‫‪     ‬‬

‫ﻣﺒﺪأ ﻣﺤﺮك اﻟﺴﻴﺎرة اﻟﺘﻘﻠﻴﺪي ﻣﻊ ﺣﻘﻦ اﻟﻮﻗﻮد‬

‫‪:‬اﻟﻤﺒﺪأ ‪ ،‬اﻟﺬي ﺗﺴﺘﺨﺪﻣﻪ ﻣﻌﻈﻢ اﻟﺴﻴﺎرات ﻟﺘﻨﻈﻴﻢ ﺣﺎﻗﻨﺎت اﻟﻮﻗﻮد ‪ ،‬ﻫﻮ‬

‫"ﻧﻈﺎم ﻣﺘﻌﺪد اﻟﻘﻨﻮات أﺣﺎدي اﻟﻘﻨﺎة أو "ﺣﻘﻦ ﻣﺘﺰاﻣﻦ‬

‫‪:‬واﻟﻐﺮض ﻣﻦ ذﻟﻚ ﻫﻮ‬

‫‪.‬ﺗﺸﻐﻴﻞ ﺳﺎﺋﻖ ‪ /‬ﺗﺮاﻧﺰﺳﺘﻮر واﺣﺪ ﻓﻘﻂ ﻟﻜﻞ اﻟﺤﺎﻗﻨﺎت ﻓﻲ ﻧﻔﺲ اﻟﻮﻗﺖ‬

‫ً‬
‫إﻟﻜﺘﺮوﻧﻴﺎ ﻣﻊ ﺑﻌﻀﻬﺎ اﻟﺒﻌﺾ‬ ‫‪.‬وﻫﺬا ﻳﻌﻨﻲ ً‬
‫أﻳﻀﺎ‪ :‬ﺟﻤﻴﻊ اﻟﺤﻘﻦ ﻣﺘﻮازﻳﺔ‬

‫ﻧﺴﺒﻴﺎ ﻣﻦ اﻟﻮﻗﻮد‪ .‬وﺑﺎﻟﺘﺎﻟﻲ ‪ ،‬ﻓﺈن وﻗﺖ اﻻﻓﺘﺘﺎح‬

‫ً‬ ‫ﻳﻘﻮم اﻟﺤﺎﻗﻦ ﺑﺤﻘﻦ ﻛﻤﻴﺔ ﻛﺒﻴﺮة‬
‫ﻗﺼﻴﺮ وﻟﻜﻦ ﺗﻮاﺗﺮ ﺗﺸﻐﻴﻞ وإﻳﻘﺎف اﻟﺘﺴﻠﺴﻞ ﻣﺮﺗﻔﻊ‪ .‬ﻳﺘﺴﺒﺐ ﺗﺴﻠﺴﻞ ﺗﺸﻐﻴﻞ وإﻳﻘﺎف‬
‫اﻟﺤﻘﻦ ‪ /‬اﻟﺤﻘﻦ ﺑﺸﻜﻞ ﻣﺘﻜﺮر ﻓﻲ ﺣﺪوث اﺿﻄﺮاب‪ .‬اﻻﺿﻄﺮاب ﻣﻊ ﻋﺎﻣﻞ ﺗﻔﻜﻚ ‪/‬‬
‫ﺗﻔﺘﻴﺖ ﻣﺮﺗﻔﻊ ﻟﻠﻮﻗﻮد ‪ ،‬ﺳﻴﺤﺴﻦ ﻋﻤﻞ ﺧﻄﻮة ﻣﺰﻳﺞ اﻟﻐﺎز ‪ /‬اﻟﺴﻮاﺋﻞ‪ .‬ﻧﺘﺤﺪث اﻵن‬
‫ﻋﻦ ﻧﻈﺎم ﻣﺘﻌﺪد اﻟﻨﻘﺎط! ﺛﻢ ﺗﻜﻮن ﺟﻤﻴﻊ اﻟﺤﻘﻦ ﻣﻔﺘﻮﺣﺔ وﻣﻐﻠﻘﺔ ﻓﻲ ﻧﻔﺲ اﻟﻮﻗﺖ‪.‬‬
‫ﻻ ﻳﻤﻜﻦ ﻟﻠﻤﺮء أن ﻳﺘﺰاﻣﻦ ﻛﻞ أﺳﻄﻮاﻧﺔ ﺑﺤﻴﺚ ﻳﻘﻮم ﻛﻞ ﺣﺎﻗﻦ ﺑﺮش ﻣﻨﻔﺬ اﻟﻤﺪﺧﻞ‬
‫ﺗﺴﻠﺴﻠﻴﺎ‬
‫ً‬ ‫‪.‬ﺑﻤﺠﺮد ﻓﺘﺤﻪ ‪ -‬وﻫﺬا ﻳﺘﻄﻠﺐ ﻧﻈﺎﻣً ﺎ‬
 ‫ﻳﺘﻢ ﺿﻐﻂ ﻛﻞ ﺣﺎﻗﻦ ﺑﺎﻟﻮﻗﻮد ووﻗﺖ اﻟﻔﺘﺢ ﻗﺼﻴﺮ ً‬
‫ﺟﺪا‪ .‬وﻗﺖ اﻟﻔﺘﺢ ﻳﺘﺮاوح ﻣﺎ ﺑﻴﻦ‬
‫ً‬
‫اﻋﺘﻤﺎدا ﻋﻠﻰ ﺗﺼﻨﻴﻊ اﻟﻨﻈﺎم وﺣﻤﻞ اﻟﻤﺤﺮك‪ .‬اﻟﻮﻗﺖ‬ ‫‪ 1‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ إﻟﻰ ‪ 10‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ‬
‫اﻟﺬي ﻳﺘﻢ ﻓﻴﻪ إﻏﻼق اﻟﺤﺎﻗﻦ ﺑﻴﻦ ‪ 50‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ و ‪ 100‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ )ﻓﻲ وﺿﻊ‬
‫‪).‬اﻟﺨﻤﻮل‬

