一滴油的使命 马自达创驰蓝天发动机诞生记
马自达创驰蓝天发动机Mazda_sky_2.0L
MAZDA SKYACTIV-G 2.0L Gasoline EngineIchiro Hirose, Hidetoshi Kudo, Tatuhiro Kihara, Masanao Yamakawa,Mitsuo HitomiMazda Motor Corporation, Hiroshima, JapanSummaryThe SKYACTIV-G is the first gasoline engine which was developed based on Mazda's long-term vision for technology and the search of internal combustion engineers who are pursuing technologies to develop the ultimate internal combustion engine. This is done with Mazda's aim in mind to achieve a balance between enjoyable driving and environmental performance at the supreme level.The challenging target of 15% torque improvement compared with that of conventional engine was set. This was achieved by solving technological issues towards introduction of extremely high combustion ratio and a 4-2-1 exhaust system.1 IntroductionMazda is aiming at developing the ideal internal combustion engine before we see the complete EV age. We are sure we can contribute to environmental protection primarily by improving the internal combustion engine which will remain mainstream for the automotive powertrain in the mean time. We also believe that the system cost can be reduced by combining the internal combustion engine with the electric devices, which leads to marketability improvement, such as purchasing cost reduction and maintenance cost reduction. Therefore, as you can see from Figure 1, our plan is to upgrade the efficiency of base technologies for the internal combustion engine and others first, combine such technologies with the electric devices as a next step, and then introduce the combined technologies into markets one after another. We call this plan the "Building-Block Strategy".Figure 2 shows our approach toward the ideal internal combustion engine development. We consider that the approach is the same for both gasoline and diesel engines. To be more specific, bringing control factors, such as compression ratio, combustion duration, etc. to the ideal conditions means that the gasoline engine adopts advantages of the diesel engine and vice versa. The SKYACTIV-G, which has been developed based on the above-mentioned long-term technological development strategy, is the new 2.0 liter gasoline engine which will offer driving pleasure to our customers more than ever and also achieves superb environmentally-friendly performance. It is planned that the SKYACTIV-G will be gradually introduced into various markets in 2011 and thereafter.Fig. 1: MAZDA Building-Block StrategyFig. 2: Roadmap for the Ultimate Internal Combustion Engine2 Technological targetAs the first step to bring the gasoline engine closer to the ideal internal combustion engine, the technological targets were set: 15% improvement in the NEDC mode fuel economy and the full load performance respectively, compared with Mazda's existinggasoline engine (Figure 3). The idea behind these was to develop the world-best engine.Fig. 3: Functional TargetIn order to achieve the technological targets, all the controlling factors except for specific heat ratio were upgraded functionally. Considering the cost performance and assuming the natural-aspirated direct-injection engine, it was aimed to improve the compression ratio and pumping loss which were inferior to those of the diesel engine and reduce the mechanical loss further which was superior to that of the diesel engine.In particular, the functional targets were compression ratio increase to world highest 14:1 (@95RON) while keeping the same combustion period, 20% pumping loss reduction, 30% mechanical loss reduction and 10% charging efficiency improvement. Table 1 shows the main specification comparison of the current PFI engine (hereinafter referred to as "base engine") and the SKYACTIV-G.Table 1: Main Specifications3 Fuel Economy3.1 Compression ratioThe world-highest compression ratio of 14:1 was targeted. It is generally known that with only raising the compression ratio strongly, a high fuel consumption improvement cannot be gained. It was identified at the beginning of the development that primary sources for this were long combustion duration and high cooling loss due to quenching of initial flame kernel core, damping of tumble air motion at the top of the piston (Figure 4 & 5).Fig. 4: Effect of compression ratio on Constant Volume=11Fig. 5: Effect of Compression Ratio on In-cylinder FlowIn order to solve this issue, it was a must to balance two conflicting requirements: to form a large cavity while maintaining a high compression ratio. Therefore, basic designs and dimensions such as the bore diameter and the valve angle for intake and exhaust were carefully reviewed.Fig. 6: Requirements for Bore/Stroke SelectionFirst of all, as shown in Figure 6 it was decided to secure the compression ratio of 15 or more for the future. Then the bore diameter was determined to satisfy the peak power requirement with careful consideration of the small bore requirement to reduce surface-volume ratio and the valve diameter requirement. Consequently, the bore diameter was reduced from 87.5mm to 83.5mm. The valve angle was expanded from intake 19 deg./exhaust 20 deg. to intake 22 deg./exhaust 23 deg. The cavity was designed so that the flame should not touch the piston until the flame level reaches 5% MFB from the perspective of cooling loss reduction.Fig. 7: Effect of Cavity Piston on Tumble