Hyundai R engine

In the R-series is four-cylinder diesel engines with direct injection, turbocharged, double overhead camshaft (DOHC ) and four valves per cylinder. The motors are manufactured in (South Korea).

Engine block and cylinder head are made of aluminum, makes its tendency to vibrate along with the displacement caused piston size and thus a mass balance shaft needed. This runs counter to the crankshaft and thus reduces noise, which would cause energy losses in the digit horsepower range, which are also avoided. Housed the shaft is in the crankcase, the integrated ladder frame once again minimizes vibration.

The cylinder dimension starts with a bore of 84 mm and a stroke of 90 mm, which is larger for the larger version to 84.5 and 96 mm. Weight and idle speed have not yet been published.

The camshafts are driven by the crankshaft via a maintenance -free timing chain, the secondary units of a serpentine belt. Meanwhile, inspection and replacement intervals are noted in the manual.

The valves are actuated via roller cam followers, which act like a seesaw. At the apex of the cam is located on. During his turn he expresses a page and allow the valve down while always flush on the other by means of built-in spring, stretching lash is applied ( cf. valve closed, valve open). This form of the lash adjuster is maintenance-free, self- inspection is not provided in the maintenance schedule. An Erosion would notify by a ticking sound (see ).

For faster heating of the interior have vehicles with R- engines an electric heater (PTC). This is mounted in the air flow and warms it as required by an electrical resistance. Thus, a significantly faster heating is achieved when a diesel engine could they afford alone or with auxiliary heater for coolant circuit. However, such cooling water heater has the advantage to be an integral part of an auxiliary heater, which could be so inexpensively retrofitted. The built-in, electric heater, however, requires a complete heater block.

R

History

The development of the R- series began in 2006 after the completion of S V6 and cost 140 million euros. It was carried out it was presented in the European Powertrain Center in Rüsselsheim, then the end of 2008 in Namyang Powertrain Center in Hwaseong. At the 500 prototypes of the series 150 staff were employed for 42 months.

The manufacturer used to reduce the weight for the first time in its diesel engines, the all-aluminum construction. He also manufactures cylinder head cover, intake tract and oil filter housing made ​​of plastic. Information on the total weight but there is no whereby the progress to its predecessor is not quantifiable.

The roller cam valve train have a needle bearing. In contrast to the otherwise related with roller cam bearings here the element to be stored runs directly on thin sticks that resemble needles because of their size. This saves the space for an intermediate inner ring and minimizes size.

For a quick starting characteristics of the motors are designed to provide ceramic glow plugs which bring even at low temperatures, the diesel -air mixture in cold-start phase to self- ignition temperature. For faster heating of the interior is an integrated auxiliary heater (see Introduction)

The serpentine belt runs on a vibration-damping Metaldyne pulley. It filters the vibrations of the crankshaft and is designed to drive the ancillary units gentler and quieter. To improve the durability of the pulley itself contributes to their production of EPDM rubber. Cushioning is provided via a rotatably coupled to the primary mass secondary mass ( inertial mass ). They leveled brief torsional vibrations of the crankshaft.

The series started in autumn 2009 with the 2.2 L engine in the Kia Sorento, a quarter later, the 2.0 L version with 184 hp followed. 2010 appeared this in a version with 136 hp and other turbochargers. Meanwhile manufacturer BorgWarner also supplies the glow plugs for this version.

Injection

The used Bosch fuel injection of the third generation ( " CRS 3.2" or " CRS3 - 18") is equipped with piezo injectors. Their advantage over magnetic injectors consists faster terminating the injection. Thus, a larger amount of fuel are introduced chronologically precise enough. This results in more power with continued low-residue combustion. The number of injections per ignition is situational be increased to eight. This subdivision improves the running performance, because the combustion process in the cylinder is drawn into the length. In addition, smaller amounts of fuel to be better distributed inside the cylinder. This reduces soot and nitrogen oxides by less inhomogeneous areas of oxygen deficiency and excess. In addition to pilot injections just before firing and the main charges to the actual piston movement, the injections of the partial combustion of soot particles are incurred.

Direct injection is controlled by a 32-bit chip. The nozzles are of a fuel line for all cylinders (common rail) supplies, which is present in the diesel from 250 to 1800 bar. This was 2009, the highest pressure stage, and thus made available to the premiere of the homogenous mixture formation with the least amount of oxygen-rich and oxygen- poor nitric oxide- producing, rußproduzierenden nests.

Pollutant reduction

This series has Rußfilterung, but no reduction of nitrogen oxides in the exhaust gas aftertreatment. This consists of a closed particle filter, the oxidation catalyst in the same housing is connected in series. Positions are both directly after the turbocharger. This helps the catalyst to reach its operating temperature quickly.

The oxidation catalyst is replaced because of the high levels of oxygen in the exhaust gas compared to the conventional spark ignition engine where the three-way catalyst. Other than this, it can pass the nitrogen oxides, and thus operates as a two-way catalyst. Like its counterpart, it processes using oxygen, the carbon monoxide (CO) to carbon dioxide (CO2 ) and hydrocarbons ( HC) to carbon dioxide and water. The nitrogen oxides are left out, since due to the excess oxygen that first reacts with the carbon monoxide ( 2CO O2 2 CO2). So this is no longer the carbon oxides (NOx) for the reduction in purity nitrogen available (CO and NO to N2 and CO2, see deposition rates in the three-way catalyst with increasing towards the right in the exhaust oxygen content ).

