Injin PSA - Ford 1,6 HDi / TDci 8V (DV6)

A cikin rabi na biyu na 2010, PSA / Ford Group sun ƙaddamar da babban injiniya 1,6 HDi / TDCi akan kasuwa. Idan aka kwatanta da wanda ya gabace ta, ya ƙunshi kashi 50% waɗanda aka sake sarrafa su. Yarda da ƙa'idar watsi da Euro 5 don wannan injin ɗin an ɗauka da gaske.

Ba da daɗewa ba bayan gabatarwarsa a kasuwa, rukunin asali ya shahara sosai saboda halayen aikin sa. Wannan ya ba wa motar isasshen kuzari, ƙarancin turbo sakamako, yawan amfani da mai, babban sarrafawa kuma, kamar yadda yake da mahimmanci, saboda nauyin da ya dace, haka kuma ƙarancin tasirin injin akan halayen tuƙin motar. Yaduwar amfani da wannan injin a cikin ababen hawa daban -daban kuma yana ba da shaidar babban shahararsa. An samo shi, alal misali, a cikin Ford Focus, Fiesta, C-Max, Peugeot 207, 307, 308, 407, Citroën C3, C4, C5, Mazda 3 har ma da ƙimar Volvo S40 / V50. Duk da fa'idodin da aka ambata, injin ɗin yana da "ƙudaje", waɗanda galibin mutanen zamani ke kawar da su.

Tsarin injiniya na asali ya sami manyan canje-canje guda biyu. Na farko shine sauyawa daga rarraba DOHC mai bawul 16 zuwa 8-valve OHC "kawai" rarraba. Tare da ƙananan ramukan bawul, wannan kai kuma yana da ƙarfi mafi girma tare da ƙarancin nauyi. Tashar ruwa a cikin babban ɓangaren toshe an haɗa shi da shugaban sanyaya ta hanyar ƙananan sauye-sauyen asymmetrically. Baya ga ƙananan farashin samarwa da ƙarfi mafi girma, wannan ƙirar da aka rage kuma ya dace da jujjuyawar da kuma konewar cakuda mai ƙonewa na gaba. Abin da ake kira cikawa na silinda na silinda ya rage jujjuyawar da ba a so na cakuda mai ƙonewa da kashi 10 cikin ɗari, don haka ƙasa da hulɗa da bangon ɗakin kuma don haka kusan 10% ƙasa da asarar zafi akan ganuwar Silinda. Wannan raguwar swirl wani abu ne mai rikitarwa, tunda har zuwa kwanan nan da gangan aka yi swirl ta hanyar rufe ɗaya daga cikin tashoshin tsotsa, abin da ake kira swirl flaps, saboda ingantacciyar cakuduwar da kuma konewar cakudawar wuta. Duk da haka, a yau yanayin ya bambanta, yayin da masu yin allura suna ba da man dizal a wani matsi mafi girma tare da ƙarin ramuka, don haka babu buƙatar taimaka masa ta atomatik ta hanyar jujjuya iska. Kamar yadda aka ambata a baya, haɓakar iska yana haɗawa, ban da sanyaya iska mai matsa lamba a bangon Silinda, har ila yau hasara mai girma (saboda ƙaramin ɓangaren giciye) da sannu a hankali kona cakuda mai ƙonewa.

Babban canji na biyu na ƙira shine canjin shinge na baƙin ƙarfe na ciki, wanda yake cikin toshe na aluminium. Yayin da kasan har yanzu yana da ƙarfi a cikin toshe na aluminium, saman yana buɗe. Ta wannan hanyar, kowane silinda ya lulluɓe da ƙirƙirar abin da ake kira shigar ruwa. Don haka, sanyayawar wannan ɓangaren yana da alaƙa kai tsaye zuwa tashar sanyaya a cikin silinda, wanda ke haifar da ingantaccen sanyaya sarari na konewa. Injin na asali ya saka abubuwan ƙarfe na ƙarfe gabaɗaya an jefa su kai tsaye a cikin silinda (rufe dandamali).

