Gwajin gwajin Nissan GT-R: tarihin watsawa na musamman
Nissan GT-R's duk-dabaran tuƙi tsarin fasaha ne na fasaha
Skyline GT-R babban suna ne a tarihin Nissan, amma tsarar R32 ce ta ba da gudummawar da ta fi ba samfurin aura ta musamman. Ƙungiyoyin masu zuwa na R33 da R34 sun haɓaka shi kuma sun sanya shi alama a tsakanin masu sha'awar motar motsa jiki saboda halayensa na musamman, riƙon hanya da aminci. Amma matsin lamba akan hoton yana da girma. Shi ya sa lokacin da masu zanen Nissan suka fara haɓaka sabuwar Skyline GT-R, ƴan shekaru cikin sabuwar ƙarni, an ƙalubalanci su don ƙirƙirar wani abu na musamman kamar aikin hanya. Tabbas, samfuran da suka gabata sun bar alamar da ba za a iya sharewa ba, kuma ba a canza su ba, watsa dual ta hanyar zato ya kasance a cikin sabon. Amma wannan lokacin aikin ya fi wahala. Baya ga tuƙi mai ƙafafu, dole ne a ƙirƙiri mota mai rarraba nauyi mai kyau, kuma za a rage sunanta zuwa GT-R kawai. Mai sauƙi, bayyananne kuma mai gamsarwa sosai.
Kamar waɗanda suka gabace ta, za a kira tsarinta mai amfani da ƙafafu duka ATTESA (Advanced Total Traction Engineerig System for All Terrain). Bayyanannen fasahar fasahar kere kere daidai wanda aka haɓaka tsawon shekaru yana ɗaukar Skyline GT-R da ta gabata, amma a cikin GT-R zata ɗauki sabon salo.
Ingantaccen fasaha ya dawo cikin 1989
Nau'in inji na farko na ATTESA an haɓaka shi don motocin injiniyoyi masu wucewa kuma an gabatar dasu a cikin Bluebird don kasuwar Japan a 1987. Daga baya anyi amfani da tsarin kusan iri ɗaya a cikin GT-R Pulsar, tsara mai zuwa Bluebird (HNU13) da Primera. Siffar ta asali ta yi amfani da bambancin cibiyoyin kulle viscometer, amma daga baya an maye gurbinsa da haɗin kai tsaye na bevel da kuma viscometer a gefen baya.
Koyaya, mafi ban sha'awa don dalilan labarin mu shine sigar ATTESA E-TS (Lantarki Torque Split) don motocin wasanni na Nissan tare da tsayin tsayi da injin a gaba. An fara amfani da shi a cikin Nissan Skyline GT-R da Skyline GTS4. Wannan tsarin ne ya sa R32 tsara Skyline GT-R ya zama ɗayan manyan motoci na lokacinsa. Saboda Porsche A cikin PSK na 959, masu zanen Nissan suna amfani da kamala mai sarrafa farantin farantin faranti wanda ke amfani da famfon ruwa kuma yana jagorantar wasu juzu'in zuwa gatarin gaba.
Wannan ingantaccen bayani ne na yau saboda ba wani kamfani a lokacin da yake ba da cikakkun raka'o'in farantin kamala kamar samfuran BorgWarner ko Haldex na yau. A ka'ida, dutsen axle yana motsawa ta hanyar juzu'i wanda aka nufa zuwa gare shi ta bayan bayanan watsawa ta hanyar matattarar iska. Rarrabawar yana da hadadden watsawa tare da hadadden kama, daga abin da ake jujjuya masarrafar zuwa akushin gaba ta amfani da wani shagon PTO. Gilashin farfajiyar yana wucewa ta gefen crankcase kuma babban shinge ne na aluminium, kuma madaidaiciyar madaidaiciya ta fi guntu saboda bambancin yana gefen dama. Kwamfuta mai bit-16 ce ke sarrafa tsarin wanda ke lura da zirga-zirgar ababen hawa sau 10 a kowane dakika.
Tsarin Nissan ya fi na Porsche sauki saboda abubuwan da ke kamawa ana amfani da su ne ta hanyar lantarki guda daya kuma ba daidaitattun daidaiku bane. Wannan hanyar warwarewa ce wacce ke haifar da shigarwar yau da kullun wannan nau'in kuma mai rahusa, mai sauƙi kuma mafi karami.
