Ama-crankshaft enjini engu-V8 ahlukaniswe cishe izinhlobo ezimbili, eyodwa iyi-cross crankshaft kanti enye iyi-flat crankshaft. Umehluko omkhulu ukuthi i-engeli phakathi kwawo wonke ama-crankshaft amabili ingamadigri angu-90 esikhundleni sama-degree angu-180. Injini ye-crankshaft V8 yendiza inesakhiwo esilula kanye ne-inertia encane, evumela ukuguquguquka okuphezulu nokusabela kwenjini, nokudlidliza okukhulu...

Kunemiqondo emibili yokudlidliza kwemishini: ukudlidliza kwe-oda lokuqala kanye nokudlidliza kwe-oda lesibili

Isib. umshini wamasilinda amathathu

Nganoma isiphi isikhathi lapho i-crankshaft ijikeleza, inani lamapiston asuka phezulu naphansi alihlukani nje kuphela, izikhombisi-ndlela zamapistoni e-cylinder 1 kanye ne-cylinder 3 zihlala ziphambene, okwenza injini ingadli nje phezulu naphansi, Futhi oscillates emuva naphambili. Uma ufuna ukuyisebenzisa emotweni ekhiqizwe ngobuningi, kufanele uyihlomise nge-balance shaft, ngaphandle kwalokho ungayisebenzisa ukushayela ithoyizi likagesi. Njengoba isisho sisho: i-three-cylinder yashaqisa umhlaba.

Kodwa umshini ovamile wamasilinda amane

Kubonakala sengathi amasilinda amabili aya phezulu kuyilapho amasilinda amabili ehla. Ingabe lena injini ephelele?

Ukukhipha uhhafu wenjini eyi-four-cylinder ukuyihlaziya ngokwehlukana, akunzima ukuthola ukuthi ngenxa yokumiswa kwe-geometric yenduku yokuxhuma i-crank, ijubane lepiston elibheke phezulu lihlala lishesha kakhulu kunejubane lepiston eliya phansi, okwenza injini ukudlidliza phezulu naphansi njalo ngamadigri angu-180 we-crankshaft. .

Isixazululo? I-balance shaft ezungeza ngokushesha okuphindwe kabili kune-crankshaft. Kungashiwo ukuthi ngemuva kokuthi iMitsubishi iqale ukusebenzisa i-double balance shaft enjinini eyakhiwe ngobuningi eyi-4-segment ngeminyaka yawo-1970, lolu hlobo lwenjini lwalunekusasa ngempela.

Kodwa-ke, i-crankshaft yokuqala ye-four-cylinder injini yayingenayo ngisho ne-counterweight. Ngaphezu kwezinkinga zenqubo yokwenza imishini ngaleso sikhathi, ijubane lenjini laliphansi kunelenjini ye-diesel yamanje.

Ngakho-ke ngeminyaka yawo-1910, abaklami beCadillac neFord babefuna ukuxazulula inkinga yokudlidliza nge-engeli engama-degree angu-90 kanye ne-counterweight. (Kodwa ngokombono, i-axis yendiza ayidingi lo mklamo)

I-valve eseceleni engu-V8 kanye ne-crankshaft elula eyisicaba ngaleso sikhathi

Ubuhle benjini ye-engeli engu-90° ukuthi isisindo sebhalansi ku-crankshaft singasetshenziswa ukuvala i-torque yokudlidliza ekhiqizwa ukunyakaza kwepiston kolunye umugqa wamasilinda. Lesi simiso sisebenza enjinini engu-90-degree V enamapheya amaningana amasilinda.

Isibonelo, lapho isilinda esingenhla siya phezulu, i-counterweight iya phansi. Ngenkathi izungezisa ngokuphambene newashi, ijubane le-counterweight likhomba ezansi kwesokudla ngemva kokuphenduka ngo-6 ezimpondweni, kodwa i-piston esuka kwesokudla iye kwesokunxele iyaphikisana nalo mzuzu.

Kodwa ngawo-1920, ijubane lenjini landa, futhi inkinga yokudlidliza kwesibili yaba sobala nakakhulu, ngakho-ke iningi lezinjini ze-V8 ezikhiqizwa ngobuningi zaqala ukuhlonyiswa nge-crankshaft.

Umehluko omkhulu phakathi kwe-crankshaft esiphambanweni (phezulu) kanye ne-crankshaft yendiza (phansi) ukuthi i-engeli phakathi kwawo wonke ama-crankshaft amabili ingamadigri angu-90 esikhundleni sama-degree angu-180. I-crankshaft V8 yendiza izoba nenkinga yokudlidliza yesibili njengenjini eqondile engu-4, kanti isikhawu esingu-90-degree phakathi kwemigqa emibili yamasilinda izophinde ibangele ukuthi ukudlidliza okungu-180-degree kubekwe phezulu. I-crankshaft ephambanayo kungenxa yokuthi umehluko phakathi kwamasethi amabili ama-crankshaft ahlukaniswe ngama-degree angu-180 angama-90 degrees esikhundleni sama-degree angu-180. Imvamisa yokudlidliza kwesibili iyingxenye kuphela ye-crankshaft yendiza, futhi i-amplitude iyancipha kakhulu.

