汽車發動機原理：英文（簡體書）

《普通高等院校汽車類專業"十二五"規劃教材:汽車發動機原理》可作為車輛工程專業本科發動機原理雙語教材，也可供從事發動機設計、制造和運用的工程技術人員參考。

Chapter 1 Engine yhermodynamics and Performance Parameters
1.1 Ideal air standard cycles
1.1.1 The ideal air standard Otto cycle
1.1.2 The ideal air standard Diesel cycle
1.1.3 The ideal air standard Dual cycle
1.1.4 Cycle fuel conversion efficiency
1.1.5 Mean effective pressure
1.1.6 Comparison of three basic ideal cycles
1.2 Real cycles of four-stroke engine
1.2.1 Real cycle P-V diagram of four-stroke engine
1.2.2 Comparison With ideal cycles
1.3 Indicated engine performance parameters
1.4 Engine brake performance parameters
1.5 Engine mechanical efficiency and energy balance
1.5.1 Mechanical efficiency
1.5.2 Engine energy balance
Chapter 2 Engine Gas Exchange Processes
2.1 Inlet and exhaust process in four-stroke engine
2.1.1 Gas exchange process of four-stoke engine
2.1.2 Valve timing
2.2 Volumetric ef6ciency
2.3 Effcct of operating conditions and design on volumetricefficiency
Chapter 3 Turbocharging
3.1 Introduction
3.2 Energy available in the exhaust
3.3 Principle and thermodynamics of exhaust turboChargers
3.3.1 Operation principle and characteristics of radial-flow turbine
3.3.2 Operation principle and characteristics of centrifugal compressor
3.4 Spark ignition engines turbocharging
Chapter 4 Fuels and Chemical Thermodynamics
4.1 Conventiona!fuels for internal combustion engine
4.1.1 Characteristics of petrol
4.1.2 Characteristics of diesel fuel
4.2 Alternative fuels
4.2.1 Liquid fuels
4.2.2 Gaseous fuels
4.3 Combustion chemistry
4.3.1 Heating value
4.3.2 Combustion equations
4.3.3 Theoretical air of complete combustion of the fuel
4.3.4 Combustion stoichiometry
Chapter 5 Combustion in Compression-ignition Engines
5.1 Fuel spay and atomization
5.1.1 Fuel injection system
5.1.2 Fuel spray and atomization
5.2 Combustion phenomenon in CI engines
5.2.1 Four phases of CI engine combustion
5.2.2 Delay period(or ignition lag)in CI engines
5.2.3 Detonation in the diesel engine(diesel knock)
5.3 C.I.engine combustion chamber
5.3.1 Direct injection(DI)chambers
5.3.2 Indirect injection(IDI)chambers
Chapter 6 Combustion in Spark Ignition Engines
6.1 Introduction to spark ignition engine
6.2 Combustion phenomenon
6.2.1 Normal combnstion
6.2.2 Flame front propagation in engines
6.2.3 Cyclic variation in combustion
6.3 Abnormal combustion
6.3.1 Surface ignition
6.3.2 Knock(Detonation)
6.4 Combustion chamber in SI engines
6.4.1 Conventional combustion chambers
6.4.2 High compression ratio combustion chambers and fast burn combustion systems
6.4.3 Advanced combustion systems
6.4.4 Direct injection stratified charge engines
Chapter 7 Engine Operating Characteristics
7.1 Engine performance parameters
7.2 Engine load characteristics
7.2.1 Load characteristics of SI engines
7.2.2 Load characteristics of CI engines
7.2.3 Comparison of SI engine load characteristics with CI engine
7.3 Engine speed characteristics
7.3.1 Speed characteristics of SI engines
7.3.2 Speed characteristics of CI engines
7.3.3 Comparison of SI engine speed characteristics With CI engine
7.4 Diesel engine governing characteristics
7.5 Engine performance map(universal characteristics)
Chapter 8 Engine Emissions and Control
8.1 Nature and extent of engine emissions
8.2 Carbon monoxide(CO)
8.3 Hydrocarbon(HC)
8.3.1 HC emissions from SI engines
8.3.2 HC emissions mechanism in CI engines
8.4 Nitrogen oxides(NOx)
8.4.1 Kinetics of NO formation
8.4.2 NO formation in SI engines
8.4.3 NOx formation in CI engines
8.4.4 Formation of NO2
8.5 Particulate emissions
8.5.1 Soark-ignition enaine Darticniates
8.5.2 Diesel particulates
8.6 Emission control
8.6.1 Available options
8.6.2 Exhaust gas recirculation
8.6.3 Catalytic converters
8.6.4 Thermal reactors
8.6.5 Particulate traps
Refcrences

1.Delay period(1-2)
The first stage is sometimes referred to as the'delay period'in which growth and devel-opment of a self propagating nucleus of flame takes place.This is a chemical preparationprocess.The delay period is of approximately constant time duration.Fig.6.7 compares thcpressure diagrams for the cases when a mixture is ignited and when it is not ignited.Thc pointat which the pressure traces diverge is ill.defined,but it is used to denote the end of thE delavperiod.The delay period is typically of 1-2 ms duration.and this corresponds to 15-30°ofcrank angle at 2500r/min.A more rigorous approach is to calculate the mass fraction bum(mfb)from the pressure history,but there are of course uncertainties with both thcsc calcula.tions,and the choice of a mass fraction burn that corresponds to the delay pcriod-1 percent,5percent and 10 percent mass fraction burn durations are all used.The 1 percent mfb durationcorresponds to laminar combustion,but its calculation is very susceptible to experimental andcomputational uncertainties.The 5 percent and 10 percent mass fraction burn durations encom-pass the laminar burning phase and the transition to fully turbulent combustion,and both arewidely used and are often referred to as the early burn period or phase. The earlY burn Derioddepends on the temperature,pressure and composition of the fuel/air mixture.but it is a mini.mum for slightly richer than stoichiometric mixtures。in other words.when thc laminar flamespeed is highest.The main combustion period is dominated by turbulent combustion.and canbe defined as the 10-90 percent or 5-95 percent mass fraction buITI duration.
The duration of delay period depends on the following factors:
(1)Fuel.Ignition lag depends off chemical nature of fuel.The higher the self ignitiontemperature of fuel,longer the ignition lag.