‫ﻣﺼﻄﻠﺢ "وﻗﺖ اﻟﻔﺘﺢ" و "وﻗﺖ اﻹﻏﻼق" ﻫﻨﺎ )وﻓﻲ اﻟﻮﺛﺎﺋﻖ ذات اﻟﺼﻠﺔ ﻣﻦ ﻫﺬا‬
‫اﻟﻤﻮﻗﻊ( ﻳﻌﺎدل ﺧﺼﺎﺋﺺ اﻹﺷﺎرة اﻟﻜﻬﺮﺑﺎﺋﻴﺔ ‪ -‬وﻟﻴﺲ اﻟﻮﻗﺖ اﻟﺬي ﻳﻜﻮن ﻓﻴﻪ ﺻﻤﺎم‬
‫ً‬
‫ﻣﻐﻠﻘﺎ‪ .‬ﻓﻲ اﻟﻮاﻗﻊ ‪ ،‬ﻳﻤﻜﻦ ﻟﻠﻤﺮء أن ﻳﻔﻜﺮ ﻓﻲ ﻛﻞ ﻣﻦ ﻋﺮض‬ ‫ﺣﺎﻗﻦ اﻟﻮﻗﻮد ﻣﻔﺘﻮﺣً ﺎ أو‬

‫أ‬
‫اﻟﻨﺒﻀﺔ ووﻗﺖ اﻟﻔﺘﺢ اﻟﻔﻌﻠﻲ ﺑﻨﻔﺲ اﻟﻄﺮﻳﻘﺔ ‪ ،‬ﻟﻜﻦ دﻋﻨﻲ أﺷﺮح اﻟﻤﺸﻜﻠﺔ ﺑﻤﺰﻳﺪ ﻣﻦ‬
‫اﻟﺘﻔﺎﺻﻴﻞ‪ :‬وﻗﺖ ﻓﺘﺢ ﺣﺎﻗﻦ اﻟﻮﻗﻮد اﻟﻔﻌﺎل أو اﻟﻔﺎﺻﻞ اﻟﺰﻣﻨﻲ اﻟﺬي ﻳﺘﻢ ﻓﻴﻪ ﺣﻘﻦ‬
‫اﻟﻮﻗﻮد ﺑﺎﻟﺤﻘﻦ ‪ ،‬ﺑﻌﺪ وﻗﺖ ﻗﺼﻴﺮ اﻟﻨﺒﺾ اﻟﻜﻬﺮﺑﺎﺋﻲ‪ .‬ﻳﻌﺘﻤﺪ ﺳﺒﺐ ﻫﺬا اﻟﺴﻠﻮك ﻋﻠﻰ‬
‫اﻟﺤﺚ اﻟﻜﻬﺮﺑﺎﺋﻲ ﻓﻲ ﻣﻠﻒ اﻟﺤﺎﻗﻦ واﻟﻘﺼﻮر اﻟﻤﻴﻜﺎﻧﻴﻜﻲ‪ .‬اﻟﺘﺄﺧﻴﺮ ﻫﻮ ﺣﻮاﻟﻲ ‪ 1‬ﻣﻠﻠﻲ‬
‫ﺛﺎﻧﻴﺔ وﻳﺴﻤﻰ اﻟﻮﻗﺖ اﻟﻤﺴﺘﻐﺮق ﻟﺒﺪء ﺗﺤﺮﻳﻚ اﻟﺼﻤﺎم اﻟﻮﻗﺖ اﻟﻤﻴﺖ أو اﻟﺘﺄﺧﺮ‪ .‬ﻋﻨﺪﻣﺎ‬
‫ﻳﻨﺘﻬﻲ اﻟﻨﺒﺾ اﻟﻜﻬﺮﺑﺎﺋﻲ ‪ ،‬ﺳﻴﺒﺪأ اﻟﺼﻤﺎم ﻓﻲ اﻹﻏﻼق ‪ ،‬وﻟﻜﻦ ﻣﺮة أﺧﺮى ‪ ،‬ﻳﺴﺘﻐﺮق‬
‫وﻗﺘﺎ ﻗﺒﻞ إﻏﻼق اﻟﺼﻤﺎم‪ .‬ﻋﻠﻰ اﻟﺮﻏﻢ ﻣﻦ أن ﻫﺬا اﻟﻮﻗﺖ ﻟﻪ ﻧﻔﺲ اﻟﻤﺪة اﻟﺰﻣﻨﻴﺔ‬ ‫اﻷﻣﺮ ً‬
‫ﻟﻠﻔﺎﺻﻞ اﻟﺰﻣﻨﻲ اﻟﻤﻴﺖ وﻟﻜﻨﻪ ﻳﻤﻴﻞ إﻟﻰ أن ﻳﻜﻮن أﻗﺼﺮ‪ .‬ﻣﻊ ذﻟﻚ ‪ ،‬ﻳﻀﻤﻦ ﻣﺼﻨﻌﻮ‬
‫ﺣﺎﻗﻦ اﻟﻮﻗﻮد أن ﻫﺬه اﻟﺘﺄﺧﻴﺮات ﻻ ﺗﺆﺛﺮ ﻋﻠﻰ اﻟﺨﻄﻴﺔ‪ .‬ﺗﺨﺘﻠﻒ اﻟﺘﺄﺧﻴﺮات )أو وﻗﺖ‬
‫ً‬
‫اﻋﺘﻤﺎدا ﻋﻠﻰ اﻟﺸﺮﻛﺔ اﻟﻤﺼﻨﻌﺔ ‪ ،‬ﻟﻜﻦ ﻛﺘﻠﺔ اﻟﻮﻗﻮد ﻟﻜﻞ وﺣﺪة ﺗﺘﺒﻊ داﺋﻤً ﺎ‬ ‫اﻟﺘﺄﺧﻴﺮ(‬
‫اﺧﺘﻼﻓﺎت اﻹﺷﺎرة اﻟﻜﻬﺮﺑﺎﺋﻴﺔ ﺑﻮاﺳﻄﺔ وﻇﻴﻔﺔ ﺧﻄﻴﺔ‪ .‬إﻧﻪ ﻓﻘﻂ ﻓﻲ أوﻗﺎت اﻟﻌﻤﻞ‬
‫ﺟﺪا ﺣﻴﺚ ﻗﺪ ﻳﻜﻮن اﻟﺤﺎﻗﻦ ﻏﻴﺮ ﺧﻄﻲ‪ .‬ﻣﺰﻳﺪ ﻣﻦ اﻟﻤﻌﻠﻮﻣﺎت ﺣﻮل اﻟﺨﻄﻴﺔ‬ ‫اﻟﻘﺼﻴﺮة ً‬
‫ﺟﺪا ﺣﻴﺚ ﻗﺪ ﻳﻜﻮن‬ ‫ﻟﻠﺤﺎﻗﻦ أﺳﻔﻞ اﻟﺼﻔﺤﺔ‪ .‬إﻧﻪ ﻓﻘﻂ ﻓﻲ أوﻗﺎت اﻟﻌﻤﻞ اﻟﻘﺼﻴﺮة ً‬
‫اﻟﺤﺎﻗﻦ ﻏﻴﺮ ﺧﻄﻲ‪ .‬ﻣﺰﻳﺪ ﻣﻦ اﻟﻤﻌﻠﻮﻣﺎت ﺣﻮل اﻟﺨﻄﻴﺔ ﻟﻠﺤﺎﻗﻦ أﺳﻔﻞ اﻟﺼﻔﺤﺔ‪ .‬إﻧﻪ‬
‫ﺟﺪا ﺣﻴﺚ ﻗﺪ ﻳﻜﻮن اﻟﺤﺎﻗﻦ ﻏﻴﺮ ﺧﻄﻲ‪ .‬ﻣﺰﻳﺪ ﻣﻦ‬ ‫ﻓﻘﻂ ﻓﻲ أوﻗﺎت اﻟﻌﻤﻞ اﻟﻘﺼﻴﺮة ً‬
‫‪.‬اﻟﻤﻌﻠﻮﻣﺎت ﺣﻮل اﻟﺨﻄﻴﺔ ﻟﻠﺤﺎﻗﻦ أﺳﻔﻞ اﻟﺼﻔﺤﺔ‬

