英文論文范文高效燃料動力系統(tǒng)技術(shù)

　　奎西發(fā)動機有很大可能徹底改變汽車工業(yè),減少我們對外國石油的依賴。 這篇英文論文范文設(shè)計是一個環(huán)保概念,有助于改善全球變暖的問題。在關(guān)于燃料動力方面，我們還需要做許多努力。《電子科學(xué)技術(shù)與應(yīng)用》(ISSN刊號：2251-2608)衷心邀請來自世界各地的學(xué)者們投稿，來稿會進行同行評審。本刊屬開放獲取刊，可以即時查看或訪問研究結(jié)果，同時允許免費使用學(xué)者的研究成果。本刊致力于出版電子和電子工程領(lǐng)域全面和最新發(fā)展的高質(zhì)量學(xué)術(shù)論文。我們?yōu)殡娮雍碗娮庸こ填I(lǐng)域廣泛的研究人員和專業(yè)人士提供了一個交流和信息交換平臺。

　　當(dāng)工程師們面臨應(yīng)對燃油效率的挑戰(zhàn)的時候,會想到許多科目。 替代燃料,傳動系統(tǒng)的配置、重量、成本、時間、和可靠性只是有關(guān)燃油效率的幾個因素。有多種方法來解決燃油效率,我們可以在汽車的引擎上做文章。 今天的大多數(shù)汽車都采用內(nèi)燃機的往復(fù)活塞形式，它利用活塞在直線運動中轉(zhuǎn)動曲軸。其他形式的內(nèi)燃機包括旋轉(zhuǎn)發(fā)動機,噴氣發(fā)動機和火箭,但將化學(xué)能轉(zhuǎn)化為機械能的整體效率較低。這是由于一個巨大的的能量,轉(zhuǎn)化為熱量和摩擦而不是機械能創(chuàng)造的。 如果這些負(fù)面因素不能消除但可以大大減少呢? 今天的重點是提高電廠領(lǐng)域,這將推動未來的車的發(fā)展。 作為實現(xiàn)石油消費的一個短期解決方案，這是一個很好的方法,但我們可能需要一個新的實現(xiàn)燃油效率的完美解決方案。 我選擇了把重點放在以下的發(fā)電廠;Quasiturbine，HCCI，清潔柴油，和阿特金森，可能永遠(yuǎn)改變汽車工業(yè)的關(guān)鍵技術(shù)。 然而,只有一個技術(shù)可能會贏。

　　人類120多年來一直在提高內(nèi)燃機,但總體設(shè)計變化不大。 任何內(nèi)燃機背后的基本原理很簡單:如果你把一個小數(shù)量的空氣和高能燃料(如汽油)在一個小,并且封閉的空間點燃,氣體會迅速膨脹,釋放出大量的能量。 一個引擎的最終目標(biāo)是擴大天然氣轉(zhuǎn)換成旋轉(zhuǎn)運動(旋轉(zhuǎn))的能量。 在汽車發(fā)動的情況下，具體的目標(biāo)是快速旋轉(zhuǎn)驅(qū)動軸。

　　When engineers face the challenge of combating fuel efficiency, many subjects come to mind. Alternative fuels, drive-train configuration, weight, cost, time, and reliability are just a few factors concerning fuel efficiency. There are various ways to tackle fuel efficiency, one being the engine of the car. Most automobiles today are powered by the reciprocal piston form of the internal combustion engine, which utilizes pistons that travel in a linear motion to turn a crankshaft. Other forms of internal combustion engines include the rotary engine, jet engine, and rockets, all of which have a low overall efficiency in converting chemical energy into mechanical energy. This is caused by a tremendous amount of energy, which is converted to heat and friction rather than mechanical energy. What if these negative factors could be greatly reduced if not eliminated? Today's area of focus is improving the power plant, which will propel the vehicle of tomorrow. This is a good approach at achieving a short-term solution for petroleum consumption, but a fresh start may be required to achieve the perfect solution to fuel efficiency. I have chosen to focus on the following power plants; Quasiturbine, HCCI, clean diesel, and Atkinson, which may prove to be the key technologies that will revolutionize the automotive industry forever. However, only one technology may win.

