Đánh giá hiệu quả làm việc của hệ thống đánh lửa hybrid trên các loại nhiên liệu
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TRƯỜNG ĐẠI HỌC SƯ PHẠM KỸ THUẬT TP.HỒ CHÍ MINH
KHOA CƠ KHÍ ĐỘNG LỰC
BÁO CÁO ĐỒ ÁN TỐT NGHIỆP
ĐÁNH GIÁ HIỆU QUẢ LÀM VIỆC CỦA HỆ THỐNG ĐÁNH LỬA HYBRID
TRÊN CÁC LOẠI NHIÊN LIỆU
GVHD:
SVTH:
ThS. NGUYỄN TẤN NGỌC
NGUYỄN VĂN BẢO
MSSV: 15145191
NGUYỄN LÊ MINH
MSSV: 15145292
TPHCM ngày 24 tháng 7 năm 2019
TRƯỜNG ĐẠI HỌC SƯ PHẠM KỸ THUẬT TP.HỒ CHÍ MINH
KHOA CƠ KHÍ ĐỘNG LỰC
BÁO CÁO ĐỒ ÁN TỐT NGHIỆP
Chuyên nghành: Cơng nghệ kỹ thuật Ơ tơ
Tên đề tài
ĐÁNH GIÁ HIỆU QUẢ LÀM VIỆC CỦA HỆ THỐNG ĐÁNH LỬA HYBRID
TRÊN CÁC LOẠI NHIÊN LIỆU
GVHD:
Th.S NGUYỄN TẤN NGỌC
SVTH:
NGUYỄN VĂN BẢO
MSSV: 15145191
NGUYỄN LÊ MINH
MSSV: 15145292
TPHCM ngày 24 tháng 7 năm 2019
TRƯỜNG ĐẠI HỌC SƯ PHẠM KỸ
CỘNG HÒA XÃ HỘI CHỦ NGHĨA
THUẬT TP.HCM
VIỆT NAM
KHOA CƠ KHÍ ĐỘNG LỰC
Độc lập - Tự do - Hạnh phúc
BỘ MƠN ĐỘNG CƠ
TP. Hồ Chí Minh, ngày 24 tháng 7 năm 2019
NHIỆM VỤ ĐỒ ÁN TỐT NGHIỆP
1.
Họ tên sinh viên : NGUYỄN VĂN BẢO
MSSV: 15145191
NGUYỄN LÊ MINH
MSSV:15145292
Ngành: Công nghê ̣ kỹ thuâ ̣t ô tô
Mã ngành: 52510205
Lớp : 151453B
2.
Tên đề tài: Đánh giá hiệu quả làm việc của hệ thống đánh lửa Hybrid trên các
loại nhiên liệu
3.
Nội dung thực hiện:
-
Khảo sát nguyên lý hoạt động hệ thống đánh lửa trên động cơ nguyên thủy.
-
Khảo sát nguyên lý hoạt động hệ thống đánh lửa trên động cơ Hybrid.
-
Nghiên cứu quy trình thử nghiệm động cơ trên băng thử.
-
Thực nghiệm đo đạt và đánh giá kết quả.
4.
Sản phẩm đề tài: 01 tập báo cáo, file dữ liệu nội dung đề tài.
5.
Ngày giao đề tài: 1/5/2019.
6.
Ngày nộp đề tài: 24/7/2019.
TRƯỞNG BỘ MÔN
GIẢNG VIÊN HƯỚNG DẪN
ThS Nguyễn Tấn Ngọc
TRƯỜNG ĐẠI HỌC SƯ PHẠM KĨ THUẬT TP. HỒ CHÍ MINH
KHOA CƠ KHÍ ĐỘNG LỰC
¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯¯
XÁC NHẬN HỒN THÀNH ĐỒ ÁN
Tên đề tài: Đánh giá hiệu quả làm việc của hệ thống đánh lửa Hybrid trên các loại nhiên
liệu
Họ và tên sinh viên:
Nguyễn Văn Bảo
MSSV: 15145191
Nguyễn Lê Minh
MSSV: 15145292
Sau khi tiếp thu và điều chỉnh góp ý của Giảng viên hướng dẫn, Giảng viên phản biện và
các thành viên trong Hội đồng bảo vệ. Đồ án tốt nghiệp đã được hoàn thành đúng theo
yêu cầu và nội dung.