‫‪ / RPM ،‬ﺗﻌﺘﻤﺪ ﺗﺮددات ﻓﺘﺢ اﻟﺤﺎﻗﻦ ﻋﻠﻰ ﺳﺮﻋﺔ اﻟﻤﺤﺮك‪ .‬ﻟﺬﻟﻚ إذا زادت اﻟﺴﺮﻋﺔ‬
‫ﻓﺈن اﻟﺘﺮدد ﻳﻔﻌﻞ ﻧﻔﺲ اﻟﺸﻲء‪ .‬ﺗﻌﺘﻤﺪ أوﻗﺎت اﻟﻌﻤﻞ ً‬
‫أﻳﻀﺎ ﻋﻠﻰ ﺣﻤﻞ اﻟﻤﺤﺮك ‪ ،‬ﻛﻤﺎ‬
‫ﻗﻠﺖ‪ .‬ﻻ ﻳﻮﺟﺪ أي اﺗﺼﺎل ﺑﻴﻦ اﻟﺘﺮدد ووﻗﺖ اﻻﻓﺘﺘﺎح‪ .‬ﺑﺪﻻً ﻣﻦ ذﻟﻚ ‪ ،‬ﻳﻌﻤﻠﻮن ﺑﺸﻜﻞ‬
‫‪.‬ﻣﺴﺘﻘﻞ ﺗﻤﺎﻣً ﺎ ﻣﻊ ﺑﻌﻀﻬﻢ اﻟﺒﻌﺾ‬
‫ﻋﻨﺪﻣﺎ ﻳﻜﻮن اﻟﻮﻗﻮد ﻋﺒﺎرة ﻋﻦ إﻳﺜﺎﻧﻮل ‪ ،‬ﻳﺠﺐ أن ﻳﻔﺘﺢ ﻛﻞ ﺣﺎﻗﻦ ﻟﻔﺘﺮة أﻃﻮل ﻣﻦ‬
‫اﻟﻤﻌﺘﺎد‪ .‬ﻗﺪ ﺗﻜﻮن ﻫﺬه اﻟﻤﺸﻜﻠﺔ ﻣﺸﻜﻠﺔ ﺳﻬﻠﺔ ﺑﺎﻟﻨﺴﺒﺔ ﻟﻤﺤﺮك وﻗﻮد اﻟﻤﺤﺮك ‪ ،‬وﻟﻜﻦ‬
‫ﺟﺪا ﻋﻦ اﻻﺧﺘﻼﻓﺎت اﻟﻌﺎدﻳﺔ ﻟﺨﺼﺎﺋﺺ اﻟﺒﻨﺰﻳﻦ‬ ‫اﻟﻜﻤﻴﺔ اﻹﺿﺎﻓﻴﺔ ﻣﻦ اﻟﻮﻗﻮد ﺑﻌﻴﺪة ً‬
‫ً‬
‫اﻋﺘﻤﺎدا‬ ‫اﻟﻤﺨﺘﻠﻔﺔ ‪ ،‬ﻟﺬﻟﻚ ﻳﺼﻞ اﻟﻜﻤﺒﻴﻮﺗﺮ إﻟﻰ اﻟﺤﺪ ﻗﺮﻳ ًﺒﺎ وﻳﺨﺘﻠﻒ ﻫﺬا اﻟﺤﺪ ً‬
‫أﻳﻀﺎ‬
‫‪.‬ﻋﻠﻰ اﻟﺘﺼﻨﻴﻊ اﻟﻜﻤﺒﻴﻮﺗﺮ اﻟﻮﻗﻮد‬