Ration and Cooling LossAs you can see from Figure 7, this cavity is effective in reducing the cooling loss and increasing tumbling flow. The cooling loss was reduced by 9% while the combustionspeed was increased as shown in Figure 8. As a result (see Figure 9), the new piston improved specific fuel consumption by 2-3% from the original piston. Further the thermal efficiency improvement effect of compression ratio came closer to thetheoretical expectation.Fig. 8: Effect of Piston Shape on Heat Release0%1%2%3%1500rpm/100kPa 1500rpm/262kPa2500rpm/100kPachanging the port angle to be gentler. With this, the combustion speed was increasedas described in Figure 11.Fig. 10:Intake Port Configuration Fig. 11:Effect of Tumble ration on Heat Release Fig. 12:Effect of Tumble ration on Combustion Duration36384042444648501 1.2 1.4 1.6 1.8Tum ble ratio [-]Target 87.5mmbore 83.5mmboreAs a result, a wider overlapping than ever before and a significantly late intake valve close timing were achieved. To be more precise, a dual S-VT (sequential valve timing system) was incorporated. The intake valve timing was set at IVC=110degATDC/EVC=50ATDC (@2000rpm/200kPa). Figure 13-15 show the pumping loss comparison between the base engine and the SKYACTIV-G. The base engine has TSCV (Tumble Swirl Control Valve) and an external EGR. In contrast, the SKYACTIV-G does not have such devices. However, the SKYACTIV-G increased the internal EGR ratio (11% to 18%), achieved intake valve close timing retarded up to 110ATDC and reduced the pumping loss by 20% without any combustion instability.2018161412105060708090100110Intake Valve Close(IVC) Timing [deg CA]40506070809010005101520Exhaust Gas Recirculation ratio [%]3.3.1 Crank/Piston/ConnrodThe diameter of the crank main journal was reduced from =47mm,while the required rigidity was maintained. In addition, the LOC (lubricant oil consumption) performance was enhanced. These improvements made it possible to use the piston ring with the tension lower than that of the current piston ring by 38%.3.3.2 Valve systemThe valve spring weight was reduced by introducing a roller follower and optimizing the cam profiles. For the chain system, the mechanical resistance was reduced due to chain behavior stabilization by reducing the wearing resistance between the high-rigid straight guide and the chain, and dividing and equalizing the load on the levers.3.3.3 Lubrication systemFirst the oil pump capacity was reduced by decreasing the pressure loss in the hydraulic pressure channel and by minimizing the hydraulic pressure requirements for hydraulic pressure-related devices. Then the hydraulic pressure during the partial load operation was reduced by adopting the electrically-controlled variable hydraulic pressure oil pump. The more effects of the variable hydraulic pressure on the fuel economy are seen under the cold condition when the viscosity and resistance are higher.3.3.4 Cooling systemThe water pump unit efficiency was upgraded by a highly effective plastic impeller and reducing the resistance in the cooling channels.Figure 19 indicates the positioning of the SKYACTIV-G in terms of friction loss by comparing with the base engine friction loss measured by a third party (under the condition of 2000rpm and all accessories included) and using the improvement rate which Mazda confirmed. It demonstrates that the SKYACTIV-G is the world's best in terms of the control factor of the friction loss as well.Fig. 17:Examples of Friction Loss ReductionFig. 18:Typical Components for Friction Loss Reduction050100150200100020003000400050006000Engine speed (rpm)F3.4 Fuel economy in vehicle levelThe vehicle fuel economy was measured by using the C/D-class vehicles equipped with the SKYACTIV-G. Figure 20 shows its breakdown. It was verified that the SKYACTIV-G improved the fuel economy in the NEDC by 15%, compared with the current Mazda engine. This is resulted from the fuel economy improvement effects under the hot and steady conditions, such as the above-mentioned high compression ratio with pumping loss reduction (8%) and friction loss reduction (4%). There are other contributors including effects of variable hydraulic pressure under the warm-up condition where hydraulic pressure difference becomes larger, idle engine speed reduction and so on.0%2%4%6%8%10%12%14%16%Compression Ratio and Pumping Loss EffectIdle-Speed Reduction140150160170180190200210TargetBaseInitial statusFull Load Performance improvement0%15%0%15%Current EngineTargetBreakthrough by combustionFig. 22: Toque Recovery Target by Combustion Improvement4.1 Functional target for full load performance improvementRoot cause of the torque decrease are exactly deterioration in knocking resistance and efficiency drop, which resulted from an increase in the pressure and temperature in the cylinder due to the high compression ratio. Therefore, it was focused to reduce the unburned gas temperature in the cylinder at TDC and to improve the combustion duration, referring to characteristics of the DI engine with low compression ratio of 11:1. As shown in Figure 23, the functional target is equivalent to 50 degree C reduction in the gas temperature in the cylinder and reduction in combustion duration by 5 deg.CA (equivalence of approx. 