Chủ tịch hội đồng:
................................................................................................................................................
................................................................................................................................................
Giảng viên hướng dẫn:
................................................................................................................................................
................................................................................................................................................
Giảng viên phản biện:
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Tp. Hồ Chí Minh, ngày tháng
năm 2019
TRƯỜNG ĐẠI HỌC SƯ PHẠM KỸ THUẬT TP.HCM
KHOA CƠ KHÍ ĐỘNG LỰC
NHẬN XÉT CỦA GIẢNG VIÊN HƯỚNG DẪN
Tên đề tài: Đánh giá hiệu quả làm việc của hệ thống đánh lửa Hybrid trên các loại
nhiên liệu
Họ tên sinh viên : NGUYỄN VĂN BẢO
NGUYỄN LÊ MINH
MSSV: 15145191
MSSV:15145292
Ngành: Công nghê ̣ kỹ th ̣t ơ tơ
I. NHẬNXÉT
1. Về hình thức trình bày & tính hợp lý của cấu trúc đề tài:
.................................................................................................................................................
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2. Về nội dung (đánh giá chất lượng đề tài, ưu/khuyết điểm và giá trị thực tiễn)
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II. NHỮNG NỘI DUNG CẦN ĐIỀU CHỈNH, BỔ SUNG
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III. ĐỀ NGHỊ VÀ ĐÁNH GIÁ
1. Đề nghị (cho phép bảo vệ hay không): .. .................................................................
2. Điểm đánh giá (theo thang điểm 10): .... ................................................................
Tp. Hồ Chí Minh,
ngày
tháng
năm 2019
Giảng viên hướng dẫn
TRƯỜNG ĐẠI HỌC SƯ PHẠM KỸ THUẬT TP.HCM
KHOA CƠ KHÍ ĐỘNG LỰC
NHẬN XÉT CỦA GIẢNG VIÊN PHẢN BIỆN
Tên đề tài: Đánh giá hiệu quả làm việc của hệ thống đánh lửa Hybrid trên các loại
nhiên liệu
Họ tên sinh viên : NGUYỄN VĂN BẢO
NGUYỄN LÊ MINH
MSSV: 15145191
MSSV: 15145292
Ngành: Công nghê ̣ kỹ th ̣t ơ tơ
I. NHẬN XÉT
1. Về hình thức trình bày & tính hợp lý của cấu trúc đề tài:
.................................................................................................................................................
.................................................................................................................................................
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2. Về nội dung (đánh giá chất lượng đề tài, ưu/khuyết điểm và giá trị thực tiễn)
.................................................................................................................................................
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II. NHỮNG NỘI DUNG CẦN ĐIỀU CHỈNH, BỔ SUNG
.................................................................................................................................................
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III. ĐỀ NGHỊ VÀ ĐÁNH GIÁ
1. Đề nghị (cho phép bảo vệ hay không): .. .................................................................
2. Điểm đánh giá (theo thang điểm 10): .... ................................................................
Tp. Hồ Chí Minh, ngày
tháng
năm 2019
Giảng viên phản biện
LỜI CẢM ƠN
Suốt thời gian học tập và rèn luyện tại trường Đại Học Sư Phạm Kỹ Thuật TPHCM được sự
chỉ đạo giảng dạy của thầy cô trong trường cũng như trong ngành Công nghê kỹ thuật ô tô.
Cho em được gửi lời cảm ơn chân thành đến các thầy cơ nói chung và thầy Nguyễn Tấn Ngọc
nói riêng đã giúp đỡ em trong thời gian qua để em có thể hồn thành bài đề tài tốt nghiệp
này.
Trong q trình nghiên cứu và làm bài báo cáo tốt nghiệp, do kiến thức cũng như kinh nghiệm
thực tế còn nhiều hạn chế nên bài báo cáo không thể tránh khỏi những thiếu sót, em rất mong
nhận được ý kiến đóng góp thầy, cô để em học hỏi được nhiều kĩ năng, kinh nghiệm!
Em xin chân thành cảm ơn!
