Menene injin konewa na ciki ke iya?

Lokacin da yazo ga Koenigsegg, komai yana fitowa daga wata duniyar. Sabuwar samfurin alamar Sweden da ake kira Gemera ba ta bambanta da wannan ƙirar ba - ƙirar GT mai kujeru huɗu tare da tarin matasan, ƙarfin tsarin 1700 hp, babban saurin 400 km / h da haɓaka zuwa 100 km / h a cikin 1,9. seconds. Kodayake manyan motoci ba su da yawa a duniyar zamani, Gemera har yanzu yana da wasu siffofi na musamman. Kuma abin da ya fi bambamta daga cikin waɗannan siffofi shi ne injin motar.

Koenigsegg yana kiranta da Tiny Friendly Giant, ko TNG a takaice. Kuma akwai dalili - gwamnatin wucin gadi tana da ƙaura na lita biyu, silinda uku (!), turbochargers biyu da 600 hp. da 300 hp kowace lita, wannan rukunin yana samun mafi girman ƙarfin da injin samarwa ya taɓa bayarwa. Kamfanin ya yi iƙirarin cewa ta fuskar fasaha, gwamnatin wucin gadi ta "na kan gaba da duk wani injin silinda guda uku da ke kasuwa a yau." A gaskiya ma, sun yi daidai - injin silinda uku na gaba shine HP 268 da Toyota ke amfani da shi a cikin GR Yaris.

Fasahar da ba a saba gani ba a cikin TF ita ce tsarin lokaci na bawul mara cam. Madadin haka, injin ɗin yana amfani da tsarin da Koenigsegg reshen Freevalve ya ƙera, tare da masu kunna huhu don kowane bawul.

A zahiri, an tsara "littlean ƙanƙan sada zumuntar" musamman don Gemera. Kamfanin Yaren mutanen Sweden ya so ƙirƙirar wani abu karami, mara nauyi, amma mai ƙarfi. Kari akan haka, gaba daya falsafar zane-zane tana canzawa kuma, ba kamar samfurin Gegera Regera ba, yawancin ikon yana zuwa ne daga injunan lantarki. Injin konewa yana da ƙarin taimako ga tuki da caji batir.

Sun yi tunani mai yawa kafin su yanke shawarar gina injin mai-silinda uku a Königsegg. Koyaya, irin wannan shawarar ba za a yi ta ba tare da wata damuwa ba a cikin keɓaɓɓen abin hawa. Koyaya, binciken irin waɗannan halaye kamar ƙarami da haske ya ci nasara kuma yana haifar da ƙirƙirar injin mafi tsayi a duniya, dangane da ba lita kawai ba, har ma da "silinda".

Tsarin injin ɗin, duk da haka, yana da manyan manyan silinda kuma yana da sauti mai kama da kamanni, tare da ƙarancin mitar injunan injunan silinda uku, amma yafi numfashi. Christian von Koenigsegg, wanda ya kafa kamfanin, ya ce game da shi: "Ka yi tunanin Harley, amma tare da silinda na daban." Ko da yake tana da babban gungu na 95mm da bugun jini na 93,5mm, DFKM na son manyan sake dubawa. An kai iyakar ƙarfinsa a 7500 rpm kuma yankin jan tachometer yana farawa a 8500 rpm. A nan, alchemy ya ƙunshi abubuwa masu tsada waɗanda ke ba da haske (gudu) da ƙarfi (babban matsa lamba na tsarin konewa). Saboda haka, babban gudun suna tare da wani m karfin juyi na 600 Nm.

Cascade turbocharging

Amsar tambayar daidai yadda za a iya haɗa turbochargers guda biyu a cikin tsarin silinda uku shine cascade. Irin wannan tsarin ya yi amfani da alamar Porsche 80 a cikin 959s, wanda ke da kamance kamar yadda injunan silinda guda biyu suka cika da ƙarami da babban turbocharger. Duk da haka, DFKM na da sabon fassara kan batun. Kowanne daga cikin injinan silinda yana da bawul guda biyu na shaye-shaye, daya daga cikinsu yana da alhakin cika karamin turbocharger, dayan kuma na babban turbocharger. A ƙananan revs da lodi, kawai bawuloli uku waɗanda ke ciyar da iskar gas zuwa ƙaramin turbocharger suna buɗewa. A 3000 rpm, bawuloli na biyu sun fara buɗewa, suna jagorantar gas a cikin babban turbocharger. Duk da haka, injin yana da fasaha mai girma wanda dangane da sigoginsa, ko da a cikin sigar "na yanayi", zai iya kaiwa 280 hp. Dalilin yana cikin fasahar bawul ɗin Freevalve iri ɗaya. Daya daga cikin dalilan da ya sa injin 2000 cc CM yana da silinda guda uku, shine gaskiyar cewa injin silinda guda uku ya fi dacewa ta fuskar turbocharging, tunda babu wani damping na gas pulsations, kamar a cikin injin silinda hudu.