An kuma canza wasu sassan injin. Sabon shugaban, nau'in abin sha, kusurwar injector daban-daban da siffar piston sun haifar da kwararar garwar wuta daban-daban kuma saboda haka tsarin konewa. An kuma maye gurbin injectors, wanda ya karbi ƙarin rami guda (yanzu 7), da kuma ma'aunin matsawa, wanda aka rage daga asali 18: 1 zuwa 16,0: 1. Ta hanyar rage yawan matsawa, masana'anta sun sami ƙananan zafin jiki na konewa. Tabbas, saboda sakamakon sake zagayowar iskar iskar gas, wanda ke haifar da raguwar fitar da iskar nitrogen oxides da wuya ba za a iya jurewa ba. Hakanan an canza ikon EGR don rage hayaki kuma yanzu ya fi daidai. An haɗa bawul ɗin EGR zuwa mai sanyaya ruwa. Ana sarrafa ƙarar iskar hayaƙi da aka sake zagayawa da sanyaya su ta hanyar lantarki. Wurin buɗewa da saurinsa ana sarrafa su ta sashin sarrafawa. Hakanan tsarin crank ya sami raguwar nauyi da gogayya: an jefa sandunan haɗin kai cikin sassa kuma an raba su. Piston yana da jet mai sauƙi na ƙasa ba tare da tashar juyawa ba. Mafi girman guntu a kasan fistan, da kuma tsayin ɗakin konewa, suna ba da gudummawa ga ƙarancin matsawa. A saboda wannan dalili, an cire wuraren hutu don bawuloli. Ana aiwatar da iskar ƙugiya ta cikin ɓangaren sama na murfin mai ɗaukar lokaci. An raba shingen aluminum na cylinders tare da axis na crankshaft. Ƙananan firam na crankcase kuma an yi shi da gami da haske. Ana murza masa kwanon mai. Ruwan famfo mai cirewa kuma yana ba da gudummawa ga rage juriya na inji da saurin dumama injin bayan farawa. Don haka, famfo yana aiki ta hanyoyi biyu, haɗawa ko ba a haɗa shi ba, yayin da yake motsa shi ta hanyar juzu'i mai motsi, wanda aka sarrafa bisa ga umarnin naúrar sarrafawa. Idan ya cancanta, ana ƙara wannan juzu'in don ƙirƙirar watsa juzu'i tare da bel. Waɗannan gyare-gyaren sun shafi nau'ikan biyu (68 da 82 kW), waɗanda suka bambanta da juna tare da turbocharger VGT (82 kW) - aikin overboost da allura daban-daban. Don jin daɗi, Ford bai yi amfani da manne don famfo na ruwa mai cirewa ba kuma ya bar famfon na ruwa kai tsaye da alaka da V-belt. Ya kamata kuma a kara da cewa famfo na ruwa yana da injin filastik.

Sigar mafi rauni tana amfani da tsarin Bosch tare da injectors na solenoid da matsa lamba na mashaya 1600. Sigar mafi ƙarfi ya haɗa da nahiyoyi tare da injectors piezoelectric da ke aiki a matsa lamba 1700 na allurar. Masu allura suna yin har zuwa matukin jirgi biyu da allura guda ɗaya yayin tuƙi a kowane zagayowar, sauran biyun yayin sabunta matatar FAP. Game da kayan aikin allura, yana da ban sha'awa don kare yanayin. Baya ga ƙarancin gurɓataccen iska a cikin iskar gas, ƙa'idar fitar da Euro 5 tana buƙatar masana'anta su ba da garantin matakin da ake buƙata na fitar da hayaƙi mai nisan kilomita 160. Tare da injin da ya fi rauni, wannan zato ya cika ko da ba tare da ƙarin kayan lantarki ba, tun da amfani da lalacewa na tsarin allura ya ragu saboda ƙananan ƙarfi da ƙananan ƙwayar allura. A cikin yanayin bambance-bambancen mafi ƙarfi, tsarin Nahiyar dole ne a sanye shi da abin da ake kira na'urorin lantarki na atomatik, waɗanda ke gano sabani daga sigogin konewa da ake buƙata yayin tuƙi sannan kuma yin gyare-gyare. An daidaita tsarin a ƙarƙashin birkin injin, lokacin da kusan haɓakar saurin da ba za a iya fahimta ba. Daga nan sai na’urar lantarki ta gano yadda saurin wadannan saurin ya karu da kuma yawan man da ake bukata. Don daidaitaccen daidaitawa ta atomatik, wajibi ne don jigilar abin hawa daga lokaci zuwa lokaci, alal misali, ƙasa mai gangara, ta yadda za a sami dogon birki na injin. In ba haka ba, idan wannan tsari bai faru a cikin lokacin da masana'anta suka kayyade ba, na'urorin lantarki na iya nuna saƙon kuskure kuma za a buƙaci ziyarar cibiyar sabis.

