Fiat 0.9 TwinAir injin silinda biyu
Biyu Silinda? Bayan haka, Fiat ba sabon abu bane. Ba da daɗewa ba Fiat ta ke yin babban dillali a Tychy, Poland, abin da ake kira. “Karamin” (Fiat 126 P), sananne ne a cikin ƙasarmu, ana sarrafa shi ta hanyar tsawa da girgizar iska mai sanyaya iska mai santsi biyu. Bayan ɗan takaitaccen ɗan jinkiri (Fiat 2000 na Silinda biyu har yanzu yana kan samarwa a cikin 126), Ƙungiyar Fiat ta yanke shawarar sake shiga duniyar injunan silinda biyu. An ƙera injin SGE mai Silinda biyu a Bielsko-Biala, Poland.
Kadan daga tarihin "ƙananan cylindrical".
Yawancin tsofaffin masu ababen hawa suna tunawa da kwanakin da injin silinda biyu (ba turbocharged ba, ba shakka) matsala ce ta gama gari. Baya ga rattling "baby", da yawa tuna na farko Fiat 500 (1957-1975), wanda yana da biyu-Silinda engine a baya, Citroen 2 CV (dan dambe engine) da kuma almara Trabant (BMV - Bakelite Motor Vehicle). . ) da injin silinda mai bugu biyu-biyu da motar gaba. Kafin yakin, alamar DKW mai nasara tana da nau'i iri ɗaya da yawa. F1 ya kasance majagaba na ƙananan motoci masu jikin itace daga 1931, kuma ana amfani da injin silinda uku a nau'ikan DKW daban-daban har zuwa shekaru hamsin. Masu siyar da silinda biyu LLoyd a Bremen (1950-1961, duka biyu- da bugun jini) da Glas daga Dingolfing (Goggomobil 1955-1969). Ko da ƙaramin DAF mai cikakken atomatik daga Netherlands yayi amfani da injin silinda biyu har zuwa XNUMXs.
Duk da sanannen imani cewa ba shi da mahimmanci a sami ƙasa da silinda huɗu a cikin mota, Fiat ta yanke shawarar ɗaukar wannan matakin. Masu mallakar "sanannen duniya" HTP na iya magana game da wannan. A lokaci guda kuma, an san cewa injin ɗin biyu-Silinda yana da fa'ida mai girma zuwa girman ragi na ɗakunan konewa, da kuma asarar ƙarancin gogayya, wanda ya sa wannan nau'in injin ya dawo kan ajanda na masana'antun motoci da yawa. Ya zuwa yanzu Fiat ita ce ta farko da ta fara aiwatar da aikin sauya “kururuwa” da girgiza “tsintsiya” zuwa mutum mai tawali’u. Bayan tantancewa da yawa daga 'yan jarida, za mu iya cewa ya yi nasara sosai. Rage yawan amfani da iskar gas kuma yana taimakawa wajen rage fitar da hayaki mai gurbata yanayi. Fiat yana riƙe matsayi na ɗaya a cikin rage iyakokin iskar gas na CO2 don 2009 matsakaicin 127 g / km.
0,9 Silinda biyu SGE tare da madaidaicin ƙarar 875 cc3 an ƙera shi don maye gurbin wasu nau'ikan raunin da aka dade ana yi na FIRE huɗu. A akasin wannan, yakamata ya kawo babban tanadi ba kawai akan amfani da hayaki na CO ba.2. Idan aka kwatanta da makamancin injin mai-silinda guda huɗu, ya fi guntu 23 cm da haske na goma. Musamman, tsawonta ya kai 33 cm kawai kuma tana yin kilo 85 kawai. Ƙananan girma da nauyi ba kawai rage farashin samarwa tare da ƙaramin abu ba, amma kuma suna da tasiri mai kyau akan aikin hawan da rayuwar abubuwan da ke cikin chassis. Hakanan akwai ingantattun zaɓuɓɓuka don shigar da wasu abubuwan da ke rage yawan amfani, kamar shigar da ƙarin injin lantarki don rukunin matasan ko canza matsala zuwa LPG ko CNG.
Amfani na farko na wannan injin shine Fiat na 2010, wanda aka gabatar a Geneva kuma aka sayar dashi tun daga Satumba 500, sanye take da sigar dawakai 85 (63 kW). Dangane da masana'anta, yana samarwa a matsakaita kawai 95 g na C0.2 a kowace kilomita, wanda yayi daidai da matsakaicin amfani na 3,96 l / 100 km. Yana dogara ne akan sigar yanayi tare da ƙarfin 48 kW. Sauran bambance-bambancen guda biyu an riga an sanye su da turbocharger kuma suna ba da wutar lantarki 63 da 77 kW. Injin yana da sifa ta TwinAir, inda Twin ke nufin silinda biyu kuma Air shine tsarin Multiair, watau. electro-hydraulic lokaci, maye gurbin camshaft ci. Kowane Silinda yana da nasa naúrar ruwa tare da bawul ɗin solenoid wanda ke ƙayyade lokacin buɗewa.
Injin yana da ginin aluminium duka kuma yana da allurar mai a kaikaice. Godiya ga tsarin MultiAir da aka ambata, duk sarkar lokacin an iyakance shi zuwa sarkar ƙaddara abin dogaro da kai tare da dogon tashin hankali wanda ke fitar da camshaft na gefe. Dangane da ƙirar, ya zama dole a shigar da madaidaicin madaidaicin juyawa a sau biyu cikin sauri a cikin kishiyar zuwa crankshaft, wanda daga shi ne ke motsa shi kai tsaye ta hanyar jirgin motsa kaya. Turbocharger mai sanyaya ruwa wani bangare ne na bututun mai shaye-shaye kuma, godiya ga ƙirarsa ta zamani da ƙaramin girmanta, yana ba da amsa kai tsaye ga fatar mai hanzari. Dangane da karfin juyi, sigar da ta fi ƙarfin kwatankwacin kwatankwacin abin da aka ƙaddara ta 1,6. Motoci masu ƙarfin 85 da 105 hp sanye take da injin turbin mai sanyaya ruwa daga Mitsubishi. Godiya ga wannan kamalar fasaha, babu buƙatar bututun maƙura.
Me yasa kuke buƙatar shaft mai daidaitawa?
Tsaftacewa da kwanciyar hankali na injin yana da alaƙa kai tsaye da adadin silinda da ƙira, tare da ƙa'idar cewa wani abu mara kyau kuma musamman ƙaramin adadin silinda yana lalata aikin injin. Matsalar ta samo asali ne daga gaskiyar cewa pistons suna haɓaka manyan rudani yayin da suke hawa sama da ƙasa, wanda dole ne a kawar da tasirin sa. Sojojin farko suna tasowa lokacin da piston ya hanzarta kuma ya ragu a tsakiyar matattu. An halicci runduna ta biyu ta ƙarin motsi na sanda mai haɗawa zuwa tarnaƙi a tsakiyar lanƙwasa na crankshaft. Fasahar kera injuna ita ce dukkan rundunonin inertial suna mu'amala da junansu ta amfani da dampers vibration ko counterweights. Injin kwandon shara mai sha biyu ko shida na silinda ya dace da tuki. Injin gargajiya na cikin-silinda huɗu na injin yana jin daɗin torsional vibrations wanda ke haifar da girgiza. Pistons a cikin silinda biyu suna a lokaci guda a saman da ƙasa matattarar matattu, don haka ya zama dole a shigar da ma'aunin daidaitawa akan sojojin da ba a so.
