Gwaji Tarihin Watsa Labarai na Motoci - Kashi na 1

A cikin jerin kasidu za mu gaya muku game da tarihin watsawa ga motoci da manyan motoci - watakila a matsayin nod ga bikin cika shekaru 75 da ƙirƙirar watsawa ta atomatik ta farko.

1993 A lokacin gwajin riga-kafi a Silverstone, direban gwajin Williams David Coulthard ya bar waƙar don gwaji na gaba a sabuwar Williams FW 15C. A kan lafazin jika, motar ta fantsama ko'ina, amma duk da haka kowa na iya jin wani bakon sautin babban ingin silinda goma. Babu shakka, Frank William yana amfani da wani nau'in watsawa daban. A bayyane yake ga masu wayewa cewa wannan ba komai ba ne illa watsa shirye-shiryen ci gaba da canzawa wanda aka tsara don biyan bukatun injin Formula 1. Daga baya ya zama cewa an haɓaka shi tare da taimakon ƙwararrun ƙwararrun Van Doorn. watsa kamuwa da cuta. Kamfanonin biyu masu haɗaka sun zuba manyan injiniyoyi da albarkatun kuɗi a cikin wannan aikin a cikin shekaru huɗu da suka gabata don ƙirƙirar samfuri mai cikakken aiki wanda zai iya sake rubuta ka'idojin motsa jiki a cikin sarauniyar wasanni. A cikin bidiyon YouTube a yau zaku iya ganin gwaje-gwajen wannan ƙirar, kuma Coulthard da kansa ya yi iƙirarin cewa yana son aikinta - musamman ma a kusurwar, inda babu buƙatar ɓata lokaci na raguwa - komai ana kula da shi ta hanyar lantarki. Abin baƙin ciki shine, duk wanda ya yi aiki a kan aikin ya rasa sakamakon aikinsa. 'Yan majalisar sun yi gaggawar hana amfani da irin wannan takardar izinin shiga Formula, bisa zargin "rashin adalci". An canza ƙa'idodin kuma watsawar V-belt CVT ko CVT tarihi ne tare da wannan taƙaitaccen bayyanar. An rufe shari'ar kuma Williams yakamata ya koma watsawa ta atomatik, waɗanda har yanzu suna daidai da Formula 1 kuma wanda, bi da bi, ya zama juyin juya hali a ƙarshen 80s. Af, a cikin 1965, DAF tare da watsawar Variomatic ya yi ƙoƙari don shiga cikin waƙar motsa jiki, amma a wannan lokacin tsarin yana da girma sosai cewa ko da ba tare da tsoma baki na abubuwan da suka dace ba, an yanke hukunci ga gazawa. Amma wannan wani labari ne.

Mun sha kawo misalai akai -akai game da yawan ƙira a cikin masana'antar kera motoci ta zamani sakamakon tsoffin ra'ayoyin da aka haifa a cikin shugabannin mutane masu hazaka da fahimta. Saboda yanayin injin su, akwatunan gear sune ɗayan manyan misalai na yadda za a iya aiwatar da su lokacin da ya dace. A zamanin yau, haɗuwa da ingantattun kayan aiki da hanyoyin sarrafa masana'antu da e-gwamnati sun haifar da dama don ingantattun hanyoyin magancewa ta kowane nau'in watsawa. Halin zuwa ƙananan amfani a gefe ɗaya da keɓaɓɓun sabbin injuna tare da raguwar girma (alal misali, buƙatar shawo kan ramin turbo cikin sauri) yana haifar da buƙatar ƙirƙirar watsawa ta atomatik tare da madaidaicin ma'aunin kaya kuma, daidai da haka, adadi mai yawa na giya. Hanyoyin da suka fi araha su ne CVTs don ƙananan motoci, galibi masu kera motoci na Jafananci ke amfani da su, da watsawa ta atomatik kamar Easytronic. Opel (kuma ga ƙananan motoci). Hanyoyin tsarin daidaitattun matasan sun keɓance, kuma a matsayin wani ɓangare na ƙoƙarin rage fitar da iskar, wutar lantarki tana faruwa a cikin watsawa.

