Injini iMitsubishi 1,8 DI-D (85, 110 kW) ―― 4N13

Ku-1,8s no-44s, kwaMitsubishi banikeze injini ye-diesel chamber engu-113-litre ngaphansi kwe-hood yezimoto zesigaba esiphansi nesiphakathi, esikhiqiza ama-55 kW (152 Nm), kanye ne-supercharged - 2,0 kW (66 Nm), ngokulandelana. kamuva 202 TD 2,0 kW (2,0 Nm). Nakuba ayewonga ngokusesilinganisweni, ayenomsindo, engenawo amasiko uma kuqhathaniswa nezinjini zikaphethiloli ezisezingeni eliphezulu, futhi amandla ezinhlobo zezinhlobo ezishibhile ngokwendalo ayengakhuthazi kangako. Akumangazi ukuthi umgodi emhlabeni awuzange ususwe, futhi ukukhiqizwa kwezinjini ezincane ze-diesel kancane kancane zaphela. Ngakho-ke, abakwaMitsubishi banqume ukuhlinzeka ngophethiloli wedizili ikakhulukazi kumamodeli aseYurophu ngokuthenga kwabaqhudelana nabo, ngakho-ke sabona ukuthi i-2,2 DI-D yayifihlwe kanjani ngemuva kwe-1,8 TDI PD evela ku-VW Group nangemuva kwegama le-XNUMX le-DI-D lokushintshwa kwe-PSA. Ukuthandwa kwezinjini zikadizili kuyaqhubeka kukhula esigabeni sezimoto ezincane, lapho kuze kube muva nje izinjini zikaphethiloli ziphumelele ngokusobala, ngakho-ke eminyakeni eyalandela, abakwaMitsubishi banquma ukuphinde bakhiqize injini yesimanjemanje yedizili, kulokhu ngaphansi kwegama elithi XNUMX DI-D. .

Injini engu-1,8 DI-D lightweight aluminium eyi-four-cylinder eyingxenye yeqembu le-4N1 yathuthukiswa ngokuhlanganyela ngabakwaMitsubishi Motors nabakwaMitsubishi Heavy Industries futhi yakhiqizwa eKyoto, eJapan. Amamodeli okuqala afakwe i-ASX neLancer. Izinjini zizokhiqizwa ezisesigabeni esingu-2,3, 2,0 kanye nesigaba esichazwayo esingu-1,8 litre. Iyunithi inebhlokhi ye-aluminium ehlukanisiwe enezinsimbi ezomile, kuyilapho i-axis ye-crankshaft isuswa ngo-15 mm uma kuqhathaniswa ne-cylinder axis. Lesi sixazululo sinciphisa ukungqubuzana futhi siphinde sinciphise ukudlidliza, ngaleyo ndlela siqede isidingo sama-balance shafts. Izinjini ezinkulu zine-stroke isikhathi eside, i-1,8 icishe ibe isikwele. Injini ilula, ngenxa ye-aluminium, kanye nekhava yekhanda le-cylinder yepulasitiki. Isisindo sibuye sincishiswe ibhande elinwebekayo eliziqinisayo elishayela iphampu yamanzi, liqede isidingo se-tensioner kanye ne-pulley.

Umjovo unikezwe inkampani yaseJapan iDenso. Iphampu ye-radial piston enengcindezi ephezulu ye-Denso HP3, ehlinzekwa kwaToyota abaningi baseJapane, i-Mazda nezinye izinjini zikadizili zakwaNissan, ilawula umfutho wesitimela sikaphethiloli. Kodwa-ke, esimweni se-1,8 DI-D, isebenza nezingcindezi ezintsha ezifika kubha engu-2000. Kusuka ku-piston ngayinye, umugqa ohlukile wengcindezi ephezulu uholela kurempu - ujantshi, okhipha i-pulsation futhi ucwenge ukulungiswa. Imibhobho iyi-solenoid echichimayo (2,3 DI-D - piezoelectric), inezimbobo eziyisikhombisa futhi iyakwazi ukukhiqiza imijovo efika kweyisishiyagalolunye emjikelezweni owodwa. Amapulagi e-Ceramic low voltage glow asiza ekuqaleni okubandayo.