‫ﻫﺬا ﺑﺒﺴﺎﻃﺔ ﺗﺤﺪﻳﺪ ﻟﻺﻟﻜﺘﺮوﻧﻴﺎت ‪ ،‬ﻻ ﺷﻲء أﻛﺜﺮ ﻣﻦ ذﻟﻚ ‪ ،‬وﻟﻜﻦ ﻫﻨﺎك ﺗﻔﺴﻴﺮ ﺑﻬﺬه‬
‫اﻟﻄﺮﻳﻘﺔ ﻟﺘﺮﺗﻴﺐ ﻣﺜﻞ ﻫﺬا اﻟﻨﻈﺎم ﻫﻨﺎ وﻫﻮ ﻳﻌﻨﻲ ﻓﻲ اﻟﻮاﻗﻊ اﻟﺴﻼﻣﺔ‪ .‬ﻋﻨﺪﻣﺎ ﻳﺼﻞ‬
‫اﻟﻜﻤﺒﻴﻮﺗﺮ إﻟﻰ ﺣﺪ ﻣﺎ ﻳﻌﺘﻘﺪ أﻧﻪ وﻗﻮد ﻛﺜﻴﺮ ً‬
‫ﺟﺪا ‪ ،‬ﻳﻔﺴﺮ اﻟﻜﻤﺒﻴﻮﺗﺮ ﻋﻠﻰ اﻷرﺟﺢ أن‬
‫ﻃﺒﻴﻌﻴﺎ ‪ ،‬وﺑﺎﻟﺘﺎﻟﻲ ﻳﻀﻲء ﻣﺼﺒﺎح‬
‫ً‬ ‫ﻷﻋﻄﺎل ‪ LED‬ﻫﺬا ﺗﺴﺮب ﻟﻠﻮﻗﻮد‪ .‬ﻫﺬا ﻟﻴﺲ‬
‫‪.‬اﻟﻤﺤﺮك ً‬
‫أﻳﻀﺎ‬

