Kje tankati benz?

MrStein je 4. sep 2016 ob 15:42 izjavil:

hermes je 4. sep 2016 ob 11:23 izjavil:

Glede na to, da imamo v Sloveniji oligopol in do pozitivnih učinkov konkurence ne more priti, bo liberalizacija prinesla samo višje cene za kupce, manj davkov v državni blagajni in višje dobičke trgovcev.

Po kaki logiki?

Thuban je 4. sep 2016 ob 11:32 izjavil:

MrStein je 2. sep 2016 ob 23:04 izjavil:

Thuban je 2. sep 2016 ob 11:59 izjavil:

95 oktansko gorivo je identično, razlikujejo se samo aditivi, ki jih uporabljata omv ali petrol.

Kaj zdaj, je različno ali identično? Oboje ne more biti.

Torej je identično in je različno.

FDV logika...
(vprašanje je bilo retorično, ker je jasno, da odgovora, vsaj razumnega, ne more biti)

krneki0001 je 6. sep 2016 ob 22:14 izjavil:

Meritve in prilagajanja se stalno izvajajo, tudi če je bencin stalno enak, temu so namenjeni vsi senzorji, ker s tem prilagajajo delovanje mašine. Od različnih temperatur v motorju, zunanje temperature, obremenitev motorja, količina zraka,...

Vendar če dolgo uporabljaš enako kvalitetno gorivo, si računalnik zgradi in prilagodi neko osnovno matriko glede doziranja, ki jo potem naloži že takoj ob vžigu. In če ti daš slabše gorivo, bo moral to matriko spet prilagajat. Vendar če je že "naučena matrika" to pomeni prebere prejšnjo vrednost, senzorji mu dajo drugačno, on da potem tovarniško vrednost, senzorji spet "rečejo" ne in on mora to prilagodit novemu gorivu. Torej dvakrat prilagajanje.

Ko pa ti resetiraš računalnik, se vse te vrednosti pobrišejo in ostane samo tovarniška mapa (matrika vrednosti) in računalnik to začne takoj prilagajat, brez dvojnega poiskusa.

krneki0001 je 6. sep 2016 ob 22:17 izjavil:

Seveda. Ob tem, da ima ta vedno isto kvaliteto.

V sloveniji je pa problem polletno čiščenje starih "silosov", kjer pripeljejo staro gorivo, ki je stalo v rezervarjih na pumpe, da v obvezno rezervo napolnijo z novim bencinom.
Kadar je ta menjava imajo vsi slab bencin. Slabši od povprečja, ki si ga prej mesece "gradil" v motornem računalniku.

krneki0001 je 6. sep 2016 ob 23:48 izjavil:

BigWhale, bencin s starostjo izgublja oktane. To verjetno ti je jasno.

krneki0001 je 6. sep 2016 ob 23:48 izjavil:

Glede mape: Neko mapo moraš imeti za ves potek obratov in doziranje goriva (odpiranje šob). Če ne zaradi drugega, že zaradi "SAFE MODE", ko kak senzor crkne (ponavadi lambda) in ti avto potem vrže v zasilni program, kjer so vrednosti nekak določene, če ni podatka od lambde (kisikov senzor v izpuhu, ki preverja kvaliteto izgorevanja). Brez tega podatka lahko da motor presuho mešanico in ti bo stopilo bate. Zato mora recimo takrat zalivat z bencinom - takrat je zato tudi veliko večja poraba.

BigWhale je 7. sep 2016 ob 09:20 izjavil:

... Al jest cesa ne razumem? A motor rab pol tanka goriva, da ugotovi kaksno je gorivo?

Pithlit je 7. sep 2016 ob 11:15 izjavil:

Vprašanje je bilo: če avto vse to ve, in prilagaja, zakaj je sploh važno kje se tanka (in, konec koncev, kaj)?

Pithlit je 7. sep 2016 ob 12:04 izjavil:

Se pravi rabi nekje 10% tanka spraznit. A zato je treba skoz na isti pumpi tankat... da se prišpara (al pa tud ne) tisti (zelo optimističen) cent? Al pa da se zmanjša obrabo motorja za... nemerljivo malo?

