The engine is the heart of the car. Every place where the work is done is like an atrial ventricle. It tells you that there are several "variable" techniques in the atrium of the atrium, which will make corresponding changes to the engine according to the different driving conditions of the car. This will become even more powerful.
Variable compression ratio
The so-called compression ratio is the ratio of the volume of the cylinder when the piston is at the bottom dead center and the volume of the cylinder when the piston is at the top dead center. At present, the variable compression ratio in the market is calculated in two ways. One is a double-cycle technique similar to the Atkinson-Otto double cycle. This technique is relatively simple, that is, when the compression stroke is entered. The valve delay time is used to change the degree to which the gas in the cylinder is compressed, and its engine expansion ratio is constant.
The other is to be able to change the physical structure of the engine. By changing the stroke of the piston to change the compression ratio, Saab also played this kind of game, but this technique is very difficult to play. Until the day of the closure, I did not expect it. Let the Saab SVC engine mass production approach. At present, only the VC-T 2.0T engine of Infiniti is mass-produced. The compression ratio of this VC-T engine can be adjusted freely in the range of 8:1 to 14:1. Its main core engine A multi-link crank linkage with a special structure inside.
Perhaps many people will ask, what is the benefit of variable compression ratio? In this case, the compression ratio determines the pressure of the gasoline engine compression mixer, and the characteristics of the gasoline combustion also determine that the pressure of the cylinder mixture is not too high. Especially on supercharged engines, if you want to save fuel, you have to have a high compression ratio. If you want strong performance, the compression ratio should not be too high, otherwise there will be very low combustion efficiency, deflagration and so on. If this variable ratio is different, it can use a high compression ratio to ensure fuel economy when the engine is under low load. When the engine is under high load, it can give You provide a low compression ratio to ensure higher power output.
Variable cylinder
The variable cylinder is what we call the closed cylinder technology everyday. From its name, we can guess that it is to stop some of the cylinders. In fact, this technology is not a very deep technology. GM has invented it a long time ago. Its L62 V8 engine can be changed from 8-cylinder engine to 6-cylinder or 4-cylinder. The specific principle of this technology is to hold the intake and exhaust valves of the cylinder that need to be closed, so that it stops the intake and exhaust, and stops the injection and ignition. As for how to implement these technologies? Not much to say here, every car company has a different way, and it may take several days and nights to elaborate. What we have to understand is, is this closed-cylinder technology good?
In fact, this technology is still very good for large-displacement engines. After all, in the case of traffic jams on urban roads, the power of large-displacement cars will be useless, and the fuel consumption will be lost. Seeing this, perhaps some readers will ask, if the engine is closed half of the cylinder, can save half of the oil? The answer is no. After the cylinder is closed, the piston will not be disconnected from the crankshaft. At this time, the working cylinder will also contract the piston movement of the closed cylinder. Moreover, after the cylinder is turned off, there is little impact on the smoothness of the engine. However, at present, Xiaobian is looking forward to the closed cylinder technology of Ford 1.0T three-cylinder engine!
Variable valve
Variable valve technology is now mature, especially variable valve timing and variable valve travel, where variable valve timing represents the time the valve is open and variable valve lift represents the size of the valve opening. Although each manufacturer has different names for variable valve timing technology, the implementation methods are similar. The specific working principle is coordinated by the ECU, and the sensors of each part of the engine report the operation to the ECU in real time. The timing mechanism is adjusted to change the opening and closing time of the valve, either early, or lagging, or remaining unchanged.
Relatively speaking, variable valve lift technology will be more difficult. Each manufacturer has different design concepts and design methods for this technology. The most representative ones are Honda i-VTEC, Audi AVS, BMW Valvetronic, Infiniti. VVEL, Fiat MulTIair, Mahler CIC. This technology allows for proper valve lift at different engine speeds, allowing the engine to deliver ample torque at low speeds and powerful power output at high speeds.
Variable intake manifold
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