Gwajin tuƙi na motar juyin juya hali akan Infiniti - VC-Turbo

Tattaunawa tare da manyan ƙwararrun Infiniti da Renault-Nissan - Shinichi Kaga da Alain Raposteau

Alain Raposto yana da tabbaci. Mataimakin shugaban kawancen Renault-Nissan, wanda ke da alhakin ci gaban injiniya, yana da kowane dalili na yin hakan. Kusa da zauren da muke magana shine tsayuwar Infiniti, kamfanin alatu na Nissan, wanda a yau ke gabatar da injin Injin na farko a duniya VC-Turbo mai matsakaicin matsi. Wannan makamashi yana gudana daga abokin aikinsa Shinichi Kiga, shugaban sashen injin Infiniti.

Gwanin nasarar da masu zanen Infiniti suka yi yana da girma sosai. Irƙirar injin mai mai mai sauƙin canzawa na matsi shine juyin juya halin fasaha na gaske, wanda, duk da ƙoƙari da yawa, ba'a baiwa kowa ba har yanzu. Don fahimtar ma'anar irin wannan abu, yana da kyau mu karanta jerinmu "Me ke faruwa a cikin injin mota", wanda ke bayanin hanyoyin ƙonewa a cikin injin mai. Anan zamu ambaci, cewa, daga mahangar thermodynamic, mafi girman yanayin matsewa, mafi ingancin inji shine - a sauƙaƙe a sanya shi, saboda haka ƙwayoyin mai da iskar oxygen daga iska sun fi kusa sosai kuma halayen sunadarai sune cikakke cikakke, bugu da ,ari, zafin ba ya watsewa a waje, amma theasoshin kansu suna cinye shi.

Babban matakin matsewa yana daga cikin fa'idodi masu yawa na injin dizal akan mai. Birki a karshen shine abin tashin hankali, an bayyana shi da kyau a cikin jerin labaran da ake magana akai. A lodi mafi girma, bi da bi bawul mai maƙura (kamar lokacin hanzartawa don wucewa), adadin iskar mai mai shiga kowane silinda ya fi girma. Wannan yana nufin matsin lamba mafi girma da matsakaicin yanayin aiki. Na biyun, bi da bi, yana haifar da matsi mai ƙarfi na ragowar man-iska mai haɗuwa daga gaba mai cin wuta, mafi ƙarancin samuwar peroxides da hydroxerxes a cikin saura da kuma farawa da ƙonewa mai fashewa a cikin injin, wanda galibi yake cikin saurin gaske., zoben ƙarfe da watsawa na zahiri na makamashin da saura ya cakuda.

Don rage wannan ɗabi'ar a manyan ɗimbin nauyi (hakika, halin ɓarna ya dogara da wasu dalilai kamar zazzabi na waje, mai sanyaya da zafin jiki na mai, juriya na fashewar mai, da sauransu) an tilasta masu zane don rage matakin matsewa. Tare da wannan, duk da haka, sun yi asara dangane da ingancin injin. Dukkanin abubuwan da ke sama sun fi gaskiya a gaban turbocharging, yayin da iska, kodayake mai sanyaya ta sanyaya shi, har yanzu yana shiga cikin matse-matse a cikin silinda. Wannan yana nufin ƙarin mai da ƙimar fashewa. Bayan gabatarwar taro da yawaitar injina masu rage nauyi, wannan matsalar ta zama kara bayyana. Sabili da haka, masu zanen suna magana ne game da "yanayin haɓakar geometric", wanda aka ƙayyade shi da ƙirar injin da kuma "ainihin" lokacin da aka ɗauki matakin ƙaddamar da damuwa. Sabili da haka, koda a cikin injunan turbo na zamani tare da allurar mai kai tsaye, wanda ke taka muhimmiyar rawa a cikin sanyaya na ciki na ɗakin konewa da rage matsakaicin zazzabi na aikin ƙonewa, bi da bi zuwa yanayin fashewa, ƙimar matsawa ba ta wuce 10,5: 1 ba.

Amma menene zai faru idan yanayin lissafin matsi na iya canzawa yayin gudanar da aiki. Don zama babba a cikin yanayin ƙananan nauyi da na juzu'i, kai ƙimar ka'ida kuma a rage shi a matsin lamba na turbocharging mai ƙarfi da matsin lamba da zafin jiki a cikin silinda don gujewa fashewar abubuwa. Wannan zai ba da damar yiwuwar ƙara ƙarfi tare da turbocharging tare da matsi mafi girma da haɓaka mai girma, bi da bi ƙaramin amfani da mai.