Injin ba zai iya yin ba tare da gearbox ba

Zuwa yau, ɗan adam bai ƙirƙira hanya mafi inganci ta kai tsaye ta hanyar tura wutar lantarki ba (sai dai, ba shakka, hanyoyin samar da ruwa da kuma tsarin lantarki) fiye da hanyoyin amfani da bel, sarƙoƙi da giya. Tabbas, akwai bambance-bambance da yawa a kan wannan batun, kuma zaku iya fahimtar ainihin su ta hanyar lissafa fitattun abubuwan ci gaba a wannan yankin a cikin recentan shekarun nan.

Manufar canjin lantarki, ko haɗin kai kai tsaye na lantarki na tsarin sarrafawa zuwa akwatin gearbox, ya yi nisa da kuka na ƙarshe, saboda a cikin 1916 kamfanin Pullman na Pennsylvania ya ƙirƙira akwatin gear wanda ke canza kayan aiki ta hanyar lantarki. Yin amfani da ka'idar aiki iri ɗaya a cikin ingantaccen tsari, bayan shekaru ashirin, an shigar da shi a cikin Avant-garde Cord 812 - ɗaya daga cikin manyan motoci masu fa'ida da ban mamaki ba kawai a cikin 1936 ba, lokacin da aka ƙirƙira shi. Yana da mahimmanci cewa ana iya samun wannan igiya a bangon littafin game da nasarorin ƙirar masana'antu. Watsawa yana watsa karfin juyi daga injin zuwa ga axle na gaba (!), Gearshift shine filigree kai tsaye don wakilcin ginshiƙin tutiya, wanda ke kunna na'urorin lantarki na musamman waɗanda ke kunna tsarin hadaddun na'urorin lantarki tare da diaphragms masu ɓarna, gami da gears. Masu zanen igiya sun sami nasarar haɗa duk wannan cikin nasara, kuma yana aiki mai girma ba kawai a cikin ka'idar ba, har ma a aikace. Wani babban mafarki ne don saita daidaitawa tsakanin canjin kayan aiki da aikin kama, kuma, bisa ga shaidar lokacin, yana yiwuwa a aika makaniki zuwa asibitin masu tabin hankali. Duk da haka, Igiyar mota ce ta alatu, kuma masu mallakarta ba za su iya ba da damar halin yau da kullun na masana'antun zamani da yawa ga daidaiton wannan tsari - a aikace, yawancin watsawa ta atomatik (wanda ake kira robotic ko Semi-atomatik) suna canzawa tare da jinkirin halaye. kuma sau da yawa gusts.

