The more Yu Hexin listened to Hong Lei and others introduce this ultra-lean combustion engine, the more he felt that Zhongyuan Automobile Group had accumulated a lot of technology in the field of engine technology, and many technologies had come to the forefront of technology.

What he admires even more is that Zhongyuan Automobile Group Co., Ltd. does not take the usual path in technology, and likes to achieve the ultimate in technology.

This is the case with this microwave igniter device, Zhongyuan Automobile Group Co., Ltd. has insisted on research and development in this technology for many years, and has not given up, and now finally this set of devices has been put into practical use for the project, and Yang Jie means that it will completely replace the traditional spark plug in the future, and will no longer develop turbocharging technology in the future, but will focus on extended-range electric vehicles, which will gradually cancel the gearbox and drive the vehicle directly by the motor.

Hearing this, Yu Hexin was silent.

The technical team in Yanjing Automobile Group is still thinking about how to get the turbocharging technology of Bosa Automobile Group, but Zhongyuan Automobile Group Company is going to take the initiative to give up this technology.

Zhongyuan Automobile Group also believes that the energy density of gasoline is 28 times that of lithium battery, and under the working principle of the current compression stroke engine, 75% of the energy is wasted, and there is still great potential to improve the efficiency of the internal combustion engine, and ultra-lean combustion engine technology is the best way to squeeze out the efficiency of the engine.

Yu Hexin is very envious of Zhongyuan Automobile Group Co., Ltd. while developing fuel cell vehicles and constantly tapping the potential of fuel vehicles.

Up to now, Yanjing Automobile Group has not even made up its mind about fuel vehicles, and if he does not make up his mind, he will only be thrown farther and farther away by Zhongyuan Automobile Group.

"Dong Li, when are you going to launch this engine on the market?"

Yu Hexin said to Li Jianfeng.

"The timing has not yet been set, after all, the engine tests are not yet complete, and even if they are completed, there is still a lot of work to be done to match the gearbox and chassis. ”

Li Jianfeng said.

Yu Hexin nodded, and then said: "I also saw a lot of engineers and technicians from Mazda just now, and the joint research and development between you must be going very well, right?"

Li Jianfeng shook his head and said: "The two families still have their own insistence on some technologies, so they can only make trade-offs." ”

Yu Hexin was also stunned, and then asked: "Shouldn't it be the leading technical route of Zhongyuan Automobile Group Company?"

Li Jianfeng smiled: "Mazda has some specific ideas that are different from ours, and it can't be said that their route is wrong, but it can't be put into practical use for the time being, and we also support them to continue research and development in this area." ”

Mazda's previous idea was to use an ultra-high compression ratio to compress and ignite the ultra-lean mixture, and a large number of experiments have proved that after high compression, under high temperature and high pressure, compression ignition is a combustion method.

Gasoline internal combustion engine compression ignition technology has been studied abroad for a long time, but it has been stuck in the laboratory stage, and there is no mass production product so far, because there are some problems that have to be solved in its engineering application, one of which is that the scope of application of compression ignition ignition is too small, and it is restricted by the external climate.

Without addressing these issues, the lab's vaunted compression-ignition prototype engine doesn't make any sense, even though it's capable of achieving a terrifying 60% thermal efficiency.

Due to the limitations of physical conditions, the performance of compression ignition is completely different at different combustion temperatures, for example, when the combustion chamber temperature is high, the compression ignition will enter earlier, the combustion will be violent, and the vibration noise is obvious; when the combustion chamber temperature is low, the compression ignition enters later, on the one hand, the combustion efficiency is low, and on the other hand, the combustion becomes unstable, which has no practical significance.

To achieve perfect compression ignition, the combustion temperature must be controlled at +-3°C, and if it is not controlled so precisely, various problems can occur, but it is impossible to maintain a consistent combustion temperature from start-up to high load anywhere in the world, at any altitude.

Mazda's research has found that it is possible to control the compression pressure, but until now, no research institute or OEM has been able to develop a mechanism that can achieve instantaneous switching of compression ratios, because their research and development has been abandoned at this point.

In order to achieve this goal, it first needs an ultra-high compression ratio cylinder in the physical structure, and then the mixture must be very thin, and it cannot be spontaneously compressed at any temperature, ignition through a spark plug to form a flame core, recompress the combustion chamber, and then let the surrounding mixture also be compressed to form homogeneous combustion.

