Hyundai S engine

In the S series is a six-cylinder diesel engine with direct injection, turbocharged, four overhead camshafts ( QOHC ), and four valves per cylinder. The motors are manufactured in South Korea.

The S- Series is the first car offered for V6 diesel number of the Group. It is a substantially revised version of an Isuzu make.

The engine block is made ​​of sintered compacted graphite cast iron, the cylinder head be made ​​of light metal. The cylinder dimension has a bore of 84 mm and a stroke of 89 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.

The type of valve actuation was not described, but it contains a hydraulic tappets. So that it resembles either that of the D-, or that the Delta series.

Notes on particles

Particles in the exhaust gas of internal combustion engines ( 10 to 1000 nm) are smaller than others, such as tire wear caused (15,000 nm). Like them but they are made of soot and hydrocarbons (eg, PAHs). Your suspected for humans health Relevance get the exhaust nanoparticles due to their surface and size. You can injure cell membranes (soot) or react with them (PAH ). Due to their size (nano means anything below 100 nm) succeed in overcoming the upper respiratory tract and the lung wall and thus the entry into the bloodstream (see ). Dose, exposure time, projectability of animal experiments to humans and circumstances as smoking study participants are the objectives of current research. The anticipation limits the Euro 6 emissions standard for 2014 for the first time the amount of particles ( design value: 6 × 1011 pieces per km) and not only its mass. The mass is influenced by the critical nanoparticle only 20%, but already reduced the diesel particulate filter, the total mass by closed to 97%. This shows that the local accumulation of filtrate also intercepts relevant quantities of nanoparticles well below the actual filter pore size of 1000 nm. With this reduction, the filter also minimizes the impact on climate of the particles. The Rußfarbe makes the particles to heat absorbers. Thus, they directly heat the air rußbelastete and after deposition and snow surfaces, which they reach by air currents as from Europe to the Arctic.

Gasoline and diesel engines produce comparable amounts and sizes of particles during full load and cold start phases. In two phases, more fuel is injected, when the oxygen in the cylinder can burn ( " rich fuel mixture "). In cold start phase, this happens for catalyst heating, under full load for engine cooling. While gasoline engines produce only angefetteten operation particles by lack of oxygen, these are created at diesel even in lean operation and thus during all phases of operation. Therefore, the amount of particles of the gasoline but is overall at the low level of a diesel with a closed filter system.

The reason for the diesel are its twice as long-chain aromatics (see gasoline). They have a much higher boiling point ( 170-390 ° C instead of 25 ° to 210 ° C). At the same time the combustion temperature of the diesel engine but is 500 ° C lower than the gasoline engine. Therefore, gasoline evaporates completely than diesel. Meanwhile, earlier boiling components evaporate first, leaving the remainder drops from higher boiling aromatics in addition to holding a low temperature (see ). The non-volatilized aromatics are cracked due to temperature in their constituents during the ignition phase. One of these is the carbon, that is soot.

The particle composition differs due to the chemistry of the two. So the petrol engine outweigh the PAH particles in the diesel engine, it is the soot particles. The particles are visible only through juxtaposition. Visible particles are not respirable and airway are filtered and mined mostly already at the top. Deposits occur in the exhaust and particularly in the particle filter. The local accumulation of the filtrate also captures particles from far below the actual filter pore size ( 1 micron ). So that the particle count drops to the level of a gasoline engine. Be seen that the particle deposition is in the exhaust. If this is, has a diesel with a closed filter system and a gasoline engine over a few fractions of cold-start and Vollastphasen.

S

History

My V6 passenger car diesel Hyundai made ​​before the S engine not the aim of the existing J- engines came close only in engine capacity ( 2.9 l). However, they were four-cylinder and also since 1998 in use. Therefore, they lacked the necessary modern technology in addition to the smooth-running V- format. In 2004 it was decided to add this to a motor outside the Group. At the beginning of the development was therefore the Isuzu DMAX V6 " 6DE1 ". This engine has been licensed by the manufacturer to Renault, and has been used for the purchase of patents by GM and the Opel Vectra and Saab 9-5 C. Injection and turbo were changed. As the latter originate the glow plugs from BorgWarner Inc., here from the subsidiary BERU. They should also allow takeoffs at -25 ° C and help with clean combustion to sophisticated tone. The glow plugs are operated by a control unit (Glow Control Unit) and supported by a heater in the intake system thereby to bring the diesel -air mixture in the cold start phase of self- ignition temperature.

The development of the S- engine took 26 months and cost 222 million U.S. dollars. It was coordinated by the Namyang Powertrain Center in Hwaseong, carried out in the European Powertrain Center in Rüsselsheim.

The V- orientation of the two three -cylinder banks has the advantage of shorter length compared with straight-six engines as incorporating about BMW. Moreover, hereby the crankshaft only has to be half as long as each crank pin is driven by two pistons. The disadvantage of the division into two benches are duplicate components at the other end of the piston - cylinder head about four instead of two camshafts to actuate the valves, so that a total increase maintenance costs easily.

Injection

The Bosch fuel injection of the third generation (CRS 3.0) is equipped with piezo injectors. Whose advantage is a more rapid exit of injection, whereby a larger amount of fuel can be introduced in time with sufficient precision. That results in more power at low-residue combustion. The same effect has the "Variable Swirl Control System". It swirls the air before entering the cylinder always the case that a homogeneous distribution of diesel fuel is supported. For this, the air is passed, at low engine speeds and low face velocity by a narrower manifold and accelerated. At higher speeds, will open a wider path. This inflow turbulence and thus remain independent of rotational speed constant.

Direct injection is via vertical reaching from the top of the cylinder nozzle. This minimizes diesel condensation on the relatively cool cylinder inner wall, which would lead to soot. The nozzles are supplied from a fuel line for all cylinders (common rail), which is present in the diesel from 250 to 1600 bar. Newer diesel engines to further increase the pressure, which leads to even more homogeneous mixture formation and therefore less oxygen-rich, nitrogen oxide- producing and oxygen-poor, 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, an oxidation catalyst which is connected upstream.

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 European markets, it is standard. 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 Euro 4 standards of this group achieved the permissible amount of nitrogen oxides is 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.

Turbocharger

This engine uses a Borg Warner BV50 turbocharger with variable geometry. 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 gas streams by they 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 components mechanically. The VGT system makes therefore usually, as in this engine, the pressure relief valve ( wastegate ) unvariabler turbocharger superfluous. The change of pneumatic vane electrical control also allows a more precise control of the airflow. Hyundai has made ​​it named e - VGT.

BorgWarner developed this turbocharger at its headquarters in Kirchheimbolanden and his South Korean joint venture SeohanWarner Turbo Systems jointly with Hyundai. It is made of SeohanWarner in Pyongteak. This collaboration began when the A- and J- series engine. Used the BV50 turbocharger with a form adapted to the higher exhaust gas temperatures of a gasoline - engine alloy since June 2006 in the Porsche 997, three months before the premiere of the S V6 in September 2006.

A nitric oxide reduced by 80 % soot and 90 % variation of the engine was located until 2008 in development. With their approval of the engine to the U.S. market, according to Tier 2 Bin 5 standard should be achieved. The project was set but the beginning of 2009. Thus, in 2010, only individual, customized diesel engines from German manufacturers in the U.S. car market is available.

The average per capita real consumption of this series is at the level of the standard consumption of 10 l/100 km.

Data

Use

Listed are the world's built- S engines for each model, not in every country will be offered.

Hyundai ix55

• Ix55 EN D6EA ( 239 hp ): 2007 -present

KIA Mohave

• Mohave HM D4EA (249 hp): 2009 -present