全封闭制冷压缩机的发展趋势 【摘要】 详细介绍了全封闭制冷压缩机的发展趋势和前景。引用大量的数据证明各种压缩机的发展空间和必然性。从而为各行业使用制冷压缩机提供了可靠的数据和指导说明。 【关键词】 电磁振动式压缩机；电动式压缩机；发展趋势 0引言 发表职称论文，就找ABC论文坊： 制冷压缩机质量的好坏将直接影响着电冰箱、空调器等小型制冷设备的制冷效果、使用寿命、噪音和震动等多种性能。就制冷压缩机的工作原理与结构而言，形式多样，性能各异。现在生产的小型制冷设备采用的全封闭式压缩机，按其结构特性可分为电磁式和电动式两大类。而电动式又可分为往复活塞式、旋转活塞式和涡旋式3种类型。以上几种全封闭制冷压缩机的性能特点。 l 电磁振动式压缩机 电磁振动式压缩机有以下3种：11动圈式电磁振动型；2)动铁芯式电磁振动型；3)悬吊动磁铁式电磁振动型。其中，动圈式在全封闭式制冷压缩机中被实际应用，它是利用通以交流电流的线圈产生的交变磁场与永久磁场之间相互作用，直接驱动活塞作往复运动的压缩 机。其特点是结构简单、零部件少、加工精度要求不高、容易制造。因此从20世纪50年代开始就用于容积较小的电冰箱。ABC论文坊但从另一方面，由于电源频率变化引起的制冷量变化大，且50 Hz和60 Hz不能通用，存在着因排气、吸气压力引起行程变化等问题，使活塞行程的长短随负荷的变化而改变，同时机内弹簧作高频谐振，易产生弹性疲劳，因此一般只适用于生产100 W 以下的压缩机。而动铁芯式和悬吊动磁铁式电磁振动型由于只在研究阶段还没有实际应用。故此不作介绍。 2 电动式压缩机 2．1 往复活塞式压缩机 按其结构分为滑管式和连杆式压缩机两类。 2．1．1 滑管式压缩机 滑管式压缩机产生于20世纪60年代，它是往复活塞式压缩机的一种类型。其特点是结构简单，工艺性好，成本较低，对零部件的加工精度要求不高，制造和装配都比较容易，所以发展较快。目前这类压缩机在国内外的电冰箱生产中应用比较普遍。缺点是活塞与缸壁间的侧力较大、磨擦功耗大、能效比偏低，因此目前滑管式压缩机正在进入衰退期，将逐渐被连杆式压缩机或旋转式压缩机所取代。 2．1．2 连杆式压缩机 连杆式压缩机也属往复活塞式，是电冰箱采用时间较早的一种。在20世纪5O年代以前生产的电冰箱几乎都是采用连杆式压缩机。其特点是运转比较平稳、噪声低、磨损小、使用寿命长、能效比较高、工作可靠、综合性能优良。但由于零部件形状复杂，加工精度要求较 高，工艺难度较大，因此其发展一度受到限制，在电冰箱及其它小型制冷设备中被滑管式和旋转式压缩机所取代。近几年来随着机械工业的不断发展，对其结构进行了多方面的技术改进。目前连杆式压缩机又成为电 冰箱压缩机的主导产品。总需求是有较大的提升【1_。近年来世界各电冰箱生产大国，尤其是日本、意大利、美国等国对往复式压缩机的制造技术进行了多方面的改造，从而使连杆式压缩机的各项性能都有了很大的提高。因此，有重新成为电冰箱压缩机主导产品的趋势。 2_2 旋转式压缩机 旋转式压缩机的电机无需将转子的旋转运动转换为活塞的往复运动，而是直接带动旋转活塞作旋转运动来完成对制冷剂蒸气的压缩。这种压缩机更适合于小型空调器，特别是在家用空调器上的应用更为广泛。如美国通用电器公司和沃普公司生产的旋转式压缩机都设计了较好的防过热和润滑装置。它采用把冷凝器处的部分制冷液用配管引至压缩室，使之在气缸内喷射的冷却方式，提高了冷却效果。为了防止把大量的制冷液直接吸人气缸内，产生液击，在吸气回路的压缩机前部设有气液分离器，润滑油和制冷液一旦进入器内 则制冷液在气液分离器内蒸发，压缩机吸人的是气体；润滑油从气液分离器下方的小孔中缓缓地连续 少量进入压缩机，用这种方法防止液击[21。油泵给油的方法是在转轴下端装设两个齿轮状的叶轮，它与转轴一同转动。对油施加离心力，从转轴中心孑L把油导向上方。另外，在轴的外表面上开有螺旋状的油槽，实现对轴承部位的给油。作为安全措施。在压缩机顶部装有过 负荷继电器，这种继电器是用感温板感受压缩机内部高压气体的温度，当达到一定的温度后，继电器动作，压缩机停止运转，用这种方法防止电动机烧毁，因此说旋转式压缩机是一种很有发展前景的压缩机。其主要优点是：由于活塞作旋转运动，压缩工作圆滑平稳，平衡性能好，另外旋转式压缩机没有余隙容积，无再膨胀气体的干扰，因此具有压缩效率高、零部件少、体积小、重量轻、平衡性能好、噪音低、防护措施完备和耗电量小等优点。缺点是压缩机对材质、加工精度、热处理、装配工艺及润滑系统要求较高，由于要靠运动间隙中的润滑油进行密封，为从排气中分离出油，机壳内须做成高压，因此，电动机、压缩机容易过热，如果不采取特殊的措施。在大型压缩机和低温用压缩机中是不能使用的。由于它比其它类型的压缩机有较明显的优势，所以它得到广泛了推广应用。如国产上菱BCD一180 W、阿里斯顿BCD-220 W 等电冰箱都采用了旋转式压缩机。尤其在家用空调器上的应用就更为普遍，从发展的趋势看旋转式压缩机今后有可能成为市场的主导产品。 2．3 涡旋式压缩机 涡旋式压缩机是20世纪8O年代发展起来的新型产品。它效率高，噪声低，体积小，重量轻，不需要排气阀组，工作的可靠性及容积效率都较高，允许气体制冷剂中带少量液体，输气效率高，气体泄漏少，可较好地运用于小型热泵系统、小型空调等。综上所述，几种压缩机的性能特点，我们不难看出经多年的技术改造，连杆式压缩机在一定的时期内仍有明显的优势，而旋转式压缩机则是一种新型的产品，特别是在空调器上的应用更为广泛，必将成为制冷产业的主导产品。通过对往复式和旋转式压缩机的性能试验比较可知，往复式和旋转式压缩机，启动后排气、吸气压力的时间变化特性不同，电动机上的负荷转矩由吸、排气压力的大小确定，在往复式的情况下，投入运转几分钟内至十几分钟后，排气压力出现峰值，对于电动机，为了承受这个尖峰负荷，需要比稳定运转时所需转矩大得多f2～4倍)[31。而旋转 式压缩机，由于不存在刚刚启动后的峰值，所以，只要有一般稳定运转时所需的转矩即可，因此可以实现电动机的小型化，这也是它今后发展优势所在。 参考文献 [1]胡鹏程，赵清．电冰箱、空调器的原理和维修【M】．北京：电子工业出版社．1995：1 14—148． [2]吴业正．制冷原理及设备【M】(第2版)．西安：西安交通大学出版社．2006． [3]赵春怡，王志强．活塞式单机双级制冷压缩JJL[M]．北京：机械工业出版社．2003．
我有，你分太少了。
汽车空调维修毕业论文摘要：随着汽车工业的迅猛发展和人民生活水平的日益提高，汽车开始走进千家万户。人们在一贯追求汽车的安全性、可靠性的同时，如今也更加注重对舒适性的要求。因而，空调系统作为现代轿车基本配备，也就成为了必然。近年来,环保和能源问题成为世界关注的焦点,也成为影响汽车业发展的关键因素,各种替代能源动力车的出现,为汽车空调业提出了新的课题与挑战。自本世纪20年代汽车空调诞生以来，伴随汽车空调系统的普及与发展，汽车空调的发展大体上经历了五个阶段：单一取暖阶段、单一冷气阶段、冷暖一体化阶段、自动控制阶段、计算机控制阶段。空调的控制方法也经历了由简单到复杂，再由复杂到简单的过程。作为汽车空调系统的电路控制方面也再不段的更新改进，同时，我国汽车空调的安装随着汽车业的发展以达到100%的普及性，空调已成为现代汽车的一向基本配备。给汽车空调的使用与维修问题带来新的挑战。论文最后以汽车空调故障检修的方法，对汽车空调系统的再深入探讨，以达到对汽车空调系统的了解，并运用在实际工作中。关键词：汽车空调 压缩机 检修（一）汽车空调的过去与未来汽车空调是指对汽车座厢内的空气质量进行调节的装置。不管车外天气状况如何变化，它都能把车内的湿度、温度、流速、洁度保持在驾驶人员感觉舒适的范围内。最原始的汽车空调仅是开窗换气式。最早的汽车空调装置始于1927年，它仅由加热器、通风装置和空气过滤器三者组成，且只能对车室供暖。准确地讲，汽车空调的历史，应该从制冷技术应用在车上开始。20世纪30年代末期美国的几部公共汽车上装上了应用制冷技术的冷气装置。直到20世纪60年代，应用制冷技术的汽车空调才开始逐步地普及起来。以后，人们对汽车空调的兴趣逐年增加，汽车空调技术日趋完善，功能也越来越全面。它的发展大体上可以分为如下几个阶段：单一供暖空调装置阶段 始于1927年，目前在寒冷的北欧，亚洲北部地区，汽车空调仍使用单一供暖系统。单一供冷空调装置阶段 始于1939年，美国帕克汽车公司率先在轿车装上机械制冷降温空调器。目前单一降温的汽车空调仍在热带、亚热带部分地区使用。冷暖型汽车空调阶段 始于1954年，原美国汽车公司，首先在轿车安装于冷暖一体化空调器，这样汽车空调才具备了降温、除湿、通风、过滤、除霜等空气的调节功能。该方式目前仍然大量的使用在低档车上，是目前使用量最大的一种方式。自控汽车空调装置阶段 由于前述的冷暖型汽车空调需依靠人工调节，这既增加上司机的工作量，还使控制不理想。通用汽车公司1964年率先在轿车上应用自控汽车空调。自控空调只需预先设定温度装置，便能自动地在设定的温度范围内运行。装置根据传感器随时检测车外温度，自动地调制装置各部件工作，达到控制车外温度和行驶其他功能的目的。目前，大部分的中高级轿车，高级大客车都装备自控空调电脑控制汽车空调阶段 自1977年美国通用汽车公司、日本五十铃汽车公司，同时将自行研制的电脑控制汽车空调系统装上各自的轿车上后，即预示着汽车空调技术已发展到一个新阶段。电脑控制的汽车空调功能增加，显示数字化，冷、暖、通风调控三位一体化。电脑按照车内外的环境所需，实现了调节的精细化。通过电脑控制实现了空调运行与汽车运行的协调，极大地提高了制冷效果，节约了燃料，从而提高了汽车的整体性能和舒适程度。目前电脑控制的空调都装上豪华型轿车上。（二）汽车空调的特点众所周知汽车空调是以采用发动机的动力为代价来完成调节车厢内空气环境的。了解汽车空调的特点，有利于进行汽车空调的使用和维修。与室内空调相比，汽车空调主要有如下特点：1. 汽车空调安装在行驶的车辆上，承受着剧烈频繁的振动和冲击，因此，各部件应有足够的强度和抗振能力，接头应牢固并防漏。不然将会造成汽车空调制冷系统的泄露，结果破坏了整个空调系统的工作条件，严重的会损坏制冷系统的压缩机等部件。使用中要经常检查系统内制冷剂的多少，据统计，由于制冷剂的泄露而引起的空调故障约占全部故障的80%。2. 汽车空调所需的动力均来自发动机。其中轿车、轻型汽车、中小型客车及工程机械，空调所需的动力和驱动汽车的动力均来自一台发动机。这空调称非独立空调系统。大型客车和豪华型大、中客车，由于所需制冷量和暖气量大，一般采用专用发动机驱动制冷压缩机和设立独立的取暖设备，故称之为独立式空调系统。虽然非独立空调系统会影响汽车的动了性，但它相对于独立空调，在设备成本、运行成本上都较经济。据测试，汽车安装了非独立式空调后，耗油量会增加10%到20%（与车速有关）。发动机输出功率减少10%到12%。3. 汽车空调的特定工作环境要求汽车空调的制冷、制热能力尽可能的大。其原因如下：（1）夏天车内的乘客密度大，产热量大，热负荷高；冬天采暖人体所需的热量亦大。（2）为了减轻自重，汽车隔热层一般很薄，加上汽车门窗多，面积大，所以汽车隔热性差，热损大。（3）汽车的工作环境因在野外，直接受阳光、霜雪、风雨等的影响，环境变化剧烈。要使汽车空调在最短的时间里在车厢内达到舒适的环境，就要求其制冷量特别大。对非独立的空调系统来说，由于发动机工况频繁变化，所以制冷系统的制冷机变化大。比如发动机在高速和怠速运行时，转速相差10倍。这必然导致压缩机输送的制冷剂量变化极大。制冷剂流量变化大，轻者引起制冷效果不佳，重者引起压力过高，压缩机出现敲击现象，发生事故。因此，汽车空调制冷系统较室内复杂得多。（4）由于汽车本身的特点，要求汽车空调结构紧凑，质轻、量小，能在所有限的空间进行安装。目前空调的总比重比60年代下降了50%，而制冷能力却提高了50%。（5）汽车空调的供暖方式与室内空调完全不同。对于非独立式汽车空调，一般利用发动机的冷却水或废气余热，而室内空调则是利用一个电磁阀，改变制冷剂量，机组很快起动并转入稳定状况。（三）汽车空调的性能评价指标1.温度指标温度指标是指最重要的一个环节。人感到最舒服的温度是200C到280C，超过280C，人就会觉得燥热。超过400C，即为有害温度，会对人体健康造成损害。低于140C人就会觉得冷。当温度下降到00C时，会造成冻伤。因此，空调应用控制车内温度夏天在250C，冬天在180C，以保证驾驶员正常操作，防止发生事故，保证乘员在舒适的状况下旅行。2．湿度指标湿度的指标用相对湿度来表示。因为人觉得最舒适的相对湿度在50%--70%，所以汽车空调的湿度参数要控制在此范围内。3．空气的清新度由于空间小，乘员密度大，在密闭的空间内极易产生缺氧和二氧化碳浓度过高。汽车发动机废气中的一氧化碳和道路上的粉尖，野外有毒的花粉都容易进入车厢内，造成车内空气浑浊，影响驾驶人员身体健康。这样汽车空调必须具有对车内空气过滤的功能，以保证车内空气清新度。4．除霜功能由于有时汽车内外温度相差很大，会在玻璃上出现雾式霜，影响司机的视线，所以汽车空调必须有除霜功能。5．操作简单、容易、稳定。汽车空调必须作到不增加驾驶员的劳动强度，不影响驾驶员的视线的正常驾驶。第二章汽车空调的组成与原理（一）汽车空调的工作原理压缩机运转时，将蒸发器内产生的低温低压制冷剂蒸气吸入并压缩后，在高温高压（约700C，1471KPa）的状况下排出。这些气态蒸气流入冷凝器，并在此受到散热和冷却风扇的作用强制冷却到500C 左右。这时，制冷剂由气态变为液态。被液化了的制冷剂，进入干燥器，除去了水和杂质后，流入膨胀阀。高压的液态制冷剂从膨胀阀的小空流出，变为低压雾状后流入蒸发器。雾状制冷剂在蒸发器内吸热汽化变为气态制冷剂，从而使蒸发器表面温度下降。从送风机出来的空气，不断流过蒸发器表面，被冷却后送进车厢内降温。气态制冷剂通过蒸发器后又重新被压缩机吸入，这样反复循环即可达到制冷目的。（二）汽车空调主要功能包括以下4大部分: 制冷、制热、通风、除湿制冷系统原理：汽车空调的压缩机依靠汽车发动机的动力提供,汽车在怠速状态下打开空调制冷怠速会明显增大,油耗也会相应的增加,油耗增加的大小与环境温度有最直接的关系,环境温度高制冷剂膨胀的压力大,发动机驱动空调的消耗也相应加大,环境温度低油耗相应减少。制热系统原理：汽车空调制热与压缩机没有丝毫关系,制热的热源不是空调本身获取的,是由汽车的散热水箱（中控台下面的暖风机总成内的副水箱）提供,早晨在热车前空调吹出来的是冷风,待热车后空调热风源源不断的送出来,制热本身基本没有能量消耗,是利用汽车的余热完成的.但在冬季，为了提升水温，加大喷油量，也使耗油量增加。但是只是在启动初期，等发动机运转正常，就是利用发动机的散热来供暖了。（而有的柴油车由于水温上升慢，为了一发动车就能享受到暖风，所以在暖风机里面加有电热丝）。通风：通风分为内循环和外循环, 使用内循环时车内空气基本不与外界交流,使用外循环时位于挡风玻璃下的新风口会将外界的空气源源不断的送进来,以保持车内空气的清新.除湿：空调制冷的过程就是除湿的过程,从制冷时产生的大量冷凝水就可以看出来了,在湿度较大的阴雨天气或是温差太大的时候车内的玻璃上容易起雾,打开空调驱雾就是一个除湿的过程。（三）汽车空调的组成 汽车空调一般主要由压缩机、电控离合器、冷凝器、蒸发器、膨胀阀、贮液干燥器、管道、冷凝风扇等组成。汽车空调分高压管路和低压管路。1.电磁离合器 在非独立式汽车空调制冷系统中，压缩机是由汽车主发动机驱动的。在需要时接通或切断发动机与压缩机之间的动力传递。另外，当压缩机过载时，它还能起到一定的保护作用。因此，通过控制电磁离合器的结合与分离，就可接通与断开压缩机。 当空调开关接通时，电流通过电磁离合器的电磁线圈，电磁线圈产生电磁吸力，使压缩机的压力板与皮带轮结合，将发动机的扭矩传递给压缩机主轴，使压缩机主轴旋转。当断开空调开关时，电磁线圈的吸力消失。在弹簧作用下，压力板和皮带轮脱离，压缩机便停止工作。2.压缩机作用是使制冷剂完成从气态到液态的转变过程，达到制冷剂散热凝露的目的。同时在整个空调系统，压缩机还是管路内介质运转的压力源，没有它，系统不仅不制冷而且还失去了运行的动力。 （1）用于汽车制冷系统的压缩机按运动型式可分为：往复活塞式 曲轴连杆式径向活塞式轴向活塞式 翘板式斜板式旋转式 旋叶式 圆形汽缸椭圆形汽缸转子式 滚动活塞式三角转子式螺杆式涡旋式1）曲轴连杆式压缩机 图（1）曲轴连杆式压缩机曲轴连杆式压缩机如图（1）它是一种应用较为广泛的制冷压缩机。压缩机的活塞在汽缸内不断地运动，改变了汽缸的容积，从而在制冷系统中起到了压缩和输送制冷剂的作用。压缩机的工作，可分为压缩、排气、膨胀、吸气等四个过程 2) 斜板式压缩机图（2）斜板式压缩机斜板式压缩机如图（2）它的润滑方式有两种，一种是采用强制润滑，用由主轴驱动的油泵供油到各润滑部位及轴封处。主要用于豪华型轿车或小型客车较大制冷量的压缩机。另一种是采用飞溅润滑，我国上海内燃机油泵厂生产的斜板式压缩机即是采用飞溅润滑。斜板式压缩机结构紧凑，效率高，性能可靠，因而适用于汽车空调。3）旋叶式压缩机图（3）旋叶式压缩机旋转叶片式压缩机如图（3）由于旋转叶片式压缩机的体积和重量可以做到很小 ，易于在狭小的发动机舱内进行布置 ，加之噪声和振动小以及容积效率高等优点 ，在汽车空调系统中也得到了一定的应用 。但是旋转叶片式压缩机对加工精度要求很高 ，制造成本较高 。4)滚动活塞式压缩机滚动活塞式压缩机具有质量小、体积小、零部件少、效率高、可靠性好以及适宜于大批量生产等优点。3.冷凝器 汽车空调制冷系统中的冷凝器是一种由管子与散热片组合起来的热交换器。其作用是：将压缩机排出的高温、高压制冷剂蒸气进行冷却，使其凝结为高压制冷剂液体。 汽车空调系统冷凝器均采用风冷式结构，其冷凝原理是：让外界空气强制通过冷凝器的散热片，将高温的制冷剂蒸气的热量带走，使之成为液态制冷剂。制冷剂蒸气所放出的热量，被周围空气带走，排到大气中。汽车空调系统冷凝器的结构形式主要有管片式、管带式和鳝片式三种。(1) 管带式它是由多孔扁管与S形散热带焊接而成，如图 12所示。管带式冷凝器的散热效果比管片式冷凝器好一些(一般可高10%左右〉，但工艺复杂，焊接难度大，且材料要求高。一般用在小型汽车的制冷装置上。(2) 鳝片式它是在扁平的多通管道表面直接锐出鳝片状散热片，然后装配成冷凝器，如图 13所示。由于散热鳝片与管子为一个整体，因而不存在接触热阻，故散热性能好；另外，管、片之间无需复杂的焊接工艺，加工性好，节省材料，而且抗振性也特别好。所以，是目前较先进的汽车空调冷凝器。4.蒸发器 也是一种热交换器，也称冷却器，是制冷循环中获得冷气的直接器件。其作用是将来自热力膨胀阀的低温、低压液态制冷剂在其管道中蒸发，使蒸发器和周围空气的温度降低。同时对空气起减湿作用。5.膨胀阀膨胀阀也称节流阀，是组成汽车空调制冷系统的主要部件，安装在蒸发器入口处，是汽车空调制冷系统的高压与低压的分界点。其功用是：把来自贮液干燥器的高压液态制冷剂节流减压，调节和控制进入蒸发器中的液态制冷剂量，使之适应制冷负荷的变化，同时可防止压缩机发生液击现象(即未蒸发的液态制冷剂进入压缩机后被压缩，极易引起压缩机阀片的损坏)和蒸发器出口蒸气异常过热。 6.贮液干燥器贮液干燥器简称贮液器。安装在冷凝器和膨胀阀之间，如图 20所示，其作用是临时贮存从冷凝器流出的液态制冷剂，以便制冷负荷变动和系统中有微漏时，能及时补充和调整供给热力膨胀阀的液态制冷剂量，以保证制冷剂流动的连续和稳定性。同时，可防止过多的液态制冷剂贮存在冷凝器里，使冷凝器的传热面积减少而使散热效率降低。而且，还可滤除制冷剂中的杂质，吸收制冷剂中的水分，以防止制冷系统管路脏堵和冰塞，保护设备部件不受侵蚀，从而保证制冷系统的正常工作。贮液器出口端旁边装有一只安全熔塞，也称易熔螺塞，它是制冷系统的一种安全保护装置。其中心有一轴向通孔，孔内装填有焊锡之类的易熔材料，这些易熔材料的熔点一般为85℃-95℃。7.孔管孔管是固定孔口节流装置。两端都装有滤网，以防止系统堵塞。和膨胀阀一样，孔管也装在系统高压侧，但是取消了贮液干燥器，因为孔管直接连通冷凝器出口和蒸发器进口。孔管不能改变制冷剂流量，液态制冷剂有可能流出蒸发器出口。因此，装有孔管的系统，必须同时在蒸发器出口和压缩机进口之间，安装一个积累器，实行气液分离，以防液击压缩机。 