Babu wanda ke da'awar cewa aiki tare yana aiki mafi sauƙi tare da mafi sauƙi kuma mafi yaduwa ta hanyar watsawa a yau, saboda tambayar "Me yasa ya zama dole a yi amfani da irin wannan na'urar kwata-kwata?" Yana da halaye na asali. Dalilin wannan lamari mai rikitarwa, amma kuma buɗe kasuwancin kasuwanci na biliyoyin, ya ta'allaka ne da yanayin injin ƙonewa. Ba kamar misali ba, injin tururi, inda matsin tururin da ake kawowa ga silinda zai iya canzawa cikin sauƙi, kuma matsinsa na iya canzawa yayin farawa da aiki na yau da kullun, ko kuma daga injin lantarki, wanda filin maganadisu mai ƙarfi yana tuki. Har ila yau, yana kasancewa a cikin saurin sifili. a cikin minti daya (a gaskiya, to shine mafi girma, kuma saboda raguwar ingancin injinan lantarki tare da karuwar saurin gudu, duk masana'antun watsa shirye-shirye na motocin lantarki a halin yanzu suna haɓaka zaɓuɓɓukan matakai biyu) na ciki. Injin konewa yana da sifa wanda aka sami matsakaicin ƙarfi a cikin sauri kusa da matsakaicin, da matsakaicin matsakaicin ƙarfi - a cikin ƙaramin ƙarancin saurin gudu, wanda mafi kyawun hanyoyin konewa ke faruwa. Har ila yau, ya kamata a lura cewa a rayuwa ta gaske ba safai ake amfani da injin ba a kan iyakar karfin juzu'i (daidai gwargwadon ƙarfin ƙarfin haɓaka ƙarfi). Abun takaici, karfin juzu'i a ƙananan sake dubawa shine mafi ƙarancin, kuma idan watsawa yana haɗuwa kai tsaye, koda tare da kama wanda ke cirewa kuma yana ba da damar farawa, motar ba zata taɓa yin ayyukan kamar farawa, hanzartawa da tuki a cikin wata babbar hanyar gudu ba. A nan ne mai sauki misali - idan engine watsa ta gudun 1: 1, da kuma taya size ne 195/55 R 15 (a halin yanzu, abstracting daga gaban babban kaya), sa'an nan a ka'idar mota kamata motsa a wani gudun. 320 km. / h a 3000 juyin juya halin crankshaft a minti daya. Tabbas, motoci suna da kayan aiki kai tsaye ko na kusa har ma da kayan motsa jiki, a wannan yanayin motar ta ƙarshe ma ta shigo cikin lissafin kuma dole ne a kula da ita. Koyaya, idan muka ci gaba da ma'anar asali game da tuki a cikin saurin 60 km / h a cikin birni, injin ɗin zai buƙaci 560 rpm kawai. Tabbas, babu motar da zata iya yin wannan igiyar. Akwai ƙarin daki-daki guda ɗaya - saboda, a zahiri kawai, ikon yana daidai da ƙarfin juzu'i da sauri (ma'anarta kuma za'a iya bayyana shi azaman saurin x ƙarfin ƙarfi / ƙayyadaddun ƙima), kuma haɓakar jikin jiki yana dogara da ƙarfin da aka yi amfani da shi. . , fahimta, a wannan yanayin, iko, yana da ma'ana cewa don saurin hanzari zaku buƙaci saurin gudu da ƙari mai yawa (watau karfin juyi). Yana da sautin rikitarwa, amma a aikace wannan yana nufin mai zuwa: kowane direba, ko da wanda bai fahimci komai a cikin fasaha ba, ya san cewa don saurin wuce mota, kuna buƙatar sauya ɗaya ko ma ƙasa da ƙananan. Don haka, yana tare da gearbox cewa kai tsaye yana ba da mafi girma kuma sabili da haka ƙarin ƙarfi don wannan dalili tare da matakin matsin lamba. Wannan shine aikin wannan na'urar - la'akari da halayen injin konewa na ciki, don tabbatar da aiki a cikin mafi kyawun yanayin. Tuki a cikin kayan farko a gudun 100 km / h zai zama ba shi da tattalin arziki, kuma na shida, ya dace da waƙar, ba shi yiwuwa a fara tafiya. Ba daidaituwa ba ne cewa tuki na tattalin arziki yana buƙatar ƙarancin lokaci da injin da ke aiki cike da ɗigo (watau tuki kaɗan ƙasa da ƙimar ƙarfin juzu'i). Masana suna amfani da kalmar "ƙaramin takamaiman amfani da ƙarfi", wanda yake a tsakiyar kewayon kewayo kuma kusa da iyakar lodi. Hakanan bawul din matatar injin mai ya bude fadi kuma ya rage asarar famfo, yana kara matsin silinda kuma hakan yana inganta ingancin halayen sinadarai. Speananan gudu yana rage gogayya kuma yana ba da ƙarin lokaci don cika gaba ɗaya. Motocin tsere koyaushe suna aiki da babban gudu kuma suna da giya mai yawa (takwas a cikin Formula 1), wanda ke ba da damar rage gudu yayin sauyawa da iyakance miƙa mulki zuwa yankunan da ke da ƙarancin ƙarfi.

A zahiri, yana iya yin ba tare da gearbox na gargajiya ba, amma ...