A yau, ilimin halittu na aikin mota yana da mahimmanci, don haka ko da a cikin yanayin haɓaka 1,6 HDi, masana'anta ba su bar komai ba. Fiye da shekaru 12 da suka gabata, ƙungiyar PSA ta gabatar da wani ƙaƙƙarfan tacewa don flagship Peugeot 607, tare da ƙari na musamman don taimakawa kawar da ɓarna. Kungiyar ita kadai ce ta ajiye wannan tsarin har zuwa yau, watau kara mai a cikin tankin kafin ainihin konewar. A hankali an yi additives dangane da rhodium da cerium, a yau ana samun irin wannan sakamakon tare da baƙin ƙarfe mai rahusa. Wannan nau'in tsaftacewar iskar gas kuma 'yar'uwar Ford ta yi amfani da ita na ɗan lokaci, amma tare da injunan Euro 1,6 masu dacewa da lita 2,0 da 4. Wannan tsarin kawar da ɓarna yana aiki ta hanyoyi biyu. Na farko hanya ce mai sauƙi, watau lokacin da injin ke aiki tare da babban nauyi (misali, lokacin tuki da sauri akan babbar hanya). Sa'an nan kuma babu buƙatar ɗaukar dizal ɗin da ba a ƙone ba a cikin silinda zuwa cikin tacewa inda zai iya tashewa da tsoma mai. Baƙar fata carbon da aka kafa a lokacin konewa na ƙarar naphtha-arziƙi yana iya ƙonewa ko da a 450 ° C. A karkashin waɗannan yanayi, ya isa ya jinkirta lokacin allura na ƙarshe, man fetur (har ma da soot) yana ƙonewa kai tsaye a cikin silinda kuma baya kawo cikas ga cika mai saboda dilution-condensation na man dizal a cikin tace DPF (FAP). Zaɓin na biyu shine abin da ake kira farfadowa na taimako, wanda, a ƙarshen shaye-shaye, ana shigar da man dizal a cikin iskar gas ta hanyar bututun mai. Gas ɗin hayaƙin hayaƙin hayaƙi yana ɗaukar man dizal ɗin da aka niƙa zuwa abin da ke haifar da iskar oxygen. Dizal din ya kunna wuta a ciki kuma daga baya ɗigon da aka ajiye a cikin tace ya ƙone. Tabbas, duk abin da ake kula da shi ta hanyar na'urar lantarki mai sarrafawa, wanda ke ƙididdige matakin ƙaddamarwar tacewa daidai da nauyin da ke kan injin. ECU tana sa ido kan abubuwan shigar da allura kuma tana amfani da bayanai daga firikwensin iskar oxygen da zafin jiki / firikwensin matsa lamba a matsayin martani. Dangane da bayanan, ECU tana ƙayyade ainihin yanayin tacewa kuma, idan ya cancanta, yayi rahoton buƙatar ziyarar sabis.

Ba kamar PSA ba, Ford yana ɗaukar hanya daban kuma mafi sauƙi. Ba ya amfani da ƙari na mai don cire ƙwayar ƙwayar cuta. Sabuntawa yana faruwa kamar yadda yake a yawancin sauran motocin. Wannan yana nufin, da farko, preheating tacewa zuwa 450 ° C ta hanyar ƙara nauyin injin da canza lokacin allurar ƙarshe. Bayan haka, an kunna naphtha da aka ciyar da shi a cikin yanayin da ba a ƙonewa ba.

