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Fahimtar Nau'ikan Throttle Body na VW/Audi da Compatibility na Platform
Guda daya, biyu, da sauran siffa zuwa sauya a cikin injin na EA888, EA113, da VR6
Yi waye ne Volkswagen da Audi yake kirkirar injininta suna nufi wadansu nau'ikan dole da sauran sabisai na throttle body saboda dukkan abubuwan da su bukata a cikin mahimmancin daidaitawa da yadda yawa shigarwa ke tsayawa a zukun kofar farfado. Dole guda biyu na EA888 turbo ko 'yan waɗannan injin da ake ga su a kotun kwayar Golf GTI, Audi S3, da Passat 2.0T misali. Wadansu injin masu ka'ido dai an samun sauya central throttle body a tsakiya saboda yake kama karance koƙarin, ya dace da standaɗin hanyar bauta, ya fito da kyau a cikin wadansu sharhun kofar farfado. Amma wadansu injin VR6 mai qabila, kamar wadanda ake su a cikin Golf R32 ko Passat W8, za su zaɓi sauya biyu inda kowaci ke kira uku. Yankin nan actually yake taimakawa injini yake gudu daidai a RPM mai hanna kuma yake ba da jawaban throttle mai sauƙi lokacin da aka kan kuskure. Akwai kuma wani abu da ake kiran direct-to-head setups inda kowaci cylinder yana da throttle body ta kanta. Ba mu ga wannan irin yankin a cikin kwayoyin production masu amfani amma wasu rabin ingin EA113 masu kan kuskuren suna amfani da su. Suna ba da kontrolin airflow mai kyau amma suna da duk abubuwan irin hankali game da alƙawari da kuma samun tabbatar da ya dace da gwajin bauta. Da haka kuma, wane abu ne babu mai yi ilimin sa zuwa: wadansu sistemai na throttle body ba za su iya canzawa ba. Dukkan abubuwan da suka haɗa da wurin girma, yadda komputa ta koyaushe su, da kuma dukkan wadansu lambobin calibration sun dace ba tsakanin injin EA888, EA113, da VR6. Duk tuners mai kyau na VW/Audi a duniya za su koya kowa wacce ya ce amfani da wannan yankin yana haifar da matsalolin drive-by-wire masu lafiya kuma yana kare mafita mai yawa daga 15 zuwa 18% saboda bayin bauta ba tafi daidai ba kuma sensor suna fara ba da ma'anar mara kyau.
Haɗin gudummawa ta drive-by-wire: Wajibar tashin alamun TCU, MAF, da ECU
Kwayon Volkswagen da Audi masu yin zaune a halin wannan shekara ke amfani da teknoloji na drive by wire ga tsarin throttle su, wanne neke yanzu baza ka shiga mai tsinkayo tsakanin kayayyaki. A cikin haka, duk duka suna yi aiki tare da elektronics don karin kontininta kan yadda mesin ya kama. Lokacin da waɗannan tsarin suna yi aiki kyauta, wasu kayan komputa masu iko dole ne su talkta da wace gaba daya. Mai tsaron komputar mesin (ana kiran shi ECU) dole ne ya duba ma ake faruwa tare da senser na watsan throttle yayin da ya duba maƙimaƙin zango daga wata sensor misali MAF. Duk wadannan sun faruwa sosai, kamar a cikin uku thousandth na second, don karin samun ra'ayin saurin kashewar zango da air. Ga kotunan masu dual clutch transmissions, akwai ingancin ƙarin wanda komputar transmission ya kashe kuduren kusan lokaci an nembatsu sigoggi don kula da clutches. Wasu mekanik sun fahimci cewa wannan zai barcewa lokacin da mutane ke shigar da kayan addatu. Tare da wasu rishiton teknikal daga Ross Tech a 2023, har zuwa nawa daga cikin goma lokacin kotunku ke fitowa a cikin limp mode bayan gyara, shine saboda waɗannan farkon karancin lokaci baa gyara ba ko system baa daidai amincewa. Samun amincin aiki yauzuzu yake sauya wasu saiti tare da diagnostic port, duba voltage akan biyu senser, da kuma tabbatar da bayaƙan P0121 babu taƙaitaccen tare da senser na watsan throttle kafin ku nembatsu kotar don gwada sauri.
