As long as the power and torque are high, will the power experience of fuel vehicles be good?

Two days ago, I wrote an article about the accelerated ranking of electric vehicles. From everyone's comments, we can know that many people, especially prospective car owners, are not so concerned about the extreme acceleration ability of electric vehicles. In this case, let's talk about the power of traditional fuel vehicles. What kind of fuel power is what everyone expects?

At present, whether it is the major automobile media websites or the evaluation information of various automobiles, as long as the vehicle power is involved, the power and torque of the engine are all parameters that must be listed. Are they important? It is very important, because these two parameters can represent the performance of this engine to a great extent. But beyond that?

An engine with good power doesn't mean a good experience when it's on. Power and torque are like memory particles in the computer world to some extent, and the quality of the finished memory chip will depend on the subsequent adjustment and process. The high power and torque of the engine can only show that it has excellent innate genes, and the final experience is good, and the adjustment is very important.

Give a well-known example. In the early years, the engines of many domestic cars were very beautiful in performance parameters, even higher than the joint venture models of the same level. However, the feeling of using them is another matter. The most obvious feeling is that the strength is not enough, the force is slow, the torque changes greatly and so on. People can't help wondering if this is a false standard.

Yes, the engine is a variable working condition machine with obvious characteristics. After being assembled in the car and passed on to the driver's experience, it needs more reference and adjustment. In the "enough strength" experience, the torque performance of the engine is the most involved. Then why are some engine torque parameters beautiful, but the acceleration experience is still not good?

The reason is probably that its torque burst interval is not early enough and wide enough. For example, some engines have great torque, but they need very high speed to explode, and the explosion interval is only a small speed range, so for many drivers, such "maximum torque" may never be realized.

An excellent example in this respect is the Volkswagen 1.4T engine with a maximum torque of 250 N m. Compared with many engines, the data is not very top-notch, but the power experience is very good. The reason is that its maximum torque erupts early and its sustained speed is still very wide, so its stress characteristics are used on the blade in daily use. ?

For turbine engines, in addition to the timing of turbine intervention and the speed of torque explosion, the sudden change of torque under the action of turbine also affects the power experience, which is obvious in turbine engines a few years ago. In other words, when driving, the depth of the accelerator pedal remains unchanged. When the vehicle speed climbs to a certain node, the engine will suddenly accelerate, which highlights the driver's acceleration expectation and feels a little uncontrollable.

Of course, with the mastery of turbine engine technology by various car companies, this problem has been solved to a great extent, such as choosing small inertia turbocharger and other measures. Today, engines with this feature are still obvious. To a large extent, it is not that the technology is not up to standard, but that the manufacturer has made a choice in power. This is obvious to all Cadillac engines. In order to make the turbine produce more effective power, the torque mutation of their engine will be more obvious under the action of the turbine. ?

Speaking of turbocharged engines, there are naturally aspirated engines. For them, linearity and soft power are their innate advantages. However, because its power is very linear, its speed has a great influence on its power. An engine with a higher speed will make the driver feel that the power comes more freely. On the contrary, I feel that the motivation is always long and slow.

My colleague's BRZ is particularly obvious. The short stroke design of the engine piston makes it easy to raise the speed and has a good speed response. It is almost synchronous from stepping on the gas pedal to giving instructions and then accelerating. Of course, the short stroke of the piston will also have a disadvantage, that is, its force will be relatively weak in the low speed range, and it needs to be driven at a higher speed to be smoother.

In this section, the speed of speed increase is related to the characteristics of the engine, and in terms of throttle response, it is more related to artificial calibration logic. In this regard, Nissan's models must have something to say. The throttle adjustment of almost all its models is biased towards the initial stage, that is, the engine will enter a higher speed with a little step on the throttle, and the dynamic performance that is out of sync with the throttle ratio will break out. Such adjustment is more useful, faster and more dexterous in daily life.

Similarly, in terms of artificial calibration, some car companies will adjust the damping of the accelerator pedal more heavily in order to create a sense of subjective driving stability. Fundamentally speaking, this calibration has not changed the dynamic characteristics of the engine. It is purely rendered from the driver's subjective consciousness, which makes him feel that the power of the car is stable and orderly, and there is a sense of advanced power. ?

Seeing this, the engine characteristic experience analysis is over. But as mentioned above, the engine is assembled in the car, and the dynamic characteristics formed by the power system with it as the core are what the driver can feel most in daily life. Therefore, the final experience of power is good, and it also involves the transmission mechanism, that is, the automatic gearbox (the manual gearbox is manually controlled, and the individual performance is too different, so it will not be discussed here).

As an important transmission mechanism for transforming engine power, it affects two aspects of the whole power system experience, namely transmission efficiency and smoothness. In terms of transmission efficiency, among several mainstream gearboxes on the market at present, the efficiency of dual clutch is generally high, so it has become more and more mainstream gearboxes (relatively cheap cost is also its advantage).

Transmission efficiency is an important basis for measuring gearbox, and ride comfort is more important from the perspective of power experience. The gearbox with good ride comfort is not only excellent in structural design, but also the logic of shift calibration and the stress curve of the engine are important aspects that affect the final ride comfort. For example, Mazda, whose gearbox is very intelligent, is well known. If you think about it carefully, it does a very good job on the premise of ride comfort.

abstract

Judging from the breadth of development, it is really complicated to grasp the dynamic characteristics of fuel vehicles, so more technical reserves are needed to make excellent fuel power systems. Then throw a question, just from the perspective of power experience, will you choose an adaptive fuel power system or a brand-new electric power system?

This article comes from car home, the author of the car manufacturer, and does not represent car home's position.