孔管是一根细钢管，它装在一根塑料套管内。在塑料套管外环形槽内，装有密封圈。有的还有两个外环形槽，每槽各装一个密封圈。把塑料套管连同孔管都插入蒸发器进口管中，密封圈就是密封塑料套管外径和蒸发器进口管内径间的配合间隙用的。安装使用后，系统内的污染物集聚在密封圈后面，使堵塞情况更加恶化。就是这种系统内的污染物，堵塞了孔管及其滤网。这种孔管不能修，如需维护，只能清理滤网。坏了只有更换，孔管内孔的积垢，也不能清理。 8.积累器 用孔管代替膨胀阀时，汽车空调制冷系统要在低压侧安装积累器。积累器是一种特殊形式的贮液干燥器，用于回气管路中的气液分离，滤网设计有特殊要求，只许润滑油从中通过，而不允许液态制冷剂从中通过。使用孔管的汽车空调制冷系统，总是存在一种可能性：制冷剂离开蒸发器时，还是液体。为了防止液态制冷剂损坏压缩机，必须在蒸发器出口和压缩机进口之间设置积累器，以防止液态制冷剂通过。液态制冷剂在积累器中蒸发，然后以气态形式进入压缩机。9.风机 汽车空调制冷系统采用的风机，大部分是靠电机带动的气体输送机械，它对空气进行较小的增压，以便将冷空气送到所需要的车室内，或将冷凝器四周的热空气吹到车外，因而风机在空调制冷系统中是十分重要的设备。 风机按其气体流向与风机主轴的相互关系，可分为离心式风机和轴流式风机两种。10.电磁旁通阀电磁旁通阀多用于大、中型客车的独立式空调制冷系统，其作用是控制蒸发器的蒸发压力和蒸发温度，防止蒸发器因温度过低而结霜。电磁旁通阀一般安装在贮液干燥器与压缩机吸入阀之间。11.主轴油封 主轴油封损坏，会引起雪种和润滑油泄漏。一般可以从有关的油迹来确定泄漏的地方。也可将压缩机拆下，浸入水中，以进出、口不没入水中为度。将排气口堵住，再从进气口加气压。从有关冒气泡的地方很容易确诊是不是主轴油封泄漏。 （四）汽车空调系统分类（按动力源分） 1.独立式空调：有专门的动力源（如第二台内燃机）驱动整个空调系统的运行。一般用于长途货运、高地板大中巴等车上。独立式空调由于需要两台发动机，燃油消耗高，同时造成较高的成本，并且其维修及维护十分困难，需要十分熟练的发动机维修人员，而且发动机配件不易获得，尤其是进口发动机；另外设计和安装更容易导致系统质量问题的发生，而额外的驱动发动机更增加了发生故障的概率。 2.非独立式空调：直接利用汽车的行驶动力（发动机）来运转的空调系统。非独立式空调由主发动机带动压缩机运转，并由电磁离合器进行控制。接通电源时，离合器断开，压缩机停机，从而调节冷气的供给，达到控制车厢内温度的目的。其优点是结构简单、便于安装布置、噪音小。由于需要消耗主发动机10%-15%的动力，直接影响汽车的加速性能和爬坡能力。同时其制冷量受汽车行驶速度影响，如果汽车停止运行，其空调系统也停止运行。尽管如此，非独立式空调由于其较低的成本（相对独立式空调），已逐渐成为市场的主导产品。目前，绝大部分轿车、面包车、小巴都使用这种空调。 （五）汽车自动空调系统汽车自动空调系统指的是根据设置在车内外的各种温度传感器的输出信号，由ECU中的微机进行平衡温度的演算，对进气转换风扇、送气转换风门、混合风门、水阀、加热继电器、压缩机和鼓风机等进行自动控制，按照乘客的要求，使车厢内的温度和温度等小气候保持在使人体感觉最舒适的状态。自动空调控制系统的传感器一般有车厢内温度传感器、车厢外温度传感器、蒸发器温度传感器、太阳能传感器、水温传感器等。其中水温传感器位于发动机出水口，它将冷却水温度反馈至ECU，当水温过高时ECU能够断开压缩机离合器而保护发动机，同时也使ECU依据水温控制冷却水通往加热芯的阀门。各个传感器将温度信息反馈到ECU，ECU通过“混合风档”的冷暖风比例而控制空气流的温度，例如当温度过低时ECU指令冷气流经加热芯升温，当温度过高时则增大冷气，当车厢内温度达到预定值时，ECU会发出指令停止“混合风档”伺服电动机运转。同时，ECU还通过“方式风档”伺服电动机控制气流流向，确定出风口的吹风角度。第三章汽车空调的检修一、汽车空调检修的基本工具1.修理空调器的常用工具（1）活板手（2）开口扳手（3）套筒扳手（4）内六角扳手（5）钢丝钳（6）尖嘴钳（7）十字螺丝刀（8）一字螺丝刀（9）锉刀：圆（10）手弓钢锯（11）手枪钻（12）钻头（13）冲击钻（14）刀子（15）剪刀（16）锤子：铁锤、木锤、橡皮锤各1把 （17）卡钳（18）小镜子（19）钢卷尺（20）酒精灯（21）温度计（22）电烙铁（23）万用表（24）低压测电笔2.维修用大设备 （1）真空泵：一般选用排气量为2L/s，真空度达到5×10-4mmHg的真空泵；（2）气焊设备：氧气瓶、乙炔瓶、减压阀、乙炔单向阀及配套输气管及焊具共1套； （3）电焊设备：电焊机、输入和输出电缆线、焊把及、焊条共1套；（4）制冷器钢瓶：用来存放制冷剂，一般选用3kg～40kg不等，按实定； （5）定量加液器：可以准确地比空调器充注制冷剂 1套； （6）台秤：以确保小钢瓶的充灌制冷剂不超过额定量，避免意外发生 1台； （7）氮气瓶：存放氮气，可对空调器进行试压、检漏，以及对制冷系统进行冲洗 1套及配套；（8）卤素检漏灯或电子卤素检漏仪：对制冷系统进行检漏 1套；（9）兆欧表：测导线绝缘程度 500V直流的1套； （10）数字温度表：1套 测量空调器的进、出风温度； （11）功率表：测量空调器的输入功率1套；（12）可移动配电盘：供维修接临时电源用；3.维修专用工具（1）胀管器和扩口器：1套 （2）割管刀：切割铜管 1套 （3）弯管器：滚轮式弯管器和弹簧管式弯管器各1套 （4）修理阀：三通修理阀或复式修理阀1套（常用） （5）封口钳：将压缩机充气管封死，然后才可以焊封充气管 1套 （6）力矩扳手：空调配管之间的连接螺母一定要用相应的力矩扳手来坚固 （7）电动空心钻：用以打墙孔（小孔径可用冲击钻）、钻头选用70mm、80mm两种规格二、汽车空调制冷系统检修的基本操作1．制冷系统工作压力的检测 （1）将歧管压力计正确连接到制冷系统相应的检修阀上，如果手动阀，应使阀处于中位。 （2）关闭歧管压力计上的两个手动阀。 （3）用手拧紧歧管压力计上的高低压注入软管的联接螺母，让系统内侧的制冷剂将高低压注入软管内的空气排出，然后再将联接螺母拧紧。 （4）起动发动机并使发动机转速保持在1000~1500r/min，然后打开空调A/C开关和鼓风机开关，设置到空调最大制冷状态，鼓风机高速运转，温度调节在最冷。（5）关闭车门、车窗和舱盖，发动机预热。（6）把温度计插进中间出风口并观察空气温度，在外界温度为270C时，运行5min后出风口温度应接近70C.（7)观察高低压侧压力，压缩机的吸气压力应为207pa~24kpa，排气压力应为1103~1633kpa 。应注意，外界高温高湿将造成高温高压的条件。如果离合器工作，在离合器分离之前记录下数值。2.从制冷系统内放出制冷剂具体方法如下（1）关闭歧管压力计上的手动高低压阀，并将其高低压软管分别接在压缩机高低压检修阀上，将中间软管的自由端放在干净的软布上。（2）慢慢打开手动高压阀，让制冷剂从中间软布上排出，阀门不能开的太大，否则压缩机内的冷冻油会随制冷剂流出。（3）当压力表读数降到以下时，再慢慢打开手动低压阀，使制冷剂从高低两侧流出。（4）观察压力表读数，随着压力的下降，逐渐打开手动高低压阀，直至低压表读数到零为止。3.制冷剂充注程序 抽真空作业从高压侧充注200g液态制冷剂 第四章 总结随着我国汽车工业的高速发展，作为汽车技术现代化标志之一的汽车空调技术在我国蓬勃发展。汽车空调大大改善了乘坐环境，提高了成员的舒适性。近年来，各种完善的多功能型空调装置的应用，受到用户的普遍欢迎。但对于汽车空调维修人员来说将面临新的挑战！本论文对汽车空调的原理、结构以及必备的工具等知识做了一般性的介绍。重点对修理、维护做了详尽的介绍。这样做的原因，主要是考虑本论文所面对是汽车空调维修人员，并由此希望能帮助学习动手解决一般汽车空调故障的技能。第五章 参考文献【1】冯玉琪《实用空调制冷设备维修大全》电子工业出版社1994【2】张蕾 《汽车空调》机械工业出版社2007【3】夏云铧 齐红《汽车空调应用与维修—从入门到精通》机械工业出版社
一、概述 可编程控制器（PLC）是一种新型的通用控制装置，他将传统的继电器控制技术、计算机控制技术和通信技术融为一体，专为工业控制而设计，具有功能强、通用灵活、可靠性强、环境适应性好、编成简单、使用方便、体积小、重量轻、功耗低等一系列优点。近年来，随着可编程控制器的日渐成熟，越来越多设备的控制都采用PLC控制器来代替传统的继电器控制，并取得了很好的经济效益。空气压缩机使矿山生产重要的四大固定设备之一，它生产压缩空气，用以带动凿岩机、风动装岩机等设备及其他风动工具。其能否安全运行直接影响着煤矿生产的产量和效益问题。影响其安全生产的要素主要有空压机的超温、超压、断水、断油等因素。随着煤矿现代化的发展，矿山对矿山设备的要求越来越高,建设本质安全性矿山已成为煤矿生产建设的核心。矿山设备不断更新，不断进步，可靠性、易操作性、可监视性、易维护性等已是最基本的要求了。用继电器搭成的控制电路具有可靠性差、不易维护、不易监视，已不能适应当前的要求。现在迫切需要可靠性高、易维护、易操作、可监视并且价格不高这样的控制器来代替继电器搭成的电路。随着电子技术、软件技术、控制技术飞速发展，可编程控制器（PLC）发展迅猛，性能很高，价格较为合理，与继电器搭的控制电路比具有非常大的优势。许多矿山设备已选用了PLC来代替比较重要的设备控制。传统的保护主要采用分离仪表，其可靠性差、集程度低、费用高，不能有效的满足矿山设备投入的经济性和安全性的要求。本文笔者采用可编程控制器（PLC）作为核心控制器，通过检测仪器为PLC提供控制中所需要的信号参数对空压机进行自动巡回检测控制。进行监控的主要参数有空压机高低压缸温度、润滑油温度、电动机温度、风包温度、出水温度；高低压缸压力、风包压力、润滑油压力；高/低压、中/后冷却水断水检测等参数。二、控制功能和控制原理1. 保护控制功能⑴、 电机电流和电压的检测。⑵、 一二级缸、油压、风包压力检测。⑶、 一二级排气温度、油温、电机温度检测。⑷、 电动机的延时启动。⑸、 电机的无水运转。2. 保护控制原理在启动主机之前先将水源电磁阀和放空电磁阀都打开，在冷却水压和流量达到规定值条件下，可以进行空压机的空载起动，然后延时自动关闭放空电磁阀，空压机进行正常运行。启动时允许低油压启动，设置一定时间后对油压进行监控。在停机时，按复位按钮放空电磁阀打开，经30秒延时后切断主电源。实现空压机的停机，同时关闭水源电磁阀和放空电磁阀。在保户状态时，以上监控参数有一个在设定范围内发生故障，产生报警信号，同时打开放空电磁阀，压缩机减载运行，延时30秒故障不消除自动机停机。 ⑴. 控制分布图1-1压缩机控制分布图⑵. 控制通讯原理现场总线PROFIBUS可以实现数字和模拟输入/输出、智能信号装置和过程调节装置与可编程控制器PLC和PC之间的数据传输，把I/O通道分散到实际需要的现场设备附近。PROFIBUS一方面覆盖了传感器/执行器领域的通信要求，另一方面又具有单元级领域的所有通信网络通信功能。他支持高速的循环数据通信，以满足了实时监控的要求。1-2系统控制通讯图三、信号采集S7-200为每个本机数字量输入提供脉冲捕捉功能。脉冲捕捉功能允许PLC捕捉到持续时间很短的脉冲。而在扫描周期的开始，这些脉冲不是总能被CPU读到。当一个输入设置了脉冲捕捉功能时，输入端的状态变化被锁存并一直保持到下一个扫描循环刷新。这就确保了一个持续时间很短的脉冲被捕捉到并保持到S7-200读取输入点。本设计需对下列参数进行采集： (1)、压力信号分别为1级缸、2级缸及储风缸压力、润滑油压力4点； (2)、温度信号为1级缸排气温度、2级缸进气温度、风包温度、油温、电机温度以及冷却水出口温度共6点； (3)、电量信号为主电机电流1点，电源电压1点，共2个点。(4)、流量检测有高低/压端2点，中/后冷2点共4点。采集参数总计为4+6+2+4=16个。 对上述参数采集后，首先判断有关参数是否异常，然后形成动态数据表格进行实时巡回显示，并存储起来而供以后进行随机查询。四、系统软件设计本系统主要是以保护为主，根据《煤矿安全规程》的要求和空压机的保护原理，其控制的软件设计流如下。五、结束语该系统主要是以S7-200 为核心控制器，PROFIBUS作为通讯桥梁，通过检测元件为控制其提供检测信号，以此达到保护控制的目的。在本文的编写过程中，得到了张集矿机电科多位领导的大力支持，在此致以诚挚的谢意！同时感谢西门子（中国）有限公司自动化驱动集团提供的大量资料。
我有，你分太少了。
一、概述 可编程控制器（PLC）是一种新型的通用控制装置，他将传统的继电器控制技术、计算机控制技术和通信技术融为一体，专为工业控制而设计，具有功能强、通用灵活、可靠性强、环境适应性好、编成简单、使用方便、体积小、重量轻、功耗低等一系列优点。近年来，随着可编程控制器的日渐成熟，越来越多设备的控制都采用PLC控制器来代替传统的继电器控制，并取得了很好的经济效益。空气压缩机使矿山生产重要的四大固定设备之一，它生产压缩空气，用以带动凿岩机、风动装岩机等设备及其他风动工具。其能否安全运行直接影响着煤矿生产的产量和效益问题。影响其安全生产的要素主要有空压机的超温、超压、断水、断油等因素。随着煤矿现代化的发展，矿山对矿山设备的要求越来越高,建设本质安全性矿山已成为煤矿生产建设的核心。矿山设备不断更新，不断进步，可靠性、易操作性、可监视性、易维护性等已是最基本的要求了。用继电器搭成的控制电路具有可靠性差、不易维护、不易监视，已不能适应当前的要求。现在迫切需要可靠性高、易维护、易操作、可监视并且价格不高这样的控制器来代替继电器搭成的电路。随着电子技术、软件技术、控制技术飞速发展，可编程控制器（PLC）发展迅猛，性能很高，价格较为合理，与继电器搭的控制电路比具有非常大的优势。许多矿山设备已选用了PLC来代替比较重要的设备控制。传统的保护主要采用分离仪表，其可靠性差、集程度低、费用高，不能有效的满足矿山设备投入的经济性和安全性的要求。本文笔者采用可编程控制器（PLC）作为核心控制器，通过检测仪器为PLC提供控制中所需要的信号参数对空压机进行自动巡回检测控制。进行监控的主要参数有空压机高低压缸温度、润滑油温度、电动机温度、风包温度、出水温度；高低压缸压力、风包压力、润滑油压力；高/低压、中/后冷却水断水检测等参数。二、控制功能和控制原理1. 保护控制功能⑴、 电机电流和电压的检测。⑵、 一二级缸、油压、风包压力检测。⑶、 一二级排气温度、油温、电机温度检测。⑷、 电动机的延时启动。⑸、 电机的无水运转。2. 保护控制原理在启动主机之前先将水源电磁阀和放空电磁阀都打开，在冷却水压和流量达到规定值条件下，可以进行空压机的空载起动，然后延时自动关闭放空电磁阀，空压机进行正常运行。启动时允许低油压启动，设置一定时间后对油压进行监控。在停机时，按复位按钮放空电磁阀打开，经30秒延时后切断主电源。实现空压机的停机，同时关闭水源电磁阀和放空电磁阀。在保户状态时，以上监控参数有一个在设定范围内发生故障，产生报警信号，同时打开放空电磁阀，压缩机减载运行，延时30秒故障不消除自动机停机。 ⑴. 控制分布图1-1压缩机控制分布图⑵. 控制通讯原理现场总线PROFIBUS可以实现数字和模拟输入/输出、智能信号装置和过程调节装置与可编程控制器PLC和PC之间的数据传输，把I/O通道分散到实际需要的现场设备附近。PROFIBUS一方面覆盖了传感器/执行器领域的通信要求，另一方面又具有单元级领域的所有通信网络通信功能。他支持高速的循环数据通信，以满足了实时监控的要求。1-2系统控制通讯图三、信号采集S7-200为每个本机数字量输入提供脉冲捕捉功能。脉冲捕捉功能允许PLC捕捉到持续时间很短的脉冲。而在扫描周期的开始，这些脉冲不是总能被CPU读到。当一个输入设置了脉冲捕捉功能时，输入端的状态变化被锁存并一直保持到下一个扫描循环刷新。这就确保了一个持续时间很短的脉冲被捕捉到并保持到S7-200读取输入点。本设计需对下列参数进行采集： (1)、压力信号分别为1级缸、2级缸及储风缸压力、润滑油压力4点； (2)、温度信号为1级缸排气温度、2级缸进气温度、风包温度、油温、电机温度以及冷却水出口温度共6点； (3)、电量信号为主电机电流1点，电源电压1点，共2个点。(4)、流量检测有高低/压端2点，中/后冷2点共4点。采集参数总计为4+6+2+4=16个。 对上述参数采集后，首先判断有关参数是否异常，然后形成动态数据表格进行实时巡回显示，并存储起来而供以后进行随机查询。四、系统软件设计本系统主要是以保护为主，根据《煤矿安全规程》的要求和空压机的保护原理，其控制的软件设计流如下。五、结束语该系统主要是以S7-200 为核心控制器，PROFIBUS作为通讯桥梁，通过检测元件为控制其提供检测信号，以此达到保护控制的目的。在本文的编写过程中，得到了张集矿机电科多位领导的大力支持，在此致以诚挚的谢意！同时感谢西门子（中国）有限公司自动化驱动集团提供的大量资料。
The Basics A jet engine can be divided into several distinct sections: intake, compressor, diffuser, combustion chamber, turbine, and exhaust. These sections are much like the different cycles in a four-stroke reciprocating engine: intake, compression, power and exhaust. In a four-stroke engine a fuel/air mixture is is brought into the engine (intake), compressed (compression), and finally ignited and pushed out the exhaust (power and exhaust). In it's most basic form, a jet engine works in much the same way. * Air comes in the front of the engine where it enters the compressor. The air is compressed by a series of small spinning blades aptly named compressor blades and leaves at a high pressure. The pressure ratio between the beginning and end of the compressor can be as much as 48:1, but almost always 12:1 or more. * The air now enters the diffuser, which is nothing more than an area where the air can expand and lower it's velocity, thus increasing its pressure a little bit more. * The high pressure air at the end of the diffuser now enters the combustion chamber where it is mixed with fuel, ignited and burned. * When the fuel/air mixture burns, the temperature increases (obviously) which makes the air expand. * This expanding gas drives a set of turbine blades located aft of the combustion chamber. At least some of these