Zinin Ginya na Kifi da Sauƙin Lahen Ruwa
Haɗin gyara mai dada (misali, 70mm vs. 80mm) zuwa tsakanin girman abubuwan, RPM, da sauƙin lahewa na kifi
Yin hada girma na throttle body da nemo injin yana da mahimmanci fiye da kuma neman adadin uku. Dole ne a yi wani gaguwa mai tsawon 2 litas, kamar wasu masu EA888 Gen 3. Throttle body na 70mm yana bada zuwa sa hannun gudu na airflow ta hanyar tsarin har zuwa 6,000 RPM, wanda ke taimakawa wajen samar da kyauyar torque a sama’i saba’i kuma kiyaye boost yayin da ake bukata shi. Wasu injinsu mai yawa suka fihiror 3 litas ko irin wasu suka fihiror 7,500 RPM (duban VR6s ko masu EA113) saboda dole ne su kasance sufi, amfani da 80mm ko fiye, don su iya kare zuwa iyaka ba’a kasa kama’i. Amai karami kan wasu ingjin mai sauƙi sai shi zai haɗa abubuwan ciki na intake tract. Cingin flow bench yana nuna wannan za’a iya kwatanta daga 12 zuwa 18% na torque a sama’i mai sauƙi. Idan ka karami, performance na high RPM zai kasa. Mahimmancin alamtar tsakanin throttle bore da girman intake runner kuma yake tsankan. Lokacin da wasu girman baya farko da 15%, airflow zai zama turbulent anƙasa smooth, wanda ya haɗa kwatanta daga 5 zuwa 8 horsepower a kowane yanayin aikin basira.
Kamfanin girma ta hanyar canzawa: kusurwar farko na godiya vs. kusurwar tsawon yana zuwa—binciken bayanin doki-dokin da aka tattauna daga cikin masu tuni
Tsawon yanke mai siyayi na iya tauna tsawon yadda motar ta yi torque, saboda wani abu a cikin Helmholtz resonance tuning. Lokacin da muka kurta waɗannan yanke zuwa kasa da 150mm, gudu ya zinzegi girman suƙe don haka yana taimakawa wadansu turbos su dacewa da kyau kuma su kara uwar gudunmu na girman RPMs. Majalisar alama akan motocijin EA888 turbo tunce around 9 zuwa 14% uwar gudunmu na girman da suka fito 5,500 RPM. Amma akwai rarraba a nan yayin da kurciyan yanke suna nema torque output kasa da 3,500 RPM ta bisa 7 zuwa 10%. A wani mataki, yankejan tsawonawa na 200 zuwa 300mm suna haɗawa da sauya girman shafin pressure waves a takamaiman girman, wanda ke ba da motocijin EA113 mai siyayi a sarari torque boost na 15 zuwa 22% kasa da 3,500 RPM. Ga forced induction V6 setups kamar VR6 engines da wadansu da ke basuwa kan takardarin EA888, yanzu 180mm zai zama mafi kyau. Waɗannan tsawon tsawon suna kara karancin turbo lag ta hanyar mitatar kusa da muturdu bayan da babba har ma sai yaushe, kamar waɗansu majalisar alama kamar APR, REVO, da Unitronic suka samo a testing su.