Anan, bayan shekaru 20 na aiki, Infiniti injin yana nuna cewa wannan mai yiwuwa ne. A cewar Raposto, aikin da kungiyoyin suka yi don kirkirar sa suna da yawa kuma sakamakon azabar tantalum. An gwada nau'ikan bambance-bambancen daban-daban dangane da gine-ginen injiniya, har zuwa shekaru 6 da suka gabata wannan ya isa kuma daidaitattun gyare-gyare sun fara. Tsarin yana ba da izini, daidaitaccen daidaitaccen yanayin matsewa a cikin kewayon daga 8: 1 zuwa 14: 1.

Ginin da kansa wayayye ne: sandar haɗa kowane silinda ba ta watsa motsirsa kai tsaye ga wuyan sandar haɗawa na crankshaft, amma zuwa ɗaya kusurwar hanyar tsaka-tsaka ta musamman tare da rami a tsakiya. An sanya naúrar akan wuyan sandar haɗawa (yana cikin buɗewarta) kuma karɓar ƙarfin sandar haɗawa a ɗaya ƙarshen yana watsa ta zuwa wuyanta tunda rukunin baya juyawa, amma yana yin motsi mai motsi. A ɗaya gefen naúrar da ake magana a kanta akwai tsarin liba hanya wanda ke aiki azaman nau'in tallafi. Tsarin lever yana jujjuya naúrar tare da matasanta, don haka sauyawa wurin haɗewar sandar haɗawa a ɗaya gefen. An kiyaye motsi na motsi na matsakaiciyar naúra, amma sashinta yana juyawa kuma don haka yana ƙayyade wurare daban-daban na farawa da ƙare na sandar haɗawa, bi da bi piston da canji mai saurin canzawa cikin matsi dangane da yanayin.

Za ku ce - amma wannan ba shi da iyaka yana rikitar da injin, yana gabatar da sababbin hanyoyin motsawa cikin tsarin, kuma duk wannan yana haifar da ƙara yawan rikici da talakawa marasa aiki. Ee, da farko kallo haka ne, amma tare da injin inji VC-Turbo akwai wasu abubuwa masu ban sha'awa. Unitsarin raka'a na kowane sandar da ke haɗawa, wanda ake sarrafawa ta hanyar masarufi ɗaya, yana daidaita ƙarfi na tsari na biyu, ta yadda duk da kaurar lita biyu, injin mai-silinda huɗu baya buƙatar ɗakunan daidaitawa. Bugu da kari, tun da sandar da ke hadawa ba ta yin juzu'i na juyawa, amma tana watsa karfin fiska a karshen wani bangare na tsaka-tsakin, kusan karami ne kuma ya fi sauki (wannan ya dogara ne da dukkan tasirin karfin da ke yaduwa ta hanyar tsarin da ake magana a kansa).) kuma - mafi mahimmanci - yana da bugun juzu'i a cikin ƙananan ɓangarensa kawai 17 mm. Lokacin da aka guji mafi girman gogayya, tare da injina na yau da kullun, na al'ada ne don lokacin fara piston daga saman matacciyar cibiyar, lokacin da sandar haɗawa ta danna kan ginshiƙan crankshaft kuma asarar ta fi girma.

Don haka, a cewar Messrs Raposto da Kiga, galibi an kawar da gazawar. Saboda haka fa'idojin canza canjin yanayin matsi, wanda ya dogara ne akan tsayayyen tsari dangane da benci da gwajin hanya (dubban sa'o'i) shirye-shiryen software ba tare da buƙatar aunawa a ainihin lokacin abin da ke faruwa a cikin injin ba. Fiye da sababbin sababbin takardu 300 an haɗa su a cikin injin. Yanayin gaba na gargadin na karshen kuma ya hada da tsarin allurar mai mai guda biyu tare da injector don allurar kai tsaye na silinda, wanda aka yi amfani da shi galibi don farawa da sanyi da kuma manyan kaya, kuma injector a cikin kayan abinci masu yawa wanda ke samar da kyakkyawan yanayi don kaurar mai da kuma karami amfani da kuzari a cikin nauyin kaya. Don haka tsarin allura mai rikitarwa yana ba da mafi kyawun duniyoyin biyu. Tabbas, injin yana kuma buƙatar ingantaccen tsarin girke-girke, kamar yadda hanyoyin da aka bayyana a sama suke da tashoshin shafa man shafawa na musamman, waɗanda suke dacewa da manyan tashoshi a cikin crankshaft.

Sakamakon wannan a aikace shi ne cewa injin injina mai hawa huɗu tare da 272 hp. da 390 Nm na karfin juyi zai cinye 27% ƙasa da mai fiye da na baya mai injina shida da ke kusa da wannan ƙarfin.

Rubutu: Georgi Kolev, manzo na musamman na motocin motsa jiki da wasanni Bulgaria a cikin Paris