Da kuma buhunan budewar iska

Godiya ga tsarin Freevalve, kowane bawul yana motsawa daban-daban. Ana iya buɗe shi da kansa tare da ƙayyadaddun lokaci, fara juyi da bugun jini. A ƙananan kaya, ɗaya kawai yana buɗewa, yana ba da damar haɓakar iska da mafi kyawun haɗakar mai. Godiya ga ikon daidai sarrafa kowane bawul ɗin, babu buƙatar bawul ɗin magudanar ruwa, kuma ana iya kashe kowane silinda idan ya cancanta (a cikin yanayin ɗaukar nauyi). Sassauci na aiki yana bawa DFKM damar canzawa daga Otto na al'ada zuwa aikin Miller tare da ƙarin zagayowar ayyuka da inganci mafi girma. Kuma wannan ba shine mafi ban sha'awa ba - tare da taimakon "busa" daga sassan turbo, injin zai iya canzawa zuwa yanayin bugun jini har zuwa kimanin 3000 rpm. A cewar Christian von Koenigseg a 6000 rpm a cikin wannan yanayin zai yi kama da silinda shida. Duk da haka, a 3000 rpm, na'urar tana komawa zuwa yanayin bugun jini hudu saboda babu isasshen lokaci don musayar iskar gas a babban gudu.

Ƙarfin artificial

A gefe guda kuma, Koenigsegg yana aiki tare da kamfanin leken asirin Amurkawa na SparkCognition, wanda ke kirkirar kayan aikin kere-kere na fasahar kere kere irin su TFG. Bayan lokaci, tsarin yana koyon yadda za a fi aiki da bawul da hanyoyi daban-daban don gudanar da aikin ƙonewa. Tsarin sarrafawa da tsarin Freevalve suna ba ku damar canza ƙarar da sautin injin ɗin tare da buɗe ƙofofin shaye shaye daban-daban. Hakanan yana da alhakin ikon iya dumama injin da sauri da rage hayaki. Godiya ga janareto mai amfani da wutan lantarki a yanayin yanayin zafi sosai, injin crankshaft yana juyawa kimanin zagaye 10 (a tsakanin sakan biyu), wanda zafin jikin iska mai matse iska a cikin silinda yake kaiwa digiri 2. A lokacin dumama, bawul ɗin tsotsa yana buɗewa tare da ƙaramin bugun jini da rikicewar rikicewar iska da mai yana faruwa a kusa da bawul ɗin sharar, wanda ke inganta ƙarancin ruwa.

Man fetur kuma yana ba da gudummawa mai mahimmanci don samun babban ƙarfin injin. A gaskiya ma, TFG injin Flex Fuel ne, wato, yana iya aiki akan man fetur da barasa (ethanol, butanol, methanol) da gaurayawan nau'i daban-daban. Kwayoyin barasa suna ɗauke da iskar oxygen kuma don haka suna ba da abin da ake buƙata don ƙone ɓangaren hydrocarbon. Tabbas, wannan yana nufin yawan amfani da man fetur, amma ana ba da shi cikin sauƙi fiye da yawan iska. Haɗin barasa kuma yana ba da tsarin konewa mafi tsabta kuma ana fitar da ƙananan ƙwayoyin cuta yayin aikin konewa. Kuma idan an fitar da ethanol daga tsire-tsire, kuma yana iya samar da tsarin tsaka-tsakin carbon. Lokacin aiki akan fetur, ƙarfin injin yana da 500 hp. Ka tuna cewa ikon sarrafa konewa a cikin TF ɗin yana da fasaha na fasaha wanda ke sarrafa kusan mafi girman yuwuwar mai yiwuwa daga mai ba tare da fashewa ba - mafi girman yankin konewar neuralgic a irin wannan matsanancin turbo. Yana da gaske na musamman tare da 9,5: 1 matsawa rabo da babban matsi mai cikawa. Za mu iya kawai hasashen yadda ainihin kan silinda ke haɗe zuwa toshe, da ƙarfin na ƙarshe, idan aka ba da babban matsin aiki na tsarin konewa, har zuwa wani lokaci wannan na iya yin bayanin kasancewar siffofi masu kama da ginshiƙi a cikin gine-ginensa. .