20%) from the initial status of the SKYACTIV-G. In order to meet this functional target, it was focused to improve the combustion system and the exhaust system.302826242220670680690700710720730740750 Unburned gas temperature at TDC (K)Flat piston20BTDC10BTDCTDC 10ATDCCavity pistonFig. 24:Effect of Piston Shape on Flame PropagationFig. 25:Effect of Piston Shape on Heat ReleaseFig. 26:Effect of Piston Shape on Torque4.2.2 Air motion enhancementProgresses were made in the following elements, a) the bore diameter reduction to diminish the cooling loss, and b) the tumble motion enhancement to raise the combustion speed, with a view to knocking resistance enhancement. The long stroke resulting from the bore diameter reduction effectively enhanced the tumble motion. As shown in Figure 27-28, the combined technologies, the tumble motion enhancement and the bore diameter reduction, reduced the combustion duration by 2 deg.CA and improved the torque by 4%.-20020406080100120140-10103050Crank Angle (deg)87.5mm Bore Original int.port83.5mmBore Enhanced int.port4%Fig. 28: Effect of Tumble Ratio on Torque4.2.3 Air-Fuel mixture formation improvementIt was challenged to maximize the charging effect as the combustion system approach toward the gas temperature reduction in the cylinder.In order to efficiently cool down the gas temperature in the cylinder, the latent heat of fuel and multi-hole injector with 6 holes and an excellent mixing characteristic was introduced. Some elements including the fuel spray angle of each cylinder, the spray penetration and the injection ratio for split injection were optimized by utilizing CAE in order to meet various requirements, such as the mixture homogenization for getting charging effect, and the high stratification for catalyst heating up at warming up, which will be touched on later, the oil dilution and the smoke so on.In general, the spray pattern is designed to inject the fuel homogeneously into the cylinder targeting a homogeneous mixture. However,penetration of #1 spray was controlled more to reduce the oil dilution. The spray angle in the horizontal direction for the #1, #2 and #3 sprays in the first and second rows, which play an important role in stratified mixture formation, is designed so that sprayed fuel is captured by the cavity. The spray angle and penetration for the #6 spray in the bottom row is designed to enhance tumble air motion (Figure 29-30).Fig. 29: Basic Spray ConfigurationFig. 30: Visualization Results of In-Cylinder FlowFigure 31-32 indicate differentials in homogenization among three spray patterns. The Layout-A spray pattern, which the SKYACTIV-G adopted, achieved a better homogenization than the other spray patterns and much better than the traditional swirl-type spray patterns.X sprayY spray 060mm20mm 40mm 0 60mm20mm 40mm (i) Layout A (ii) Layout B (iii) Layout CX sprayY spraysFig. 33: Comparison of Mixture HomogeneityLayout B Layout AFig. 36: Comparison of gas temperature distributionThe combustion duration reduction at 4 deg. CA and 10% torque improvement from the initial status were achieved by incorporating these combustion-related technologies. The SKYACTIV-G with high compression ratio of 14 realized the same torque at low engine speed as the current DI with the compression ratio of 11.4.3 Exhaust system upgradeAlthough the torque was improved by 10% by upgrading the combustion system, as indicated in Figure 37, further 8% improvements were required to meet the torque target at low engine speed. To achieve this, it was aimed at improving the exhaustsystem. Full Load Performance improvement 0%15%0%15%Current EngineTargetBreakthroughby exh. systemFig. 37:Target for Exhaust System DevelopmentFigure 38 indicates the relation between the charging efficiency for the residual gas ratio and the gas temperature in the cylinder at TDC based on the CAE analysis. The residual gas ratio for the 4-1 exhaust system, which is the base exhaust system, isapprox. 7%. The charging efficiency is 84%. The temperature in the cylinder is 720K.6080100120140]39[K]4-1CCstatusScavengingFig. 38: Functional Target for Exhaust System DevelopmentIt is required to secure approximately 160kPa boosting pressure @ IVC in order to gain the charging efficiency sufficiently enough to meet the low-end torque target while keeping the same residual gas ratio. However, this was not an option for the SKYACTIV-G because its design concept was naturally aspiration. Therefore, an approach taken was to reduce the residual gas and the temperature in the cylinder by optimizing the use of scavenging effects. As shown in Figure 38, with scavenging effects, the residual gas was reduced by approx. 45% and the temperature in thecylinder was reduced by 39K. As a result, the charging efficiency increased by approx. 9%, which gave a positive outlook toward the low-end torque target achievement.Fig. 39: Basic Concept of Exhaust System DesignIn order to maximize scavenging effects, it was started to develop the 4-2-1 long exhaust system which is almost disappearing from the industry because of emission reasons.First the exhaust manifold basic specification was decided from the aspect of the pressure wave timing control. In order to prevent the exhaust gas from getting into another cylinder during valve overlap, in other words, in order to prevent the residual gas increase in all the engine speed ranges due to the reversal exhaust gas flow, the runner length to the exhaust manifold collector position was set to approx. 