Khumbula izinzuzo zenjini engu-90-degree? Inkinga ixazululwa ngemva kokwengeza i-counterweight

Kodwa nansi inkinga. Njengoba umugqa ngamunye wamasilinda unamaphistoni amabili afinyelela endaweni ephezulu efile ngezikhathi ezingama-degree angama-90, kungakhathaliseki ukuthi ukulandelana kokushisa kuhlelwa kanjani, umugqa ngamunye wamasilinda uzoba nokuthungela okubili ngezikhawu ezingama-90-degree, okuholela ekuphazamisekeni okukhulu kwe-exhaust (okungukuthi, i-V8 Engines ejwayelekile ifana nembangela yomsindo wokukhipha amandla emishini yezolimo).

Ngakho-ke, ukuze kwandiswe umthamo wokukhipha udoti ngesivinini esiphansi, i-V8 evamile yomphakathi izoklama ipayipi lebhalansi yohlobo lwe-H noma u-X phakathi nendawo yokukhipha umoya, futhi isebenzise umehluko wengcindezi phakathi kwezinto ezimbili ezikhipha umoya ukuze kuncishiswe amandla qeda ukuphazamiseka.

Amanye ama-V8 agxile ekusebenzeni asebenzisa idizayini ephithene kakhulu. Isibonelo, ipayipi le-exhaust le-Ford GT lixhuma isilinda sokuthungela esiseduze ne-multifold exhaust ngakolunye uhlangothi. Okunye (i-BMW ephithizelayo) ayinqeni ukuqeda amandla. Ikalwa kuze kufike ngaphakathi ku-V ukuze kusetshenziswe ama-multifold exhaust ayinkimbinkimbi

Ngakho-ke i-cross crankshaft ayiyona into enhle ezinjinini ezisebenza kahle kakhulu. Nakuba ukudlidliza kukuncane, i-counterweight esindayo idala ukuthi inertia yangaphakathi yenjini ibe nkulu kakhulu, okungahambisani nokusabela kwenjini ebucayi kanye nokufezeka kwejubane eliphezulu, ingasaphathwa eyehlisa isisindo. Ngaphezu kwalokho, ukuphazamiseka kwe-exhaust kubuye kube yi-taboo enkulu yezinjini zokusebenza. Ngakho-ke injini yase-Europe esebenza kahle kakhulu i-V8 isaphikelela ekusebenziseni i-crankshaft eyisicaba.

I-crankshaft V8 yendiza ihlanganisa ama-4 aqondile amabili ndawonye. Njengoba amaphistoni agijima aye phezulu naphansi ehlala emabili, ngeke kube khona inkinga eyinhloko yokudlidliza, kodwa ukudlidliza kwesibili okuphindwe kabili kufanele kudinge i-balance shaft esindayo. Ukubhekana nayo. Ukwengezwa kwe-balance shaft kukhulisa isisindo kanye nomzuzu wokungaguquki, ngakho-ke lezi zinjini zokusebenza zisebenzisa ama-piston ane-short-stroke kanye nezakhiwo eziqinile ukuze zelaphe izimpawu hhayi imbangela eyinhloko yokunciphisa lokhu kudlidliza.

Ukulandelana kokudubula kwendiza ye-crankshaft V8 kulula kakhulu, futhi ayikho inkinga ukuthi i-Crankshaft V8 kanye namasilinda e-exhaust abaswa ngokulandelana. Amasilinda asebenzayo ahlala ahlala kwesokunxele-kwesokudla-kwesokunxele-kwesokudla-kwesokunxele-kwesokudla-kwesokunxele-kwesokudla..., esikhundleni kwesokunxele-kwesokudla-kwesokunxele-kwesokunxele-kwesokudla-kwesokunxele-kwesokudla-kwesokudla njenge eksisi esiphambanweni, ngakho kukhona alukho umugqa Ngezinkinga zokuphazanyiswa komoya, ungasebenzisa ama-multifold exhaust obude obulinganayo ukwandisa amandla ekuphendukeni okuphezulu.

I-cross shaft

Izinzuzo: ukudlidliza okuphansi nokusebenza kahle

Ukungalungi: isisindo esinzima, inertia enkulu, ukuphazamiseka kokukhipha

I-eksisi yendiza

Izinzuzo: isakhiwo esilula, inertia ephansi, enhle ngesivinini esikhulu nokuphendula kwenjini

Ukungalungi: ukudlidliza okukhulu