Batun tsarin matasan da musamman tsarin tsarin matasan kamar Toyota Prius. Wannan motar ba ta da watsa kowane nau'in da aka lissafa. Yana da kusan babu akwatin gear! Wannan yana yiwuwa saboda gazawar da aka ambata an biya su ta hanyar tsarin lantarki. Ana maye gurbin watsawa da abin da ake kira mai rarraba wutar lantarki, kayan aikin duniya wanda ya haɗu da injin konewa na ciki da injinan lantarki guda biyu. Ga mutanen da ba su karanta zaɓin bayanin aikin sa ba a cikin littattafai akan tsarin matasan kuma musamman akan ƙirƙirar Prius (ana samun na ƙarshe akan sigar kan layi na rukunin yanar gizon mu ams.bg), za mu ce kawai injin yana ba da izini. wani bangare na makamashin injina na injin konewa na ciki wanda za'a canza shi kai tsaye, ta hanyar injina da wani bangare, a canza shi zuwa lantarki (tare da taimakon injin daya a matsayin janareta) sannan kuma zuwa injina (tare da taimakon wani injin a matsayin injin lantarki). . Hazakar wannan halitta ta Toyota (wanda asalin ra'ayinsa shine kamfanin Amurka na TRW daga 60s) shine samar da karfin farawa mai tsayi, wanda ke guje wa buƙatar ƙananan kayan aiki da ba da damar injin yin aiki cikin ingantacciyar hanya. a matsakaicin nauyi, yana simintin mafi girman yuwuwar kayan aiki, tare da tsarin wutar lantarki koyaushe yana aiki azaman buffer. Lokacin da ake buƙatar simintin haɓakawa da saukarwa, saurin injin yana ƙaruwa ta hanyar sarrafa janareta kuma, saboda haka, ta saurin sa ta amfani da na'urar sarrafa na'urorin zamani na zamani. Lokacin yin kwatankwacin manyan gears, ko da motoci biyu dole ne su canza matsayi don iyakance saurin injin. A wannan gaba, tsarin yana shiga yanayin "zazzagewar wutar lantarki" kuma ingancinsa yana raguwa sosai, wanda ke bayyana kaifi da nunin amfani da mai na irin wannan nau'in motocin matasan a cikin sauri. Don haka, wannan fasaha a aikace ita ce sulhu mai dacewa ga zirga-zirgar birane, tun da yake a bayyane yake cewa tsarin lantarki ba zai iya cika cikakkiyar ramawa ga rashi na akwati na gargajiya ba. Don magance wannan matsala, injiniyoyin Honda suna amfani da mafita mai sauƙi amma mai ban sha'awa a cikin sabon tsarin ƙirar matasan su don yin gasa tare da Toyota - kawai suna ƙara watsawa na shida na hannu wanda ke aiki a madadin na'ura mai sauri. Duk wannan yana iya zama mai gamsarwa isa don nuna buƙatar akwatin gear. Tabbas, idan zai yiwu tare da adadi mai yawa na gears - gaskiyar ita ce, tare da kulawar hannu ba kawai zai zama dadi ba don direba ya sami adadi mai yawa, kuma farashin zai karu. A halin yanzu, 7-gudun manual watsa kamar waɗanda aka samu a Porsche (dangane da DSG) da Chevrolet Corvettes ne quite rare.

Duk yana farawa da sarƙoƙi da bel

Don haka, yanayi daban-daban na buƙatar wasu ƙimomin ƙaƙƙarfan ƙarfin da ake buƙata dangane da gudu da karfin juyi. Kuma a cikin wannan lissafin, buƙatar ingantaccen aikin injiniya da rage amfani da mai, ban da fasahar injiniyar zamani, watsawa yana zama ƙalubale mai mahimmanci.

