汽車車門輕量化研究與分析

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NSYS搴旂敤[M].縐currency1 ′虹増紺? 2008 [2] 璁稿厗媯 鍒 案 姹借濺鏋勯€狅紙涓 錛 介槻宸 ′虹増紺綶? ? ? M].2012(08) [3] ?嬩紵. 姹借濺杞﹂棬杞‰ ?嬮 ?? 叏 ц兘鐮旂┒[D].閲 簡(jiǎn) ら€氬ぇ瀛 ? 2014錛?6錛? [4] 烘窇 姹借濺杞﹁韓緇撴′涓 璁? ?M].鏈烘 宸 ′虹増紺? ?2014(09) [5] ? 畯闆 寰愬?? 杞﹂棬鐨勮交閲忓寲璁捐 ? ? [J].姹借濺宸ョ▼.2004(08) [6] ?ㄥ織娣 鍩轟簬杞胯濺? B 辮交閲忓寲璁捐 鐨勮€ ?  т紭 垎鏋怺D]. 婀 崡?у .  2012(03) [7] 鏇鵑渷. 鍩轟簬杞‰ 栫 杞﹂棬緇撴′浼?寲[D].婀 崡?у . 2012(05) [8] 闇 瓭娉 鍩轟簬鏂板瀷?挎 鐨 苯杞﹁濺闂ㄨ交閲忓寲浼?寲璁捐 ? [D]. ?ц繛 嗗fl?у .  2013錛?6錛? [9] ?嬩笢淇 鍩轟簬鏈 檺鍏 姹借濺杞﹂棬?欐€佸己搴﹀垰搴﹁ 綆椾 鍒?瀽? [D]. 鍝堝皵婊 ㄥfl ぇ瀛?2009錛?3錛? [10] 鍐 厠寤? 姹借濺杞﹂棬闃??? 粨鏋 ? 涗 浼?寲 [D]. 鍝堝皵婊ㄥfl ぇ瀛?2012錛?6 錛? [11] 涓§縛鍎 愬瀷涔樼敤杞﹁濺闂ㄨ璁′ 鏈 檺鍏冧豢鐪熷垎鏋怺? D]. 槼宸 ?у .2015 錛?3錛? [12] ˉ犱笘涓 ??瀽姹借濺鍓 濺闂ㄧ粨鏋勫 ? [J] . 瑁￥ 鍒墮€犳 鏈? ?2013錛?7錛? [13] ? 瘜ˉ 寰瀷杞胯濺杞﹂棬渚? ч ?鐨勪豢鐪熺爺絀禰D]. ︽眽 嗗fl?у . 2011 錛?5 錛? [14] ? 杈 ·枃? ˉ犺儨淇 鍩轟簬? ? ? ? CATIA鐨 苯杞﹁濺闂'摪閾捐璁? J]. 浼佷 鎶€鏈  鍙 ? 2013錛?3錛? [15] 椹 福 ?鏄?孩 ? 璁烘苯杞﹁交閲忓寲  [J]. 涓 浗宸ョ▼縐currency1 . 2009錛?9錛? [16] 鑳℃湞杈 ??fi姹借濺杞‰ ?璁— 鍏抽敭鎶€鏈爺絀禰? D].婀 崡?у . 2010 錛?9 錛? [17] 娓稿浗? 闄堟檽涓 姹借濺渚? ? ч ?鏈 檺鍏冧豢鐪熷緩妯?[J ]. 劧縐currency1 鐗?   2005 錛?1錛? 姣 涓 璁 璁★紙璁 鏂囷級(jí)浠 鍔 涔? ? ? ? ? ? ? 5錛庢湰姣o 璁捐 錛堣 鏂囷級(jí)璇鵑?宸 璁 錛?  2015.12.05-2016.01.15 閫 ?錛?～鍐欏 棰 錛 寚瀵兼暀甯 鍙戜換鍔′功錛? 鐢熸   闃 棰樼 鍏沖弬鑰冩枃鐚 € 鏂欙紝鎾板啓ˉ€棰 €? 2016.01.16-2016.02.25￡ 氦ˉ€棰 €佸 鏂囧弬鑰冭 鏂欏 璇 枃 瘯涓氳璁★紙璁? 烘枃錛 ぇ ?ˉ€濮–瘯涓氳璁?璁烘枃 ) ? 2016.02.26-2016.04.15鍏 璁捐 ·栫爺絀?柟?堝'鏂 紝￡ 氦姣o 璁捐 錛堣 鏂囷級(jí)?夌   錛?～鍐 鏈熸 ? ? ? 2016.04.16-2016.05.05? 璁烘枃·?璁 ¤鏄?功 佸浘 瓑? 錛 瘯涓氳璁★紙 璁烘枃錛 紝鎸囧 鑰佸笀?℃ ? 2016.05.06-2016.05.13￡ 氦姣o 璁捐 鏂 錛? 鐢熷 ?? 杈??璇勯￠鏁欏笀璇勯  ￠瀛︾敓姣o 璁捐 錛堣 鏂囷級(jí) ?  2016.05.13-2016.05.26鏍·嵁瀛﹂櫌緇￡竴???錛? 琛 瘯涓氳璁★紙璁烘枃錛夌 杈￥€? 鎵€鍦 涓氬 ユ?瑙§細(xì) 閫氳繃 currency1細(xì) 2016 騫 ? 1 鏈 ? 22 鏃 姣 涓 璁 璁★紙璁 鏂囷級(jí)寮€ 棰 鎶 鍛? ? ? ? ? ? ? 璁捐 錛堣 鏂囷級(jí)棰樼洰錛氭苯杞﹁濺闂ㄨ交閲忓寲鐮旂┒涓庡垎鏋?  瀛︾敓濮撳悕錛氶儹鍚翠寒 瀛 鍙鳳細(xì)? 1204202013 涓 涓氾細(xì)杞﹁締宸ョ▼ ? 鎵€鍦ㄥ 闄?細(xì)鏈虹數(shù)宸ョ▼瀛﹂櫌  鎸囧 鏁欏笀錛氬崲鍐涢攱  鑱 縐幫細(xì)鍓暀鎺? ? 2016 騫 ? 1 鏈?8 鏃 ? 寮€棰樻姤鍛婂～鍐欒 姹? ? 1錛庡紑棰樻姤鍛婏紙鍚 €滄枃鐚 患榪扳€濓級(jí)浣滀負(fù)姣曚笟璁捐 錛堣 鏂囷級(jí)絳旇京濮斿憳浼?xì)?瀛︾     敓絳旇京璧勬牸瀹℃煡鐨勪緷鎹潗鏂欎箣涓€銆傛鎶ュ 斿 鎸囧 鏁欏笀鎸囧 涓 姣   曚笟璁捐 錛堣 鏂囷級(jí)宸 鍓 鍐 暀 鎵€鍦 涓氬 ュ    ? ￠￡錛? 2錛庡紑棰樻姤鍛婂?瀹￥?§currency1'“???fifl宸 –??· ?鏁欏???”涓€璁捐 鐨?數(shù)瀛?枃 …‰ ? 牸寮 `′幫 ?? 鎵撳ˉ鍦ㄥ?瀹˙¨涓婂?鍓 錛? ?? 斿 鏃 ? ? 暀  ˇ— 3錛 €滄枃鐚患榪扳€ 鎸 鏂 … ?枃錛? ??·錛 鎵撳ˉ錛 鏈 紑棰樻  姤鍛 涓€? 洰鍐a 瀛︾敓鍐?枃鐚 患榪 鍙 € 枃鐚 涓 ???   5?囷紙涓 o  €? 鍐?級(jí)錛? 4錛 ?鏈 絳 鏈? ? ·錛? ???  у ? 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NSYS 旂'[M].縐? ?虹 ? 2008 [2]璁稿 樻 姹借濺鏋ˉ€?紙涓 ￠錛 鍥介￡宸 笟?虹 ?? ? ? M].2012(08) [3]…嬩￥.姹借濺杞﹂ 杞婚 栧 ? 紕版挒瀹 §?ц 鐮旂┒[D].閲 簡(jiǎn)?currency1€氬ぇ瀛?2014 錛?6錛? [4]'烘“? 姹借濺杞﹁ ? 涓庤 璁? ?M].鏈烘 宸 笟?虹 ? ?2014(09) [5]… ?? 寰??? 杞﹂ 鐨 交閲忓寲璁捐–? ? [J].姹借濺宸ョ▼.2004(08) [6]鏉ㄥfifl 鍩 杞–濺? B ?交閲忓寲璁捐 鐨 €?挒? т 栧垎鏋?D].·栧 ?у .  2012(03) [7]???. 鍩 杞婚 杞﹂ ? 浼樺寲[D].·栧 ?у . 2012(05) [8]闇 ?娉 鍩 鏂板 鏉挎潗鐨勬苯杞﹁濺闂ㄨ交閲忓寲浼樺寲璁捐–? [D].?ц” ?伐?у .  2013錛?6錛? [9]…嬩…淇 鍩 鏈夐 ˙ 姹借濺杞﹂ ?€ ?? ﹁–?椾笌 ?? [D].‰ 婊ㄥ伐 ? ぇ瀛?2009錛?3錛? [10]鍐 ? 