【正文】 意事項(xiàng) (1) 發(fā)動(dòng)機(jī)運(yùn)轉(zhuǎn)前應(yīng)察看潤(rùn)滑油、冷卻液、蓄電池的液面高度是否滿足要求，若不足時(shí)應(yīng)進(jìn)行補(bǔ)充后再運(yùn)轉(zhuǎn)發(fā)動(dòng)機(jī)。 (4) 操作時(shí)應(yīng)注意與旋轉(zhuǎn)件、高溫件保持一定距離以免發(fā)生事故。 (8) 超過(guò)十天不使用本機(jī)時(shí)，務(wù)必?cái)嚅_(kāi)蓄電池負(fù)極接線。 天津工程師范學(xué)院 20xx 屆本科生畢業(yè)設(shè)計(jì) 25 結(jié) 論 本文以長(zhǎng)城柴油共軌發(fā)動(dòng)機(jī)為說(shuō)明對(duì)象，探討了 高壓共軌柴油機(jī) 的組成及工作原理，介紹了 高壓共軌柴油機(jī) 實(shí)驗(yàn)臺(tái)的 結(jié)構(gòu) 特點(diǎn)和 原理 及 性能參數(shù)等情況。讓我真正體會(huì)到理論聯(lián)系實(shí)際，學(xué)以致用的正確性，通過(guò)查閱大量的文獻(xiàn)資料及研究大量汽車的相關(guān)書(shū)籍，詳細(xì)的汽車柴油機(jī)技術(shù)知識(shí)，使我對(duì)當(dāng)前的許多新技術(shù)有了一定的了解。但是，由于我的基礎(chǔ)知識(shí)還不夠扎實(shí)，再加上對(duì)汽車柴油機(jī)的理解還不夠，以致于我剛開(kāi)始動(dòng)手設(shè)計(jì)時(shí)有所茫然。 天津工程師范學(xué)院 20xx 屆本科生畢業(yè)設(shè)計(jì) 28 英文翻譯 Common Rail accumulator fuelinjection system System overview Field of application The introduction of the first seriesproduction inline fuelinjection pump in 1927 marked the beginning of diesel fuelinjection system manufacture at Bosch. The inline fuelinjection pump’s main area of application is still in all sizes of mercialvehicle diesel engines, stationary diesel engines, lootives and ships. Injection pressures of up to approx. 1350bar are used to generate output powers of up to about 160kW per cylinder. Over the years, a wide variety of different requirements, such as the installation of directinjection (DL) engines in small delivery vans and passenger cars, have led to the development of various diesel fuelinjection systems which are aligned to the requirements of a particular application. Of major importance in these developments are not only the increase in specific power, but also the demand for reduced fuel consumption, and the call for lower noise and exhaustgas emissions. Compared to conventional camdriven systems, the Bosch “Common Rail” fuelinjection system for directinjection (DL) diesel engines provides for considerably higher flexibility in the adaptation of the injection system to the engine, for instance: Extensive area of application (for) passenger cars and light mercial vehicles with output powers of up to 30kW/cylinder, as well as for heavyduty vehicles, lootives, and ships with outputs of up to approx, 200 kW/cylinder, High injection pressures of up to approx, 1400 bar, Variable start of injection, Possibility of pilot injection, main injection, and post injection, Matching of injection pressure to the operating mode. Functions Pressure generation and fuel injection are pletely decoupled from each other in the “Common Rail” accumulator injection system. The injection pressure is generated independent of engine speed and injected fuel quantity. The fuel is stored under pressure in the highpressure accumulator (the “Rail”) ready for injection. The injected fuel quantity is defined by the driver, and the start of injection and injection pressure are calculated by the ECU on the basis of the stored maps. The ECU then triggers the solenoid valves so that the 天津工程師范學(xué)院 20xx 屆本科生畢業(yè)設(shè)計(jì) 29 injector (injection unit) at each engine cylinder injects accordingly. The ECU and sensor stages of such a CR fuelinjection system prise: ECU Crankshaftsensor, Camshaftspeed sensor, Acceleratorpedal sensor, Boostpressure sensor, Railpressure sensor, Coolant sensor and Airmass meter. Using the input signals from the above sensors, the ECU registers the driver’s requirements (acceleratorpedal setting) and defines the instantaneous operating performance of the engine and the vehicle as a whole. It processes the signals which have been generated by the sensors and which it receives via data lines. On the basis of this information, it can then intervene with open and closedloop controlling action at the vehicle and particularly at the engine. The engine speed is measured by the crankshaftspeed sensor, and the camshaftspeed sensor determines the firing sequence (phase length). The electrical signal generated across a potentiometer in the acceleratorpedal module informs the ECU about how far the driver has depressed the pedal, in other words about his (her) torque requirement. The airmass meter provides the ECU with data on the instantaneous air flow in order that bustion can be adapted so as to ply with the emissions regulations. Insofar as the engine is equipped with an exhaustgas turbocharger and boostpressure control, the boostpressure sensor also measures boostpressure. At low outside temperatures and with the engine cold, the ECU applies the data from the coolanttemperature and airtemperature sensors to adapt the set point values for start of injection, post injection, and further parameters to the particular operating conditions. Depending upon the vehicle in question, in order to ply with the increasing demands for safety and fort, further sensors and data lines provide inputs to the ECU. Basic functions The basic functions control the injection of the diesel fuel at the right moment, in the right quantities, and with the correct injection pressure. They ensure that the diesel engine not only runs smoothly, but also economically. 天津工程師范學(xué)院 20xx 屆本科生畢業(yè)設(shè)計(jì) 30 Auxiliary functions Auxiliary closed and openloop control functions serve to improve both the exhaustgas emission and fuelconsumption figures, or are used for increasing safety, fort, and convenience. Examples here are ExhaustGas Recirculation (EGR), boostpressure control, vehiclespeed control (cruise control), and electronic immobilizer etc. The CAN bus system permits the exchange of data with other electronic systems in the vehicle (. ABS and electronic transmissionshift control). During vehicle inspection in the workshop, a diagnosis interface permits evaluation of the stored system data. Injection characteristics Conventional injection characteristics With conventional injection systems, using distributor and inline injection pumps, fuel injection today prises only the main injection phasewithout pilot and postinjection phases. On the solenoidvalvecontrolled distributor pump though, developments