To this end, Mazda itself also designed and built a 1.3-liter direct-injection gasoline engine, and the fuel consumption performance of the working condition test is still relatively ideal, which is comparable to the fuel consumption level of Toyota Toyota Prius.

By using the world's highest compression ratio, the Miller cycle, and a series of measures to reduce mechanical drag, Mazda has indeed been relatively successful in improving engine thermal efficiency, and maintaining a very high level of power and fuel economy.

However, the technical route of Zhongyuan Automobile Group is quite different, not excessive pursuit of high compression ratio, but the use of microwave igniter to fully make the ultra-thin mixture fully combusted, through a large number of research and development experiments, Zhongyuan Automobile Group Co., Ltd. is to master this set of microwave igniter in different engine conditions how to maximize the ultra-thin mixture for stable and full combustion, and established a set of ideal combustion theoretical calculation model.

Mazda was also taken aback by Zhongyuan Automobile Group's research and development in this area, and the two technical goals were the same, both hoping to develop a more powerful, fuel-efficient and energy-efficient engine.

However, Mazda still insists on increasing the compression ratio and specific heat ratio, because it will help improve the thermal efficiency of the engine.

The technical team led by Hong Lei did not object to improving the compression ratio, but they had different opinions on Mazda's compression ignition technology, but they also adopted some technical patents developed by Mazda before, including a set of adaptive ignition timing technology patents -

In fact, this is a set of algorithms, in order to predict the ignition time, an independent cylinder pressure sensor is set up in each cylinder, which is used to analyze the state of compression ignition, and keep the combustion in an ideal state through the feed-forward and feedback of the data.

The two companies have also developed a high-pressure fuel injection system with a pressure of 45 megapascals, which was developed by Yonghan Aviation Technology Co., Ltd., and this high-pressure fuel injection system is similar to that of a diesel engine.

Although Huaxing Group can develop a high-pressure fuel injection system of about 200 megapascals, the cost is still too high, so it still uses a very mature 45 megapascal high-pressure fuel injection system.

The injector is also different from the traditional fan-spray injector, close to the diesel engine, showing an even distribution, with a total of 10 nozzle holes to ensure that the mixture is involved in the mixing, so as to achieve ultra-high responsiveness and control accuracy, and Mazda is responsible for the design of this aspect.

In addition, the engineering and technical teams of both sides also designed a set of intake supercharger together, due to the use of ultra-lean combustion, to achieve the performance of the traditional 2.0L naturally aspirated engine, the air intake volume may need 3L to 4L, and the engine combustion chamber can not be designed to be so large, relying solely on the air model of the throttle, it is impossible to achieve such a fast intake change response, the turbocharging system is not good, and it must be suitable for different altitudes, To control the temperature of the intake air, this electric turbocharger is required.

Electric turbochargers also follow the basic functions and principles of ordinary turbochargers, except that a small motor is added between the turbine and the compressor. The benefit is that the electric motor can drive the turbine immediately at idle, completely eliminating turbo lag and greatly improving response speed.

In addition, in the control of engine torque, the two parties adopt the air-fuel ratio control torque strategy, under different performance requirements, the injection amount is adjusted, and at the same time, due to the different fire core diffusion speed and combustion temperature under different injection amounts, the ignition time should also be adaptively adjusted, so as to ensure the smooth output of torque, so a set of control system algorithm model is established together, which is extremely difficult.

However, the advantage of this is also obvious, and the torque of this prototype being tested is 20% higher than that of Mazda's previous prototype.

In terms of fuel consumption, fuel consumption has been greatly reduced, and even under medium and high load conditions, fuel consumption has been reduced by more than 30%, and even achieved the same fuel economy as the latest diesel engine.

In addition, the response speed of this engine is very fast, because this engine has inherent advantages, its power adjustment is similar to that of diesel engine, the throttle valve is kept fully open, there is no hysteresis in air inhalation, the power size is determined by the amount of fuel injection, after the accelerator pedal is deeply pressed, as long as the amount of fuel injection increases instantaneously, it can be improved, which greatly improves the acceleration response, and the power is on call.

Mazda still has advantages in engine power output tuning, which also benefits the engineering team of Zhongyuan Automobile Group Co., Ltd. a lot.

The results of the engine test data are quite satisfactory to the engineers of both sides.