turbine blades are connected by a shaft to the compressor blades to drive them. Depending on the type of engine, there may be another set of turbine blades used to drive another shaft to do other things, such as turn a propeller or generator. * The left over energy not extracted by the turbine blades is pushed out the back of the engine (exhaust section) and creates thrust, usually used to drive an airplane forward. The types of jet engines include: * Turbojet * Turbofan * Turboprop * Turbo shaft Turbojet The turbojet is the simplest of them all, it is just as described in "The basics" section. This style was the first type of jet engine to be used in aircraft. It is a pretty primitive style used mostly in early military jet fighters such as the F-86. Its use was discontinued, for the most part, in favor of the more efficient turbofans. Actually, I should clarify that. Each type of engine is most efficient under certain conditions. Turbojets are most efficient at high altitudes and speeds above the speed of sound. See the diagram at the end of this page for relative efficiencies of each style engine. Turbofan Turbofans make up the majority of jet engines being produced and used today. A turbofan engine uses an extra set of turbine blades to drive a large fan, typically on the front of the engine. This fan differs from a propeller in that there are many small blades and they are inside of a duct. The fan sits just in front of the normal intake, some of the air driven by this fan will enter the engine, while the rest will go around the outside. The amount of air that bypasses the engine is different for each type of airplane. The different styles are called high and low bypass engines. Bypass ratio is the ratio of how much air goes through the fan, to how much goes through the engine. Typical bypass ratios would be 1:1 for a low bypass and 5:1 or more for a high bypass. Low bypass engines are more efficient at higher speeds, and are used on planes such as military aircraft, while high bypass engines are used in commercial airliners. Turboprop Turboprops are similar to turbofans in that they incorporate an extra set of turbine blades used to drive the propeller. Unlike the turbofan engines, nearly all the thrust produced by a turboprop is from the propellor, hardly any thrust comes from the exhaust. These engines are used mostly on smaller and slower planes such as commuter aircraft that fly to the smaller airports. As you can see from the efficiency chart below, turboprops are very efficient over a fairly wide range of speeds. They would probably be used more often on large transport aircraft, except for one problem: they have propellors. The general public does not like propellors, as they appear to be old-fashioned and unsafe. However, the military knows better and uses them on several large transport aircraft. Turbo shaft Turbo shaft engines are very similar to turboprop engines, but instead of driving a propellor, they are used to drive something else. Many helicopters use them to drive their rotors, and airliners and other large jets use them to generate electricity. Also, the Alaska Pipeline uses them at the pump stations to pump oil. Overall Overall the big difference between these engines is how they take a chunk of air and move it. Newton's third law states that Force equals mass times acceleration. Applying this to turbine engines: the turboprop takes a large chunk and accelerates it a little bit, while the turbojet takes a small chunk and accelerates the heck out of it, and the turbofan is somewhere in between these two. These different methods of moving air also have to do with how much noise each engine makes. The turbojet makes the most noise because there is a large difference in velocities of the blast of air coming out the exhaust and the surrounding air. The air from the fan on a turbofan engine "shields" the blast in the center by having the slower moving air from the fan surround it. Then the turboprop is the quietest of all because the air it's moving is relatively slow. A pressure - volume diagram (or a P-V diagram) is a useful tool in thermodynamics. In this case, it relates the pressure and volume of the gas moving through the engine at different stages. A P-V diagram can also be helpful in finding the work output of an engine. Work equals the integral of pressure with respect to volume. Or is simpler form, work equals the area enclosed in the diagram above. The above cycle is the Brayton cycle, or the cycle used by aircraft gas turbine engines. Explanation of the above cycle: * Air enters the inlet at point 1 at atmospheric pressure. * As this air passes through the compressor (from point 1 to 2), the pressure rises adiabatically (no heat enters or leaves the system). * Now the air enters the combustion chamber (from point 2 to 3), is mixed with fuel, and burned at a constant pressure. * Finally, the air goes through the turbine and out the exhaust (point 3 to 4) where the gases expand and do work. Thus, the pressure drops and the volume increases. The Compressor There are two main styles for turbine compressors: the axial and the centrifugal. The Axial Compressor * The axial type compressor is made up of many small blades, called rotor vanes, arranged in rows on a cylinder whose radius gets larger towards the back (as can be seen from the above picture). These blades act much like small propellors. * In between these rotor vanes are stator vanes which stay in a fixed spot and straighten the air coming out of the previous stage of rotor vanes before it enters the next stage. * On some newer engines, the angle of these stator vanes can be adjusted for optimum efficiency. * Each stage (1 row of rotor and stator vanes) generally provides for a pressure rise of about (so after the first stage, the pressure would be above atmospheric, after the second it would be , , etc...). The Centrifugal Compressor * Air enters the centrifugal compressor at the front and center. The blades then sling the air radially outwards where it is once again collected (at a higher pressure) before it enters the diffuser. * Pressure rise per stage is usually about 4 to 8:1 (higher than axial). These can be sombined in series (that is the exit of the first leads to the entrance of the next) to produce a greater pressure rise. But more than two stages is not practical. - Jet engines are rated in "pounds of thrust," while turboprops and turboshaft engines are rated in "shaft horsepower" (SHP). This is because it is difficult to hook up a dynamometer (power measuring device) to the column of air coming out of a jet engine, while it is easy to hook one to the shaft of a turboprop. - An equivalent measure to horsepower is thrust horsepower (THP). THP = (Thrust x MPH) / 375. or THP = SHP x 80% in the case of turboprop engines (the 80% is because the propeller "slips" a little in flight). - Exhaust gases exit the exhaust at upwards of 1000 mph or more and can use 1000 gallons of fuel/hour or more. - Turbine engines run lean. Unlike gasoline engines, turbines take in more air than they need for combustion. - Fuel can be injected into the exhaust section to burn with this unused air for extra thrust. This is called an afterburner. - A water/methanol mixture can be injected into the intake to increase the air density, and thus increase thrust. - Turbine engines can be built on a small scale as well. The turbine pictured below has a diameter of 4mm and runs at 500,000 rpm. It was built by at MIT for purposes of powering an aircraft with a wing span of about 5 inches that was projected to fly about 35 - 70 mph with a range of about 40 - 70 miles. micro turbine - The ignition system on turbine engines is only necessary for starting, afterwards it is self sustaining. In jets, the ignition system is also turned on for added saftey in "critical" stages of flight, such as takeoff and landing. - A device similar to a spark plug is used for the ignition process, but it has a larger gap. The spark is about 4 to 20 Joules (watts/second) at about 25000 volts and occurs between 1 and 2 times per second. - Turbine engines will run on just about anything, they prefer Jet-A (AKA diesel, kerosene, or home heating oil), but can burn unleaded, burbon, or even very finely powdered coal! - The above snowmachine uses an Allison turbine engine, a very common engine in helicopters (such as the Bell 206 Jet Ranger shown below). A lot of horsepower can be put into a small package! Note the intake and compressor are at the front of the