MỤC LỤC
MỤC LỤC ····························································································· 1
DANH SÁCH CÁC CHỮ VIẾT TĂT ··························································· 7
DANH SÁCH CÁC HÌNH ········································································· 8
DANH SÁCH CÁC BẢNG ········································································ 18
Chương 1: TỔNG QUAN ·········································································· 19
1.1 Lý do chọn đề tài ················································································ 19
1.2 Tình hình nghiên cứu trong và ngoài nước ················································ 19
1.2.1 Trong nước ····················································································· 19
1.2.2 Ngoài nước······················································································ 28
1.3 Mục đích đề tài ··················································································· 32
1.4 Đối tượng và phạm vi nghiên cứu ···························································· 33
1.5 Phương pháp nghiên cứu ······································································ 33
1.6 Ý nghĩa đề tài ···················································································· 33
1.7 Giới hạn đề tài ··················································································· 33
1.8 Kết quả dự kiến đạt được ······································································ 33
Chương 2 CƠ SỞ LÝ THUYẾT ·································································· 35
2.1 Sức điện động tự cảm ··········································································· 35
2.1.1 Hiện tượng tự cảm ············································································ 35
2.1.2 Hiện tượng hỗ cảm ············································································ 36
1
2.2 Lý thuyết đánh lửa điện cảm·································································· 38
2.2.1 Quá trình tăng trưởng mạch sơ cấp ······················································· 38
2.2.2 Quá trình ngắt dịng sơ cấp ································································· 40
2.2.3 Q trình phóng điện ở bu-gi ······························································· 41
2.3 Hệ thống đánh lửa Hybrid····································································· 42
2.3.1 Nguyên lý làm việc ············································································ 42
2.3.1.1 Mạch làm việc theo kiểu đánh lửa điện cảm ·········································· 42
2.3.1.2 Mạch làm việc theo kiểu đánh lửa điện dung ········································· 43
2.3.2 Mơ hình hệ thống đánh lửa Hybrid ······················································· 43
2.3.2.1 Q trình tích lũy năng lượng···························································· 43
2.3.2.2 Quá trình ngắt ··············································································· 44
2.3.2.3 Tần số của i1(t) và V1(t) ···································································· 45
2.3.2.3.1 Tần số của i1(t) ············································································ 45
2.3.2.3.2 Tần số của V1(t) ··········································································· 45
2.4 Mơ hình đánh lửa Hybrid 4 máy ····························································· 46
Chương 3 QUY TRÌNH VẬN HÀNH PHỊNG THỬ ········································ 47
3.1 Giới thiệu phịng thử nghiệm động cơ ······················································ 47
3.2 EMCON 400 ······················································································ 47
3.2.1 Giới thiệu EMCON 400 ······································································ 47
3.2.2 Các nút chức năng của EMCON 400 ····················································· 54
2
3.3 Thiết bị đo lượng nhiên liệu tiêu thụ ························································ 59
3.4 Vận hành phịng thí nghiệm ··································································· 60
3.4.1 Các chế độ cần biết trước khi tiến hành khởi động động cơ ························· 60
3.4.2 Các bước vận hành ··········································································· 61
3.4.2.1. Chuẩn bị cơ bản ············································································ 61
3.4.2.2. Khởi động bơm nước, quạt làm mát băng thử ······································· 64
3.4.2.3. Khởi động động cơ bằng băng thử ····················································· 65
3.4.2.4. Tắt động cơ ················································································· 66
3.4.2.5. Cho động cơ chạy ở một giá trị mong muốn (demand values – các chế độ như
speed/alpha, speed/torque,…) ····································································· 66
3.4.2.6. Điều khiển động cơ chạy theo một vòng lặp (Recall Mode) ······················· 67
3.4.3 Hoạt động trong phòng băng thử ·························································· 70
3.4.3.1 Điều khiển độ mở bướm ga bằng tủ điều khiển bướm ga (AVL throttle actuator)
··········································································································· 70
Chương 4 THỰC NGHIỆM – ĐÁNH GIÁ ····················································· 77
4.1 Mục tiêu thí nghiệm············································································· 77
