臺灣博碩士論文加值系統

引擎的運轉過程中，燃燒室內所產生的氣體溫度，是處於一個非常高溫的狀態。而這些的熱，將會轉移到燃燒室汽缸壁上，因此氣缸體必需要有良好的散熱，才不至於讓金屬材料產生變形。
氣冷式引擎與水冷式引擎最大的差異，在於水冷式引擎能夠將溫度控制在一定的範圍，因為水冷式引擎有節溫器控制冷卻水的流動，還有水箱、水泵浦及冷卻風扇給予適當的冷卻。而氣冷式的引擎僅靠氣缸體周圍的散熱鰭片來散熱，藉由車輛行進的氣流給予冷卻，因此在溫度的控制無法如水冷式引擎在一定的工作溫度範圍，所以不是太熱就是太冷，對於目前的氣冷式噴射機車是比較不穩定的。
目前市面上的速克達機車，大多數皆採用強制氣冷式，也就是在引擎發電機外側裝置一個風扇，強制吸入空氣來帶走熱源，而在汽缸頭及汽缸體之散熱鰭片，可以增加散熱面積，空氣流通後帶走較多的熱量，但在引擎高轉速高負荷，容易造成高溫狀況。高溫狀態下及引擎燃燒熱、組件磨擦產生的摩擦熱等會使活塞、汽缸體、汽缸頭等部件溫度上升，高溫容易造成機件變形並加速磨損，尤其汽門最容易燒壞，而且容易造成機油的消耗，及黏度降低而造成潤滑不良。
本次實驗使用SYM TINI 100的機車，另外購置機車水箱與電動水泵浦各一個，並將汽缸體加工以鋁片包覆，一種為全包覆式，另一種僅包覆鰭片前三層，讓冷卻水在汽缸體不斷的循環，以測試改裝前及改裝後，在溫度的控制是否如預期的理想。
改裝前首先經過電腦模擬測試，而模擬測試的結果得知，只要包覆前三層即可，因為包覆前三層就能達到所需的效果，並不需要使用全包覆式，因為全包覆式汽缸體，將會使的引擎過冷，易造成汽缸體上下溫度不平均，而產生材質變形，因此我們保留了氣冷式引擎之散熱鰭片並加入水冷式引擎的冷卻方式來改良引擎的冷卻效果。

During the engine operates, the temperature generated in the combustion chamber is very high, the heat would be transferred to the cylinder wall of the combustion chamber, so the cylinder block must have good heat dissipation to avoid the deformation of the metal materials.
The biggest difference between an air-cooled engine and a water-cooled engine is that the water-cooled engine can control the temperature in a certain range because the water-cooled engine has a thermostat to control the flow of cooling water, as well as a radiator, a water pump and a cooling fan to do the cooling work. However, the air-cooled engine only relies on the fins around the cylinder block to dissipate heat, i.e. relies on the generated airflow when the vehicle is moving, so it cannot control the temperature in a certain range as the water-cooled engine does, and cause the engine too hot or too cold. The engine temperature of the current air-cooled jet locomotive is relatively unstable.
At present, most of the Scooters in the market use forced air cooling, that is, a fan is installed outside the engine generator to suck in the air and take away the heat source, and the fins in the cylinder head and the cylinder block can Increase the heat dissipation area, take away more heat after the air circulates, but it is easy to cause high temperature when the engine is at high speed and high loading. The high temperature and the frictional heat generated by the engine components will increase the temperature of the piston, cylinder block, cylinder head and other components. The high temperature will easily cause the deformation of the machine parts and accelerate the wear, especially make the valve most likely to burn out, besides it cause the oil consumption and viscosity decreased which results in poor lubrication.
In this experiment, the Sym Tini 100 locomotive was used, also, we purchased and installed an additional locomotive radiator, electric fan and an electric water pump. Meanwhile, we covered the cylinder block of the original engine with an aluminum sheet. The first type was to simulate via a computer, only to wrap the first three layers of the fins. The second type was fully wrapped type, like the motorcycle shops do the refit. Both types were to let the cooling water circulate continuously in the cylinder block to test and see the results of before refit and after refit. Finally, we compared the difference between the first method and the second method. We also wanted to figure out whether the first method used can achieve the same effect in temperature control.
Before the modification, we did the simulation test with computer, the result verified that to cover the first three layers of the fins of the cylinder block could achieve the required cooling effect. This way is enough to reduce the temperature of the cylinder head, it does not need to do the modification as the locomotive shops do (using the full covered method). Furthermore, the full cladding method would make the lower half of the cylinder block being too cold, and causes too much temperature difference between the upper and lower half of the cylinder block. The much temperature difference between the parts would make the material deformed. Therefore, we retain the cooling fins of the air-cooled engine and add the water-cooled engine to improve the cooling effect of the engine.

摘要......i
Abstract......iii
誌謝......v
目錄......vi
表目錄......viii
圖目錄......ix
第一章 緒論......1
1.1 前言......1
1.2 文獻回顧......4
1.2.1氣冷式引擎與水冷式引擎的差異......4
1.2.2引擎溫度與潤滑油的關係......5
1.2.3引擎溫度與金屬材料的關係......5
1.2.4引擎溫度與噴油量的關係......5
1.3研究目的及方法......6
第二章 冷卻系統之構造原理......8
2.1冷卻系統介紹......8
2.1.1水冷式......8
2.1.2氣冷式......10
2.2 水冷式系統組件介紹......11
2.2.1水泵浦......11
2.2.2冷卻風扇......12
2.2.3散熱器......12
2.2.4副水箱(expansion tank，又稱膨脹水箱)......13
2.2.5節溫器(thermostat)又稱調溫器......14
2.3 氣冷式系統組件介紹......15
2.3.1氣冷式引擎(air cooling type)......15
2.3.2氣冷式引擎分析......15
2.4水冷式引擎分析......16
第三章 電腦模型模擬分析......17
3.1 研究範圍......17
3.2 使用SimulationXpress進行應力及位移分析......17
3.3 引擎汽缸包覆視圖......21
3.4 模型之邊界條件設定......22
3.4.1 SolidWorks Flow Simulation模型分析結果......22
第四章 實驗量測與數值分析探討......26
4.1實驗設備與實驗規劃......26
4.1.1 引擎規格......26
4.1.2 數位電錶型式與功能......28
4.1.3 有線PC版機車診斷儀器......28
4.2引擎未改裝前溫度測量......29
4.2.1安裝位置分別為......30
4.2.2 實驗測試......32
4.3 引擎改裝汽缸體包覆3層溫度測試......36
4.3.1引擎包覆3層，並加裝水泵浦、水箱與冷卻風扇......36
4.3.2實驗測試......38
4.4.1氣缸體全包覆，並加裝水泵浦、水箱與冷卻風扇......41
4.4.2實驗測試......43
第五章 結論與建議......50
5.1 結論......50
5.2 未來展望......50
參考文獻......51
Extended Abstract......53

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