engine, then the two side tubes take the compressed air and bring it around back to the combustion chamber and turbine and the exhaust exits out the middle. There are many engines out there with strange configurations like this. Communications Technology Your Rights and what the Data Protection Commissioner can do to help Right of Access The personal information to which you are entitled is that held on computer or in a manual filing system that facilitates access to information about you. You can make an access request to any organisation or any individual who has personal information about you. For example, you could make an access request to your doctor, your bank, a credit reference agency, a Government Department dealing with your affairs, or your employer. If you find out that information kept about you by someone else is inaccurate, you have a right to have that information corrected (or "rectified"). In some circumstances, you may also have the information erased altogether from the database - for example, if the body keeping the information has no good reason to hold it (. it is irrelevant or excessive for the purpose), or if the information has not been obtained fairly. You can exercise your right of rectification or erasure simply by writing to the body keeping your data. In addition, you can request a data controller to block your data . to prevent it from being used for certain purposes. For example, you might want your data blocked for research purposes where it held for other purposes. If an organisation holds your information for the purposes of direct marketing (such as direct mailing, or telephone marketing), you have the right to have your details removed from that database. This right is useful if you are receiving unwanted "junk mail" or annoying telephone calls from salespeople. You can exercise this right simply by writing to the organisation concerned. The organisation must write back to you within 40 days confirming that they have dealt with your request. Right to complain to the Data Protection Commissioner What happens if someone ignores your access request, or refuses to correct information about you which is inaccurate? If you are having difficulty in exercising your rights, or if you feel that any person or organisation is not complying with their responsibilities, then you may complain to the Data Protection Commissioner, Mr Mead, who will investigate the matter for you. The Commissioner has legal powers to ensure that your rights are upheld. The Data Protection Commissioner will help you to secure your rights: * with advice and information * by intervening directly on your behalf if you feel you have not been given satisfaction * by taking action against those failing to fulfil their obligations. SEE APPENDIX 2 FOR CASE STUDY Ergonomics Ergonomics (from Greek ergon work and nomoi natural laws) is the study of designing objects to be better adapted to the shape of the human body and/or to correct the user's posture. Common examples include chairs designed to prevent the user from sitting in positions that may have a detrimental effect on the spine, and the ergonomic desk which offers an adjustable keyboard tray, a main desktop of variable height and other elements which can be changed by the user. Ergonomics also helps with the design of alternative computer input devices for people who want to avoid repetitive strain injury or carpal tunnel syndrome. A normal computer keyboard tends to force users to keep their hands together and hunch their shoulders. To prevent the injuries, or to give relief to people who already have symptoms, special split keyboards, curved keyboards, not-really-keyboards keyboards, and other alternative input devices exist. Ergonomics is much larger than looking at the physiological and anatomical aspects of the human being. The psychology of humans is also a key element within the ergonomics discipline. This psychological portion of ergonomics is usually referred to as Human factors or Human factors engineering in the ., and ergonomics is the term used in Europe. Understanding design in terms of cognitive workload, human error, the way humans perceive their surrounds and, very importantly, the tasks that they undertake are all analysed by ergonomists. [IMAGE] With video conferencing consideration should be taken in positioning of camera and screens so as to avoid neck strain. Codec 1. (COder/DECoder or COmpressor/DECompressor) Hardware or software that encodes/compresses and decodes/decompresses audio and video data streams. The purpose of a codec is to reduce the size of digital audio samples and video frames in order to speed up transmission and save storage space. The goal of all codec designers is to maintain audio and video quality while compressing the binary data further. Speech codecs are designed to deal with the characteristics of voice, while audio codecs are developed for music. Codecs may also be able to transcode from one digital format to another; for example, from PCM audio to MP3 audio. The codec algorithms may be implemented entirely in a chip or entirely in software in which case the PC does all of the processing. They are also commonly implemented in both hardware and software where a sound card or video capture card performs some of the processing, and the main CPU does the rest. When analog signals are entered into a computer, cellphone or other device via a microphone or video source such as a VHS tape or TV, analog-to-digital converters create the raw digital audio samples and video frames. Speech, audio and video codecs are typically lossy codecs that compress data by altering the original format, which is why "codec" means "encoder/decoder" and "compressor/decompressor." If a codec uses only lossless compression in which the original data is restored exactly, then it would not be a coder/decoder. This is a subtle point, but the two meanings of the acronym have been confusing. LAN A local area network (LAN) is a computer network covering a local area, like a home, office or small group of buildings such as a college. The topology of a network dictates its physical structure. The generally accepted maximum size for a LAN is 1000m2. LANs are different from personal area networks (PANs), metropolitan area networks (MANs) or wide area networks (WANs). LANs are typically faster than WANs. The earliest popular LAN, ARCnet, was released in 1977 by Datapoint and was originally intended to allow multiple Datapoint 2200s to share disk storage. Like all early LANs, ARCnet was originally vendor-specific. Standardization efforts by the IEEE have resulted in the IEEE 802 series of standards. There are now two common wiring technologies for a LAN, Ethernet and Token Ring. Wireless technologies are starting to evolve and are convenient for mobile computer users. A number of network protocols may use the basic physical transport mechanism including TCP/IP. In this case DHCP is a convenient way to obtain an IP address rather than using fixed addressing. LANs can be interlinked by connections to form a Wide area network. A router is used to make the connection between LANs. WAN WANs are used to connect local area networks together, so that users and computers in one location can communicate with users and computers in other locations. Many WANs are built for one particular organisation and are private, others, built by Internet service providers provide connections from an organisation's LAN to the Internet. WANs are most often built of leased lines. At each end of the leased line, a router connects to the LAN on one side and a hub within the WAN on the other. A number of network protocols may use the basic physical transport mechanism including TCP/IP. Other protocols including and ATM. Frame relay can also be used for WANs. Ethernet Ethernet is normally a shared media LAN. All stations on the segment share the total bandwidth, which is either 10 Mbps (Ethernet), 100 Mbps (Fast Ethernet) or 1000 Mbps (Gigabit Ethernet). With switched Ethernet, each sender and receiver pair have the full using Ethernet the computers are usually wired to a hub or to a switch. This constitutes the physical transport mechanism. Fiber-optic Ethernet (10BaseF and 100BaseFX) is impervious to external radiation and is often used to extend Ethernet segments up to miles. Specifications exist for complete fiber-optic networks as well as backbone implementations. FOIRL (Fiber-Optic Inter Repeater Link) was an earlier standard that is limited to .6 miles distance.