4.2 Đối tượng, đặc điểm, địa điểm thực nghiệm ··············································· 77
4.2.1. Đối tượng thực nghiệm ······································································ 77
4.2.2. Nội dung và đặc điểm thực nghiệm ······················································· 78
4.2.3. Địa điểm thực nghiệm ······································································· 79
4.3. Nhiệm vụ, phương pháp ······································································· 79
3
4.3.1. Nhiệm vụ ······················································································· 79
4.3.2. Phương pháp ·················································································· 79
4.4. Kết quả thực nghiệm ··········································································· 80
4.4.1 So sánh hiệu quả làm việc giữa hệ thống đánh lửa nguyên thủy và hệ thống đánh
lửa Hybrid với xăng E5-RON 92 ································································· 80
4.4.1.1 Chế độ tải 20 % vị trí bướm ga ·························································· 80
4.4.1.2 Chế độ tải 35 % vị trí bướm ga ·························································· 82
4.4.1.3 Chế độ tải 50 % vị trí bướm ga ·························································· 84
4.4.1.4 Chế độ tải 75 % vị trí bướm ga ·························································· 86
4.4.1.5 Chế độ tải 100 % vị trí bướm ga ························································· 89
4.4.2 So sánh hiệu quả làm việc giữa hệ thống đánh lửa nguyên thủy và hệ thống đánh
lửa hybrid với xăng RON 95 ······································································· 91
4.4.2.1. Chế độ tải 20 % vị trí bướm ga ························································· 91
4.4.2.2 Chế độ tải 35 % vị trí bướm ga ·························································· 93
4.4.2.3 Chế độ tải 50 % vị trí bướm ga ·························································· 95
4.4.2.4 Chế độ tải 75 % vị trí bướm ga ·························································· 97
4.4.2.5 Chế độ tải 100 % vị trí bướm ga ························································· 99
4.4.3 So sánh hiệu quả giữa xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa
nguyên thủy và hệ thống đánh lửa Hybrid ····················································101
4.4.3.1 Động cơ Toyota 1NZ-FE sử dụng hệ thống đánh lửa nguyên thủy ··············101
4.4.3.1.1 Chế độ tải 20% vị trí bướm ga ························································101
4
4.4.3.1.2 Chế độ tải 35% vị trí bướm ga ························································104
4.4.3.1.3 Chế độ tải 50% vị trí bướm ga ························································107
4.4.3.1.4 Chế độ tải 75% vị trí bướm ga ························································110
4.4.3.1.5 Chế độ tải 100% vị trí bướm ga ······················································113
4.4.3.2 Động cơ Toyota 1NZ-FE sử dụng hệ thống đánh lửa Hybrid ····················116
4.4.3.2.1 Chế độ tải 20% vị trí bướm ga ························································116
4.4.3.2.2 Chế độ tải 35% vị trí bướm ga ························································119
4.4.3.2.3 Chế độ tải 50% vị trí bướm ga ························································122
4.4.3.2.4 Chế độ tải 75% vị trí bướm ga ························································125
4.4.3.2.5 Chế độ tải 100% vị trí bướm ga ······················································128
4.4.4 So sánh hai hệ thống đánh lửa·····························································131
4.4.4.1 So sánh hai hệ thống đánh lửa với xăng RON 95 ···································131
4.4.4.2 So sánh hai hệ thống đánh lửa với xăng E5-RON 92 ·······························133
Chương 5 KẾT LUẬN VÀ HƯỚNG PHÁT TRIỂN ········································136
5.1 Kết quả thực nghiệm ··········································································136
5.1.1 Mạch đánh lửa hybrid ······································································136
5.1.2 Công suất, moment và suất tiêu hao nhiên liệu có ích của động cơ sử dụng hệ
thống đánh lửa Hybrid khi sử dụng xăng RON 95 ··········································136
5.1.3 Cơng suất, moment và suất tiêu hao nhiên liệu có ích của động cơ sử dụng hệ
thống đánh lửa Hybrid khi sử dụng xăng E5-RON 92 ······································137
5.1.4. Hiệu quả giữa hai loại nhiên liệu RON 95 và E5-RON 92 ··························137
5
5.2. Kết luận và đề xuất ············································································137
TÀI LIỆU THAM KHẢO·········································································140
6
DANH SÁCH CÁC CHỮ VIẾT TĂT
SCR: Silicon Controlled Rectifier ·································································· 31
ECU: Electronic Control Unit ······································································· 31
RON: Research On Motor ··········································································· 33
AVL: Anstalt für Verbrennungskraftmaschinen List ············································· 70
AC: Alternating Current ·············································································· 30
LED: Light Emitting Diode ·········································································· 66
EFI: Electronic Fuel Injection ······································································· 79