Tilen je 7. sep 2016 ob 12:44 izjavil:

Seveda. Vsi namreč ne nasedamo pravljicam. Še vedno si lahko prvi, ki boš vse skupaj podkrepil z ustrezno literaturo.

Mass air flow (MAF) Measures air entering the engine. Fuel injectors mix fuel with the air at a precise ratio, depending on the information from this and several other sensors.

Intake air temperature (IAT) informs the power control module or PCM of how cool or warm the air entering the engine is. Cool air is more dense, so we need less in the mixture. Warm air is less dense. The PCM considers this in calculating air/fuel mixture.

The throttle position sensor (TPS) reports how wide the throttle is open. This corresponds with power request from the driver that the accelerator-pedal-position (APP) sensor determines. The TPS makes sure the throttle is in the requested position and informs the transmission of power demands.

Manifold absolute pressure (MAP) shows the vacuum in the intake manifold. As the throttle opens, intake vacuum drops. It can also determine exhaust-gas-recycle (EGR) flow, by sensing the rise in manifold pressure. Low intake-vacuum relates to high power demand so the transmission can use MAP data to decide the ratio need.

Engine coolant temperature (ECT) determines how rich or lean the fuel/air mixture should be, the proper engine idle speed and lets the PCM know if this is a cold start or a restart of the engine. Engine temperature may also determine what ratios the transmission may use. When coolant temperature rises above a preset limit, the PCM will command a cool-down mode. This will turn off non essential accessories and shut down alternating cylinders.

Engine oil pressure (EOP) determines variable camshaft timing and may shut the engine down if it falls below a specified limit. A crankshaft position sensor (CPS) reports the position of the piston in the cylinder. The PCM uses crankshaft position to decide if the engine is running and helps with ignition, camshaft and fuel injector timing on many engines.

Camshaft position sensors (CMP) inform the PCM how far we advance or retard the camshaft, in relation to the crankshaft. Most engines use variable camshaft timing to increase power and efficiency. Data from the camshaft position sensor allows consistent ignition and fuel injector timing.

A knock sensor (KS) determines when pre ignition, detonation or spark knock is occurring. The PCM retards ignition and camshaft timing and varies fuel/air ratios to help prevent damage. The computer may also enable EGR flow to help cool the combustion chamber temperature.

A heated oxygen sensor (HO2S) reports how much oxygen remains in the exhaust, after combustion. They relate to this to how fully the fuel and air burn in the engine. A rich fuel/air mixture consumes nearly all of the oxygen in the exhaust. An oxygen sensor increases its voltage when less oxygen remains. Pulse-width of the injectors decreases in response.

When too much oxygen remains in the exhaust, the voltage from the sensor will drop. We increase pulse-width of the injector and the fuel/air mixture becomes more rich. The oxygen sensors help the PCM optimize fuel/air mixture and can override the MAF sensor. Oxygen sensors also protect the catalytic converters and monitor their condition.

Newer vehicles use air/fuel sensors that look much like an oxygen sensor, but operate differently. An air/fuel sensor changes amperage flow in relation to the oxygen in the exhaust. Much closer measurements are possible, reducing emissions and optimizing efficiency. Opposite of the oxygen sensor, voltage output increases as the mixture becomes leaner. Air/fuel sensors also operate at a much higher temperature than oxygen sensors, close to 1,200 degrees Fahrenheit.

Vehicle makers interrelate every major component of a vehicle to the others. Hundreds of sensors report information to more than seventy computers on the average car. The use of sensors will only increase as vehicles become even more sophisticated. Learning a bit about how they operate will help us better understand our vehicles.

Spajky je 7. sep 2016 ob 11:57 izjavil:

BigWhale je 7. sep 2016 ob 09:20 izjavil:

... Al jest cesa ne razumem? A motor rab pol tanka goriva, da ugotovi kaksno je gorivo?

Motorna elektronika parametre vpisuje v EEPROM/začasni spomin v avtokompu nekaj časa (od 50-100km), zračuna povprečje parametrov in ga nastavi/zapiše v glavni spomin in potem uporablja tega ... tako nekako ... tudi pri istem benzu, če se bistveno menja način vožnje ...