‫أ‬
‫‪.‬اﻟﻔﻜﺮة ﻫﻲ أن ﻣﺜﻞ ﻫﺬا اﻟﻤﺆﺷﺮ ﻗﺪ ﻳﻤﻨﻊ وﻗﻮع ﺣﺎدث ‪ -‬ﺣﺮﻳﻖ‬

‫ﻛﺎﻧﺖ ﻫﻨﺎك ﺷﺎﺋﻌﺎت ﻋﻠﻰ اﻹﻧﺘﺮﻧﺖ أﻧﻪ ﻻ ﻳﻤﻜﻨﻚ ﺗﻤﺪﻳﺪ وﻗﺖ ﻓﺘﺢ اﻟﺤﺎﻗﻦ ﻷن‬
‫اﻟﻨﺒﻀﺎت ﺗﺪﺧﻞ داﺧﻞ ﺑﻌﻀﻬﺎ اﻟﺒﻌﺾ ﻋﻨﺪﻣﺎ ﻳﺼﻞ اﻟﻤﺤﺮك إﻟﻰ ﺳﺮﻋﺔ ﻣﻌﻴﻨﺔ‪ .‬ﺗﻔﺴﻴﺮ‬
‫اﻟﺮﻗﻢ أدﻧﺎه ؛ ﻳﻤﻜﻨﻚ ﺑﺴﻬﻮﻟﺔ اﻟﺤﺼﻮل ﻋﻠﻰ ﻫﺬه اﻟﻔﻜﺮة‪ .‬ﻓﻲ اﻟﻮاﻗﻊ ‪ ،‬اﻟﻤﺴﺎﻓﺎت ﺑﻴﻦ‬
‫ﻛﻞ ﻓﺠﻮة ‪ /‬ﻓﺎﺻﻞ ﻫﻲ أﻛﺒﺮ‪ .‬إذا ﺑﺪأﻧﺎ ﻓﻲ ﺗﺒﺎﻃﺆ اﻟﻤﺤﺮك وﻧﺮى إﻟﻰ ﻣﺘﻰ ﻳﻤﻜﻦ ﻓﺘﺢ‬
‫ﺻﻤﺎم اﻟﺴﺤﺐ ‪ ،‬ﻓﺈن ﺳﺮﻋﺔ اﻟﺘﺒﺎﻃﺆ ﺗﺒﻠﻎ ﺣﻮاﻟﻲ ‪ 800‬دورة ﻓﻲ اﻟﺪﻗﻴﻘﺔ ‪ -‬واﻟﺘﻲ‬
‫ﺳﺘﻜﻮن ﺣﻮاﻟﻲ ‪ 13‬ﻟﻔﺔ ‪ /‬ﺛﺎﻧﻴﺔ‪ .‬ﻳﻔﺘﺢ ﻣﻨﻔﺬ اﻟﺴﺤﺐ ﻧﺼﻒ ﻋﻤﻮد اﻟﻤﺮﻓﻖ ﺗﺪور ﻛﻞ‬
‫ﺛﺎﻧﻴﺔ ‪ -‬ﻫﻮ ‪ 38‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ‪ .‬ﺳﻴﻜﻮن وﻗﺖ اﻹﻏﻼق أو اﻟﻔﺎﺻﻞ )‪x2‬ﻟﻔﺘﻴﻦ ‪13) / 1 ،‬‬
‫اﻟﺰﻣﻨﻲ ﻟﻠﻨﺒﺾ اﻟﺘﺎﻟﻲ ‪ 114 = 3 × 38‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ‪ .‬ﻫﻞ ﺳﻴﻜﻮن ﻟﺪﻳﻨﺎ ﻧﻈﺎم ﺗﺴﻠﺴﻠﻲ‬
‫إذا ﻛﺎن ﻟﻜﻞ ﺣﺎﻗﻦ ‪ 38‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ ﻟﺤﻘﻦ اﻟﻜﻤﻴﺔ اﻟﻤﻨﺎﺳﺒﺔ ﻣﻦ اﻟﻮﻗﻮد‪ .‬ﻗﺎرن ﻣﻊ ﻧﻈﺎم‬
‫ﻣﺘﻌﺪد اﻟﻨﻘﺎط ﺣﻴﺚ ﻳﻜﻮن وﻗﺖ اﻟﻔﺘﺢ ﻓﻲ وﺿﻊ اﻟﺨﻤﻮل ﺣﻮاﻟﻲ ‪ 2‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ!‬
‫ﺑﺎﻟﻨﺴﺒﺔ ﻟﻨﻈﺎم ﻣﺘﺴﻠﺴﻞ ‪ ،‬ﻳﺘﻢ ﺗﺤﺪﻳﺪ ﺗﻮﻗﻴﺖ ﺟﻤﻴﻊ اﻟﺤﺎﻗﻨﺎت ووﻗﺖ اﻟﻔﺘﺢ أﻃﻮل‬
‫ﻗﻠﻴﻼً ‪ ،‬دﻋﻨﺎ ﻧﻘﻮل ‪ 3‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ‪ .‬ﻣﻊ وﻗﺖ اﻹﻏﻼق ‪ ،‬ﻟﺪﻳﻨﺎ ‪ 3‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ ﺑﺎﻹﺿﺎﻓﺔ إﻟﻰ‬
‫‪ 114‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ وﻗﺖ اﻹﻏﻼق‪ .‬ﻟﺬا ﻓﺈن ﺣﺎﻗﻦ واﺣﺪ ﻣﻔﺘﻮح ﺑﻨﺴﺒﺔ ‪ ٪2.5‬ﻣﻦ اﻟﺤﺪ‬
‫‪.‬اﻷﻗﺼﻰ ﻟﻠﻮﻗﺖ اﻟﺬي ﻳﻤﻜﻦ ﻓﺘﺤﻪ ﻓﻴﻪ‬

‫إذا اﺧﺘﺮﻧﺎ ﺳﺮﻋﺔ ‪ 10000‬دورة ﻓﻲ اﻟﺪﻗﻴﻘﺔ ‪ ،‬ﻓﺴﺘﻜﻮن ‪ 167‬دورة ‪ /‬ﺛﺎﻧﻴﺔ‪ .‬ﻳﺼﺒﺢ‬