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DANH SÁCH CÁC HÌNH
Hình 1.1 Mạch đánh lửa lai ········································································ 20
Hình 1.2 So sánh điện áp cực đại của sức điện động tự cảm tính tốn V1 với các giá trị thực
nghiệm ở các thời gian tích lũy năng lượng khác nhau························································· 20
Hình 1.3 Mơ hình hệ thống đánh lửa hỗn hợp điện dung – điện cảm có khả năng tích lũy năng
lượng tự cảm ·························································································································· 21
Hình 1.4 Điện áp trên bo-bin (a) và trên hai bản cực của tụ điện (b) ·································· 21
Hình 1.5 Dạng sóng của dịng điện (a), điện áp qua cuộn sơ cấp của bo-bin đánh lửa điện
cảm (b) và điện áp trên bo-bin đánh lửa điện dung (c) trên mơ hình sử dụng
một tụ điện····························································································································· 22
Hình 1.6 Mạch đánh lửa hỗn hợp sử dụng hai bo-bin riêng biệt ········································· 22
Hình 1.7 Mạch đánh lửa hỗn hợp sử dụng một bo-bin ························································· 23
Hình 1.8 Sơ đồ hệ thống đánh lửa lai bốn xi-lanh ································································ 23
Hình 1.9 So sánh giữa năng lượng tích lũy của các tụ điện khác nhau································ 24
Hình 1.10 Mạch đánh lửa lai ································································································ 25
Hình 1.11 Thời gian sạc thực của tụ điện và thời gian sạc đầy của tụ điện bị ảnh hưởng bởi
việc tang điện dung từ 0,22 F đến 9 ················································································· 25
Hình 1.12 Sự thay đổi năng lượng tích lũy trên tụ khi thay đổi điện dung tụ từ 0,22 μF – 9 μF
với tng=5.10-3 (s), r=106 (Ω), R=1,48 (Ω), L1=1,25.10-3 (H), U=12,54 (V) ························· 26
Hình 1.13 Năng lượng tích lũy trên tụ khi có tổn thất và khi khơng có tổn thất ·················· 27
Hình 1.14 Sơ đồ thiết bị đánh lửa cho động cơ đốt trong····················································· 28
8
Hình 1.15 Sơ đồ thiết bị đánh lửa cho động cơ xăng···························································· 29
Hình 1.16 Sơ đồ hệ thống đánh lửa nạp xả với chu kỳ điện dung điện cảm ························· 29
Hình 1.17 Sơ đồ hệ thống đánh lửa hỗn hợp trên động cơ đốt trong ··································· 30
Hình 1.18 Sơ đồ hệ thống đánh lửa nạp xả điện dung điện cảm điều biên ·························· 31
Hình 2.1 Từ thơng qua cuộn dây ··························································································· 35
Hình 2.2 Hiện tượng hỗ cảm khi có dịng I ··········································································· 36
Hình 2.3 Sơ đồ đánh lửa thơng thường ················································································· 38
Hình 2.4 Sơ đồ tương đương mạch sơ cấp ············································································ 38
Hình 2.5 Q trình tăng trưởng dịng sơ cấp········································································ 39
Hình 2.6 Sơ đồ tương đương của hệ thống đánh lửa ···························································· 40
Hình 2.7 Qui luật biến đổi của dịng sơ cấp i1 và hiệu điện thế thứ cấp U2m ······················· 41
Hình 2.8 Sơ đồ mạch đánh lửa Hybrid ················································································· 42
Hình 2.9 Chế độ đánh lửa điện cảm ····················································································· 42
Hình 2.10 Chế độ đánh lửa điện dung ·················································································· 43
Hình 2.11 Sơ đồ tương đương mạch sơ cấp ·········································································· 43
Hình 2.12 Sơ đồ tương đương mạch sơ cấp khi transistor công suất ngắt··························· 44
Hình 2.13 Mơ hình đánh lửa lai sử dụng bốn bo-bin···························································· 46
Hình 3.1 Hình ảnh bàn điều khiển EMCON 400 ················································· 48
Hình 3.2 Bàn điều khiển EMCON 400 ····························································· 48
Hình 3.3 Màn hình hiển thị và nhập dữ liệu cho hệ thống ······································ 49
9
Hình 3.4 Tủ điều khiển EMCON 400 ······························································ 49
Hình 3.5 Công tắt bật tủ điều khiển và đèn báo hiệu···························································· 50
Hình 3.6 Giắc nối đầu ra của tủ điều khiển ·········································································· 50
Hình 3.7 Giắt nối giữa bàn điều khiển với tủ điều khiển và màn hình vi tính
hiển thị ··································································································································· 51
Hình 3.8 Bố trí băng thử động cơ ························································································· 51
Hình 3.9 Tủ điều khiển bướm ga ··························································································· 52
Hình 3.10 Tủ điều khiển hệ thống làm mát ··········································································· 52
Hình 3.11 Hệ thống nước làm mát ························································································ 53