Tabbas, hadadden tsarin Freevalve ya fi tsada fiye da na masu aiki da bawul, amma an yi amfani da ƙananan albarkatu don gina injin, wanda ke biyan kuɗi da nauyi har zuwa wani lokaci. Don haka, gabaɗaya, farashin babbar fasahar ta wucin gadi ya kai rabin na silinda takwas na kamfanin mai turbocharger lita biyar.

Musamman Gemera drive

Sauran Gemera drivetrain ma na musamman ne kuma masu ban mamaki. Gwamnatin ta KMG tana bayan tashar fasinja kuma tana jan ragamar gaban ta amfani da wani tsari na musamman kai tsaye ba tare da gearbox ba amma tare da madogara biyu na lantarki akan kowane bakin hanya. Ana kiran tsarin HydraCoup kuma a wani saurin hanzarin haɗi suna kulle kuma ana tuƙa kai tsaye. Wannan shi ne saboda gaskiyar cewa injin konewa kuma an haɗa shi kai tsaye zuwa injin wuta-janareta mai ƙarfin har zuwa 400 hp. wutar bi da bi har zuwa 500 Nm.

HydraCoup yana jujjuya jimlar 1100 Nm TFG da injin lantarki, yana ninka karfin juzu'i zuwa 3000 rpm. An ƙara da wannan duka shine ƙarfin kowane ɗayan injinan lantarki guda biyu waɗanda ke tuka motar baya ɗaya tare da 500 hp. kowanne kuma, bisa ga haka, 1000 Nm. Don haka, jimlar ƙarfin tsarin shine 1700 hp. Kowane injinan lantarki yana da ƙarfin lantarki na 800 volts. Batirin motar ma na musamman ne. Yana da ƙarfin lantarki na 800 volts da ƙarfin 15 kWh kawai, yana da ƙarfin fitarwa (fitarwa) 900 kW kuma yana da ƙarfin caji na 200 kW. Kowane ɗayansa ana sarrafa shi daban-daban dangane da yanayin zafi, yanayin caji, "lafiya", kuma duk an haɗa su cikin jikin carbon gama gari, wanda ke cikin mafi aminci wuri - ƙarƙashin kujerun gaba da kuma cikin rami mai tuƙi na carbon-aramid. Duk wannan yana nufin cewa bayan ƴan ƙara ƙarfin hanzari, motar za ta yi motsi a hankali na ɗan lokaci domin TF ɗin ta sami cajin baturi.

Dukkanin shimfidar sabon abu ya dogara ne da falsafar kamfanin mota na injina. Koenigsegg ba shi da shiri game da tsaftatacciyar motar lantarki har yanzu saboda sun yi imanin cewa fasahar wannan yanki ba ta ci gaba ba kuma yana sa motoci masu nauyi sosai. Don rage hayaƙin carbon dioxide, kamfanin yana amfani da mai da giya da injin ƙone ciki.

Tsarin lantarki na 800-volt na Gemera yana ba da wutar lantarki har zuwa kilomita 50 da saurin kilomita 300. Don nishaɗi har zuwa kilomita 400 / h, alhakin DFKM. A cikin yanayin matasan, motar na iya tafiya wani kilomita 950, wanda ke nuna ingantaccen tsarin tsarin aiki - gwamnatin wucin gadi kanta tana cinye kusan kashi 20 cikin XNUMX kasa da injin lita biyu na zamani. tare da rarraba iskar gas na al'ada. Kuma ana tabbatar da kwanciyar hankalin motar ta hanyar tsarin tuƙi na baya, jujjuyawar wutar lantarki a baya, da jujjuyawar juzu'i a gaba (amfani da ƙarin rigar clutches a cikin hanyoyin tuƙi na gaba, kusa da na'ura mai ba da hanya tsakanin hanyoyin sadarwa). . Don haka Gemera ya zama abin hawa mai tuƙi mai ƙafafu, tuƙi mai ƙafa huɗu da jujjuyawar juzu'i. Ƙara wa duk wannan shine ka'idar tsayin jiki.

Ko da yake wannan injin na musamman ne a cikin yanayi, yana nuna cewa yana iya jagorantar haɓakar injin konewa na ciki. Ana yin muhawara iri ɗaya a cikin Formula 1 - mai yiwuwa nemo ingantaccen aiki zai mai da hankali kan makamashin roba da kuma yanayin aiki na bugun jini biyu.