建议看看下面的资料网，在这里想要谁给现写一篇，可能不会有，因为z这里没人会为了这个区花费一些时间去写的，所以根据我搜集的一些网站来看，希望对你有所帮助，用心去做，不管毕业论文还是平时作业吗，我相信你都可以做好的。毕业论文以及毕业设计的，推荐一个网 这个网站的论文都是以words的形式原封不动的打包上传的，网上搜索不到的，对毕业论文的写作有很大的参考价值，希望对你有所帮助。 论文写作建议看看下面的资料网，在这里想要谁给现写一篇，可能不会有，因为z这里没人会为了这个区花费一些时间去写的，所以根据我搜集的一些网站来看，希望对你有所帮助，用心去做，不管毕业论文还是平时作业吗，我相信你都可以做好的。写作资料也很多，下面给你一些范文资料网： 如果你不是校园网的话，请在下面的网站找： 百万范文网： 分类很细 栏目很多 毕业论文网： 引文数据库： 社科类论文： 经济类论文： 论文之家： 范文网： 如果你是校园网，那就恭喜你了，期刊网里面很多资料 中国知网： 龙源数据库： 万方数据库： 优秀论文杂志 论文资料网 法律图书馆 法学论文资料库 中国总经理网论文集 职业经理人论坛 财经学位论文下载中心 公开发表论文_深圳证券交易所 中国路桥资讯网论文资料中心 论文商务中心 ' 法律帝国： 学术论文 论文统计
The Basics A jet engine can be divided into several distinct sections: intake, compressor, diffuser, combustion chamber, turbine, and exhaust. These sections are much like the different cycles in a four-stroke reciprocating engine: intake, compression, power and exhaust. In a four-stroke engine a fuel/air mixture is is brought into the engine (intake), compressed (compression), and finally ignited and pushed out the exhaust (power and exhaust). In it's most basic form, a jet engine works in much the same way. * Air comes in the front of the engine where it enters the compressor. The air is compressed by a series of small spinning blades aptly named compressor blades and leaves at a high pressure. The pressure ratio between the beginning and end of the compressor can be as much as 48:1, but almost always 12:1 or more. * The air now enters the diffuser, which is nothing more than an area where the air can expand and lower it's velocity, thus increasing its pressure a little bit more. * The high pressure air at the end of the diffuser now enters the combustion chamber where it is mixed with fuel, ignited and burned. * When the fuel/air mixture burns, the temperature increases (obviously) which makes the air expand. * This expanding gas drives a set of turbine blades located aft of the combustion chamber. At least some of these turbine blades are connected by a shaft to the compressor blades to drive them. Depending on the type of engine, there may be another set of turbine blades used to drive another shaft to do other things, such as turn a propeller or generator. * The left over energy not extracted by the turbine blades is pushed out the back of the engine (exhaust section) and creates thrust, usually used to drive an airplane forward. The types of jet engines include: * Turbojet * Turbofan * Turboprop * Turbo shaft Turbojet The turbojet is the simplest of them all, it is just as described in "The basics" section. This style was the first type of jet engine to be used in aircraft. It is a pretty primitive style used mostly in early military jet fighters such as the F-86. Its use was discontinued, for the most part, in favor of the more efficient turbofans. Actually, I should clarify that. Each type of engine is most efficient under certain conditions. Turbojets are most efficient at high altitudes and speeds above the speed of sound. See the diagram at the end of this page for relative efficiencies of each style engine. Turbofan Turbofans make up the majority of jet engines being produced and used today. A turbofan engine uses an extra set of turbine blades to drive a large fan, typically on the front of the engine. This fan differs from a propeller in that there are many small blades and they are inside of a duct. The fan sits just in front of the normal intake, some of the air driven by this fan will enter the engine, while the rest will go around the outside. The amount of air that bypasses the engine is different for each type of airplane. The different styles are called high and low bypass engines. Bypass ratio is the ratio of how much air goes through the fan, to how much goes through the engine. Typical bypass ratios would be 1:1 for a low bypass and 5:1 or more for a high bypass. Low bypass engines are more efficient at higher speeds, and are used on planes such as military aircraft, while high bypass engines are used in commercial airliners. Turboprop Turboprops are similar to turbofans in that they incorporate an extra set of turbine blades used to drive the propeller. Unlike the turbofan engines, nearly all the thrust produced by a turboprop is from the propellor, hardly any thrust comes from the exhaust. These engines are used mostly on smaller and slower planes such as commuter aircraft that fly to the smaller airports. As you can see from the efficiency chart below, turboprops are very efficient over a fairly wide range of speeds. They would probably be used more often on large transport aircraft, except for one problem: they have propellors. The general public does not like propellors, as they appear to be old-fashioned and unsafe. However, the military knows better and uses them on several large transport aircraft. Turbo shaft Turbo shaft engines are very similar to turboprop engines, but instead of driving a propellor, they are used to drive something else. Many helicopters use them to drive their rotors, and airliners and other large jets use them to generate electricity. Also, the Alaska Pipeline uses them at the pump stations to pump oil. Overall Overall the big difference between these engines is how they take a chunk of air and move it. Newton's third law states that Force equals mass times acceleration. Applying this to turbine engines: the turboprop takes a large chunk and accelerates it a little bit, while the turbojet takes a small chunk and accelerates the heck out of it, and the turbofan is somewhere in between these two. These different methods of moving air also have to do with how much noise each engine makes. The turbojet makes the most noise because there is a large difference in velocities of the blast of air coming out the exhaust and the surrounding air. The air from the fan on a turbofan engine "shields" the blast in the center by having the slower moving air from the fan surround it. Then the turboprop is the quietest of all because the air it's moving is relatively slow. A pressure - volume diagram (or a P-V diagram) is a useful tool in thermodynamics. In this case, it relates the pressure and volume of the gas moving through the engine at different stages. A P-V diagram can also be helpful in finding the work output of an engine. Work equals the integral of pressure with respect to volume. Or is simpler form, work equals the area enclosed in the diagram above. The above cycle is the Brayton cycle, or the cycle used by aircraft gas turbine engines. Explanation of the above cycle: * Air enters the inlet at point 1 at atmospheric pressure. * As this air passes through the compressor (from point 1 to 2), the pressure rises adiabatically (no heat enters or leaves the system). * Now the air enters the combustion chamber (from point 2 to 3), is mixed with fuel, and burned at a constant pressure. * Finally, the air goes through the turbine and out the exhaust (point 3 to 4) where the gases expand and do work. Thus, the pressure drops and the volume increases. The Compressor There are two main styles for turbine compressors: the axial and the centrifugal. The Axial Compressor * The axial type compressor is made up of many small blades, called rotor vanes, arranged in rows on a cylinder whose radius gets larger towards the back (as can be seen from the above picture). These blades act much like small propellors. * In between these rotor vanes are stator vanes which stay in a fixed spot and straighten the air coming out of the previous stage of rotor vanes before it enters the next stage. * On some newer engines, the angle of these stator vanes can be adjusted for optimum efficiency. * Each stage (1 row of rotor and stator vanes) generally provides for a pressure rise of about (so after the first stage, the pressure would be above atmospheric, after the second it would be , , etc...). The Centrifugal Compressor * Air enters the centrifugal compressor at the front and center. The blades then sling the air radially outwards where it is once again collected (at a higher pressure) before it enters the diffuser. * Pressure rise per stage is usually about 4 to 8:1 (higher than axial). These can be sombined in series (that is the exit of the first leads to the entrance of the next) to produce a greater pressure rise. But more than two stages is not practical. - Jet engines are rated in "pounds of thrust," while turboprops and turboshaft engines are rated in "shaft horsepower" (SHP). This is because it is difficult to hook up a dynamometer (power measuring device) to the column of air coming out of a jet engine, while it is easy to hook one to the shaft of a turboprop. - An equivalent measure to horsepower is thrust horsepower (THP). THP = (Thrust x MPH) / 375. or THP = SHP x 80% in the case of turboprop engines (the 80% is because the propeller "slips" a little in flight). - Exhaust gases exit the exhaust at upwards of 1000 mph or more and can use 1000 gallons of fuel/hour or more. - Turbine engines run lean. Unlike gasoline engines, turbines take in more air than they need for combustion. - Fuel can be injected into the exhaust section to burn with this unused air for extra thrust. This is called an afterburner. - A water/methanol mixture can be injected into the intake to increase the air density, and thus increase thrust. - Turbine engines can be built on a small scale as well. The turbine pictured below has a diameter of 4mm and runs at 500,000 rpm. It was built by at MIT for purposes of powering an aircraft with a wing span of about 5 inches that was projected to fly about 35 - 70 mph with a range of about 40 - 70 miles. micro turbine - The ignition system on turbine engines is only necessary for starting, afterwards it is self sustaining. In jets, the ignition system is also turned on for added saftey in "critical" stages of flight, such as takeoff and landing. - A device similar to a spark plug is used for the ignition process, but it has a larger gap. The spark is about 4 to 20 Joules (watts/second) at about 25000 volts and occurs between 1 and 2 times per second. - Turbine engines will run on just about anything, they prefer Jet-A (AKA diesel, kerosene, or home heating oil), but can burn unleaded, burbon, or even very finely powdered coal! - The above snowmachine uses an Allison turbine engine, a very common engine in helicopters (such as the Bell 206 Jet Ranger shown below). A lot of horsepower can be put into a small package! Note the intake and compressor are at the front of the engine, then the two side tubes take the compressed air and bring it around back to the combustion chamber and turbine and the exhaust exits out the middle. There are many engines out there with strange configurations like this. Communications Technology Your Rights and what the Data Protection Commissioner can do to help Right of Access The personal information to which you are entitled is that held on computer or in a manual filing system that facilitates access to information about you. You can make an access request to any organisation or any individual who has personal information about you. For example, you could make an access request to your doctor, your bank, a credit reference agency, a Government Department dealing with your affairs, or your employer. If you find out that information kept about you by someone else is inaccurate, you have a right to have that information corrected (or "rectified"). In some circumstances, you may also have the information erased altogether from the database - for example, if the body keeping the information has no good reason to hold it (. it is irrelevant or excessive for the purpose), or if the information has not been obtained fairly. You can exercise your right of rectification or erasure simply by writing to the body keeping your data. In addition, you can request a data controller to block your data . to prevent it from being used for certain purposes. For example, you might want your data blocked for research purposes where it held for other purposes. If an organisation holds your information for the purposes of direct marketing (such as direct mailing, or telephone marketing), you have the right to have your details removed from that database. This right is useful if you are receiving unwanted "junk mail" or annoying telephone calls from salespeople. You can exercise this right simply by writing to the organisation concerned. The organisation must write back to you within 40 days confirming that they have dealt with your request. Right to complain to the Data Protection Commissioner What happens if someone ignores your access request, or refuses to correct information about you which is inaccurate? If you are having difficulty in exercising your rights, or if you feel that any person or organisation is not complying with their responsibilities, then you may complain to the Data Protection Commissioner, Mr Mead, who will investigate the matter for you. The Commissioner has legal powers to ensure that your rights are upheld. The Data Protection Commissioner will help you to secure your rights: * with advice and information * by intervening directly on your behalf if you feel you have not been given satisfaction * by taking action against those failing to fulfil their obligations. SEE APPENDIX 2 FOR CASE STUDY Ergonomics Ergonomics (from Greek ergon work and nomoi natural laws) is the study of designing objects to be better adapted to the shape of the human body and/or to correct the user's posture. Common examples include chairs designed to prevent the user from sitting in positions that may have a detrimental effect on the spine, and the ergonomic desk which offers an adjustable keyboard tray, a main desktop of variable height and other elements which can be changed by the user. Ergonomics also helps with the design of alternative computer input devices for people who want to avoid repetitive strain injury or carpal tunnel syndrome. A normal computer keyboard tends to force users to keep their hands together and hunch their shoulders. To prevent the injuries, or to give relief to people who already have symptoms, special split keyboards, curved keyboards, not-really-keyboards keyboards, and other alternative input devices exist. Ergonomics is much larger than looking at the physiological and anatomical aspects of the human being. The psychology of humans is also a key element within the ergonomics discipline. This psychological portion of ergonomics is usually referred to as Human factors or Human factors engineering in the ., and ergonomics is the term used in Europe. Understanding design in terms of cognitive workload, human error, the way humans perceive their surrounds and, very importantly, the tasks that they undertake are all analysed by ergonomists. [IMAGE] With video conferencing consideration should be taken in positioning of camera and screens so as to avoid neck strain. Codec 1. (COder/DECoder or COmpressor/DECompressor) Hardware or software that encodes/compresses and decodes/decompresses audio and video data streams. The purpose of a codec is to reduce the size of digital audio samples and video frames in order to speed up transmission and save storage space. The goal of all codec designers is to maintain audio and video quality while compressing the binary data further. Speech codecs are designed to deal with the characteristics of voice, while audio codecs are developed for music. Codecs may also be able to transcode from one digital format to another; for example, from PCM audio to MP3 audio. The codec algorithms may be implemented entirely in a chip or entirely in software in which case the PC does all of the processing. They are also commonly implemented in both hardware and software where a sound card or video capture card performs some of the processing, and the main CPU does the rest. When analog signals are entered into a computer, cellphone or other device via a microphone or video source such as a VHS tape or TV, analog-to-digital converters create the raw digital audio samples and video frames. Speech, audio and video codecs are typically lossy codecs that compress data by altering the original format, which is why "codec" means "encoder/decoder" and "compressor/decompressor." If a codec uses only lossless compression in which the original data is restored exactly, then it would not be a coder/decoder. This is a subtle point, but the two meanings of the acronym have been confusing. LAN A local area network (LAN) is a computer network covering a local area, like a home, office or small group of buildings such as a college. The topology of a network dictates its physical structure. The generally accepted maximum size for a LAN is 1000m2. LANs are different from personal area networks (PANs), metropolitan area networks (MANs) or wide area networks (WANs). LANs are typically faster than WANs. The earliest popular LAN, ARCnet, was released in 1977 by Datapoint and was originally intended to allow multiple Datapoint 2200s to share disk storage. Like all early LANs, ARCnet was originally vendor-specific. Standardization efforts by the IEEE have resulted in the IEEE 802 series of standards. There are now two common wiring technologies for a LAN, Ethernet and Token Ring. Wireless technologies are starting to evolve and are convenient for mobile computer users. A number of network protocols may use the basic physical transport mechanism including TCP/IP. In this case DHCP is a convenient way to obtain an IP address rather than using fixed addressing. LANs can be interlinked by connections to form a Wide area network. A router is used to make the connection between LANs. WAN WANs are used to connect local area networks together, so that users and computers in one location can communicate with users and computers in other locations. Many WANs are built for one particular organisation and are private, others, built by Internet service providers provide connections from an organisation's LAN to the Internet. WANs are most often built of leased lines. At each end of the leased line, a router connects to the LAN on one side and a hub within the WAN on the other. A number of network protocols may use the basic physical transport mechanism including TCP/IP. Other protocols including and ATM. Frame relay can also be used for WANs. Ethernet Ethernet is normally a shared media LAN. All stations on the segment share the total bandwidth, which is either 10 Mbps (Ethernet), 100 Mbps (Fast Ethernet) or 1000 Mbps (Gigabit Ethernet). With switched Ethernet, each sender and receiver pair have the full using Ethernet the computers are usually wired to a hub or to a switch. This constitutes the physical transport mechanism. Fiber-optic Ethernet (10BaseF and 100BaseFX) is impervious to external radiation and is often used to extend Ethernet segments up to miles. Specifications exist for complete fiber-optic networks as well as backbone implementations. FOIRL (Fiber-Optic Inter Repeater Link) was an earlier standard that is limited to .6 miles distance.