600 mm. This contributed to shifting the resonance point of the reverse negative pressure wave at the exhaust manifold collector during valve overlap to the relatively wide ranges of the engine speed (2000/3000/5000 rpm).Then the pipe diameter and shape of exhaust manifold were optimized to maximize the reverse negative pressure. The exhaust manifold pipe inner diameter was set to) of the exhaust pipe.Fig. 40: Basic Concept of Exhaust System DesignSince it was difficult to predict the above-mentioned 3-dimensionnal effect of exhaust manifold on pressure wave characteristics by using CAE, as you can see from Figure 40, the characteristics were optimized through the rig test with which reflection/damping of the impulse acoustic wave was acoustically analyzed. There are high correlation between the rig test result and the actual engine test result.In addition, the blow down timing and the timing of reversed negative wave coming are carefully adjusted in the engine speed range where scavenging effects are expectable by controlling the EVO timing and the IVO timing optimally.The exhaust manifold was designed to be compact and loop-shaped as shown in Figure 41 so that it was installable on 4WD vehicles and small-sized vehicles. As mentioned earlier, the exhaust manifold was developed by optimizing the tube bending radius through the acoustic rig test. It was confirmed that by doing so, the performance equal to that of the straight 4-2-1 exhaust manifold was secured without deteriorating the pressure wave transmission function, which was the basic function for this exhaust manifold.Fig. 41: Final Design of 4-2-1 Exhaust ManifoldOn the other hand, it was clarified that if the piston protruded too much, scavenging effects were spoiled even when the optimized exhaust system was used. Therefore, the piston design was changed as shown in Figure 42 as a result of the bore diameter reduction. The bore diameter decrease made it possible to reduce the piston protrusion height, maintaining the compression ratio. With this, the torque was improved as expected through the use of the scavenging effects.Thanks to the above-mentioned efforts, the charging efficiency was improved by 9% and the torque at the low engine speed was improved by 8%.Fig. 42: Final Design of Piston ShapeThe improvements in the combustion duration and the gas temperature in the cylinder, and the torque improvement effects are put together and shown in Figure 43 & 44. The temperature in the cylinder and the combustion duration which are almost equal to those of the current DI engine (compression ratio of 11:1) were finally achieved. In addition, the charging efficiency was improved as planned. With these technologies, the low-end torque of SKYACTIV-G was finally upgraded by approx. 15 % from the current DI engine, although its compression ratio was 14:1.202224262830670680690700710720730740750Unburned gas temperature at TDC (K)140150160170180190200210IntialStatusTarget2%pistonoptimisation4%Small Bore andAlirMotion opt.3%mixtureoptimization8%ScavengingIntial Status TargetFig. 44: Roadmap to the Low-End Torque TargetThe scavenging effects gained by improving the exhaust manifold design are also gained from the reverse negative pressure wave from the other exhaust components. It is designed to get scavenging effects in the wide range of the engine speed by adjusting resonance point of the reverse negative wave from the pre-silencer to 2500 rpm and that from main silencer to 1500 rpm (Figure 39).The charging efficiency was improved by adjusting the resonance point of intake system is utilized for 2250rpm where no scavenging effects are expected because the reverse positive wave resonances to valve overlap. By this effort, the flat torque curve was developed in all over engine speed range.It was also verified that the torque drop sensitivity to noise factors, such as intake air temperature, hydraulic temperature, fuel octane value, etc., was equivalent to that of existing engines.As the vehicle models which the SKYACTIV-G will be installed on will commonize the locations and functions of all the intake/exhaust system components which have impacts on torque, it is expected that all the vehicle models will exhibit almost the same torque characteristics.Through the above-mentioned efforts, the technical targets were met: 15% improvements in the fuel economy and the power performance respectively, compared with those of the current engine.The improvements of the SKYACTIV-G fuel economy and power performance under full load operation are shown in Figure 45. The specific fuel economy achieves the same level as existing Mazda diesel engines. Figure 45also shows the positioning of BSFC of SKYACTIV-G by using the base engine's specific fuel consumption measured by the third party and BSFC improvement ratio in the SKYACTIV-Gmeasured in Mazda (absolute BSFC value is just reference). The SKYACTIV-G demonstrates far better fuel consumption than other stoichiometric combustion engines. It can be said that the SKYACTIV-G stands at the world-best level. Further more, the SKYACTIV-G is foremost level in the low-end torque among the existing engines. The max. torque and max. power also stand at the top level. Full Load Performance improvement 0%15%0%15%Current Engine30032034036038040042044046048050050010001500200025003000Engine diplacement (cc)Base engine (measured by 3rd party)15%Positioning of SKYACTIV-G SKYA CTIV-GenginScatter band measured by 3rd PartyFig. 