姹借濺杞﹂ 闃 挒姊`粨鏋勬′榪?笌浼樺寲 [D]. ‰ 婊ㄥ伐? ぇ瀛?2012錛?6 錛? [11]涓 ?ˉ ? ?樼'杞﹁濺闂ㄨ 璁′笌鏈夐 冧豢鐪 垎鏋?? D].?˙¨宸 笟?у .2015 錛 ?3錛? [12]寮 ?涓 ?姹借濺鍓嶈濺闂ㄧ粨鏋勫 瑕?眰? [J].? 墮€ 鏈? ?2013錛?7錛? [13]… ?寮 寰? 杞–濺杞﹂ ? ч 紕版挒鐨勪豢鐪? ˇD].姝︽— ?伐?у .2011 錛?5錛 ? [14]鏉 ?規(guī)枃 寮 淇 鍩 ? ? ? ? CATIA鐨勬苯杞﹁濺闂ㄩ 捐璁? J].浼佷笟鎶€鏈 紑鍙?  2013錛?3錛? [15] 鍥?鏄 ??璁烘苯杞﹁交閲忓寲  [J].涓 宸ョ▼縐? .2009錛?9錛? [16] ℃ 姹借濺杞婚 栬 璁? 抽 鎶€鏈 ˇ? D].·栧 ?у .2010 錛?9錛? 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Key words components the ignition timing 1 Components of ignition system There are two parts in an ignition system.the first one is called the primary side and the second is the secondary side. The primary side consists of the distributor and the electronic control module and the secondary consists of spark plugs and wires, an ignition coil,rotor and in some systems the distributor.the ignition system relies on the vehicles battery to provide a spark which sets the ignition system in motion and starts the vehicle. 1.1 Ignition key The key is the first and most familiar part of an ignition system.when the key is turned it releases low voltage electricity from the primary circuit of the ignition system.this electricity then goes to the ignition coil. 1.2 Ignition system coil This part of the ignition system is an electromagnet as well as inductor that transforms high voltages from the vehicles battery.the coil is connected to the distributor. 1.3 Spark plugs The spark plugs and spark wires force electricity to the engine creating a voltage of between 40,000 and 100.000 volts.although they are simple and fairly small parts of an ignition system, when the spark plugs or wires get worn out, the vehicle will not run. This is why good vehicle care involves getting a regular tune-up. The modern spark plug is designed to last many thousands of miles before it requires replacement.these electrical wonders come in many configurations and heat ranges to work properly in a given engine. The heat range of a spark plug dictates whether it will be hot enough to burn off any residue that collects on the tip,but so hot that it will cause pre-ignition in the engine.pre-ignition is caused when a spark plug is so hot,that it begins to glow and ignite the fuel-air mixture prematurely,before the spark.most spark plugs contain a resistor to suppress radio interference.the gap on a spark plug is also important and must be set before the spark plug is installed in the engine.if the gap is too wide,there may not be enough voltage to jump the gap,causing a misfire.if the gap is too small,the spark may be inadequate to ignite a lean fuel-air mixture,also causing a misfire. 