一、概述 可编程控制器（PLC）是一种新型的通用控制装置，他将传统的继电器控制技术、计算机控制技术和通信技术融为一体，专为工业控制而设计，具有功能强、通用灵活、可靠性强、环境适应性好、编成简单、使用方便、体积小、重量轻、功耗低等一系列优点。近年来，随着可编程控制器的日渐成熟，越来越多设备的控制都采用PLC控制器来代替传统的继电器控制，并取得了很好的经济效益。空气压缩机使矿山生产重要的四大固定设备之一，它生产压缩空气，用以带动凿岩机、风动装岩机等设备及其他风动工具。其能否安全运行直接影响着煤矿生产的产量和效益问题。影响其安全生产的要素主要有空压机的超温、超压、断水、断油等因素。随着煤矿现代化的发展，矿山对矿山设备的要求越来越高,建设本质安全性矿山已成为煤矿生产建设的核心。矿山设备不断更新，不断进步，可靠性、易操作性、可监视性、易维护性等已是最基本的要求了。用继电器搭成的控制电路具有可靠性差、不易维护、不易监视，已不能适应当前的要求。现在迫切需要可靠性高、易维护、易操作、可监视并且价格不高这样的控制器来代替继电器搭成的电路。随着电子技术、软件技术、控制技术飞速发展，可编程控制器（PLC）发展迅猛，性能很高，价格较为合理，与继电器搭的控制电路比具有非常大的优势。许多矿山设备已选用了PLC来代替比较重要的设备控制。传统的保护主要采用分离仪表，其可靠性差、集程度低、费用高，不能有效的满足矿山设备投入的经济性和安全性的要求。本文笔者采用可编程控制器（PLC）作为核心控制器，通过检测仪器为PLC提供控制中所需要的信号参数对空压机进行自动巡回检测控制。进行监控的主要参数有空压机高低压缸温度、润滑油温度、电动机温度、风包温度、出水温度；高低压缸压力、风包压力、润滑油压力；高/低压、中/后冷却水断水检测等参数。二、控制功能和控制原理1. 保护控制功能⑴、 电机电流和电压的检测。⑵、 一二级缸、油压、风包压力检测。⑶、 一二级排气温度、油温、电机温度检测。⑷、 电动机的延时启动。⑸、 电机的无水运转。2. 保护控制原理在启动主机之前先将水源电磁阀和放空电磁阀都打开，在冷却水压和流量达到规定值条件下，可以进行空压机的空载起动，然后延时自动关闭放空电磁阀，空压机进行正常运行。启动时允许低油压启动，设置一定时间后对油压进行监控。在停机时，按复位按钮放空电磁阀打开，经30秒延时后切断主电源。实现空压机的停机，同时关闭水源电磁阀和放空电磁阀。在保户状态时，以上监控参数有一个在设定范围内发生故障，产生报警信号，同时打开放空电磁阀，压缩机减载运行，延时30秒故障不消除自动机停机。 ⑴. 控制分布图1-1压缩机控制分布图⑵. 控制通讯原理现场总线PROFIBUS可以实现数字和模拟输入/输出、智能信号装置和过程调节装置与可编程控制器PLC和PC之间的数据传输，把I/O通道分散到实际需要的现场设备附近。PROFIBUS一方面覆盖了传感器/执行器领域的通信要求，另一方面又具有单元级领域的所有通信网络通信功能。他支持高速的循环数据通信，以满足了实时监控的要求。1-2系统控制通讯图三、信号采集S7-200为每个本机数字量输入提供脉冲捕捉功能。脉冲捕捉功能允许PLC捕捉到持续时间很短的脉冲。而在扫描周期的开始，这些脉冲不是总能被CPU读到。当一个输入设置了脉冲捕捉功能时，输入端的状态变化被锁存并一直保持到下一个扫描循环刷新。这就确保了一个持续时间很短的脉冲被捕捉到并保持到S7-200读取输入点。本设计需对下列参数进行采集： (1)、压力信号分别为1级缸、2级缸及储风缸压力、润滑油压力4点； (2)、温度信号为1级缸排气温度、2级缸进气温度、风包温度、油温、电机温度以及冷却水出口温度共6点； (3)、电量信号为主电机电流1点，电源电压1点，共2个点。(4)、流量检测有高低/压端2点，中/后冷2点共4点。采集参数总计为4+6+2+4=16个。 对上述参数采集后，首先判断有关参数是否异常，然后形成动态数据表格进行实时巡回显示，并存储起来而供以后进行随机查询。四、系统软件设计本系统主要是以保护为主，根据《煤矿安全规程》的要求和空压机的保护原理，其控制的软件设计流如下。五、结束语该系统主要是以S7-200 为核心控制器，PROFIBUS作为通讯桥梁，通过检测元件为控制其提供检测信号，以此达到保护控制的目的。在本文的编写过程中，得到了张集矿机电科多位领导的大力支持，在此致以诚挚的谢意！同时感谢西门子（中国）有限公司自动化驱动集团提供的大量资料。
论文编号:JX235 所有图纸,任务书.论文字数:40706.页数:105摘 要 本设计主要是带式输送机全自动液压张紧装置的设计。它是在吸收国、内外输送机张紧技术的基础上，根据国内带式输送机的运行特点及要求研制的。它采用比例控制技术及可靠性较高的可编程控制技术，可以对张紧力进行多点控制，根据不同工作情况随时调节张紧力的大小。能最大程度的延长皮带的寿命，大大节约了成本。在设计中，用一个动滑轮使液压缸的行程减少了一半，避免使用行程较长的液压缸，减少了制造液压缸的难度。同时，系统中增加了若干个蓄能器，可以最大限度的吸收液压冲击，减小对皮带的冲击力提高胶带的使用寿命。本设计在总结其它常规皮带张紧装置的基础上,设计了能够满足皮带机的皮带长度变化较大时的皮带拉紧装置。此装置在皮带机启动阶段,能提供足够大的启动张力；启动完毕后, 又可使皮带的张力恢复到额定值以维持皮带机的正常运行。本文根据液压自动张紧装置的液压原理,详细阐述了自动张紧装置的结构组成、控制原理及功能特点,并阐明了控制系统的设计关键在于压力值和最大拉力值的设定。介绍了带式输送机运行系统要求,并运用PLC可编程控制技术对带式输送机的起动、制动和拉紧部分实时监控,完全实现了带式输送机自动控制运行方式,构成了一个高可靠性的设备运行控制系统。关键词：带式输送机； 自动液压张紧装置； 自动控制； 可编程控制PLCABSTRACT This design is mainly about full automatic hydraulic tension station for belt conveyer. It is designed on the foundation of opening technology in and outside, according to the domestic operation characteristic of belt conveyer and requirement. The equipment is also made on domestic belt-type conveyer movement characteristic and requestment. It uses the proportional control technology and the reliable higher programmable control technology, It may carry on the multi-spots control to strict the strength, adjusts pressing the strength size as necessary according to the different working can be the greatest degree lengthen the leather belt the life, greatly saved the cost. In the design, It causes the hydraulic cylinder with a movable pulley the stroke to reduce one half, and avoides using a stroke longer hydraulic this way,it reduces difficulty of the hydraulic cylinder’s produce. At the same time, it increases certain accumulators in the system, and limits absorption hydraulic pressure impact,which reduces the leather belt impulse and enhances the adhesive tape’s this issue ,the belt conveyer device whose tension force varied greatly is desiged to satisfy the re2 quirement s of the st ressed belt in varied length. It s tersion is greater in starting state ,and smaller in normal state moving. In the basis of working principle of automatic hydraulic tensioning device , st ructure composing , cont rol principle and function characteristics of the device were int roduced in this paper. It also expounded the design key of the cont rol system is to set pressure value and maxim drawing requirement of belt conveyer operating system. PLC is utilized to monitor the drive , brake and tension part of belt conveyer in real time and to realize autocontrol operating mode completely, constructing a control system with super reliability for equipment words：Belt-type conveyer； full automatic hydraulic tension station； automatic control； programmable control目 录1 概述 张紧装置的作用 张紧装置的类型及其介绍 液压张紧装置的基本介绍及其特点 液压张紧装置的特点 新型自动控制液压张紧装置的主要技术特点 液压传动的特点 带式输送机张紧装置的PLC控制系统介绍 PLC的介绍 带式输送机张紧装置的控制原理 62 带式输送机的工作原理 带式输送机的组成及工作原理 带式输送机的组成 带式输送机的工作原理 带式输送机的驱动原理——摩擦传动原理 单滚筒驱动情况 多滚筒驱动情况 163 带式输送机的选型设计计算 设计参数 带式输送机的机型选择 输送带的选择设计 选取带速 选择带宽 运行阻力的计算 输送带张力的计算 校核 张紧行程及张紧力的计算 张紧行程 张紧力 机型布置 布置原则 布置形式 滚筒的选择 电机、减速器的选型及有关驱动装置部件的选用 减速器的选型 有关驱动装置部件的选用 354 带式输送机的起动分析 带式输送机的起动曲线 起动时的动张力计算 起动时间 425 张紧装置选择方案 张紧装置的类型 方案比较与选择 446 张紧装置的设计 张紧装置组成 主要技术问题 张紧装置参数的确定 张紧力和张紧行程 启动加速度 起动时间 液压站及有关元件的设计与选用 液压油缸的设计 齿轮泵及电机 蓄能器 液压油箱的设计 电液比例溢流阀及其放大器 电磁换向阀、单向阀 机械结构设计 张紧车架 滑轮 注意事项与要求 张紧装置的振动 设备使用要求 587 电控系统 控制系统的硬件组成 PLC及扩展模块 测速传感器 压力变送器 PLC控制系统的硬件配置图 软件设计 思路及流程图 输入输出点地址分配 参数设定 带式输送机张紧装置PLC程序 68结 论 75参考文献 76英文原文 77中文译文 99致 谢 104可&联[系Q——Q：13....6.........后面输入....775..........接着输入12......5Q——Q空间里有所有内容。
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The Basics A jet engine can be divided into several distinct sections: intake, compressor, diffuser, combustion chamber, turbine, and exhaust. These sections are much like the different cycles in a four-stroke reciprocating engine: intake, compression, power and exhaust. In a four-stroke engine a fuel/air mixture is is brought into the engine (intake), compressed (compression), and finally ignited and pushed out the exhaust (power and exhaust). In it's most basic form, a jet engine works in much the same way. * Air comes in the front of the engine where it enters the compressor. The air is compressed by a series of small spinning blades aptly named compressor blades and leaves at a high pressure. The pressure ratio between the beginning and end of the compressor can be as much as 48:1, but almost always 12:1 or more. * The air now enters the diffuser, which is nothing more than an area where the air can expand and lower it's velocity, thus increasing its pressure a little bit more. * The high pressure air at the end of the diffuser now enters the combustion chamber where it is mixed with fuel, ignited and burned. * When the fuel/air mixture burns, the temperature increases (obviously) which makes the air expand. * This expanding gas drives a set of turbine blades located aft of the combustion chamber. At least some of these turbine blades are connected by a shaft to the compressor blades to drive them. Depending on the type of engine, there may be another set of turbine blades used to drive another shaft to do other things, such as turn a propeller or generator. * The left over energy not extracted by the turbine blades is pushed out the back of the engine (exhaust section) and creates thrust, usually used to drive an airplane forward. The types of jet engines include: * Turbojet * Turbofan * Turboprop * Turbo shaft Turbojet The turbojet is the simplest of them all, it is just as described in "The basics" section. This style was the first type of jet engine to be used in aircraft. It is a pretty primitive style used mostly in early military jet fighters such as the F-86. Its use was discontinued, for the most part, in favor of the more efficient turbofans. Actually, I should clarify that. Each type of engine is most efficient under certain conditions. Turbojets are most efficient at high altitudes and speeds above the speed of sound. See the diagram at the end of this page for relative efficiencies of each style engine. Turbofan Turbofans make up the majority of jet engines being produced and used today. A turbofan engine uses an extra set of turbine blades to drive a large fan, typically on the front of the engine. This fan differs from a propeller in that there are many small blades and they are inside of a duct. The fan sits just in front of the normal intake, some of the air driven by this fan will enter the engine, while the rest will go around the outside. The amount of air that bypasses the engine is different for each type of airplane. The different styles are called high and low bypass engines. Bypass ratio is the ratio of how much air goes through the fan, to how much goes through the engine. Typical bypass ratios would be 1:1 for a low bypass and 5:1 or more for a high bypass. Low bypass engines are more efficient at higher speeds, and are used on planes such as military aircraft, while high bypass engines are used in commercial airliners. Turboprop Turboprops are similar to turbofans in that they incorporate an extra set of turbine blades used to drive the propeller. Unlike the turbofan engines, nearly all the thrust produced by a turboprop is from the propellor, hardly any thrust comes from the exhaust. These engines are used mostly on smaller and slower planes such as commuter aircraft that fly to the smaller airports. As you can see from the efficiency chart below, turboprops are very efficient over a fairly wide range of speeds. They would probably be used more often on large transport aircraft, except for one problem: they have propellors. The general public does not like propellors, as they appear to be old-fashioned and unsafe. However, the military knows better and uses them on several large transport aircraft. Turbo shaft Turbo shaft engines are very similar to turboprop engines, but instead of driving a propellor, they are used to drive something else. Many helicopters use them to drive their rotors, and airliners and other large jets use them to generate electricity. Also, the Alaska Pipeline uses them at the pump stations to pump oil. Overall Overall the big difference between these engines is how they take a chunk of air and move it. Newton's third law states that Force equals mass times acceleration. Applying this to turbine engines: the turboprop takes a large chunk and accelerates it a little bit, while the turbojet takes a small chunk and accelerates the heck out of it, and the turbofan is somewhere in between these two. These different methods of moving air also have to do with how much noise each engine makes. The turbojet makes the most noise because there is a large difference in velocities of the blast of air coming out the exhaust and the surrounding air. The air from the fan on a turbofan engine "shields" the blast in the center by having the slower moving air from the fan surround it. Then the turboprop is the quietest of all because the air it's moving is relatively slow. A pressure - volume diagram (or a P-V diagram) is a useful tool in thermodynamics. In this case, it relates the pressure and volume of the gas moving through the engine at different stages. A P-V diagram can also be helpful in finding the work output of an engine. Work equals the integral of pressure with respect to volume. Or is simpler form, work equals the area enclosed in the diagram above. The above cycle is the Brayton cycle, or the cycle used by aircraft gas turbine engines. Explanation of the above cycle: * Air enters the inlet at point 1 at atmospheric pressure. * As this air passes through the compressor (from point 1 to 2), the pressure rises adiabatically (no heat enters or leaves the system). * Now the air enters the combustion chamber (from point 2 to 3), is mixed with fuel, and burned at a constant pressure. * Finally, the air goes through the turbine and out the exhaust (point 3 to 4) where the gases expand and do work. Thus, the pressure drops and the volume increases. The Compressor There are two main styles for turbine compressors: the axial and the centrifugal. The Axial Compressor * The axial type compressor is made up of many small blades, called rotor vanes, arranged in rows on a cylinder whose radius gets larger towards the back (as can be seen from the above picture). These blades act much like small propellors. * In between these rotor vanes are stator vanes which stay in a fixed spot and straighten the air coming out of the previous stage of rotor vanes before it enters the next stage. * On some newer engines, the angle of these stator vanes can be adjusted for optimum efficiency. * Each stage (1 row of rotor and stator vanes) generally provides for a pressure rise of about (so after the first stage, the pressure would be above atmospheric, after the second it would be , , etc...). The Centrifugal Compressor * Air enters the centrifugal compressor at the front and center. The blades then sling the air radially outwards where it is once again collected (at a higher pressure) before it enters the diffuser. * Pressure rise per stage is usually about 4 to 8:1 (higher than axial). These can be sombined in series (that is the exit of the first leads to the entrance of the next) to produce a greater pressure rise. But more than two stages is not practical. - Jet engines are rated in "pounds of thrust," while turboprops and turboshaft engines are rated in "shaft horsepower" (SHP). This is because it is difficult to hook up a dynamometer (power measuring device) to the column of air coming out of a jet engine, while it is easy to hook one to the shaft of a turboprop. - An equivalent measure to horsepower is thrust horsepower (THP). THP = (Thrust x MPH) / 375. or THP = SHP x 80% in the case of turboprop engines (the 80% is because the propeller "slips" a little in flight). - Exhaust gases exit the exhaust at upwards of 1000 mph or more and can use 1000 gallons of fuel/hour or more. - Turbine engines run lean. Unlike gasoline engines, turbines take in more air than they need for combustion. - Fuel can be injected into the exhaust section to burn with this unused air for extra thrust. This is called an afterburner. - A water/methanol mixture can be injected into the intake to increase the air density, and thus increase thrust. - Turbine engines can be built on a small scale as well. The turbine pictured below has a diameter of 4mm and runs at 500,000 rpm. It was built by at MIT for purposes of powering an aircraft with a wing span of about 5 inches that was projected to fly about 35 - 70 mph with a range of about 40 - 70 miles. micro turbine - The ignition system on turbine engines is only necessary for starting, afterwards it is self sustaining. In jets, the ignition system is also turned on for added saftey in "critical" stages of flight, such as takeoff and landing. - A device similar to a spark plug is used for the ignition process, but it has a larger gap. The spark is about 4 to 20 Joules (watts/second) at about 25000 volts and occurs between 1 and 2 times per second. - Turbine engines will run on just about anything, they prefer Jet-A (AKA diesel, kerosene, or home heating oil), but can burn unleaded, burbon, or even very finely powdered coal! - The above snowmachine uses an Allison turbine engine, a very common engine in helicopters (such as the Bell 206 Jet Ranger shown below). A lot of horsepower can be put into a small package! Note the intake and compressor are at the front of the engine, then the two side tubes take the compressed air and bring it around back to the combustion chamber and turbine and the exhaust exits out the middle. There are many engines out there with strange configurations like this. Communications Technology Your Rights and