45:Positioning of SKYACTIV-G 2.0L5 Other technical issues to be overcomeAs mentioned earlier, the higher compression ratio and the 4-2-1 exhaust system were incorporated as enablers to improve the fuel economy and low-end torque. There were various technical issues that to be overcome to achieve the development goals. One was the pre-ignition control technology development for high compression ratio. The other was the emission reduction technology development for the 4-2-1 exhaust system. How they were solved will be described next.5.1 Pre-ignition controlThe pre-ignition referred here is auto-ignition of the mixture caused by high pressure and temperature in the cylinder, not the pre-ignition caused by heat spot such as high-temperature spark plug. The heat-spot pre-ignition tends to occur in the high engine speed range easily. While the auto-ignition tends to occur at the low speed where the mixture is compressed for a longer time.As existing engines with the low compression ratio have enough margins from the pre-ignition limit, so far, it is not needed to worry about the robustness against the pre-ignition so much. However, the high compression ratio introduction surely raises possible risks of pre-ignition because the temperature and the pressure in the cylinder significantly increase.In order to prevent abnormal combustions including pre-ignition even under the conditions with considering the effect of multiple noise factors, such as compression ratio raised by carbon deposit or various environmental and driving conditions on pre-ignition limit, the development was proceeded by taking three approaches below.5.1.1 Sensitivity to pre-ignitionSensitivity of various noise factors to pre-ignition was examined. Figure 46 indicate that pre-ignition tends to occur when the engine speed is lower and the intake air temp./water temp. are higher and that it tends to take place more frequently when relative air-fuel ratio(AFR) is aroundFig. 46: Pre-ignition Sensitivity of Several Noise FactorsFigure 47 illustrates the effects of split injection on pre-ignition under the conditions offull load andFig. 47: Effect of Split Injection on Pre-ignitionFigure 48 demonstrates the pre-ignition robustness of SKYACTIV-G under multiple noise conditions. There are sufficient margins even with cam timing fully optimized for best torque under the nominal specifications and standard environmental conditions. However, considering the compression ratio increase due to carbon deposits and the upper limits of the temperature and the octane values so on, there are no more margins left. This indicates that the pre-ignition could occur under worst case.CompressionRationominal (14.0)nominal (14.0)nominal (14.0)nominal (14.0)worst (15.4)worst (15.4)FuelNominal 95RON 95RON 95RON 95RON 93RON worst 91RON Intake air temp.Normal(255858100100100)Normal(90100110110110Preignition MarginePreignition Limit Calibrated IVC for Best TorqueIVC controllable rangeAFR controllable rangeFig. 48:Robustness for Pre-ignitionOn the other hand, there is the pre-ignition controllable range by late IVC controlling and rich AFR operation. Please look at the right side of Figure 48.As this controllable range makes it possible to achieve the effective compression ratio which is below the pre-ignition limit even under the worst condition, pre-ignition can be prevented under any conditions as long as the pre-ignition limit is predicted in response to environment changes. The pre-ignition prediction model was developed for this reason.5.1.2 Pre-ignition prediction technologyFigure 49 shows the relation between the initial combustion position (corresponding MBF 10%) and the heat release under various engine operational conditions. The stronger the pre-ignition is, the earlier the initial combustion is. As a result, there is tendency that more heat is released. If it is possible to predict the combustion cycle where the MBF 10% is positioned at 25deg.BTDC, early signs of pre-ignition can be grasped without fail.Fig. 49: Correlation Between Predicted and Measured Pre-ignition Limit Therefore, the mean effective compression ratio where MBF10% was positioned at 25deg.BTDC was defined as the pre-ignition limit. As shown in Figure 50, Liven-Wood integral formula was used to clarify the relation between the temperature and the pressure in the cylinder which reaches the condition of pre-ignition limit. Based on this study, pre-ignition limit was described as the mean effective compression ratio under the ambient temperature condition (temperature, ambient temperature, coolant temperature etc. which can be measured by sensors existing in the engine.Fig. 50: Correlation Between Initial Combustion Position and Heat ReleaseFigure 51 indicates the correlation between the pre-ignition limit predicted based on the above formula and the measured pre-ignition limit under various conditions. They are in line with each other within +/- 0.2 of the mean effective compression ratio.Fig. 51: Ionization Current Sensor System for Pre-Ignition DetectionAs shown in Figure 47, the engine normally has enough safety against the pre-ignition limit and operates based on the IVC timing which was determined by the fuel economy/power performance requirements. However, when the intake air or hydraulic oil temperature increases extraordinary, IVC is retarded based on the pre-ignition limit predication calculated according to the above formula. With the help of。