1.4 Distributor The distributor in an ignition system itself has two parts;the rotor and the distributor cap.like the name implies,this part distributes electricity from the coil to the spark plugs and wires and the cylinders of the vehicle’s engine. The number of cylinders depends upon the vehicle but is commonly either four or five cylinders.like spark plugs and wires the distributor cap and rotor become worn out and need to be replaced periodically. Many newer vehicles have ignition systems that do not have a distributor which are appropriately called a distributor-less ignition system.the work of the distributor is done directly through the use of modified spark plugs.this type of ignition system also does not contain spark plug wires.these vehicles are more environmentally friendly and fuel efficient as well as reducing the need for frequent tune-ups. 2 The ignition timing Ignition timing is the measurement,in degrees of crankshaft rotation,of the point at which the spark plugs fire in each of the cylinders.it is measured in degrees before or after top dead center(TDC) of the compression stroke. Because it takes a fraction of a second for the spark plug to ignition the mixture in the cylinder,the spark plug must fire a little before the piston reaches TDC.otherwise,the mixture will not be completely ignited as the piston passes TDC and the full power of the explosion will not be used by the engine. Ignition timing on many of today’s vehicles is controlled by the engine control computer and is not adjustable.however the timing can be read using a scan tool connected to the date link connector. The timing measurement is given in degrees of crankshaft rotation before the piston reaches TDC(BTDC).if the setting for the ignition timing is 5。 BTDC,the spark plug must fire 5。 Before each piston reach TDC.this only holds true,however,when the engine is at idle speed. As the engine speed increases,the pistons go faster.the spark plugs have to ignite the fuel even sooner if it is to be completely ignited when the piston reaches TDC.to do this,distributors have various means of advancing the spark timing as the engine speed increase.on older vehicles,this was accomplished by centrifugal weights within the distributor along with a vacuum diaphragm mounted on the side of the distributor.later vehicles are equipped with an electronic spark timing system in which no vacuum or mechanical advance is used,instead all timing changes electronically based on signals from various sensors. If the ignition is set too far advanced(BTDC),the ignition and expansion of the fuel in the cylinder will occur too soon and tend to force the piston down while it is still traveling up.this causes engine ping.if the ignition spark tis set too far retarded, after TDC(ATDC),the piston will have already passed TDC and started on its way down when the fuel is ignition.this will cause the piston to be forced down for only a portion of its travel.this will result in poor engine performance and lack of power. 