what the Data Protection Commissioner can do to help Right of Access The personal information to which you are entitled is that held on computer or in a manual filing system that facilitates access to information about you. You can make an access request to any organisation or any individual who has personal information about you. For example, you could make an access request to your doctor, your bank, a credit reference agency, a Government Department dealing with your affairs, or your employer. If you find out that information kept about you by someone else is inaccurate, you have a right to have that information corrected (or "rectified"). In some circumstances, you may also have the information erased altogether from the database - for example, if the body keeping the information has no good reason to hold it (. it is irrelevant or excessive for the purpose), or if the information has not been obtained fairly. You can exercise your right of rectification or erasure simply by writing to the body keeping your data. In addition, you can request a data controller to block your data . to prevent it from being used for certain purposes. For example, you might want your data blocked for research purposes where it held for other purposes. If an organisation holds your information for the purposes of direct marketing (such as direct mailing, or telephone marketing), you have the right to have your details removed from that database. This right is useful if you are receiving unwanted "junk mail" or annoying telephone calls from salespeople. You can exercise this right simply by writing to the organisation concerned. The organisation must write back to you within 40 days confirming that they have dealt with your request. Right to complain to the Data Protection Commissioner What happens if someone ignores your access request, or refuses to correct information about you which is inaccurate? If you are having difficulty in exercising your rights, or if you feel that any person or organisation is not complying with their responsibilities, then you may complain to the Data Protection Commissioner, Mr Mead, who will investigate the matter for you. The Commissioner has legal powers to ensure that your rights are upheld. The Data Protection Commissioner will help you to secure your rights: * with advice and information * by intervening directly on your behalf if you feel you have not been given satisfaction * by taking action against those failing to fulfil their obligations. SEE APPENDIX 2 FOR CASE STUDY Ergonomics Ergonomics (from Greek ergon work and nomoi natural laws) is the study of designing objects to be better adapted to the shape of the human body and/or to correct the user's posture. Common examples include chairs designed to prevent the user from sitting in positions that may have a detrimental effect on the spine, and the ergonomic desk which offers an adjustable keyboard tray, a main desktop of variable height and other elements which can be changed by the user. Ergonomics also helps with the design of alternative computer input devices for people who want to avoid repetitive strain injury or carpal tunnel syndrome. A normal computer keyboard tends to force users to keep their hands together and hunch their shoulders. To prevent the injuries, or to give relief to people who already have symptoms, special split keyboards, curved keyboards, not-really-keyboards keyboards, and other alternative input devices exist. Ergonomics is much larger than looking at the physiological and anatomical aspects of the human being. The psychology of humans is also a key element within the ergonomics discipline. This psychological portion of ergonomics is usually referred to as Human factors or Human factors engineering in the ., and ergonomics is the term used in Europe. Understanding design in terms of cognitive workload, human error, the way humans perceive their surrounds and, very importantly, the tasks that they undertake are all analysed by ergonomists. [IMAGE] With video conferencing consideration should be taken in positioning of camera and screens so as to avoid neck strain. Codec 1. (COder/DECoder or COmpressor/DECompressor) Hardware or software that encodes/compresses and decodes/decompresses audio and video data streams. The purpose of a codec is to reduce the size of digital audio samples and video frames in order to speed up transmission and save storage space. The goal of all codec designers is to maintain audio and video quality while compressing the binary data further. Speech codecs are designed to deal with the characteristics of voice, while audio codecs are developed for music. Codecs may also be able to transcode from one digital format to another; for example, from PCM audio to MP3 audio. The codec algorithms may be implemented entirely in a chip or entirely in software in which case the PC does all of the processing. They are also commonly implemented in both hardware and software where a sound card or video capture card performs some of the processing, and the main CPU does the rest. When analog signals are entered into a computer, cellphone or other device via a microphone or video source such as a VHS tape or TV, analog-to-digital converters create the raw digital audio samples and video frames. Speech, audio and video codecs are typically lossy codecs that compress data by altering the original format, which is why "codec" means "encoder/decoder" and "compressor/decompressor." If a codec uses only lossless compression in which the original data is restored exactly, then it would not be a coder/decoder. This is a subtle point, but the two meanings of the acronym have been confusing. LAN A local area network (LAN) is a computer network covering a local area, like a home, office or small group of buildings such as a college. The topology of a network dictates its physical structure. The generally accepted maximum size for a LAN is 1000m2. LANs are different from personal area networks (PANs), metropolitan area networks (MANs) or wide area networks (WANs). LANs are typically faster than WANs. The earliest popular LAN, ARCnet, was released in 1977 by Datapoint and was originally intended to allow multiple Datapoint 2200s to share disk storage. Like all early LANs, ARCnet was originally vendor-specific. Standardization efforts by the IEEE have resulted in the IEEE 802 series of standards. There are now two common wiring technologies for a LAN, Ethernet and Token Ring. Wireless technologies are starting to evolve and are convenient for mobile computer users. A number of network protocols may use the basic physical transport mechanism including TCP/IP. In this case DHCP is a convenient way to obtain an IP address rather than using fixed addressing. LANs can be interlinked by connections to form a Wide area network. A router is used to make the connection between LANs. WAN WANs are used to connect local area networks together, so that users and computers in one location can communicate with users and computers in other locations. Many WANs are built for one particular organisation and are private, others, built by Internet service providers provide connections from an organisation's LAN to the Internet. WANs are most often built of leased lines. At each end of the leased line, a router connects to the LAN on one side and a hub within the WAN on the other. A number of network protocols may use the basic physical transport mechanism including TCP/IP. Other protocols including and ATM. Frame relay can also be used for WANs. Ethernet Ethernet is normally a shared media LAN. All stations on the segment share the total bandwidth, which is either 10 Mbps (Ethernet), 100 Mbps (Fast Ethernet) or 1000 Mbps (Gigabit Ethernet). With switched Ethernet, each sender and receiver pair have the full using Ethernet the computers are usually wired to a hub or to a switch. This constitutes the physical transport mechanism. Fiber-optic Ethernet (10BaseF and 100BaseFX) is impervious to external radiation and is often used to extend Ethernet segments up to miles. Specifications exist for complete fiber-optic networks as well as backbone implementations. FOIRL (Fiber-Optic Inter Repeater Link) was an earlier standard that is limited to .6 miles distance.
一：1、题目。应能概括整个论文最重要的内容，言简意赅，引人注目，一般不宜超过20个字。论文摘要和关键词。2、论文摘要应阐述学位论文的主要观点。说明本论文的目的、研究方法、成果和结论。尽可能保留原论文的基本信息，突出论文的创造性成果和新见解。而不应是各章节标题的简单罗列。摘要以500字左右为宜。关键词是能反映论文主旨最关键的词句，一般3-5个。3、目录。既是论文的提纲，也是论文组成部分的小标题，应标注相应页码。4、引言(或序言)。内容应包括本研究领域的国内外现状，本论文所要解决的问题及这项研究工作在经济建设、科技进步和社会发展等方面的理论意义与实用价值。5、正文。是毕业论文的主体。6、结论。论文结论要求明确、精炼、完整，应阐明自己的创造性成果或新见解，以及在本领域的意义。7、参考文献和注释。按论文中所引用文献或注释编号的顺序列在论文正文之后，参考文献之前。图表或数据必须注明来源和出处。(参考文献是期刊时，书写格式为：[编号]、作者、文章题目、期刊名(外文可缩写)、年份、卷号、期数、页码。参考文献是图书时，书写格式为：[编号]、作者、书名、出版单位、年份、版次、页码。)8、附录。包括放在正文内过份冗长的公式推导，以备他人阅读方便所需的辅助性数学工具、重复性数据图表、论文使用的符号意义、单位缩写、程序全文及有关说明等。
全封闭制冷压缩机的发展趋势 【摘要】 详细介绍了全封闭制冷压缩机的发展趋势和前景。引用大量的数据证明各种压缩机的发展空间和必然性。从而为各行业使用制冷压缩机提供了可靠的数据和指导说明。 【关键词】 电磁振动式压缩机；电动式压缩机；发展趋势 0引言 发表职称论文，就找ABC论文坊： 制冷压缩机质量的好坏将直接影响着电冰箱、空调器等小型制冷设备的制冷效果、使用寿命、噪音和震动等多种性能。就制冷压缩机的工作原理与结构而言，形式多样，性能各异。现在生产的小型制冷设备采用的全封闭式压缩机，按其结构特性可分为电磁式和电动式两大类。而电动式又可分为往复活塞式、旋转活塞式和涡旋式3种类型。以上几种全封闭制冷压缩机的性能特点。 l 电磁振动式压缩机 电磁振动式压缩机有以下3种：11动圈式电磁振动型；2)动铁芯式电磁振动型；3)悬吊动磁铁式电磁振动型。其中，动圈式在全封闭式制冷压缩机中被实际应用，它是利用通以交流电流的线圈产生的交变磁场与永久磁场之间相互作用，直接驱动活塞作往复运动的压缩 机。其特点是结构简单、零部件少、加工精度要求不高、容易制造。因此从20世纪50年代开始就用于容积较小的电冰箱。ABC论文坊但从另一方面，由于电源频率变化引起的制冷量变化大，且50 Hz和60 Hz不能通用，存在着因排气、吸气压力引起行程变化等问题，使活塞行程的长短随负荷的变化而改变，同时机内弹簧作高频谐振，易产生弹性疲劳，因此一般只适用于生产100 W 以下的压缩机。而动铁芯式和悬吊动磁铁式电磁振动型由于只在研究阶段还没有实际应用。故此不作介绍。 2 电动式压缩机 2．1 往复活塞式压缩机 按其结构分为滑管式和连杆式压缩机两类。 2．1．1 滑管式压缩机 滑管式压缩机产生于20世纪60年代，它是往复活塞式压缩机的一种类型。其特点是结构简单，工艺性好，成本较低，对零部件的加工精度要求不高，制造和装配都比较容易，所以发展较快。目前这类压缩机在国内外的电冰箱生产中应用比较普遍。缺点是活塞与缸壁间的侧力较大、磨擦功耗大、能效比偏低，因此目前滑管式压缩机正在进入衰退期，将逐渐被连杆式压缩机或旋转式压缩机所取代。 2．1．2 连杆式压缩机 连杆式压缩机也属往复活塞式，是电冰箱采用时间较早的一种。在20世纪5O年代以前生产的电冰箱几乎都是采用连杆式压缩机。其特点是运转比较平稳、噪声低、磨损小、使用寿命长、能效比较高、工作可靠、综合性能优良。但由于零部件形状复杂，加工精度要求较 高，工艺难度较大，因此其发展一度受到限制，在电冰箱及其它小型制冷设备中被滑管式和旋转式压缩机所取代。近几年来随着机械工业的不断发展，对其结构进行了多方面的技术改进。目前连杆式压缩机又成为电 冰箱压缩机的主导产品。总需求是有较大的提升【1_。近年来世界各电冰箱生产大国，尤其是日本、意大利、美国等国对往复式压缩机的制造技术进行了多方面的改造，从而使连杆式压缩机的各项性能都有了很大的提高。因此，有重新成为电冰箱压缩机主导产品的趋势。 2_2 旋转式压缩机 旋转式压缩机的电机无需将转子的旋转运动转换为活塞的往复运动，而是直接带动旋转活塞作旋转运动来完成对制冷剂蒸气的压缩。这种压缩机更适合于小型空调器，特别是在家用空调器上的应用更为广泛。如美国通用电器公司和沃普公司生产的旋转式压缩机都设计了较好的防过热和润滑装置。它采用把冷凝器处的部分制冷液用配管引至压缩室，使之在气缸内喷射的冷却方式，提高了冷却效果。为了防止把大量的制冷液直接吸人气缸内，产生液击，在吸气回路的压缩机前部设有气液分离器，润滑油和制冷液一旦进入器内 则制冷液在气液分离器内蒸发，压缩机吸人的是气体；润滑油从气液分离器下方的小孔中缓缓地连续 少量进入压缩机，用这种方法防止液击[21。油泵给油的方法是在转轴下端装设两个齿轮状的叶轮，它与转轴一同转动。对油施加离心力，从转轴中心孑L把油导向上方。另外，在轴的外表面上开有螺旋状的油槽，实现对轴承部位的给油。作为安全措施。在压缩机顶部装有过 负荷继电器，这种继电器是用感温板感受压缩机内部高压气体的温度，当达到一定的温度后，继电器动作，压缩机停止运转，用这种方法防止电动机烧毁，因此说旋转式压缩机是一种很有发展前景的压缩机。其主要优点是：由于活塞作旋转运动，压缩工作圆滑平稳，平衡性能好，另外旋转式压缩机没有余隙容积，无再膨胀气体的干扰，因此具有压缩效率高、零部件少、体积小、重量轻、平衡性能好、噪音低、防护措施完备和耗电量小等优点。缺点是压缩机对材质、加工精度、热处理、装配工艺及润滑系统要求较高，由于要靠运动间隙中的润滑油进行密封，为从排气中分离出油，机壳内须做成高压，因此，电动机、压缩机容易过热，如果不采取特殊的措施。在大型压缩机和低温用压缩机中是不能使用的。由于它比其它类型的压缩机有较明显的优势，所以它得到广泛了推广应用。如国产上菱BCD一180 W、阿里斯顿BCD-220 W 等电冰箱都采用了旋转式压缩机。尤其在家用空调器上的应用就更为普遍，从发展的趋势看旋转式压缩机今后有可能成为市场的主导产品。 2．3 涡旋式压缩机 涡旋式压缩机是20世纪8O年代发展起来的新型产品。它效率高，噪声低，体积小，重量轻，不需要排气阀组，工作的可靠性及容积效率都较高，允许气体制冷剂中带少量液体，输气效率高，气体泄漏少，可较好地运用于小型热泵系统、小型空调等。综上所述，几种压缩机的性能特点，我们不难看出经多年的技术改造，连杆式压缩机在一定的时期内仍有明显的优势，而旋转式压缩机则是一种新型的产品，特别是在空调器上的应用更为广泛，必将成为制冷产业的主导产品。通过对往复式和旋转式压缩机的性能试验比较可知，往复式和旋转式压缩机，启动后排气、吸气压力的时间变化特性不同，电动机上的负荷转矩由吸、排气压力的大小确定，在往复式的情况下，投入运转几分钟内至十几分钟后，排气压力出现峰值，对于电动机，为了承受这个尖峰负荷，需要比稳定运转时所需转矩大得多f2～4倍)[31。而旋转 式压缩机，由于不存在刚刚启动后的峰值，所以，只要有一般稳定运转时所需的转矩即可，因此可以实现电动机的小型化，这也是它今后发展优势所在。 参考文献 [1]胡鹏程，赵清．电冰箱、空调器的原理和维修【M】．北京：电子工业出版社．1995：1 14—148． [2]吴业正．制冷原理及设备【M】(第2版)．西安：西安交通大学出版社．2006． [3]赵春怡，王志强．活塞式单机双级制冷压缩JJL[M]．北京：机械工业出版社．2003．
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The Basics A jet engine can be divided into several distinct sections: intake, compressor, diffuser, combustion chamber, turbine, and exhaust. These sections are much like the different cycles in a four-stroke reciprocating engine: intake, compression, power and exhaust. In a four-stroke engine a fuel/air mixture is is brought into the engine (intake), compressed (compression), and finally ignited and pushed out the exhaust (power and exhaust). In it's most basic form, a jet engine works in much the same way. * Air comes in the front of the engine where it enters the compressor. The air is compressed by a series of small spinning blades aptly named compressor blades and leaves at a high pressure. The pressure ratio between the beginning and end of the compressor can be as much as 48:1, but almost always 12:1 or more. * The air now enters the diffuser, which is nothing more than an area where the air can expand and lower it's velocity, thus increasing its pressure a little bit more. * The high pressure air at the end of the diffuser now enters the combustion chamber where it is mixed with fuel, ignited and burned. * When the fuel/air mixture burns, the temperature increases (obviously) which makes the air expand. * This expanding gas drives a set of turbine blades located aft of the combustion chamber. At least some of these turbine blades are connected by a shaft to the compressor blades to drive them. Depending on the type of engine, there may be another set of turbine blades used to drive another shaft to do other things, such as turn a propeller or generator. * The left over energy not extracted by the turbine blades is pushed out the back of the engine (exhaust section) and creates thrust, usually used to drive an airplane forward. The types of jet engines include: * Turbojet * Turbofan * Turboprop * Turbo shaft Turbojet The turbojet is the simplest of them all, it is just as described in "The basics" section. This style was the first type of jet engine to be used in aircraft. It is a pretty primitive style used mostly in early military jet fighters such as the F-86. Its use was discontinued, for the most part, in favor of the more efficient turbofans. Actually, I should clarify that. Each type of engine is most efficient under certain conditions. Turbojets are most efficient at high altitudes and speeds above the speed of sound. See the diagram at the end of this page for relative efficiencies of each style engine. Turbofan Turbofans make up the majority of jet engines being produced and used today. A turbofan engine uses an extra set of turbine blades to drive a large fan, typically on the front of the engine. This fan differs from a propeller in that there are many small blades and they are inside of a duct. The fan sits just in front of the normal intake, some of the air driven by this fan will enter the engine, while the rest will go around the outside. The amount of air that bypasses the engine is different for each type of airplane. The different styles are called high and low bypass engines. Bypass ratio is the ratio of how much air goes through the fan, to how much goes through the engine. Typical bypass ratios would be 1:1 for a low bypass and 5:1 or more for a high bypass. Low bypass engines are more efficient at higher speeds, and are used on planes such as military aircraft, while high bypass engines are used in commercial airliners. Turboprop Turboprops are similar to turbofans in that they incorporate an extra set of turbine blades used to drive the propeller. Unlike the turbofan engines, nearly all the thrust produced by a turboprop is from the propellor, hardly any thrust comes from the exhaust. These engines are used mostly on smaller and slower planes such as commuter aircraft that fly to the smaller airports. As you can see from the efficiency chart below, turboprops are very