A dabi'ance, matsalar farko da ta taso ita ce farawa - a cikin motocin fasinja na farko, nau'in akwatin gear da aka fi sani da shi shine tukin sarka, aro daga keke, ko bel ɗin da ke aiki da bel ɗin diamita daban-daban. A aikace, babu wani abin mamaki mara kyau a cikin bel ɗin. Ba wai kawai ya kasance mai hayaniya ba kamar yadda abokansa na sarkar ya kasance, amma kuma ba zai iya karya hakora ba, wanda aka sani daga tsarin kayan aiki na farko da direbobi a lokacin suke kira "lalata watsawa". Tun farkon karni aka fara gudanar da gwaje-gwaje tare da abin da ake kira "gwajin keken gogayya", wanda ba shi da kama ko kaya, kuma yana amfani da Nissan da Mazda a cikin akwatunansu na toroidal gearbox (wanda za a tattauna daga baya). Duk da haka, hanyoyin da za a iya amfani da ƙafafun gear suma suna da wasu matsaloli masu tsanani - bel ɗin ba zai iya jure wa tsayin kaya da haɓaka gudu ba, da sauri sun zama sako-sako da tsagewa, kuma "pads" na ƙafafun ƙafafun sun kasance cikin saurin lalacewa. A kowane hali, jim kadan bayan wayewar masana'antar kera motoci, kayan aiki sun zama dole kuma sun kasance zaɓi ɗaya kawai a wannan matakin don watsa karfin wuta na dogon lokaci.

Haihuwar yaduwar inji

Leonardo da Vinci ya ƙera da ƙera cogwheels don hanyoyinsa, amma samar da ƙarfi, mai ma'ana daidai kuma mai dorewa ya zama mai yiwuwa ne kawai a cikin 1880 godiya ga samuwar fasahar ƙarfe da ta dace don ƙirƙirar ƙera ƙera da injinan ƙarfe. in mun gwada babban daidaito na aiki. Asarar jayayya a cikin giyar an rage zuwa kashi 2 kawai! Wannan shine lokacin da suka zama ba makawa a matsayin wani ɓangare na akwatin gear, amma matsalar ta kasance tare da haɗewar su da sanyawa cikin babban injin. Misalin sabon mafita shine Daimler Phoenix daga 1897, inda aka “tara” kayan masarufi iri -iri a cikin ainihin, bisa ga fahimtar yau, akwati, wanda, baya ga saurin gudu huɗu, shima yana da kayan juyawa. Shekaru biyu bayan haka, Packard ya zama kamfani na farko da yayi amfani da sanannen matsayi na lever gear a ƙarshen harafin "H". A cikin shekarun da suka biyo baya, injin ba ya nan, amma an ci gaba da inganta hanyoyin da sunan aiki mafi sauƙi. Carl Benz, wanda ya kera motocin sa na farko tare da akwatin kayan duniya, ya sami nasarar tsira daga bayyanar akwatunan gear na farko da Cadillac da La Salle suka haɓaka a 1929. Shekaru biyu bayan haka, Mercedes, Mathis, Maybach da Horch sun riga sun yi amfani da masu aiki tare, sannan wani Vauxhall, Ford da Rolls-Royce. Ɗayan daki-daki - duk suna da kayan aikin farko da ba a daidaita su ba, wanda ya fusata direbobi kuma yana buƙatar ƙwarewa na musamman. Ingilishi Alvis Speed ​​Twenty na Ingilishi yayi amfani da akwati na farko mai cikakken aiki a watan Oktoba 1933 kuma sanannen kamfanin Jamus ne ya ƙirƙira shi, wanda har yanzu yana ɗauke da sunan "Kamfanin Gear Factory" ZF, wanda galibi zamu koma zuwa labarin mu. Sai a tsakiyar shekarun 30 ne aka fara shigar da masu aiki tare a kan wasu samfura, amma a cikin motoci da manyan motoci masu rahusa, direbobi sun ci gaba da gwagwarmaya da lever gear don motsawa da canza kayan aiki. A zahiri, mafita ga matsalar wannan rashin damuwa an yi wa a baya a baya tare da taimakon nau'ikan isar da kayan kwalliya da kuma haɗa su koyaushe. ya haɓaka watsawa mai ban sha'awa wanda kullun ke lalata kullun, kuma ana gudanar da haɗin su zuwa shaft na biyu ta amfani da ƙananan haɗin gwiwa. Panhard-Levasseur yana da irin wannan ci gaban, amma a cikin ci gaban su, kayan aiki na dindindin an haɗa su da ƙarfi ta hanyar amfani da fil. Masu ƙira, ba shakka, ba su daina tunanin yadda za a sauƙaƙa wa direbobi da kare motoci daga lalacewar da ba dole ba. A cikin 1914, injiniyoyin Cadillac sun yanke shawarar cewa za su iya amfani da ƙarfin manyan injunan su tare da ba da motoci tare da madaidaicin direba na ƙarshe wanda zai iya canza wutar lantarki kuma ya canza ma'aunin kaya daga 4,04: zuwa 2,5: 1.