3 Types of ignition system 3.1 Breaker point ignition system Prior to the early 70’s,breaker point ignition systems were used on all vehicles and this allowed for simple automotive diagnosis,troubleshooting,and auto repair.breaker point ignition systems adequately met ignition requirements for decades,until stricter automotive emission control requirements are unveiled.in order to meet lower emission standards,passenger car and light truck manufacturers were forced to use leaner air/fuel mixtures. The voltage required to ignite a lean air/fuel mixture could not be economically provided by the breaker point system.so as a result,electronic ignition systems were developed to furnish the high voltage spark necessary to ignite the lean air/fuel mixture. The components used in the breaker point system consisted of a distributor,ignition points,a condensor,and ignition coil.the ignition coil contains two circuits ,the primary circuit and the secondary circuit.switched ignition voltage is supplied to the positive side of the ignition coil primary circuit.the current path flows through the ignition coil to the distributor,where it is grounded by the ignition breaker points.the ignition points are placed in the distributor adjacent to a cam mounted on the distributor shaft.when the engine is running,the spinning cam opens and closes the contacts of the points hundreds of times per second.when the points are closed,current flow is allowed through the primary circuit and a large magnetic field is created inside the ignition coil.the time that the ignition points are closed,is referred to as coil saturation time.coil saturation is the amount of electrical current that builds up inside the primary coil windings. The greater the saturation,the large the voltage output of the ignition coil.when the points are closed,current flow is allowed through the primary circuit and a large magnetic field is created inside the ignition coil.the time that the ignition points are closed,is referred to as coil saturation time.coil saturation is the amount of electrical current that builds up inside the primary coil windings.the greater the saturation,the larger the voltage output of the ignition coil.when the points are opened by the distributor cam,the magnetic field is caused to collapse and high voltage is generated inside the ignition coil.this current is referred to as secondary ignition voltage.the maximum secondary voltage output is around 20,000 volts.the current path of secondary voltage is through the coil wire into the distributor cap,across the rotor and out of the distributor