马自达创世蓝天发动机技术与维修
摘要汽车被誉为全球第一产品和改变世界的机器，在我国近些年来，汽车结构中大量采用了高新技术，这无疑对汽车使用者与维修人员提出了更高的要求。
如果使用、维修不当，将会是汽车性能过早恶化，使用寿命缩短。
汽车对人们的工作和生活日益关系密切。
随着现代汽车的保有量增加和汽车的老化，汽车的维修成为大家广泛关注的焦点。
就目前来看随着人们对于各种硬件软件的性能要求越来越高，各项数据操控越来越精细，这就使得汽车的结构越来越复杂。
工作环境也十分的恶劣，汽车发生故障的频率依然很高。
发动机作为整个汽车的核心，对于汽车的整体作用不言而喻。
由于机动车的老化，引擎也会随之频发故障。
引擎的损坏会造成各项指标下降，尤其是功率，油耗和尾气排放有着非常大的影响。
较为重大的故障会降低汽车的安全性，甚至会造成重大的交通事故，对人身财产安全造成很严重的影响。
这篇文章主要先分析了包括中国在内的国家在汽车发动机的发展现状得出了一些重要的理论，使得能够更全面的探讨马自达创世蓝天的检测方法。
车辆发动机是车辆的关键部件，相当于车辆运行电源。
自动化程度的不断发展，使它的结构变的更加复杂，再加上一个非常恶劣的工作环境，因而增加了发动机故障的频率，并增加诊断的难度。
我们知道一辆汽车的机体，就是汽车维修的重点。
每个国家都增加了很多汽车维修站，维修人员把更多的精力和金钱都放在机体诊断上，就是为了提高工作效率。
中国改进和提高了和中国汽车产业的自动检测诊断技术，因为较大的差距使后期汽车电子的发展变得更加重要,研究在汽车故障诊断在汽车业具有很重要的现实意义。
关键词：故障诊断；发动机；维修/ 31Mazda blue sky engine technology creation andmaintenanceAbstractAutomobile is known as the world's first product and change the world of machinery, in our country in recent years, a large number of automobile structure using high and new technology, which no doubt to the car users and maintenance personnel put forward higher requirements. If the use and maintenance of improper, it will be premature deterioration of the performance of the car, the service life is shortened. Cars are becoming more and more closely related to people's work and life.With the aging of the population increase, and Hyundai cars, car maintenance becomes the focus of attention.This article mainly analyzes the first countries, including China, in the automotive engine development status of some important theory, can make a more comprehensive discussion Mazda creation detection method of the blue sky. Vehicle engine is the key to the vehicle parts, equivalent to a vehicle power supply. The continuous development of the degree of automation, make the structure more complicated, plus a very poor working environment, thus increased the frequency of the engine failure, and increase the difficulty of the diagnosis. We know that a car body, is the focus of vehicle maintenance and repair. Every country has increased a lot car repair, maintenance personnel put more energy and money in the body on the diagnosis, in order to improve the work efficiency. China to improve and raise the diagnosis technology and the automatic detection of the auto industry of China, because of the large gap between late makes the development of automotive electronics is becoming more important, the research on automobile fault diagnosis in the auto industry has very important practical significance.I / 31Key words：Fault diagnosis; engine; maintenanceII / 31目录摘要 (I)Abstract (II)1 绪论 01.1 研究背景 (1)1.2 研究目的及意义 (1)1.3 研究内容及方法 (1)1.4 国内外研究现状 (2)1.4.1 国外汽车发动机诊断技术发展概况 (2)1.4.2 我国汽车发动机诊断技术发展 (3)2 保养及维修前技术准备 (3)2.1 发动机的维修检查 (3)2.2 发动机主要零部件的检修 (4)2.2.1 曲轴的检修 (4)2.2.2 凸轮轴的检修 (5)2.2.3 活塞裂纹的检修 (5)2.2.4 气缸的检修 (5)2.3 本章小结 (6)3 发动机故障诊断基本理论 (6)3.1 发动机故障诊断分类 (6)3.2 发动机故障分析与检测方法 (7)3.2.1 使用仪器的方法 (7)3.2.2 基于信号分析处理的故障分析与检修 (7)3.3.3 基于解析模型的故障分析与检测 (8)3.2.4 基于人工智能的故障分析与检测 (8)3.3 本章小结 (9)III / 314 马自达创世蓝天型发动机故障及案例分析 (9)4.1 马自达发动机整体分析 (9)4.2 马自达发动机常见问题及维修 (11)4.2.1 马自达发动机常见问题 (11)4.2.2 马自达发动机常见问题的维修 (12)4.3 马自达发动机各电控系统的检修 (13)4.3.1 发动机燃油供给系统的检修 (13)4.3.2 马自达发动机点火系统的检修 (16)4.3.3 马自达发动机进排气系统的检修 (17)4.4 马自达创世蓝天发动机常见故障案例分析 (18)4.4.1 不能启动或启动困难检修案例 (18)4.4.2 易熄火故障的检修案例 (20)4.4.3 动力不足故障的检修案例 (22)4.5 本章小结 (24)结论 (25)致谢 (26)参考文献 (27)IV / 31“马自达创世蓝天”发动机技术与维修****1 绪论1.1 研究背景中国是世界上最大的汽车生产大国之一，到目前为止，我国汽车领域得到了前所未有的发展，到现在为止，我们国家的汽车数量比很多国家都要多。
汽车发动机的昨天,今天,明天
汽车发动机的昨天，今天，明天（2013级汽服一班，黄胜钧，罗黎冰，胡浩然，李超，卢云梦）1885年，德国工程师卡尔·本茨制成了世界上第一辆三轮车，至今已经历了129年的风雨。
在科技时代的二十一世纪，汽车已成为大街小巷随处可见的人类伙伴。
而发动机作为汽车的心脏，更是引起了很多人的关注。
这个把化学能转换为机械能的东西改变了整个世界。
推动了世界工业化的形成。
18世纪中叶，瓦特发明了蒸气机，此后人们开始设想把蒸汽机装到车子上载人。
1794年，英国的斯垂特首次提出燃料与空气混合成可燃混合气的原理。
1801年，法国化学家菲利浦·勒本采用煤干馏得到的煤气和氢气做燃料，制成一台活塞发动机，从此内燃机迈出开拓性的一步。
1824年，法国的萨迪•卡诺提出了热机的循环理论。
1858年，定居在法国巴黎的里诺发明了煤气发动机，并于1860年申请了专利。
1862年，法国铁路工程师罗彻斯，发表了等容燃烧的四冲程发动机理论，即进气、压缩、作功、排气，并指出压缩混合气是提高热效率的重要措施。
1862年1月16日他的发明获得法国专利，他并没有造出实物来说明他的理论。
1866年，奥托研制出具有划时代意义的立式活塞式四冲程奥托内燃机。
第二年，此物荣获巴黎博览会金质奖章。
1876年，奥托对四冲程内燃机又作了改进，试制出第一台实用活塞式四冲程内燃机。
1877年8月4日取得专利，并成批投入生产。
不过，奥托的内燃机以煤气为燃料，体积较大，重量约1t，还不能用在汽车上。
1879年，德国工程师卡尔·本茨首次实验成功了一台二冲程试验性发动机。
1883年8月15日，戴姆勒和迈巴赫在奥托四冲程发动机的基础上，通过改进开发出了第一台卧式汽油机。
他们再接再厉，把发动机的体积尽可能缩小，终于制成了世界上第一台轻便小巧的化油器式、电点火的小型汽油机，转速达到了当时创记录的750r/min。
这也是世界上第一台立式发动机，取名为“立钟”。
发动机DUAL S-VT技术
Dual S-VT是双可变气门正时控制系统+电子控制节气门提到创驰蓝天发动机，大家的第一印象就是省油，它的特点仅是省油吗？创驰蓝天发动机的开发理念如何来的？创驰蓝天发动机用了哪些技术来实现它的开发目标？创驰蓝天发动机相关的一系列名词是什么意思？创驰蓝天发动机和涡轮增压发动机对比又如何什么是汽油发动机？一般车用发动机分为两种，以汽油（gasoline）为燃料的汽油机和以柴油（diesel）为燃料的柴油机，所以创驰蓝天汽油机称为Skyactiv-G，创驰蓝天柴油机称为Skyactiv-D。
目前，由于油品和政策原因，国内柴油乘用车尚难以普及，Skyactiv-D目前也未引入国内，因此我们研究的重点是Skyactiv-G。
为了便于了解Skyactiv-G的特点，我们先来了解一下汽油发动机的工作原理。
右边图示是一个缸内直喷汽油机的完整工作流程，包括进气、压缩、排气、做功、排气四个行程，活塞上下往复运动，把汽油燃烧的热量转化为驱动汽车奔跑的动能。
PS.:汽油机与柴油机都属于内燃机，即燃料在发动机内部燃烧。
除活塞式的汽油机，马自达独有的转子发动机也是汽油机马自达的目标—探寻理想的发动机虽然汽油机是乘用车使用最早且应用最广泛的发动机，但是它是理想的发动机吗？当然不是，事实上汽油发动机只能够利用燃料30%的能量，另外70%以各种形式被浪费掉。
因此，各大汽车公司都在寻求提升汽油机燃料利用效率的方法，最终出现了两条技术路线，一个就是用涡轮增压，一个就是混合动力。
这两种技术有两个共同点：都在发动机外部寻求较复杂的解决方法；都认为发动机本身没有太多改进的余地。
但是马自达的工程师不这样认为，他们先明确了理想发动机应该具备的三个特征，即高效清洁排放、可靠性，以这三条来衡量，涡轮增压和混合动力都不能算是理想的发动机。
马自达的工程师决定从零开始，从发动机本身寻找改进的方法，找出了发动机内部最基本的可控因素，并对它们逐一改进，最终成功开发出Skyactiv-G，真正拥有高效率、清洁排放和可靠性的理想发动机。
打破神秘 马自达SKYACTIV创驰蓝天技术..