‫اﻟﻮﻗﺖ اﻟﺬي ﻳﻔﺘﺢ ﻓﻴﻪ ﺻﻤﺎم اﻟﻤﺪﺧﻞ ﺛﻢ ‪ 3‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ واﻟﻔﺎﺻﻞ اﻟﺰﻣﻨﻲ ﻫﻮ ‪ 9‬ﻣﻠﻠﻲ‬
‫ﺛﺎﻧﻴﺔ‪ .‬ﻳﻤﻜﻦ ﺑﻌﺪ ذﻟﻚ إﺑﻘﺎء اﻟﺤﺎﻗﻦ ﻣﻔﺘﻮﺣً ﺎ ﺑﻨﺴﺒﺔ ‪ ٪25‬ﻣﻦ اﻟﺤﺪ اﻷﻗﺼﻰ ﻟﻠﻮﻗﺖ‬
‫ﻓﻘﻂ ﺧﻼل ﻓﺘﺮة اﻟﺴﺤﺐ‪ .‬ﻫﻞ ﻻ ﺗﻌﺘﻤﺪ اﻟﺸﺮﻛﺔ اﻟﻤﺼﻨﻌﺔ ﻟﻠﻤﺤﺮك ﻋﻠﻰ أﺑﻌﺎد ﻣﻌﻴﻨﺔ‬
‫ﻋﻨﺪﻣﺎ ﻳﻜﻮن ﺣﻤﻞ اﻟﻤﺤﺮك وﺳﺮﻋﺘﻪ اﻟﻘﺼﻮى؟ ﻟﻨﻔﺘﺮض أن اﻟﺤﺎﻗﻦ ﻣﻔﺘﻮح ﺑﻨﺴﺒﺔ‬
‫‪ ٪50‬ﻋﻨﺪ اﻟﺤﻤﻞ اﻷﻗﺼﻰ‪ .‬ﺛﻢ ﻻ ﻳﺰال ﻫﻨﺎك ﻣﺠﺎل ﻟﻤﻀﺎﻋﻔﺔ اﻟﻮﻗﻮد ﻓﻲ ﺣﺎﻟﺔ رﻏﺒﺘﻚ‬
‫ﻓﻲ ﺿﺒﻂ اﻟﻤﺤﺮك! ﺑﺪﻻً ﻣﻦ ذﻟﻚ ‪ ،‬ﻧﻘﻮم ﺑﺰﻳﺎدة ﻣﺪة اﻟﻨﺒﺾ ﺑﻨﺴﺒﺔ ‪ ٪40‬ﻟﻠﺤﺎﻗﻦ وﻫﻮ‬
‫ﻣﻔﺘﻮح ﺑﻨﺴﺒﺔ ‪ ٪50‬ﻣﻦ اﻟﺤﺪ اﻷﻗﺼﻰ ﻟﻠﻮﻗﺖ ‪ ،‬ﻟﺬﻟﻚ ﺳﻴﻜﻮن إﺟﻤﺎﻟﻲ اﻟﻮﻗﺖ ‪٪70‬‬
‫وﺑﻌﺪ ذﻟﻚ ﻻ ﻳﺰال ﻫﻨﺎك ‪ ٪30‬ﻣﻦ اﻟﻮﻗﺖ ﻟﻠﻀﻐﻂ ﻣﻦ اﻟﻘﻄﻊ )ﻋﻨﺪ اﻟﺤﻤﻮﻟﺔ اﻟﻘﺼﻮى(‪.‬‬
‫أﻋﺘﻘﺪ أن ﻫﻨﺎك ﻣﺴﺎﺣﺔ ‪ ،‬ﻣﺎ رأﻳﻚ؟‬
‫‪.‬اﻟﻨﻘﻄﺔ ﻫﻲ أﻧﻪ ﻟﻴﺲ ﻫﻨﺎك ﻣﺎ ﻳﻜﻔﻲ ﻣﻦ اﻟﺘﻐﻴﻴﺮ اﻟﺨﻄﻲ‬

‫‪.‬ﻣﻊ اﺳﺘﺨﺪام اﻟﻮﻗﻮد اﻟﻤﻨﺨﻔﺾ اﻟﻄﺎﻗﺔ ﻳﻨﺸﺄ ﻣﺸﻜﻠﺔ ﺻﻐﻴﺮة‬

‫ﻻ ﻳﻨﻄﺒﻖ اﻟﻤﻨﺤﻨﻰ اﻟﺬي ﻳﻨﻄﺒﻖ ﻋﻠﻰ اﻟﺒﻨﺰﻳﻦ ﻋﻠﻰ ﺟﻤﻴﻊ أﻧﻮاع اﻟﻮﻗﻮد ﻣﻨﺨﻔﺾ‬
‫اﻟﻄﺎﻗﺔ‪ .‬إذا ﻓﺘﺢ اﻟﻜﻤﺒﻴﻮﺗﺮ اﻟﺨﺎﻧﻖ ﻟﻠﻮﻗﻮد اﻟﺠﺪﻳﺪ ﻛﻤﺎ ﻓﻌﻞ ﺑﺎﻟﻨﺴﺒﺔ ﻟﻠﺒﻨﺰﻳﻦ ‪ ،‬ﻓﻬﻞ‬
‫ً‬
‫ﻫﺰﻳﻼ ‪ ،‬ﻋﻠﻰ اﻷﻗﻞ ﻟﻔﺘﺮة ﻗﺼﻴﺮة ﻗﺒﻞ أن ﻳﻨﻈﻢ اﻟﻜﻤﺒﻴﻮﺗﺮ‬ ‫ﺳﻴﺼﺒﺢ اﻟﻤﺤﺮك ً‬
‫ﺛﺮﻳﺎ أو‬
‫اﻟﺠﺮﻋﺔ‪ .‬ﻳﻌﺮف ﻣﺴﺘﺸﻌﺮ ﻻﻣﺪا أن اﻟﻤﺤﺮك ﺗﻠﻘﻰ ﻛﻤﻴﺔ ﺧﺎﻃﺌﺔ ﻣﻦ اﻟﻮﻗﻮد وأن‬
‫‪.‬اﻟﻨﻈﺎم ﺳﻴﻌﻴﺪ ﺿﺒﻂ ﻧﻔﺴﻪ‬

‫ﻳﻤﻜﻦ ﻟﻠﻤﺮء أن ﻳﺤﺴﺐ ﻣﻊ ﺗﻐﻴﻴﺮ ﺧﻄﻲ‪ .‬ﻳﻤﻜﻦ ‪ E85‬ﻋﻨﺪ اﺳﺘﺨﺪام اﻹﻳﺜﺎﻧﻮل أو‬
‫ﻟﻠﻜﻤﺒﻴﻮﺗﺮ أن ﻳﻔﺘﺢ ﻟﻠﻮﻗﻮد ﻛﻤﺎ ﻓﻌﻞ ﻟﻠﺒﻨﺰﻳﻦ ‪ -‬ﺛﻢ ﻳﻌﻤﻞ ﺑﺸﻜﻞ ﺻﺤﻴﺢ ‪ ،‬وﺑﺎﻟﺘﺎﻟﻲ اﺗﺒﻊ‬
‫ﻧﻔﺲ اﻟﺮﺳﻢ اﻟﺒﻴﺎﻧﻲ )رﺳﻢ اﻟﺨﺮاﺋﻂ( ﻟﻠﺒﻨﺰﻳﻦ‪ .‬ﻻ ﺗﺰال ﻫﻨﺎك ﺑﻌﺾ اﻟﻤﺸﺎﻛﻞ ‪ -‬وﻫﺬا‬
‫‪.‬ﻳﻄﺒﻖ اﻹﻋﺪادات ﻋﻨﺪﻣﺎ ﻳﺘﻢ ﻗﻄﻊ اﻟﺘﺤﻜﻢ ﻻﻣﺪا‬