Samun Dara Da Iƙirarin Gudumuwa zuwa Tsarin VW/Audi Throttle Bodies
Iƙirarin throttle a karkashin sarrafa: surɗen girma na butterfly, abubuwan ciki na plenum, da wayar taimakawa wajen warware karfi
Ga wadannan suyawa a mesinolin turbocharged na VW da Audi, kayan aiƙura tafi mataimakin yadda mafi kyau mesin ya dawo yayin da shafuka sun canzawa kusa. Alakari da fayilin butterfly suna dawo cikin sauri da maɓallin stepper masu iko da maɓallin gear masu inganci, suna taimaka wajen kama da zuwa mai sauƙi a cikin tsarin kamar yadda aka gudanar da girma, wanda ke nuna karin efektin lag na turbo wanda many drivers za a fahimci. A kullum, akan girman plenum, yana da sharafa game da doki. Wasu masu ƙarfi suna ba da aiki mai sauƙi da masu iko a lokuta masu canje-canje amma bai sami hankali don samun zuwa. Plenums masu girma sun ba da izini don mesin ya aiƙura zukkafa don samun ukuwata mai zurfi, amma suna kara gaban lokaci na farko. Masu tunin mesin sun sani da testing dyno cewa samun tasowa mai kyau game da sauri na aiƙura ta hanyar tebbla da girman plenum yana da mahimmanci. A mesinolin EA888 da VR6 a khalta, wannan haɗin adda za ta kara karin lokacin sadarwar torque bayan sakamako ta abokan 20 zuwa 30%, wanda ke koyar da kayan aiƙura matasuwa a matsayin abubbuwa mahaifida don kama da zuwa a lokutan aiƙurar kashe.
Karkashin tare da maɓallan da ke goyan: ingantattunan ruwa mai sanyi, anfani, da saukunan canjin zanen (LPFP/HPFP thresholds)
Samun sauyin hankali daga throttle body na aiki yana nufin ya kasance cikin tsarin gyara da aka shirya shi. Don samfurin da suke 80mm ko fiye, sauya air intake mai wani kyakkyawa yana da mahimmanci domin kama ba a sarrafa wurin shiga. Wannan sammaya mai girma suna aiki kyau lokacin da aka haɗa su da wani nau'in tuning na gida mai taimako wanda ke taimakawa wajen rage ruku-rukuwa na airflow. A cikin tsarin exhaust, akwai yanayin backpressure da ke taimaka wajen karyayyar turbo, wanda ke da mahimmanci tun a cikin tsarin turbo na asali. Dole ne a kara fassarar tsarin abubuwa. Babu mutum da za a iya hada low pressure fuel pump zai iya karya duk abu har zuwa 400 horsepower a cikin wadannan injin EA888. Amma lokacin da muka fara karya 500hp, dole ne a karyayar high pressure fuel pump don kare da halayen dangerous lean a lokacin takawa mai zurfi. Idan wani abu kawai ya barshi a cikin wannan tsari, kamar intake, exhaust ko fuel delivery, duk wadannan gyara za su kasance da kwalla.
Cikakken abu, Ihyatsin Ingginia, da Sakakun Aiki
Aluminum Billet vs. Cast Housings: tsawon gyara, wurin shigar da vacuum, da kyakkyawan bore
Idan kun yanzu aiki ne akan injin ɗin VW da Audi masu yawa, kamar yadda ba za a iya tafiyyata da abubuwan kayan aikin. Kayan billet aluminum na throttle sun tsaya sama mai zurfi a karkashin gama gari na cast. Waɗannan abubuwa sun yi amfani da shawara ta hanyar takaitaccen heating cycles, wanda ya kiyaye rashin dubbanin butterfly ko fuguda bayan sakin pressure na high boost. Takaitaccen takalmi na ports na vacuum da reference ya sa bayanai daidai zuwa zuwa ga sensorotun muhimmin kamar TPS, MAP, da system din idle air control – wanda ke cikin muhimmiyar abubuwa don aikin drive-by-wire. Samun bore concentricity a cikin takardar 0.05mm ya kiyaye idanin a cikin system, sai dai MAF sensor readings su dace da abin da ECU ke so ya koyi. Abubuwan da aka fitar da su don track ko wani abu masu damar high boost zasu sami alhaji sosai daga construction na billet saboda yana ba da throttle response ta hanyar daidai irin tokin temperature ba zama kankiya kan yanar gizo ko mai karfi a juyin hood. Sai kam, kyakkyawan nuna yana mahimmaci sosai. Yi hakuri cewa gaskets sun dace, kiyaye saunan mating surfaces sun kasance madogari, kuma kada ka tafi process din throttle adaptation bayan nuna ta amfani da diagnostic equipment mai kyau ko mai dacewa. Idan ka tafi wani daga waɗannan bambanci, masu yankin yano zasu sami rashin kuskuren idle, magana a lokacin acceleration, ko koda P0121 ta fito kan dash.