　　Mankind has been improving the internal combustion engine for over 120 years, yet not much has changed in the overall design. 'The basic principle behind any internal combustion engine is simple: If you put a tiny amount of air and high-energy fuel (like gasoline) in a small, enclosed space and ignite it, the gas expands rapidly, releasing an incredible amount of energy. The ultimate goal of an engine is to convert the energy of this expanding gas into a rotary (spinning) motion. In the case of car engines, the specific goal is to rotate a driveshaft rapidly.

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　　The driveshaft is connected to various components that pass the rotating motion onto the car's wheels.' (Harris) Today's cars are propelled by the conventional piston engine, which rely on a series of pistons, usually in a V-four, six or eight configuration, that move up and down to transmit energy to a crankshaft. Some newer conventional engine technologies include Atkinson and HCCI. There have been many improvements made to the design such as better porting, increased valve duration, electronic fuel injection, and harmonic balancing, but the sinusoidal crankshaft motion remains. Sinusoidal motion relates to the pulsating energy within an engine. With the piston configuration, most energy is transferred to the stop and go motion of the piston. Unfortunately, it is impossible to create a constant power cycle within a piston engine. 'Only 20% of the cycle is power, which results in a power lag 80% of the time which is spent on compressing gasses and a heavy flywheel must compensate for the lag.' (QT Theory Piston Differences) This is where a continuous combustion would be ideal, as found in the Quasiturbine engine.

　　The Saint-Hilaire family created the Quasiturbine engine in 1996 after intense research and development. This engine is similar to the Wankel rotary engine in that it involves a rotor and housing, but it utilizes a four-blade carriage mechanism compared to the Wankel's three. The four blades rotate about an oval housing with a chain-like motion. At each pivot there is a carriage which houses two wheels, allowing the engine to operate with little to no oil since friction is almost absent. The eight wheels make a tight seal against the housing and create four sealed chambers in which the intake, compression, combustion, and exhaust cycles can occur. 'In a piston engine, one complete four-stroke cycle produces two complete revolutions of the crankshaft. That means the power output of a piston engine is half a power stroke per one piston revolution. A Quasiturbine engine, on the other hand, does not need pistons. Instead, the four strokes of a typical piston engine are arranged sequentially around the oval housing. There is no need for the crankshaft to perform the rotary conversion, yet an output shaft is attached to the rotor by two coupling shafts so it can power an automobile.' (Harris)

　　Most, if not all gasoline engines use an electrical ignition source. This process produces a flame front which results in an unburned fuel mixture at high rpm, thus reducing the engines efficiency. To combat this, Rudolf Diesel created a piston engine which ignited fuel using high compression. This proved to be more efficient than gasoline engines; however, more pollutants resulted from unburned diesel fuel. There have been recent advancements in Diesel after treatment systems like urea injection and advanced catalyst reduction, but that adds weight and cost to the vehicle. Like the diesel, the Quasiturbine engine can run without an ignition source. Unlike diesels, the QT can operate on gas. The advantage of this high compression cycle results in a more complete combustion without the risks of detonation, thus reducing emissions and eliminating the need for complex after treatment systems. Detonation is premature ignition within piston engines and can cause severe damage. Interestingly, fuel is burned well in detonation situations. (QT Theory Piston Differences)

　　An improved version of the QT engine has been developed which incorporates photo-detonation as an ignition source. Photo-detonation is a process in which a homogenous air/fuel mixture is spontaneously ignited from tremendously high compression. The result is virtually no emissions and superior fuel efficiency. (Harris) This in turn would eliminate the use of a catalytic converter. Photo-detonation places a significant amount of stress on an engine. General Motors has been experimenting with photonic detonation (or HCCI); however, they are testing it on piston engines. These engines were not designed to endure this combustion process as they are susceptible to detonation and as a result, GM has only been successful at sustaining HCCI for short durations within piston engines. HCCI can however, occur in the QT engine because of its strong 。

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