Hình 3.12 Quạt làm mát động cơ ·························································································· 53
Hình 3.13 Bàn điểu khiển EMCON 400 với một số nút chức năng ······································ 54
Hình 3.14 Màn hình hiển thị và các nút điều khiển xung quanh của bàn điều khiển EMCON
400·········································································································································· 58
Hình 3.15 Cơng tắc dừng khẩn cấp ······················································································ 58
Hình 3.16 Núm điều khiển ····································································································· 58
Hình 3.17 Xoay núm điều chỉnh để chọn ············································································· 59
Hình 3.18 Cân nhiên liệu ······································································································ 60
Hình 3.19. Lọc nước ·············································································································· 62
Hình 3.20 Quạt làm mát ········································································································ 62
Hình 3.21 Kiểm tra óc gá ······································································································ 63
10
Hình 3.22 Nối cọc dương và âm của accu với động cơ ························································ 63
Hình 3.23 Cơng tắc bật quạt làm mát, bơm nước ································································· 64
Hình 3.24 Nút khởi động hệ thống làm mát ·········································································· 64
Hình 3.25 Đèn led MANUAL sáng khi nhấn vào nó ····························································· 65
Hình 3.26 LED sáng lên khi nhấn vào Ignition ···································································· 65
Hình 3.27 LED Idle sang······································································································· 66
Hình 3.28 LED sáng khi ta chọn chế độ Speed/alpha ·························································· 67
Hình 3.29 Màn hình hiển thị khi ta chọn chế độ speed/alpha ·············································· 67
Hình 3.30 Mức phân biệt step time và ramp time ································································· 69
Hình 3.31 Tủ điều khiển bướm ga ························································································· 70
Hình 3.32 Tủ cất bộ kết nối điều khiển độ mở bướm ga ······················································· 71
Hình 3.33 Bộ điều khiển độ mở bướm ga·············································································· 71
Hình 3.34. Hình lỗ giắt kết nối giửa bộ điều khiển và tủ điều khiển ···································· 72
Hình 3.35. Đã cắm giắt kết nối ····························································································· 72
Hình 3.36. Bộ điều khiển hiện thị ·························································································· 73
Hình 3.37. Ta nhấn chọn end position menu/man ở trên ······················································ 73
Hình 3.38. Hiển thị điều chỉnh vị trí bướm ga ở 0% và 100% ············································· 74
Hình 3.39. Nhấn giữ nút trên cùng bên trái để giảm độ mở bướm ga đến 0%····················· 74
Hình 3.40 Vị trí độ mở bướm ga ··························································································· 75
Hình 3.41. Tăng vị trí mở bướm ga ······················································································· 75
11
Hình 3.42. Động cơ trên băng thử ························································································ 76
Hình 3.43. Bướm ga ở vị trí 0% ···························································································· 76
Hình 3.44. Bướm ga mở ở vị trí 100% ·················································································· 76
Hình 4.1 Đồ thị cơng suất, moment ở chế độ 20% vị trí bướm ga của hệ thống đánh lửa nguyên
thủy và Hybrid khi sử dụng nhiên liệu xăng E5-RON 92 ······················································ 80
Hình 4.2 Đồ thị lượng nhiên liệu tiêu thụ và suất tiêu hao nhiên liệu có ích ở chế độ 20%
bướm ga của hệ thống đánh lửa nguyên thủy và Hybrid khi sử dụng nhiêu liệu xăng E5-RON
92············································································································································ 81
Hình 4.3 Đồ thị cơng suất, moment ở chế độ 35% vị trí bướm ga của hệ thống đánh lửa nguyên
thủy và Hybrid khi sử dụng nhiên liệu xăng E5-RON 92 ······················································ 82
Hình 4.4 Đồ thị lượng nhiên liệu tiêu thụ và suất tiêu hao nhiên liệu có ích ở chế độ 35 % vị
trí bướm ga của hệ thống đánh lửa nguyên thủy và Hybrid khi sử dụng nhiêu liệu xăng E5RON 92··································································································································· 83
Hình 4.5 Đồ thị cơng suất, moment ở chế độ 50% bướm ga của hệ thống đánh lửa nguyên
thủy và Hybrid khi sử dụng nhiên liệu xăng E5-RON 92 ······················································ 84
Hình 4.6 Đồ thị lượng nhiên liệu tiêu thụ và suất tiêu hao nhiên liệu có ích ở chế độ 50 %
bướm ga của hệ thống đánh lửa nguyên thủy và Hybrid khi sử dụng nhiêu liệu xăng E5-RON
92············································································································································ 85