cap,through the plug wires to the spark plugs. The breaker point system suffers many disadvantages;one is the longevity of the ignition points.in order to provide an acceptable length of service,the maximum amount of current that can flow through the ignition points is around 4amps.this limitation directly affects the maximum secondary voltage output of the ignition coil by reducing the amount of coil saturation.another drawback is the limitations placed on the system at high engine speeds.when the engine is at high speed,the points open and close so rapidly that coil saturation is inadequate.the points are closed for too short a duration to allow sufficient current to flow through the primary circuit.this causes a reduction in secondary ignition voltage output at higher engine speeds.another phenomenon affecting breaker point ignition systems is the tendency of the points to bounce or float,at high engine speeds.this can affect the timing of spark delivery to the spark plugs and have an adverse affect on engine operation.finally,breaker point ignition systems require frequent maintenance to ensure the correct operation of the ignition system.because ignition point are subject to wear by friction and curren flow,their replacement or adjustment during auto repair is required at regular intervals. 3.2 Electronic ignition system The development of the electronic ignition system allowed automotive engineers to re-design the ignition system component to generate higher secondary ignition voltage.transistors were used to switch the primary ignition current instead of mechanical ignition points,so the amount of primary current was increased.this allowed higher secondary voltage above 40,000 volts on some engines.the ignition coils were re-designed for faster saturation times so that the secondary ignition voltage fall off,at high engine speeds,was reduced.transistorized ignition reduced vehicle maintenance by the elimination of the ignition points from the primary ignition system. With the conventional automotive electronic ignition system,the point have been replaced with a signal device mounted inside the distributor.the signaling device,either a magnetic pulse generator or a Hall effect,controls the switching of a transistor in the engine control module.the transistor is used to switch the automotive ignition coil primary circuit on and off.when the engine is first started,ignition timing is under direction of the ignition control module;take special note of this before embarking on an automotive troubleshooting and repair venture.when the engine reaches a predetermined engine speed,ignition timing control is then managed by the engine control module.the engine control module modifies the signals to the transistors inside the control module to vary ignition timing,based on engine operating conditions. 