‫ً‬
‫ﺟﻴﺪا ﺑﻤﺎ ﻳﻜﻔﻲ ﻃﺎﻟﻤﺎ أن اﻟﻤﺮء ﻳﺘﻌﺎﻣﻞ ﻣﻊ اﻟﻤﺮﻛﺒﺎت‬ ‫ﻋﺎدة ﻣﺎ ﻳﻜﻮن رﺳﻢ اﻟﺨﺮاﺋﻂ‬
‫اﻟﺘﺠﺎرﻳﺔ اﻟﻌﺎدﻳﺔ ‪ ،‬وﻟﻜﻦ ﺣﺠﻢ اﻟﺘﻤﺪﻳﺪ اﻟﺬي ﻳﺠﺐ أن ﻳﻜﻮن أﻛﺜﺮ ﺻﻌﻮﺑﺔ ﻟﻠﺘﻨﺒﺆ ﺑﻪ ‪-‬‬
‫ﻳﻌﺘﻤﺪ ﻋﻠﻰ ﺧﻄﻴﺔ ﺣﺎﻗﻦ اﻟﻮﻗﻮد أو ﺑﺸﻜﻞ ﺻﺤﻴﺢ ؛ ﻣﻴﻞ اﻟﺮﺳﻢ اﻟﺒﻴﺎﻧﻲ اﻟﺨﻄﻲ‪ .‬إذا‬
‫زاد اﻟﻤﺮء ﻃﻮل اﻟﻨﺒﺾ ﺑﻨﺴﺒﺔ ‪ ، ٪30‬ﻓﻬﺬا ﻻ ﻳﻌﻨﻲ أن اﻟﻮﻗﻮد ﺳﻴﺮﺗﻔﻊ ﺑﻨﺴﺒﺔ ‪.٪30‬‬
‫‪٪ ...‬رﺑﻤﺎ ﺗﺰﻳﺪ اﻟﻜﻤﻴﺔ ﺑﻨﺴﺒﺔ ‪ ٪25‬ﻓﻘﻂ أو رﺑﻤﺎ ﺗﺬﻫﺐ اﻟﺰﻳﺎدة إﻟﻰ ‪40‬‬
‫ﻣﻦ اﻟﻤﻬﻢ أن ﻧﻔﻬﻢ أن ﺣﺎﻗﻦ اﻟﻮﻗﻮد ﻟﺪﻳﻪ وﻗﺖ ﺗﺄﺧﻴﺮ ‪ ،‬ﻗﺒﻞ أن ﻳﻔﺘﺢ‪ .‬ﻳﺒﻠﻎ وﻗﺖ‬
‫اﻟﺤﻘﻦ اﻷزرق ‪ 0.8‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ ‪ ،‬وﻟﻜﻦ ﺑﻤﺠﺮد ﻓﺘﺤﻪ ﻳﻌﻤﻞ ﺑﺸﻜﻞ ﺧﻄﻲ ﺗﻘﺮﻳ ًﺒﺎ‪ .‬ﻋﺎدة‬
‫ﻣﺎ ﻳﺘﻢ ﺣﻀﻮر اﻟﺠﺰء ﻏﻴﺮ اﻟﺨﻄﻲ ﺧﻠﻒ وﻗﺖ ﻓﺘﺢ اﻟﻤﺤﺮك ﻓﻲ وﺿﻊ اﻟﺨﻤﻮل‬
‫وﺑﺎﻟﺘﺎﻟﻲ ﻳﻤﻜﻦ ﺗﺠﺎﻫﻠﻪ‪ .‬ﻋﺮض اﻟﻨﺒﺾ أﻗﻞ ﻣﻦ ‪ 0.8‬ﻣﻠﻠﻲ ﺛﺎﻧﻴﺔ ﻟﻦ ﻳﺆﺛﺮ ﻋﻠﻰ اﻟﺤﻘﻦ‬
‫ﻓﻲ اﻟﻤﺜﺎل أﻋﻼه‪ .‬ﻳﺘﻢ ﺗﻐﻴﻴﺮ اﻟﺨﻄﻴﺔ إذا ﺗﻢ ﺗﻐﻴﻴﺮ ﺟﻬﺪ اﻹﻣﺪاد وﻟﻜﻦ ﻛﻤﺒﻴﻮﺗﺮ‬
‫اﻟﺨﺎﺻﺔ ﺑﻲ ‪ ،‬ﻳﻤﻜﻦ ﻟﻠﻤﺮء أن ‪ IPE‬اﻟﻮﻗﻮد ﻳﻤﻜﻦ أن ﻳﻌﻮض ذﻟﻚ ﺑﺴﻬﻮﻟﺔ‪ .‬ﻣﻊ دارات‬
‫ﻳﻘﺮر أي اﻣﺘﺪاد ﻧﺒﻀﻲ ﻳﺘﻄﺎﺑﻖ ﻣﻊ ﺧﻄﻴﺔ اﻟﺤﺎﻗﻦ ﺑﺸﻜﻞ أﻓﻀﻞ ﻣﻦ ﺧﻼل واﺣﺪ أو‬
‫اﺛﻨﻴﻦ ﻣﻦ ﻣﻘﺎﻳﻴﺲ اﻟﺠﻬﺪ‪ .‬ﻋﻠﻰ اﻟﺮﻏﻢ ﻣﻦ ذﻟﻚ ‪ ،‬ﻳﻤﻜﻦ ﺗﻐﻴﻴﺮ اﻟﺨﻄﻴﺔ اﻟﻨﺒﻀﻴﺔ ً‬
‫أﻳﻀﺎ‬
‫‪.‬وﻟﻜﻦ ﻳﺠﺐ اﻟﺤﻔﺎظ ﻋﻠﻴﻬﺎ ﻓﻲ أﻋﻠﻰ ﻣﺴﺘﻮى ﻣﻤﻜﻦ‬
 ‫ً‬
‫ﺗﻘﺎﻃﻌﺎ ﺑﻴﻦ اﻟﻨﻈﺎم ﻣﺘﻌﺪد اﻟﻨﻘﺎط اﻟﻤﻌﺘﺎد واﻟﻨﻈﺎم اﻟﻤﺘﺴﻠﺴﻞ‪.‬‬ ‫ُﺗﻈﻬﺮ ﻫﺬه اﻟﺼﻮرة‬
‫اﻟﻘﻨﺎة اﻟﻮاﺣﺪة ﻫﻲ ﻗﻨﺎﺗﺎن ‪ -‬ﻗﻨﺎﺗﺎن ﻣﺘﻌﺪدﺗﺎ اﻟﻨﻘﺎط ‪ ...‬أو ﻳﻤﻜﻨﻚ ً‬
‫أﻳﻀﺎ رؤﻳﺘﻬﺎ‬
‫ﻫﺬا اﻟﺘﻜﻮﻳﻦ ‪ ،‬ﺣﻴﺚ ﻳﺸﺎرك ‪ V8‬ﻛﺘﻘﺴﻴﻢ إﻟﻰ ﻣﺠﻤﻮﻋﺎت‪ .‬ﻳﻤﻜﻦ أن ﻳﻜﻮن ﻟﻤﺤﺮك‬
‫‪.‬ﺳﺎﺋﻘﺎن ﻧﺼﻒ اﻟﺤﺎﻗﻨﺎت‬