Abin sha'awa anan shine cewa masu haɗawa a wannan yanayin basa aiki koyaushe, kamar yadda yake a yawancin tsarin zamani. A karkashin yanayin tuki na yau da kullun, Skyline GT-R shine keken-baya, amma yayin saurin hanzari ko matattarar motsi yayin da ake buƙatar ƙarin ƙarfi, ana kunna kit ɗin don jagorantar wasu daga cikin toshiyar zuwa gaban goshi. Kwamfuta tana lura da yanayin da lokacin kunnawa bayan nazarin sigogi kamar hanzarin hanzari, matsin turbocharger, matsayin maƙura da kowane saurin ƙafafun da aka auna ta na'urori masu auna sigina na ABS.
Duk da yake Nissan Skyline GT-R ba ta alfahari da ikon rarraba karfin juzu'i kamar Porsche 959, yana zaune a tsakiyar wata hamayya ta tarihi tsakanin manyan samfuran samfuran guda biyu. Skyline GT-R ya fi rahusa fiye da 959, amma yana da kyakkyawan aiki saboda godiya da aka maimaita a Nürburgring. Hakanan wannan yanayin aikin yana da halaye masu kyau, kamar yadda yake kiyaye kyawawan halayen abin hawa ba tare da gurɓatar da yanayin kulawa da ƙirar motar dabaran baya ba haɗe tare da mahimmancin ƙarfin kusurwa. Don haka, samfurin yana sarrafawa don haɗuwa da mafi kyau duka duniyoyin biyu kuma aza harsashin hoton Skyline GT-R. A zahiri, Porsche 959 bai taɓa karɓar irin wannan darajar don sarrafawa ba.
Wani fasali mai kayatarwa na tsarin shine saitin da wanda direban ke kara motsin motsin, akasa gaban axle ke aiki. Skyline GT-R sananne ne saboda ƙwarewar farko-farkonta azaman mai ƙirar ƙirar ƙafa mai ƙarfi. A karshen ba na hali ga motocin da watsa biyu.
Zamani na gaba R33 Skyline GT-R ya canza zuwa ATTESA E-TS Pro. Ara zuwa axle na baya shine keɓancewa ta hanyar lantarki tare da saiti biyu na kama, sababbin na'urori, kayan aiki da sarrafa lantarki. Za'a ci gaba da irin wannan ƙirar a cikin R34 don isa kololuwarsa a cikin shimfidar wutar R35.
Ɗaya daga cikin nau'i - GT-R tare da watsa dual da akwatin gear.
Koyaya, kamar yadda muka ambata, sunan ATTESA (Advanced Total Traction Engineerig System for All Terrain) ya bayyana tuntuni, kamar tsarin sabon GT-R. Koyaya, wannan baya nufin cewa shi ba ɗaya bane a cikin irinsa.
A shekara ta 2004, bayan da aka yi la'akari da yawa, masu zanen kaya sun yanke shawarar cewa sabon GT-R ya kamata ya yi amfani da watsawa mai sauri-dual-clutch mai sauri shida, mataki zuwa wani sabon filin saboda samfurori na baya suna da inji da watsawa a gaba. A cikin sunan canja wurin nauyi na baya, injin silinda mai layi shida ya gaji daga sabon injin turbocharged tare da gine-ginen V6, kuma watsawar dole ne a kasance a saman gatari na baya daidai da abin da ake kira shimfidar watsawa kuma zama nau'in DSG. . Don yin wannan, injiniyoyi sun juya zuwa ga ƙwararrun BorgWarner don taimako, waɗanda su kuma abokan hulɗa ne da mai ba da sabis na Aichi. Burin Nissan shine kera motar da zata goyi bayan mafi kyawun lokutan cinya akan da'irori kamar Nürburgring. Kamar yadda muka riga muka ambata, don haka 486 hp super coupe. Don zama daidai a cikin sarrafa waƙa, ma'aunin nauyi ya kamata ya zama 50:50. Bugu da ƙari, watsawa dole ne ya sami aikin motsi mai sauri. Tun da ba za a yi amfani da wannan bayani ba a cikin kowane samfurin kamfanin, a bayyane yake cewa dole ne a ƙirƙira da shigar da watsawa kawai a cikin Nissan GT-R. A saboda wannan dalili, an yanke shawarar cewa ya zama nau'i ɗaya kawai, kamar yadda muka riga muka faɗa, tare da masu haɗawa biyu. Abin da zai faru na gaba shine magana ta gaskiya ta haɗin kai mai amfani. BorgWarner ne ya haɓaka watsawar tare da shigarwa ta musamman daga injiniyoyin Nissan da Aichi waɗanda ke cibiyar fasaha ta kamfanin Auburn Hills a Amurka. Aichi yana tsara kayan aikin, yayin da BorgWarner, wanda ke da ƙwararriyar matakin ƙwarewa kuma ya ƙirƙira motar Bugatti Veyron, yana ɗaukar takamaiman ƙira, shimfidawa, da sauransu.