3.3 Distributorless ignition system Most late model automobiles now use distributorless ignition system.the distributorless ignition system provides higher secondary voltages,more efficient operation and lower maintenance,in comparison with conventional electronic ignition systems. With distributorless ignition systems,ignition timing and firing order is manged by engine control module ,the engine control module determines cylinder position based on inputs from the crankshaft sensor ,and in some designs,the camshaft position sensor,the engine control module reads this information,and operates the primary ignition circuit of each coil.in sequence,using the ignition control module. The waste spark distributorless igniton system is used on most vehicles.the system matches paired cylinders to one coil.these cylinders are referred to as buddy cylinders,since they are always in the same position,relative to the crankshaft.when one buddy cylinder is at top dead center,the other is also at top dead center.however,one cylinder will be on the compression stroke,while the other is on the exhaust stroke.the ignition coil will deliver spark to both cylinders at the same time when they reach top dead center.since one cylinder will be on the exhaust stroke,the spark delivered to that cylinder is not used for combustion ,this is known as the waste cylinder.since the energy required to allow the spark to bridge the gap of the waste cylinder are very low,a majority of the secondary voltage is used to fire the spark plug of the active cylinder. Another type of distributorless ignition system is the direct ignition system.the direct ignition system uses one ignition coil per spark plug.most systems use an ignition driver module to control the primary ignition circuit .individual coil primary current flow is operated by signals from the engine control module to the ignition drive module.the engine control module determiner spark timing based on input information from the crankshaft position sensors. 點(diǎn) 火 系 統(tǒng) 文摘 汽車的點(diǎn)火系統(tǒng)生成并產(chǎn)生火花,用來點(diǎn)燃燃燒室內(nèi)部的燃?xì)饣旌衔??；鸹ū仨氂幸粋€(gè)確切的點(diǎn)火時(shí)間,發(fā)動(dòng)機(jī)需要正確適當(dāng)?shù)倪\(yùn)行順序和足夠時(shí)間的。此外,需要極高的電壓火花塞的火花來填補(bǔ)在環(huán)境惡劣燃燒室的這一缺口。 關(guān)鍵字 組成 點(diǎn)火正時(shí) 1點(diǎn)火系統(tǒng)的組成部分 點(diǎn)火系統(tǒng)有兩個(gè)組成部分。第一個(gè)被稱為初級(jí)側(cè)和第二個(gè)是二次側(cè)。第一個(gè)由分電器和電子控制模塊，第二個(gè)由火花塞和電線,一個(gè)點(diǎn)火線圈,轉(zhuǎn)子和分電器系統(tǒng)。點(diǎn)火系統(tǒng)依靠于汽車電池來提供一個(gè)火花,運(yùn)行來并啟動(dòng)車輛的點(diǎn)火系統(tǒng)。 1.1點(diǎn)火鑰匙 第一和最常見部分是點(diǎn)火系統(tǒng)的關(guān)鍵，釋放低壓的關(guān)鍵是從點(diǎn)火系統(tǒng)的主要電路，電流流進(jìn)點(diǎn)火線圈。 1.2點(diǎn)火系統(tǒng)線圈 這一部分點(diǎn)火系統(tǒng)的是一種電磁鐵以及電感器,高電壓轉(zhuǎn)換從汽車電池中，線圈被連接到分電器。 