‫‪ V8.‬وﻣﻊ ذﻟﻚ ‪ ،‬ﻻ ﺗﻈﻬﺮ ﻫﺬه اﻟﺼﻮرة ﻣﺒﺪأ‬

‫أﻧﻈﻤﺔ ﺣﻘﻦ اﻟﻮﻗﻮد اﻟﻤﺨﺘﻠﻔﺔ‬
‫)‪ (TBI‬ﺣﻘﻦ اﻟﺠﺴﻢ اﻟﻤﻔﺮد أو اﻟﺨﺎﻧﻖ‬
The earliest and simplest type of fuel injection, single-
point simply replaces the carburetor with one or two fuel
injector nozzles in the throttle body, which is the throat
of the engine's air intake manifold. For some automakers,
single-point injection was a stepping stone to the more
complex multi-point system. Though not as precise as the
systems that have followed, TBI meters fuel better than a
carburetor and are less expensive and easier to service.

Port or multi-point fuel injection (MPFI)

Multi-point fuel injection devotes a separate injector
nozzle to each cylinder, right outside its intake port,
which is why the system is sometimes called port
injection. Shooting the fuel vapor this close to the intake
port almost ensures that it will be drawn completely into
the cylinder. The main advantage is that MPFI meters
fuel more precisely than do TBI designs, better achieving
the desired air/fuel ratio and improving all related
aspects. Also, it virtually eliminates the possibility that
fuel will condense or collect in the intake manifold. With
TBI and carburetors, the intake manifold must be
designed to conduct the engine's heat, a measure to
vaporize liquid fuel. This is unnecessary on engines
equipped with MPFI, so the intake manifold can be
formed from lighter-weight material, even plastic.
Incremental fuel economy improvements result. Also,
where conventional metal intake manifolds must be
located atop the engine to conduct heat, those used in
MPFI can be placed more creatively, granting engineers
design flexibility.

Sequential fuel injection (SFI)

Sequential fuel injection, also called sequential port fuel
injection (SPFI) or timed injection, is a type of multi port
injection. Though basic MPFI employs multiple injectors,
they all spray their fuel at the same time or in groups. As
a result, the fuel may ”hang around” a port for as long as
150 milliseconds when the engine is idling. This may not
seem like much, but it's enough of a shortcoming that
engineers addressed it: Sequential fuel injection triggers
each injector nozzle independently. Timed like spark
plugs, they spray the fuel immediately before or as their
intake valve opens. It seems a minor step, but efficiency
and emissions improvements come in very small doses.

Direct injection
Direct injection takes the fuel injection concept about as
far as it can go, injecting fuel directly into the
combustion chambers, past the valves. More common in
diesel engines, direct injection is starting to pop up in
gasoline engine designs and are common these days,
sometimes called DIG for direct injection gasoline. Again,
fuel metering is even more precise than in the other
injection schemes, and the direct injection gives
engineers yet another variable to influence precisely how
combustion occurs in the cylinders. The science of engine
design scrutinizes how the fuel/air mixture swirls around
in the cylinders and how the explosion travels from the
ignition point. Things such as the shape of cylinders and
pistons; port and spark plug locations; timing, duration
and intensity of the spark; and number of spark plugs per
cylinder (more than one is possible) all affect how evenly
and completely fuel combusts in a gasoline engine. Direct
injection is another tool in that discipline, one that can be
used in low-emissions lean-burn engines.

‫اﻟﻤﺼﺪر‬: Cars.com