Rußreduzierend acts of diesel typical lean operation, the exhaust gas recirculation ( → next paragraph) and the closed diesel particulate filter these engines. In contrast to open systems of this type can not be retrofitted because the motor via a sensor detect the level of the filter and this must regenerate as needed. For this, the filter output of around 30 rises to over 95 percent of the particle mass, the same applies to the number of particularly relevant nanoparticles ( see box with notes on the particles at the beginning of the article). The removal of the particles takes place in two stages. In passive regeneration is an oxidation of the Rußfiltrats. This only works at exhaust gas temperatures as they come on long motorway journeys about. This formed NO2 from 200 ° C soot particles in the filter can be oxidized to CO2 using the oxidation catalyst. The excess nitrogen dioxide escapes. An active regeneration to act where this temperature is not reached and the filter has become approximately 45 % of its capacity. Then, the motor control a temperature of 600 ° C artificially prepared by inject diesel directly after the ignition, resulting in no extra power, however, the necessary exhaust-gas temperatures. Consumption increases by three to eight percent ( depending on the frequency ), the soot is burnt here. From Rußfiltrat after the active regeneration some ash in the filter remains an indication of the durability was not made. The regeneration requires about 25 minutes without stop and go traffic at a speed over 2000 rpm from the third gear. If these trips out, a warning light in the cockpit flashes from 75 % of the filter fill level, which refers to the driver on a necessary regeneration. If it flashes after the described journey continues, is go to a workshop, which performs the refresh. Failing this, too, threatens to damage the particulate filter, the names according to Like all closed on no overpressure valve.

These engines use exhaust gas recirculation to reduce nitrogen oxide. This derives in part -load range up to 60% of the exhaust gas back into the intake tract. The nitrogen oxides contained therein are thus neutralized, the same applies to soot and not unburned hydrocarbons (eg, PAHs). However, if too much exhaust gas introduced, there is a lack of oxygen in the cylinder for complete combustion. This led to more soot. Therefore, in any case only partially exhaust gas recirculation even at partial load is possible. In the Euro5 standard achieved by this series the allowed amount of nitrogen oxide remains at three times a gasoline engine. The recirculation is controlled electrically. This minimizes the deviation from the desired recirculation rate. Using lambda probe is to be evaluated and the oxygen level in the exhaust gas. Cooling the recirculated exhaust gas also lowers the combustion temperature nitrogen oxide- reducing. The more dense volume of air by means of cooling is still provided sufficient oxygen so as not to promote soot. Nitrogen oxides favor smog and ozone formation and acid rain, nitrogen dioxide is an irritant. Diesel engines operate for soot reduction with an excess of oxygen, which leads to very high local temperatures in the cylinder. These favor the formation of nitric oxide.

Reducing the compression from 17.3 to 16.5 to 16.0 compared to its predecessor ( see table). This reduces material gentle pressure and thus the temperature in the cylinder. This results in fewer nitrogen oxides.

Turbocharger

All series motors feature a variable geometry turbocharger. This minimizes the acceleration delay after you press the accelerator pedal. The unvariable turbocharger is a resonant system, which must first be stimulated. Only much exhaust gas accelerates the turbine in the exhaust stream so strong that it promotes the desired on the intake more air into the cylinder. This delay is called " turbo lag " and must be considered for acceleration by the driver. The remedial, a VGT system also speeds low exhaust flows by it deflected by a temporarily narrowed air to the turbine. The VGT vanes are attached to like a shovel wheel and extend into the exhaust stream. They draw almost be folded in to the circle, faster, or more slowly expanded exhaust gas to the turbine of the turbocharger ( animation). This speeds up or slows down accordingly ( animation). The latter is used at higher engine speeds, because there is little need for a multi- air here. On the contrary, this would, its supply pressure in the cylinder exceed and thus damage the engine parts mechanically. The VGT system makes therefore usually, as in this engine, the pressure relief valve ( wastegate ) unvariabler turbocharger superfluous.

The turbocharger of the 136 hp variant is supplied by BorgWarner. This belongs to the now fourth VGT generation from the manufacturer. Their characteristic are the S-shaped vanes ( "S- Vane "). They favor, according to the manufacturers, the controllability.

The turbocharger of the 2010 -added 150 PS version is not mentioned in the press releases of the turbo manufacturer and is therefore still unknown.

The two high-performance versions use a Garrett GTB1752VLK. This turbine has a diameter of 17 mm to 52 mm and the exhaust gas on the intake side. He uses an electric instead of pneumatic vane adjustment and thus allows for more precise control. Hyundai reports them named e - VGT. This belongs to the third generation of the turbo manufacturer, which is intended to help with a new guide vane shape and a new turbine wheel to a third more air promotion at dezimiertem exhaust back pressure. The turbo is in a similar form ( GTB1752V ) with 275 PS of Jaguar / Land Rover also used in 3.0 L diesel engine, but there in combination with an upstream, smaller charger as a sequential twin turbo. Such is also mentioned in the 2005 agreement signed for the R- series, but has so far presented only in a fair model. Production is scheduled to follow in 2011.

The average per capita real consumption of this series is 9.1 l/100 km for medium and 7.8 for a compact SUV, on economical driving style, he is reduced accordingly to 7.8 and 6.3 l/100 km.

Data

Use

Listed are the world's installed R- engines for each model, not in every country all listed configurations are offered.

Hyundai ix35

  • Ix35 LM D4HA ( 184 hp ): 2009 -present
  • D4HA ( 136 hp ): 2010 -present
  • Santa Fe CM D4HA ( 184 hp ): 2009-2012
  • D4HB (197 hp): 2009-2012
  • D4HB ( 197 hp ): 2012 -present

KIA Carnival

  • Carnival VQ D4HB (197 hp): 2010-2011

KIA Sorento

  • Sorento XM D4HA ( 184 hp ): 2009 -present
  • D4HB (197 hp): 2009 -present

KIA Sportage

  • Sportage SL D4HA ( 136 hp ): 2010 -present
  • D4HA ( 184 hp ): 2011 -present
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