1.3火花塞 來自發(fā)動(dòng)機(jī)火花塞和火花電線力電力產(chǎn)生在40000和100.000伏特的電壓。雖然它們是簡(jiǎn)單的和一個(gè)相當(dāng)小的部分的點(diǎn)火系統(tǒng),當(dāng)火花塞或電線磨損時(shí),車輛將不會(huì)運(yùn)行。 這就是為什么良好的汽車需要長(zhǎng)期調(diào)整。 現(xiàn)代火花塞是被設(shè)計(jì)在最后數(shù)千英里才需要更換。這些電子奇跡有許多配置和熱范圍正常工作在一個(gè)給定的發(fā)動(dòng)機(jī)。 火花塞規(guī)定的熱范圍是否會(huì)熱得足以燃燒殘留物收集提示,但太熱,它會(huì)導(dǎo)致發(fā)動(dòng)機(jī)預(yù)點(diǎn)火?；鸹ㄈ珶釙r(shí)造成提前點(diǎn)火,它開始發(fā)光,過早,點(diǎn)燃燃料空氣混合物的火花。大多數(shù)火花塞包含電阻抑制無(wú)線電干擾?；鸹ㄈ系牟罹嘁埠苤匾?必須在火花塞是安裝在引擎。如果差距太大,可能沒有足夠的電壓跳的差距,導(dǎo)致失敗。如果差距太小,可能不足以點(diǎn)燃火花精益燃?xì)饣旌?也導(dǎo)致失敗。 1.4分電器 分電器的點(diǎn)火系統(tǒng)本身有兩個(gè)部分;轉(zhuǎn)子和分電器覆蓋.如名稱所顯示的,這部分分配電線圈的火花塞和電線和汽車的引擎的汽缸。氣瓶的數(shù)量取決于車輛但通常是四個(gè)或五個(gè)氣缸?；鸹ㄈ碗娋€分電器蓋和轉(zhuǎn)子變得疲憊不堪,需要定期更換。 許多新汽車點(diǎn)火系統(tǒng),沒有適當(dāng)?shù)胤Q為無(wú)分電器點(diǎn)火系統(tǒng)的分電器。分電器的工作是直接通過使用修改過的火花塞。這種類型的點(diǎn)火系統(tǒng)也不包含火花塞導(dǎo)線。這些汽車更環(huán)保、節(jié)能以及減少頻繁調(diào)整的必要性。 2點(diǎn)火時(shí)間 點(diǎn)火時(shí)間的測(cè)量,在曲軸旋轉(zhuǎn)度,火花塞的點(diǎn)在每個(gè)氣缸。它以度上死點(diǎn)之前或之后(上止點(diǎn))切壓縮沖程。 因?yàn)樗枰獛追种幻氲幕鸹ㄈc(diǎn)火氣缸的混合物,火花塞必須火在活塞到達(dá)上止點(diǎn)。否則,不會(huì)完全點(diǎn)燃混合物活塞通過上止點(diǎn)和爆炸的全功率不會(huì)使用的引擎。 點(diǎn)火時(shí)間在今天的許多汽車由發(fā)動(dòng)機(jī)控制計(jì)算機(jī)和控制不是可調(diào)。然而時(shí)間可以閱讀使用掃描工具連接到連接器日期鏈接。 時(shí)間測(cè)量是在度曲軸旋轉(zhuǎn)活塞前到達(dá)上止點(diǎn)(上止點(diǎn)前)。如果設(shè)置的點(diǎn)火時(shí)間是上止點(diǎn)前5。,每個(gè)活塞火花塞達(dá)到上止點(diǎn)之前必須5。。,然而,這只適用當(dāng)發(fā)動(dòng)機(jī)在怠速時(shí)。 隨著發(fā)動(dòng)機(jī)轉(zhuǎn)速的增加,活塞更快。如果要完全點(diǎn)燃當(dāng)活塞到達(dá)上止點(diǎn)火花塞更快點(diǎn)燃了燃料。為此,分電器有各種各樣的手段推進(jìn)引發(fā)時(shí)間隨著發(fā)動(dòng)機(jī)轉(zhuǎn)速的增加。在舊車輛,這是通過離心中的權(quán)重分電器以及真空膜片安裝的分電器。后來車輛配備電子火花計(jì)時(shí)系統(tǒng)中沒有使用真空或機(jī)械的進(jìn)步,而不是所有時(shí)間改變電子基于各種傳感器的信號(hào)。 如果點(diǎn)火設(shè)置過于(上止點(diǎn)前),燃料在氣缸的點(diǎn)火和擴(kuò)張?zhí)?雖然仍是運(yùn)動(dòng)往往會(huì)迫使活塞向下。這將導(dǎo)致發(fā)動(dòng)機(jī)平。如果點(diǎn)火火花塞設(shè)置過于遲鈍,上止點(diǎn)(上止點(diǎn)后)后,活塞將已經(jīng)通過了上止點(diǎn),開始在其當(dāng)燃料點(diǎn)火。這將導(dǎo)致活塞被迫只有一部分的運(yùn)動(dòng)。這將導(dǎo)致發(fā)動(dòng)機(jī)性能差和缺乏能量。 3點(diǎn)火系統(tǒng)的類型 3.1開關(guān)點(diǎn)點(diǎn)火系統(tǒng) 在70年代初之前,斷路器點(diǎn)點(diǎn)火系統(tǒng)被用于所有車輛,這使得汽車診斷、故障診斷、汽車修理變得簡(jiǎn)單。斷路器點(diǎn)點(diǎn)火系統(tǒng)充分滿足點(diǎn)火要求幾十年,直到推出了更嚴(yán)格的汽車排放控制要求。為了滿足低排放標(biāo)準(zhǔn),乘用車和輕型卡車制造商被迫使用精簡(jiǎn)的空氣/燃料混合物。點(diǎn)燃所需的電壓精益空氣/燃料混合物不可能在經(jīng)濟(jì)上提供的開關(guān)點(diǎn)系統(tǒng)。因此,電子點(diǎn)火系統(tǒng)開發(fā)提供高壓火花點(diǎn)燃精益空氣/燃料混合物的必要。 組件使用的斷路器系統(tǒng)由一個(gè)分電器,點(diǎn)火點(diǎn),冷凝器,點(diǎn)火線圈。點(diǎn)火線圈包含兩個(gè)電路、主電路和輔助電路。點(diǎn)火電壓供應(yīng)轉(zhuǎn)向積極的一面的點(diǎn)火線圈初級(jí)電路。當(dāng)前路徑流過分電器的點(diǎn)火線圈、點(diǎn)火開關(guān)接地的點(diǎn)。點(diǎn)火點(diǎn)放置在分電器毗鄰?fù)馆啺惭b在分電器軸。當(dāng)發(fā)動(dòng)機(jī)運(yùn)行時(shí),旋轉(zhuǎn)凸輪打開和關(guān)閉的接觸點(diǎn)每秒數(shù)百次。當(dāng)點(diǎn)火關(guān)閉,允許電流通過主電路和一個(gè)大磁場(chǎng)是點(diǎn)火線圈內(nèi)創(chuàng)建的。