efficient over a fairly wide range of speeds. They would probably be used more often on large transport aircraft, except for one problem: they have propellors. The general public does not like propellors, as they appear to be old-fashioned and unsafe. However, the military knows better and uses them on several large transport aircraft. Turbo shaft Turbo shaft engines are very similar to turboprop engines, but instead of driving a propellor, they are used to drive something else. Many helicopters use them to drive their rotors, and airliners and other large jets use them to generate electricity. Also, the Alaska Pipeline uses them at the pump stations to pump oil. Overall Overall the big difference between these engines is how they take a chunk of air and move it. Newton's third law states that Force equals mass times acceleration. Applying this to turbine engines: the turboprop takes a large chunk and accelerates it a little bit, while the turbojet takes a small chunk and accelerates the heck out of it, and the turbofan is somewhere in between these two. These different methods of moving air also have to do with how much noise each engine makes. The turbojet makes the most noise because there is a large difference in velocities of the blast of air coming out the exhaust and the surrounding air. The air from the fan on a turbofan engine "shields" the blast in the center by having the slower moving air from the fan surround it. Then the turboprop is the quietest of all because the air it's moving is relatively slow. A pressure - volume diagram (or a P-V diagram) is a useful tool in thermodynamics. In this case, it relates the pressure and volume of the gas moving through the engine at different stages. A P-V diagram can also be helpful in finding the work output of an engine. Work equals the integral of pressure with respect to volume. Or is simpler form, work equals the area enclosed in the diagram above. The above cycle is the Brayton cycle, or the cycle used by aircraft gas turbine engines. Explanation of the above cycle: * Air enters the inlet at point 1 at atmospheric pressure. * As this air passes through the compressor (from point 1 to 2), the pressure rises adiabatically (no heat enters or leaves the system). * Now the air enters the combustion chamber (from point 2 to 3), is mixed with fuel, and burned at a constant pressure. * Finally, the air goes through the turbine and out the exhaust (point 3 to 4) where the gases expand and do work. Thus, the pressure drops and the volume increases. The Compressor There are two main styles for turbine compressors: the axial and the centrifugal. The Axial Compressor * The axial type compressor is made up of many small blades, called rotor vanes, arranged in rows on a cylinder whose radius gets larger towards the back (as can be seen from the above picture). These blades act much like small propellors. * In between these rotor vanes are stator vanes which stay in a fixed spot and straighten the air coming out of the previous stage of rotor vanes before it enters the next stage. * On some newer engines, the angle of these stator vanes can be adjusted for optimum efficiency. * Each stage (1 row of rotor and stator vanes) generally provides for a pressure rise of about (so after the first stage, the pressure would be above atmospheric, after the second it would be , , etc...). The Centrifugal Compressor * Air enters the centrifugal compressor at the front and center. The blades then sling the air radially outwards where it is once again collected (at a higher pressure) before it enters the diffuser. * Pressure rise per stage is usually about 4 to 8:1 (higher than axial). These can be sombined in series (that is the exit of the first leads to the entrance of the next) to produce a greater pressure rise. But more than two stages is not practical. - Jet engines are rated in "pounds of thrust," while turboprops and turboshaft engines are rated in "shaft horsepower" (SHP). This is because it is difficult to hook up a dynamometer (power measuring device) to the column of air coming out of a jet engine, while it is easy to hook one to the shaft of a turboprop. - An equivalent measure to horsepower is thrust horsepower (THP). THP = (Thrust x MPH) / 375. or THP = SHP x 80% in the case of turboprop engines (the 80% is because the propeller "slips" a little in flight). - Exhaust gases exit the exhaust at upwards of 1000 mph or more and can use 1000 gallons of fuel/hour or more. - Turbine engines run lean. Unlike gasoline engines, turbines take in more air than they need for combustion. - Fuel can be injected into the exhaust section to burn with this unused air for extra thrust. This is called an afterburner. - A water/methanol mixture can be injected into the intake to increase the air density, and thus increase thrust. - Turbine engines can be built on a small scale as well. The turbine pictured below has a diameter of 4mm and runs at 500,000 rpm. It was built by at MIT for purposes of powering an aircraft with a wing span of about 5 inches that was projected to fly about 35 - 70 mph with a range of about 40 - 70 miles. micro turbine - The ignition system on turbine engines is only necessary for starting, afterwards it is self sustaining. In jets, the ignition system is also turned on for added saftey in "critical" stages of flight, such as takeoff and landing. - A device similar to a spark plug is used for the ignition process, but it has a larger gap. The spark is about 4 to 20 Joules (watts/second) at about 25000 volts and occurs between 1 and 2 times per second. - Turbine engines will run on just about anything, they prefer Jet-A (AKA diesel, kerosene, or home heating oil), but can burn unleaded, burbon, or even very finely powdered coal! - The above snowmachine uses an Allison turbine engine, a very common engine in helicopters (such as the Bell 206 Jet Ranger shown below). A lot of horsepower can be put into a small package! Note the intake and compressor are at the front of the engine, then the two side tubes take the compressed air and bring it around back to the combustion chamber and turbine and the exhaust exits out the middle. There are many engines out there with strange configurations like this. Communications Technology Your Rights and what the Data Protection Commissioner can do to help Right of Access The personal information to which you are entitled is that held on computer or in a manual filing system that facilitates access to information about you. You can make an access request to any organisation or any individual who has personal information about you. For example, you could make an access request to your doctor, your bank, a credit reference agency, a Government Department dealing with your affairs, or your employer. If you find out that information kept about you by someone else is inaccurate, you have a right to have that information corrected (or "rectified"). In some circumstances, you may also have the information erased altogether from the database - for example, if the body keeping the information has no good reason to hold it (. it is irrelevant or excessive for the purpose), or if the information has not been obtained fairly. You can exercise your right of rectification or erasure simply by writing to the body keeping your data. In addition, you can request a data controller to block your data . to prevent it from being used for certain purposes. For example, you might want your data blocked for research purposes where it held for other purposes. If an organisation holds your information for the purposes of direct marketing (such as direct mailing, or telephone marketing), you have the right to have your details removed from that database. This right is useful if you are receiving unwanted "junk mail" or annoying telephone calls from salespeople. You can exercise this right simply by writing to the organisation concerned. The organisation must write back to you within 40 days confirming that they have dealt with your request. Right to complain to the Data Protection Commissioner What happens if someone ignores your access request, or refuses to correct information about you which is inaccurate? If you are having difficulty in exercising your rights, or if you feel that any person or organisation is not complying with their responsibilities, then you may complain to the Data Protection Commissioner, Mr Mead, who will investigate the matter for you. The Commissioner has legal powers to ensure that your rights are upheld. The Data Protection Commissioner will help you to secure your rights: * with advice and information * by intervening directly on your behalf if you feel you have not been given satisfaction * by taking action against those failing to fulfil their obligations. SEE APPENDIX 2 FOR CASE STUDY Ergonomics Ergonomics (from Greek ergon work and nomoi natural laws) is the study of designing objects to be better adapted to the shape of the human body and/or to correct the user's posture. Common examples include chairs designed to prevent the user from sitting in positions that may have a detrimental effect on the spine, and the ergonomic desk which offers an adjustable keyboard tray, a main desktop of variable height and other elements which can be changed by the user. Ergonomics also helps with the design of alternative computer input devices for people who want to avoid repetitive strain injury or carpal tunnel syndrome. A normal computer keyboard tends to force users to keep their hands together and hunch their shoulders. To prevent the injuries, or to give relief to people who already have symptoms, special split keyboards, curved keyboards, not-really-keyboards keyboards, and other alternative input devices exist. Ergonomics is much larger than looking at the physiological and anatomical aspects of the human being. The psychology of humans is also a key element within the ergonomics discipline. This psychological portion of ergonomics is usually referred to as Human factors or Human factors engineering in the ., and ergonomics is the term used in Europe. Understanding design in terms of cognitive workload, human error, the way humans perceive their surrounds and, very importantly, the tasks that they undertake are all analysed by ergonomists. [IMAGE] With video conferencing consideration should be taken in positioning of camera and screens so as to avoid neck strain. Codec 1. (COder/DECoder or COmpressor/DECompressor) Hardware or software that encodes/compresses and decodes/decompresses audio and video data streams. The purpose of a codec is to reduce the size of digital audio samples and video frames in order to speed up transmission and save storage space. The goal of all codec designers is to maintain audio and video quality while compressing the binary data further. Speech codecs are designed to deal with the characteristics of voice, while audio codecs are developed for music. Codecs may also be able to transcode from one digital format to another; for example, from PCM audio to MP3 audio. The codec algorithms may be implemented entirely in a chip or entirely in software in which case the PC does all of the processing. They are also commonly implemented in both hardware and software where a sound card or video capture card performs some of the processing, and the main CPU does the rest. When analog signals are entered into a computer, cellphone or other device via a microphone or video source such as a VHS tape or TV, analog-to-digital converters create the raw digital audio samples and video frames. Speech, audio and video codecs are typically lossy codecs that compress data by altering the original format, which is why "codec" means "encoder/decoder" and "compressor/decompressor." If a codec uses only lossless compression in which the original data is restored exactly, then it would not be a coder/decoder. This is a subtle point, but the two meanings of the acronym have been confusing. LAN A local area network (LAN) is a computer network covering a local area, like a home, office or small group of buildings such as a college. The topology of a network dictates its physical structure. The generally accepted maximum size for a LAN is 1000m2. LANs are different from personal area networks (PANs), metropolitan area networks (MANs) or wide area networks (WANs). LANs are typically faster than WANs. The earliest popular LAN, ARCnet, was released in 1977 by Datapoint and was originally intended to allow multiple Datapoint 2200s to share disk storage. Like all early LANs, ARCnet was originally vendor-specific. Standardization efforts by the IEEE have resulted in the IEEE 802 series of standards. There are now two common wiring technologies for a LAN, Ethernet and Token Ring. Wireless technologies are starting to evolve and are convenient for mobile computer users. A number of network protocols may use the basic physical transport mechanism including TCP/IP. In this case DHCP is a convenient way to obtain an IP address rather than using fixed addressing. LANs can be interlinked by connections to form a Wide area network. A router is used to make the connection between LANs. WAN WANs are used to connect local area networks together, so that users and computers in one location can communicate with users and computers in other locations. Many WANs are built for one particular organisation and are private, others, built by Internet service providers provide connections from an organisation's LAN to the Internet. WANs are most often built of leased lines. At each end of the leased line, a router connects to the LAN on one side and a hub within the WAN on the other. A number of network protocols may use the basic physical transport mechanism including TCP/IP. Other protocols including and ATM. Frame relay can also be used for WANs. Ethernet Ethernet is normally a shared media LAN. All stations on the segment share the total bandwidth, which is either 10 Mbps (Ethernet), 100 Mbps (Fast Ethernet) or 1000 Mbps (Gigabit Ethernet). With switched Ethernet, each sender and receiver pair have the full using Ethernet the computers are usually wired to a hub or to a switch. This constitutes the physical transport mechanism. Fiber-optic Ethernet (10BaseF and 100BaseFX) is impervious to external radiation and is often used to extend Ethernet segments up to miles. Specifications exist for complete fiber-optic networks as well as backbone implementations. FOIRL (Fiber-Optic Inter Repeater Link) was an earlier standard that is limited to .6 miles distance.
EQ3090自卸车的总体设计注塑模具闹钟后盖设计轿车的制动系统设计拉式膜片弹簧离合器设计液压伺服系统设计双梁起重机毕业设计论文轿车机械式变速器设计垫片级进模设计外罩塑料模设计推动架的钻床夹具设计透明塑料盒热流道注射模设计数控机械设计论文汽车起重机主臂的毕业论文汽车覆盖件及塑料模具设计拉式膜片弹簧离合器矿石铲运机液压系统设计机械手夹持器毕业设计论文及装配图机械加工工艺规程毕业论文立体车库设计滑座装配设计自动导引小车（AGV）系统的设计重庆长安CM8后地板工位焊装夹具设计变速拨叉零件的机械加工工艺及工艺装备设计拨叉（CA6140车床）夹具设计油壶盖塑料成型模具设计400型水溶膜流研成型机设计推动架夹具设计基于逆向工程和快速成型的手机外型快速设计某高层行政中心建筑电气设计螺旋输送机设计卷扬机传动装置设计带式输送机毕业设计冲压模具设计catia逆向车模处理与Proe实体重建超精密数控车床关键部件的设计注塑模-圆珠笔笔盖的模具设计电机炭刷架冷冲压模具设计 数控多工位钻床设计柴油机喷油泵的专用夹具设计齿辊破碎机详细设计齿辊破碎机详细设计带式二级圆锥圆柱齿轮减速器设计带式输送机的PLC控制典型零件的加工艺分析及工装夹具设计电子钟后盖注射模具设计风力发电机设计论文攻丝组合机床设计鼓式制动器毕业设计花生去壳机毕业设计活塞结构设计与工艺设计静扭试验台的设计矿井水仓清理工作的机械化冷冲模设计普通卧式车床数控改造传动剪板机设计汽车差速器及半轴设计切管机毕业设计清车机毕业设计清新剂盒盖注射模设计双螺杆压缩机的设计提升机制动系统填料箱盖夹具设计洗衣机机盖的注塑模具设计铣床的数控x-y工作台设计液压控制阀的理论研究与设计钥匙模具设计轴向柱塞泵设计组合件数控车工艺与编程五金-冲大小垫圈复合模圆锥－圆柱齿轮减速器的设计斗式提升机设计提升机制动系统设计双螺杆压缩机的设计液压起重机液压系统设计FX2N在立式车床控制系统中的应用万能铣床PLC控制设计
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