打破神秘马自达SKYACTIV创驰蓝天技术[汽车之家技术] 现在以奔驰、宝马、奥迪-大众等为代表的欧系厂商似乎已经占据了当下的主流技术路线，甚至韩系车也开始屡屡展示自己的技术，而日系厂商则不约而同的选择了集体沉默，终于在今年的美国沃德十佳发动机评选中，马自达打破了沉默的局面，SKYACTIV这个看似神秘的字眼再度进入了人们的视线，SKYACTIV到底是什么？下面我们就来打破神秘，一探SKYACTIV的究竟。
什么是SKYACTIV？SKYACTIV是马自达一系列基于现有汽车工业技术的新技术集合，其中包括了柴油机、汽油机、变速器、车身和底盘技术。
SKYACTIV的中文名称叫做“创驰蓝天”，不难看出，这套技术的重点就是提升车辆的经济性，因此更具新意的动力设计就是技术上的重中之重。
在更经济环保的同时，SKYACTIV的技术重点也包括提升车辆的安全性，因此车身、悬挂等技术也同样是SKYACTIV的核心。
目前阶段SKYACTIV技术依然以内燃机为主，而到了创驰蓝天计划的后期（2015-2020年），马自达也会逐渐加大启停、能量回收等混动技术的比重，电动车也开始成为发展的重点。
●马自达SKYACTIV-G发动机与众不同之处：汽油机中高达14：1的压缩比特有技术：4-2-1排气，独特设计燃烧室，结构轻量化，VVT首先要说到的就是此次入选沃德十佳发动机的SKYACTIV2.0排量直列四缸汽油机，也就是SKYACTIV-G。
这套动力系统投放北美市场以来，获得了不少好评，不过能在投放市场第一年就入选沃德十佳，其实力确实不容小觑。
马自达2.0排量SKYACTIV-G发动机最引人注目的就是它首次在普通民用车上实现了高达14:1的汽油机压缩比，尽管在海外版马自达3等车型上装车之后，由于4-2-1排气体积过大，与防火墙冲突而被迫使用了传统的4-1排气，这一高的令人咋舌的压缩比已经调整到了12，但依然是量产车型中不多见的（普通汽油机的压缩比通常都在11或以下）。
【机械要点】马自达创驰蓝天发动机升级为第二代 采用均质充气压缩点火HCCI技术(附图)
张小只智能机械工业网马自达创驰蓝天发动机升级为第二代采用均质充气压缩点火HCCI技术（附图） 日本汽车制造商有一家很独特的公司，当世界都在研究活塞式内燃机时，它却执拗于转子发动机;当世界都向小排量涡轮增压机器转变时，它却坚守自吸的道路;甚至推出一款独一无二的小跑车。
近日，马自达将推出第二代创驰蓝天发动机，采用全新点火技术——均质充气压缩点火(HCCI)，也是业界第一款采用该技术的发动机。
据美国媒体8月6日报道，马自达推出第二代创驰蓝天(SkyActiv II)发动机，采用全新点火技术——均质充气压缩点火(HCCI)，整体燃效提高30%，该发动机将于2017年8月下旬的法兰克福车展亮相。
马自达将推出的新型无火花发动机采用HCCI均质压燃燃烧技术，工作原理与柴油机相类似，即无需火花塞点燃油气混合气，通过压缩气缸中的空气和燃料的混合物直到其燃烧，但依然使用汽油作为燃料。
而且，发动机将会在低转速区间保留火花塞点火，并在高转速区间切换为均质压燃的燃烧方式。
这样的设计可以降低尾气排放，同时提升动力及燃油经济性。
HCCI均质压燃燃烧技术将使用在第二代创驰蓝天(SkyActiv II)发动机中。
马自达表示，HCCI技术的核心就是取消了传统的火花塞点火方式，通过柴油发动机一般所采用的压缩汽油混合气将其压燃的方式产生动力，这样的点火方式能够使燃料更加充分燃烧，发动机整体燃效提升30%，这个燃效甚至比有些混合动力的发动机还要高。
马自达也有望成为世界上第一个量产HCCI汽油发动机的厂商。
据悉在10月下旬开幕的2017东京车展上，马自达还将发布预示全新一代马自达3设计理念的概念车。
2018年，全新一代马自达3将正式发布，而该车也将成为首款搭载第二代创驰蓝天发动机的量产车型。
不过据悉，全新一代马自达3将继续采用张小只机械知识库。
汽车典故——马自达
马自达的汽车历史马自达马自达汽车公司的原名为东洋工业公司,生产的汽车用公司创始人“松田”来命名又因“松田”的拼音为MAZDA(马自达),所以人们便习惯称为马自达。