Akwai wasu canje-canje da dama ga injin. Misali. An maye gurbin matatar mai gaba ɗaya tare da wani gidan ƙarfe da aka makale a saman inda ake samun famfo na hannu, numfashi da firikwensin ruwa. Ainihin sigar 68 kW ba ta ƙunshe da keken gardama mai dual-mass ba, amma ƙayyadaddun ƙayyadaddun ƙayyadaddun gardama tare da faifan clutch na bazara. Na'urar firikwensin saurin (Hall Sensor) yana kan ma'aunin lokaci. Gear yana da hakora 22 + 2 kuma firikwensin ya zama bipolar don gano jujjuyawar rafin bayan kashe injin da kawo ɗayan pistons cikin lokacin matsawa. Ana buƙatar wannan aikin don sake kunna tsarin farawa da sauri. Ana sarrafa famfon allura ta bel na lokaci. A cikin yanayin nau'in 68 kW, nau'in nau'in piston guda ɗaya na Bosch CP 4.1 ana amfani da famfo mai haɗaɗɗen abinci. An rage matsakaicin matsa lamba daga mashaya 1700 zuwa mashaya 1600. An shigar da camshaft a cikin murfin bawul. Na’urar camshaft ce ke tafiyar da injin famfo, wanda ke haifar da gurɓataccen buɗaɗɗen ƙarar birki, da kuma sarrafa turbocharger da kewaye tsarin sake zagayowar iskar gas. Tankin mai da aka matsa yana sanye da firikwensin matsa lamba a ƙarshen dama. A siginar sa, sashin kulawa yana daidaita matsa lamba ta hanyar daidaita famfo da zubar da nozzles. Amfanin wannan maganin shine rashin wani mai sarrafa matsa lamba daban. Canjin kuma shine rashin nau'in kayan abinci, yayin da layin filastik yana buɗewa kai tsaye a cikin magudanar kuma an ɗora shi kai tsaye a kan mashigar zuwa kai. Gidan robobi na hagu yana ƙunshe da bawul ɗin kewayawa mai sanyaya sarrafawa ta hanyar lantarki. Idan akwai matsala, an maye gurbinsa gaba daya. Ƙananan girman turbocharger ya inganta lokacin amsawa kuma ya sami saurin gudu yayin da aka sanyaya ruwa. A cikin sigar 68 kW, ana ba da ƙa'ida ta hanyar wucewa mai sauƙi, a cikin yanayin mafi ƙarfin juzu'i, ana ba da tsari ta hanyar juzu'i mai ma'ana na stator blades. An gina matatar mai a cikin ruwan zafi, kawai an maye gurbin saka takarda. Kan gasket yana da nau'i-nau'i na nau'i-nau'i da yawa. Ƙirar da ke gefen saman suna nuna nau'i da kauri da aka yi amfani da su. Ana amfani da bawul ɗin malam buɗe ido don tsotse wani ɓangare na iskar hayaƙi daga da'irar EGR a cikin ƙananan gudu. Hakanan yana amfani da DPF yayin sabuntawa kuma yana kashe iskar iska don rage girgiza lokacin da injin ke kashe.

A ƙarshe, sigogin fasaha na injunan da aka bayyana.

Ƙarfin mafi ƙarfi na injin 1560 cc injin huɗu mai huɗu yana ba da iyakar ƙarfin 270 Nm (a baya 250 Nm) a 1750 rpm. Ko da a 1500 rpm, ya kai 242 Nm. Matsakaicin ikon 82 kW (80 kW) an kai shi a 3600 rpm. Siffar da ba ta da ƙarfi tana cimma matsakaicin ƙarfin wutar lantarki na 230 Nm (215 Nm) a 1750 rpm da matsakaicin ikon 68 kW (66 kW) a 4000 rpm.

Ford da Volvo suna ba da rahoton ƙimar wutar lantarki 70 da 85 kW don motocin su. Duk da ɗan bambance-bambance a cikin aikin, injunan iri ɗaya ne, kawai bambancin shine amfani da DPF mara ƙari a cikin yanayin Ford da Volvo.

* Kamar yadda aikin ya nuna, injin yana da aminci fiye da wanda ya riga shi. Nozzles sun fi kyau a haɗe kuma babu kusan tsabtacewa, turbocharger kuma yana da tsawon rai da ƙarancin carob. Koyaya, kwanon mai mai sifar da ba a saba da shi ya kasance, wanda a ƙarƙashin yanayi na yau da kullun (maye gurbin gargajiya) baya ba da damar canjin mai mai inganci. Adadin carbon da sauran gurɓatattun abubuwa waɗanda suka zauna a ƙasan katako daga baya suna gurɓata sabon mai, wanda hakan ke shafar rayuwar injin da abubuwan da ke ciki. Injin yana buƙatar kulawa akai -akai kuma mai tsada don haɓaka rayuwarsa. Lokacin siyan motar da aka yi amfani da ita, zai zama mai kyau a rarrabu da tsabtace tukunyar mai. Daga baya, lokacin canza man, ana ba da shawarar jujjuya injin tare da sabon mai, bi da bi. kuma cire da tsaftace tukunyar mai aƙalla kowane kilomita 100.