點(diǎn)火的時(shí)間點(diǎn)是封閉的,被稱為線圈飽和時(shí)間。線圈飽和電流的數(shù)量,建立在初級(jí)線圈繞組。飽和度越大,點(diǎn)火線圈的電壓輸出。當(dāng)點(diǎn)關(guān)閉,允許電流通過主電路和一個(gè)大磁場(chǎng)是點(diǎn)火線圈內(nèi)創(chuàng)建的。點(diǎn)火的時(shí)間點(diǎn)是封閉的,被稱為線圈飽和時(shí)間。線圈飽和電流的數(shù)量,建立在初級(jí)線圈繞組。飽和度越大,點(diǎn)火線圈的輸出電壓越大。點(diǎn)由經(jīng)銷商打開凸輪時(shí),磁場(chǎng)造成崩潰和高壓點(diǎn)火線圈內(nèi)產(chǎn)生。當(dāng)前被稱為二次點(diǎn)火電壓。最大的二次電壓輸出約20000伏特。二次電壓的電流路徑是通過線圈導(dǎo)線到分電器蓋,整個(gè)轉(zhuǎn)子和分電器蓋,通過插頭電線火花塞。 斷路器點(diǎn)系統(tǒng)存在許多缺點(diǎn),一個(gè)是長(zhǎng)壽的點(diǎn)火點(diǎn)。為了提供一個(gè)可接受的服務(wù)年限,可以流的最大數(shù)量的電流通過點(diǎn)火點(diǎn)大約是4安培。這種局限性直接影響最大的二次電壓點(diǎn)火線圈的輸出通過降低線圈的數(shù)量飽和。另一個(gè)缺點(diǎn)是限制系統(tǒng)在高引擎的速度。發(fā)動(dòng)機(jī)在高速時(shí),點(diǎn)迅速打開和關(guān)閉,線圈飽和度是不夠的。太短的點(diǎn)是關(guān)閉時(shí)間允許足夠的電流流過主電路。這將導(dǎo)致減少二次點(diǎn)火電壓輸出速度更高的引擎。另一個(gè)現(xiàn)象影響斷路器點(diǎn)點(diǎn)火系統(tǒng)的趨勢(shì)指向反彈或浮動(dòng),在高引擎的速度。這可以影響火花的時(shí)間交付火花塞和對(duì)發(fā)動(dòng)機(jī)有一個(gè)負(fù)面影響操作。最后,斷路器點(diǎn)點(diǎn)火系統(tǒng)需要頻繁點(diǎn)火系統(tǒng)的維護(hù),以確保正確的操作。因?yàn)槿键c(diǎn)受到摩擦和磨損卡倫牌流,更換或調(diào)整期間定期汽車修理是必需的。 3.2電子點(diǎn)火系統(tǒng) 電子點(diǎn)火系統(tǒng)的發(fā)展使汽車工程師重新設(shè)計(jì)點(diǎn)火系統(tǒng)組件生成更高的二次點(diǎn)火電壓。晶體管被用來切換主點(diǎn)火電流代替機(jī)械點(diǎn)火點(diǎn),所以一次電流數(shù)量的增加。這使得一些引擎更高的二次電壓40000伏特以上。點(diǎn)火線圈是更快的飽和時(shí)間重新設(shè)計(jì),以便二次點(diǎn)火電壓下降,發(fā)動(dòng)機(jī)轉(zhuǎn)速高,減少了。晶體管點(diǎn)火降低車輛維修的消除從主點(diǎn)火系統(tǒng)點(diǎn)火點(diǎn)。 與傳統(tǒng)汽車電子點(diǎn)火系統(tǒng),安裝在分電器已經(jīng)被替換為一個(gè)信號(hào)裝置。信號(hào)裝置,磁脈沖發(fā)生器或霍爾效應(yīng),控制開關(guān)晶體管的發(fā)動(dòng)機(jī)控制模塊。使用晶體管開關(guān)汽車點(diǎn)火線圈初級(jí)電路,當(dāng)發(fā)動(dòng)機(jī)開始,點(diǎn)火正時(shí)的指導(dǎo)下點(diǎn)火控制模塊,要特別注意這個(gè)在開始采用一種汽車故障診斷和維修。當(dāng)發(fā)動(dòng)機(jī)達(dá)到預(yù)定的發(fā)動(dòng)機(jī)轉(zhuǎn)速、點(diǎn)火定時(shí)控制是由發(fā)動(dòng)機(jī)控制模塊。發(fā)動(dòng)機(jī)控制模塊修改信號(hào)控制模塊內(nèi)部的晶體管點(diǎn)火時(shí)間不同,基于發(fā)動(dòng)機(jī)操作條件。 3.3 無(wú)分電點(diǎn)火系統(tǒng) 現(xiàn)在最晚模型汽車使用無(wú)分點(diǎn)火系統(tǒng)。與傳統(tǒng)的電子點(diǎn)火系統(tǒng)相比，無(wú)分電點(diǎn)火系統(tǒng)提供更高的二次電壓,更高效的操作和更低的維護(hù)。 與無(wú)分電點(diǎn)火系統(tǒng),點(diǎn)火時(shí)間和點(diǎn)火次序是由發(fā)動(dòng)機(jī)控制模塊、發(fā)動(dòng)機(jī)控制模塊確定氣缸位置基于曲軸傳感器的輸入,在某些設(shè)計(jì),凸輪軸位置傳感器,發(fā)動(dòng)機(jī)控制模塊讀取這些信息,并每個(gè)線圈的初級(jí)點(diǎn)火電路進(jìn)行操作。按順序,使用點(diǎn)火控制模塊。 在大多數(shù)汽車使用無(wú)分電火花點(diǎn)火系統(tǒng)。系統(tǒng)匹配成對(duì)缸一個(gè)線圈。這些圓柱體被稱為巴迪缸,因?yàn)樗麄兛偸窃谙嗤奈恢?相對(duì)于曲軸。一個(gè)好友氣缸在上死點(diǎn)時(shí),另一個(gè)還在上死點(diǎn)。然而,一個(gè)缸在壓縮行程,而另一個(gè)在排氣沖程。這兩個(gè)缸的點(diǎn)火線圈將火花同時(shí)當(dāng)他們到達(dá)上死點(diǎn)。從一個(gè)氣缸在排氣沖程,汽缸的火花送到不用于燃燒,這就是所謂的垃圾缸。自讓火花所需要的能量的浪費(fèi)的橋梁缸非常低,大部分的二次電壓用于火缸火花塞的活躍。 另一種類型的無(wú)分電點(diǎn)火系統(tǒng)是直接點(diǎn)火系統(tǒng)。直接點(diǎn)火系統(tǒng)使用一個(gè)每火花塞點(diǎn)火線圈。大多數(shù)系統(tǒng)使用一個(gè)點(diǎn)火驅(qū)動(dòng)模塊來控制主點(diǎn)火電路。個(gè)人主要線圈電流是由信號(hào)從發(fā)動(dòng)機(jī)控制模塊到點(diǎn)火驅(qū)動(dòng)模塊。根據(jù)輸入信息從曲軸位置傳感器發(fā)動(dòng)機(jī)控制模塊決定引發(fā)時(shí)間因素。