Hình 4.7 Đồ thị cơng suất, moment ở chế độ 75% bướm ga của hệ thống đánh lửa nguyên
thủy và Hybrid khi sử dụng nhiên liệu xăng E5-RON 92 ······················································ 86
Hình 4.8 Đồ thị lượng nhiên liệu tiêu thụ và suất tiêu hao nhiên liệu có ích ở chế độ 75 %
bướm ga của hệ thống đánh lửa nguyên thủy và Hybrid khi sử dụng nhiêu liệu xăng E5-RON
92············································································································································ 88
12
Hình 4.9 Đồ thị cơng suất, moment ở chế độ 100% bướm ga của hệ thống đánh lửa nguyên
thủy và Hybrid khi sử dụng nhiên liệu xăng E5-RON 92 ······················································ 89
Hình 4.10: Đồ thị lượng nhiên liệu tiêu thụ và suất tiêu hao nhiên liệu có ích ở chế độ 100 %
bướm ga của hệ thống đánh lửa nguyên thủy và Hybrid khi sử dụng nhiêu liệu xăng E5-RON
92············································································································································ 90
Hình 4.11: Đồ thị công suất, moment ở chế độ 20% bướm ga của hệ thống đánh lửa nguyên
thủy và Hybrid khi sử dụng nhiên liệu xăng RON 95 ···························································· 91
Hình 4.12 Đồ thị lượng nhiên liệu tiêu thụ và suất tiêu hao nhiên liệu có ích ở chế độ 20 %
bướm ga của hệ thống đánh lửa nguyên thủy và Hybrid khi sử dụng nhiêu liệu xăng RON 95
················································································································································ 92
Hình 4.13 Đồ thị công suất, moment ở chế độ 35% bướm ga của hệ thống đánh lửa nguyên
thủy và Hybrid khi sử dụng nhiên liệu xăng RON 95 ···························································· 93
Hình 4.14 Đồ thị lượng nhiên liệu tiêu thụ và suất tiêu hao nhiên liệu có ích ở chế độ 35 %
bướm ga của hệ thống đánh lửa nguyên thủy và Hybrid khi sử dụng nhiêu liệu
xăng RON 95 ·························································································································· 94
Hình 4.15 Đồ thị công suất, moment ở chế độ 50% bướm ga của hệ thống đánh lửa nguyên
thủy và Hybrid khi sử dụng nhiên liệu xăng RON 95 ···························································· 95
Hình 4.16 Đồ thị lượng nhiên liệu tiêu thụ và suất tiêu hao nhiên liệu có ích ở chế độ 50 %
bướm ga của hệ thống đánh lửa nguyên thủy và Hybrid khi sử dụng nhiêu liệu xăng RON 95
················································································································································ 96
Hình 4.17 Đồ thị công suất, moment ở chế độ 75% bướm ga của hệ thống đánh lửa nguyên
thủy và Hybrid khi sử dụng nhiên liệu xăng RON 95 ···························································· 97
13
Hình 4.18 Đồ thị lượng nhiên liệu tiêu thụ và suất tiêu hao nhiên liệu có ích ở chế độ 75 %
bướm ga của hệ thống đánh lửa nguyên thủy và Hybrid khi sử dụng nhiêu liệu xăng RON 95
················································································································································ 98
Hình 4.19 Đồ thị cơng suất, moment ở chế độ 100% bướm ga của hệ thống đánh lửa nguyên
thủy và Hybrid khi sử dụng nhiên liệu xăng RON 95 ···························································· 99
Hình 4.20 Đồ thị lượng nhiên liệu tiêu thụ và suất tiêu hao nhiên liệu có ích ở chế độ 100 %
bướm ga của hệ thống đánh lửa nguyên thủy và Hybrid khi sử dụng nhiêu liệu xăng RON 95
··············································································································································100
Hình 4.21 Đồ thị công suất của xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa nguyên
thủy ·······································································································································101
Hình 4.22 Đồ thị moment của xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa nguyên
thủy ·······································································································································102
Hình 4.23 Đồ thị lượng nhiên liệu tiêu thụ của xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa nguyên thủy ···········································································································103
Hình 4.24 Đồ thị suất tiêu hao nhiên liệu giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa nguyên thủy ···········································································································103
Hình 4.25 Đồ thị cơng suất của xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa nguyên
thủy ·······································································································································104
Hình 4.26 Đồ thị moment của xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa nguyên
thủy ·······································································································································105
Hình 4.27 Đồ thị lượng nhiên liệu tiêu thụ giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa nguyên thủy ···········································································································106
Hình 4.28 Đồ thị suất tiêu hao nhiên liệu giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa nguyên thủy ···········································································································106