Umklamo othakazelisayo unikezwa yi-turbocharger evela eMitsubishi Heavy lndustries TF. Isebenzisa i-Rotor blade rotor esikhundleni se-rotor ejwayelekile eyi-12-blade, enikeza ukuhamba komoya okungcono ngebanga elibanzi. I-geometry yezinhlamvu ze-stator ilawulwa ngomshini. Endabeni yenjini enamandla kakhulu engu-2,3 litre, i-blade blade geometry ayenzeki kuphela ohlangothini lokukhipha i-turbine, kodwa futhi nasehlangothini lokudla lwe-compressor. Lolu hlelo, olubizwa nge-Variable Diffuser (VD), lusiza ukuqhubekisela phambili ukuthuthukisa ukuzwela kwe-turbocharger ezimeni ezahlukahlukene zokusebenza kwezinjini. Kuyadabukisa ukuthi namuhla i-turbocharger ayikatholi amabheringi apholile anamuhla anje, angakhuphula kakhulu impilo yayo yokusebenza, ikakhulukazi uma lezi zimoto zinohlelo lokuqalisa ukusebenza.

Mhlawumbe into emisha ebaluleke kakhulu ukusetshenziswa kwezikhathi ze-valve eziguquguqukayo kanye nokuphakanyiswa kwama-valve, okuhamba phambili ekukhiqizeni izinjini zikadizili. Lolu hlelo lufana nenjini enkulu kaphethroli iMivec 2,4. Uhlelo lwesikhathi luqhutshwa ngochungechunge kanye ne-sprocket futhi lusebenza ngezingalo ze-rocker ezishintshashintshayo ngomshini wokudonsa amanzi ngo-2300 rpm. Ezigabeni ezimbili, akugcini nje ukwandisa ukuvulwa nokuhamba kwama-valve okungena ngesivinini esikhulu, kodwa futhi kuthuthukisa i-swirl yengxube yokungenisa ngokuvala eyodwa ku-cylinder ngayinye ngomthwalo ophansi. Ukuvala i-valve eyodwa kuthuthukisa ukucindezelwa okuguquguqukayo kanye nokuqala kwenjini. Ngalobu buchwepheshe, isilinganiso sokuminyanisa sehlisiwe saba inani eliphansi kakhulu lika-14,9: 1. Isilinganiso sokucindezela esiphansi sinciphise umsindo, imininingwane ethuthukisiwe, i-boost ethuthukisiwe, kanye nokunciphisa ukucindezelwa komshini enjinini. Enye inzuzo yesikhathi esilungisekayo ukuklama okulula kwamashaneli okumunca, okungasadingi ukulolongwa ngokukhethekile ukuze kuzuzwe umphumela wokuzungeza. Ukunqunywa kwe-valve clearance akwenziwa ngendlela evamile ye-hydraulic, kodwa ukuze kuncishiswe ukulahlekelwa kwepompo, ama-valve kufanele alungiswe ngomshini ngezikhathi ezithile usebenzisa ama-gauge okucindezela.

Injini engu-1,8 ye-DI-D itholakala ngezinhlobo ezimbili: 85 no-110 kW. Zombili lezi zinguqulo zine-flywheel enesisindo esiphindwe kabili futhi igcwaliswa yiphakethe lokunciphisa ukusetshenziswa kukaphethiloli, elibizwa ngokuthi iMitsubishi yakwa-ClearTec. Leli phakethe lifaka uhlelo lwe-Start-Stop, ugesi wamandla kagesi, ukushaja ibhethri ehlakaniphile, uwoyela ongu-0W-30 ophansi we-viscosity kanye namathayi wokumelana aphansi. Vele, isiqalekiso sezinjini zikadizili zanamuhla sibizwa ngesihlungi se-particulate. Umkhiqizi wacabanga nangokuhlanjululwa okungenzeka kukaphethiloli wenjini ngodizili, okwenzeka ngokuvuselelwa kaningi (ukushayela njalo emizileni emifushane, njll.). Uhlinzeke idiploma nge-X, engaphezulu kolayini osezingeni eliphakeme kakhulu. Ngakho-ke, umsebenzisi unethuba lokuhlola ngokusobala izinga likawoyela futhi ngaleyo ndlela avimbele ukonakala kwenjini, ngoba inani eliningi ngokweqile likawoyela enjinini liyingozi kakhulu.