载荷作用于手臂，手臂的不稳定是在一定条件下可能发生。调查指出:在弧形闸门的20次事故中，除了极特殊的破坏情况下，弧形闸门的破坏的原因是弧形闸门臂的不稳定;此外，明显的动态作用下发生破坏。例如:张山闸，位于中国的江苏省，包括36个弧形闸门。当一个弧形闸门打开放水时，门被破坏了，而其他弧形闸门则关闭，受到静态静水压力仍然是一样的，很明显，一个动态的加载是造成的弧形闸门破坏一个主要因素。因此弧形闸门臂的动态不稳定是造成弧形闸门(特别是低水头的弧形闸门)破坏的主要原是毫无疑问。
汽车制动系统(机械、车辆工程毕业论文英文文献及翻译)
Automobile Brake System汽车制动系统 The braking system is the most important system in cars. If the brakes fail, the result can be disastrous. Brakes are actually energy conversion devices, which convert the kinetic energy (momentum) of the vehicle into thermal energy (heat).When stepping on the brakes, the driver commands a stopping force ten times as powerful as the force that puts the car in motion. The braking system can exert thousands of pounds of pressure on each of the four brakes. Two complete independent braking systems are used on the car. They are the service brake and the parking brake. The service brake acts to slow, stop, or hold the vehicle during normal driving. They are foot-operated by the driver depressing and releasing the brake pedal. The primary purpose of the brake is to hold the vehicle stationary while it is unattended. The parking brake is mechanically operated by when a separate parking brake foot pedal or hand lever is set. The brake system is composed of the following basic components: the “master cylinder” which is located under the hood, and is directly connected to the brake pedal, converts driver foot’s mechanical pressure into hydraulic pressure. Steel “brake lines” and flexible “brake hoses” connect the master cylinder to the “slave cylinders” located at each wheel. Brake fluid, specially designed to work in extreme conditions, fills the system. “Shoes” and “pads” are pushed by the slave cylinders to contact the “drums” and “rotors” thus causing drag, which (hopefully) slows the c ar. The typical brake system consists of disk brakes in front and either disk or drum brakes in the rear connected by a system of tubes and hoses that link the brake at each wheel to the master cylinder (Figure). Basically, all car brakes are friction brakes. When the driver applies the brake, the control device forces brake shoes, or pads, against the rotating brake drum or disks at wheel. Friction between the shoes or pads and the drums or disks then slows or stops the wheel so that the car is braked.
毕业设计中英文翻译
本科毕业设计（论文）中英文对照翻译 院（系部）电气工程与自动化学院 专业名称电气工程及其自动化 年级班级电气05-5班 学生姓名辛玉龙 指导老师封海潮 2009年6月10日
可编程序控制器 可编程序控制器或可编程逻辑控制器（PLC），是一个具有编程能力且完成一定控制功能的设备。 PLC是1968年被美国通用汽车公司的一组工程师设想出来。可编程控制器起初被设计用于基于程序的灵敏性控制和执行逻辑指令。人们意识到它的主要优点是被用于梯形图编程语言，简化了维修并且减少了其余部分的清查。而且，PLC提供了更短的安装时间并通过程序实现比硬接线更加快捷的传输。 当前，世界上已有50多个不同的可编程控制器的生产厂家，因为有如此多的PLC在使用，所以涵盖市场上所有类型的设备是不可能的，幸运的是，根本就没有必要去理解每一个可用的PLC。所有的机器都有许多的相同之处。 1 可编程控制器的组成 所有的可编程控制器都有输入输出接口、存储器编程方法、中央处理器、电源。 输入接口为机器提供一个连接，或使过程被控制。 输入接口是模块且是可扩展的，当控制任务增加时，可以通过扩展模块来接收更多的输入。输入数量的多少是由CPU和存储容量来限制的。输入接口的功能与输出接口相反，它将信号从CPU输出，且将其转换成被外部设备螺线圈、电机启动器等设备来产生控制动作。输出接口本质上也是一个模块，所以当需要时，可以加入输出扩展功能。 PLC的编程语言有多种形式，大多数PLC语言都是基本梯形逻辑，它比继电器逻辑更加先进。流程图程序语言也被用于一些PLC中，流程图是图形语言，它显示出一个过程中的变量相互之间的关系。 编程设备或程序终端允许用户用程序的形式来键入指令，并存入存储器。 程序是由用户编写且存储于PLC的存储器当中，是在特定处理条件下用来产生正确的控制信号的所需动作的表现形式。这样一个程序包括允许