14
Hình 4.29 Đồ thị cơng suất giữa xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa nguyên
thủy ·······································································································································107
Hình 4.30 Đồ thị moment giữa xăng RON 95 và E5-RON 92 92 trên hệ thống đánh lửa nguyên
thủy ·······································································································································108
Hình 4.31 Đồ thị lượng nhiên liệu tiêu thụ giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa nguyên thủy ···········································································································109
Hình 4.32 Đồ thị suất tiêu hao nhiên liệu giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa ngun thủy ················································································109
Hình 4.33 Đồ thị cơng suất giữa xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa nguyên
thủy ·······································································································································110
Hình 4.34 Đồ thị moment giữa xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa nguyên
thủy ·······································································································································111
Hình 4.35 Đồ thị lượng nhiên liệu tiêu thụ giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa nguyên thủy ···········································································································112
Hình 4.36 Đồ thị suất tiêu hao nhiên liệu giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa ngun thủy ···········································································································112
Hình 4.37 Đồ thị cơng suất giữa xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa nguyên
thủy ·······································································································································113
Hình 4.38 Đồ thị moment giữa xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa nguyên
thủy ·······································································································································114
Hình 4.39 Đồ thị lượng nhiên liệu tiêu thụ giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa nguyên thủy ···········································································································115
Hình 4.40 Đồ thị suất tiêu hao nhiên liệu giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa nguyên thủy ···········································································································115
15
Hình 4.41 Đồ thị cơng suất của xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa Hybrid
··············································································································································116
Hình 4.42 Đồ thị moment của xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa Hybrid
··············································································································································117
Hình 4.43 Đồ thị lượng nhiên liệu tiêu thụ của xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa Hybrid ···················································································································118
Hình 4.44 Đồ thị suất tiêu hao nhiên liệu giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa Hybrid ···················································································································118
Hình 4.45 Đồ thị công suất của xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa Hybrid
··············································································································································119
Hình 4.46 Đồ thị moment của xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa Hybrid
··············································································································································120
Hình 4.47 Đồ thị lượng nhiên liệu tiêu thụ giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa Hybrid ···················································································································121
Hình 4.48 Đồ thị suất tiêu hao nhiên liệu giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa Hybrid ···················································································································121
Hình 4.49 Đồ thị cơng suất giữa xăng RON 95 và E5-RON 92 trên hệ thống đánh lửa Hybrid
··············································································································································122
Hình 4.50 Đồ thị moment giữa xăng RON 95 và E5-RON 92 92 trên hệ thống đánh lửa Hybrid
··············································································································································123
Hình 4.51 Đồ thị lượng nhiên liệu tiêu thụ giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa Hybrid ···················································································································124
Hình 4.52 Đồ thị suất tiêu hao nhiên liệu giữa xăng RON 95 và E5-RON 92 trên hệ thống
đánh lửa Hybrid ···················································································································124
16