A cikin samfurorin farko, har yanzu watsawar yana tsaye kai tsaye bayan injin. Koyaya, aikin sai ya shiga kashi na biyu lokacin da aka yanke shawarar cewa watsa zai kasance akan banbancin baya. Saboda wannan, an ƙirƙiri wani tsari wanda yakamata ya haɗu da watsawa zuwa injin injin, an shigar da ƙwanƙolin farantu da yawa a baya, sannan kuma wata hanyar da, ta yin amfani da matattarar iska, zata watsa ikon zuwa gaban axle na gaba. Hanyoyin watsawa guda biyu sune nau'ikan da ake amfani da su don watsa watsa shirye-shiryen atomatik na duniya, amma kayan gogayyar an tsara su ne musamman don bukatun GT-R. Tsarin sauyawa shima takamaimane, yana ba da amsa mai saurin gaske, kuma komai yana sarrafa shi ta koyaushe. An kirkiro akwati na musamman na aluminium, duk da sha'awar maƙasudin magnesium, saboda na biyun ba zai iya ɗaukar nauyin ba.
Kamar yadda muka fada, ana kiran tsarin keken-duka ATTESA E-TS (Tsarin Haɓaka Gwajin Injin Injiniya na Duk Yanayi tare da Rarraba Lantarki). Sunan "duk abin hawa" bai kamata ya batar da kai ba, saboda juyin halitta ne na sunayen tsarin da ya gabata. Yana da fifiko akan na baya, wato, na ƙarshen na iya karɓar 100 zuwa 50% na karfin juzu'i. Wannan, bi da bi, yana nufin cewa an karkata karfin juzu'in zuwa gare shi kuma tare da keɓaɓɓiyar madaidaiciyar rikodin GKN ana iya tura shi gaba daga sifili zuwa 50%.
Ana watsa karfin juyi daga injin zuwa watsawa ta hanyar carbon fiber wanda aka karfafa babban sandar polymer (matsakaiciyar matsakaiciya). Rarraba kayan aikin gearbox an tsara shi ta hanyar ɗauke da nau'ikan nau'ikan lantarki. Yayin hanzari, karfin juzu'i ya kai kimanin 50:50, yayin tuki a babbar hanya, kusan dukkanin karfin juyi an doshi zuwa gabar baya. Lokacin da firikwensin abin hawan suka gano halin hawa ko sauka, mafi yawan karfin juyi yana shagaltar da akushin baya ne, yayin da yake da halin wuce gona da iri, har zuwa kashi 50 na karfin karfin yana shafan gaban gaba. Bambancinsa a buɗe yake, kuma na baya (shima GKN) yana da makullin fayel-fayel da yawa (LSD), wanda aka kunna lokacin da ƙarancin kowane ƙafafun ya ragu.
Duk da cewa GT-R ya sami ci gaba sosai a cikin shekaru takwas tun lokacin da aka kirkira shi, karfin rukunin silinda shida ya karu sannu a hankali daga asalin 486 zuwa 570 hp, kuma karfin karfin ya kai 637 Nm, gine-ginen wutar lantarki na musamman ya kasance kuma yana ci gaba da kasancewa. a cikin zuciyar kyawawan halaye da halaye masu ƙarfi na wannan motar.
Rubutu: Georgy Kolev