Shekaru 20 da 30s lokaci ne na abubuwan ƙirƙira masu ban sha'awa waɗanda ke cikin ci gaba da tara ilimi tsawon shekaru. Misali, a shekara ta 1931, kamfanin Cotal na Faransa ya ƙirƙiro na'ura mai motsi ta hanyar lantarki da wani ɗan ƙaramin lefi ke sarrafa shi a kan sitiyarin, wanda, bi da bi, an haɗa shi da ƙaramin lefi mara ƙarfi da aka sanya a ƙasa. Mun ambaci fasalin na ƙarshe saboda yana ba motar damar samun daidaitattun kayan aikin gaba kamar yadda akwai nau'ikan juyawa huɗu. A wancan lokacin, manyan kamfanoni irin su Delage, Delahaye, Salmson da Voisin sun kasance masu sha'awar ƙirar Kotal. Baya ga abin ban mamaki da aka ambata da kuma manta "fa'idar" da yawa na kayan aikin motar baya na zamani, wannan akwati mai ban mamaki kuma yana da ikon "mu'amala" tare da maɓalli na atomatik na Fleschel wanda ke jujjuya gears yayin da sauri ke faɗuwa saboda nauyin injin kuma a gaskiya ma. daya daga cikin yunƙurin farko na sarrafa tsari.

Yawancin motoci daga shekarun 40 zuwa 50 suna da matuka uku, saboda injunan ba su haɓaka sama da 4000 rpm. Tare da ƙaruwa a cikin dubawa, karfin juyi da raƙuman ruwa, giya-gizan uku ba su rufe zangon binciken ba. Sakamakon ya kasance ƙungiya mai rikitarwa tare da halayyar "mai ban mamaki" yayin ɗagawa da tilasta tilas lokacin da aka canza zuwa ƙarami. Hanyar da ta dace ga matsalar ita ce sauyawa zuwa saurin sauri a cikin shekaru 60, kuma gearboxes masu sauri biyar a cikin 70s sun kasance muhimmiyar mahimmin ci gaba ga masana'antun, waɗanda suka yi alfaharin kasancewar irin wannan gearbox ɗin tare da samfurin samfurin a kan motar. Kwanan nan, ma'abocin shahararren Opel Commodore ya gaya mani cewa lokacin da ya sayi motar, ta kasance cikin giya 3 kuma matsakaicin kilomita 20 l / 100. Lokacin da ya maye gurbin gearbox tare da gearbox mai saurin sauri, amfani ya kasance 15 l / 100 km, kuma bayan ƙarshe ya sami saurin biyar, na biyun ya faɗi zuwa lita 10.

A yau, kusan babu motocin da ke ƙasa da giya biyar, kuma saurin gudu shida yana zama ƙa'ida a cikin manyan sifofin ƙananan samfuran. Manufa ta shida a mafi yawan lokuta ita ce raguwar karfi cikin sauri a maimaitawa, kuma a wasu lokuta, idan ba ta da tsawo sosai kuma raguwar saurin ta ragu lokacin da ake sauyawa. Rarraba watsa shirye-shirye da yawa yana da tasiri mai tasiri musamman akan injunan dizal, raka'a daga cikinsu suna da babban juzu'i, amma ya rage zangon aiki saboda yanayin asalin injin dizal.

(a bi)

Rubutu: Georgy Kolev