马自达起初使用的车标,是在椭圆之中有双手捧着一个太阳,寓意马自达公司将拥有明天,马自达汽车跑遍全球。
马自达公司与福特公司合作之后,采用了新的车标,椭圆中展翅飞翔的海鸥,同时又组成“M”字样。
“M”是“MAZDA”第一个大写字母,预示该公司将展翅高飞,以无穷的创意和真诚的服务,迈向新世纪。
● 合资品牌的故事一汽马自达,是日本马自达公司和中国一汽轿车股份有限公司合资品牌。
一汽轿车引进马自达先进技术,可以使一汽轿车在保持产品的技术先进性方面,跨上一个新台阶。
而马自达面对中国这样一个已经启动的超级市场,要想达到目标,必须寻找更强有力的合作伙伴——一汽轿车股份有限公司。
因此有了今天的一汽马自达。
对于中国,马自达并不陌生。
它的中国情缘,可以追溯到1992年马自达929厢式车投放中国市场。
随后,马自达323和轻型双排皮卡来华。
不过,这三款车的销售总共才四、五千辆。
由于没有自己的销售网络,也没有打出自己的品牌,马自达在中国的“试水”波澜不惊。
转机出现在1998年。
当海南汽车制造厂加入一汽,马自达看到了在华扩展的契机,用马自达高管层的话来说,就是看到了“从地方级合作扩展到全国范围合作的机会”。
2001年,国内首款s-mpv普利马在海南新鲜出炉,打响了马自达品牌在中国销售的冲锋号,马自达品牌的3s店也开始建立。
在马自达的海外战略中,中国变得越来越重要。
马自达ceo刘易斯·布斯对于中国轿车市场的看法总结了四点,第一,中国轿车市场会不断持续发展,第二,个人消费者的比例将越来越高,第三,世界上所有的品牌和最新的产品将在中国露面,第四,中国汽车业在服务和质量上会不断提高,国际竞争力将不断增强。
『Mazda6 Wagon 2.3』此时,正是中国加入wto之际,一汽轿车为了提高产品技术水平,积极开展国际合作,并于2002年及时引进了日本马自达公司的新车型m6。
Mercedes-benz历史数据
历史数据：1878年，开始制造2冲程发动机；后来，引进Nkolaus August Otto四冲程发动机，发明电池点火系统。
1883年10月1日，卡尔-本茨与两名商人在曼海姆共同成立了奔驰合伙公司—莱茵燃气发动机厂。
公司很快发展成为25个人的公司，并于1884年获得生产汽油机的许可。
1883年，戈特利布-戴姆勒注册了“炽热管点火的燃气发动机”的和“调节发动机速度的排气阀门控制器”两项专利。
这两项专利奠定了第一部高速内燃发动机的基础。
1885年，戴姆勒和迈巴赫注册了世界上第一台高速内燃汽油发动机，因为体积小且动力足，使安装在各类车辆上成为可能。
1885年8月29日，戈特利布-戴姆勒和威廉-迈巴赫装配了世界上第一台汽油内燃机的“骑式双轮车”，成为世界上第一台摩托车1886年1月29日，卡尔发明的以汽油发动机为动力的三轮车获得专利，成为正式的世界上第一辆汽车诞生的标志。
1886年3月8日，戈特利布-戴姆勒和威廉-迈巴赫将他们新型发动机装在一辆高级马车上，从而诞生了世界上第一辆四轮汽车，并申请了专利。
1888年8月，Bertha Benz（1849-1944）成为第一次驾驶汽车长途旅行的人，从Mannheim到Pforzheim往返大约200公里，Modle2型3轮木轮毂。
2 年后她拿到了第一张驾驶证1890年11月28日，在斯图加特市，戴姆勒汽车公司正式成立Daimler-Motoren-Gesellschaft（DMG），威廉-迈巴赫为总工程师。
1894年，奔驰开始生产“Velo”，采用单缸发动机。
该车是世界上第一辆量产汽车，从1894年到1901年共生产了1200辆。
1895年，“英国戴姆勒发动机集团公司”更名为“英国发动机集团公司”，该公司以35万马克的高价购买戴姆勒和迈巴赫的专利使用权，成为英国的汽车工业的鼻祖。
1896年戴姆勒汽车公司制造了世界上第一辆卡车，双缸4马力发动机，载重为1500公斤，销售给伦敦的“英国发动机集团公司”1897年，戴姆勒汽车公司正式生产商用车1898年9月戴姆勒汽车公司向艾米尔-耶里内克提供2辆8马力的“Phoenix”汽车，这是世界上第一辆发动机前置汽车，同时也是世界上第一辆4缸汽车。