Izinjini ze-Hyundai/Kia R-Series - 2,0 CRDi (100, 135 kW) kanye no-2,2 CRDi (145 kW)
Abakhiqizi bezimoto baseKorea abake baba "ngophethiloli" manje sebefakazela ukuthi bangakwazi ukukhiqiza injini esezingeni eliphezulu kadizili. Isibonelo esihle iHyundai/Kia Group, esithokozise abathandi bakawoyela abaningi ngochungechunge lwayo lwe-1,6 (1,4) CRDi U-series. Lezi zinjini zibonakala ngama-dynamics aqinile, ukusetshenziswa kukaphethiloli okunengqondo nokwethembeka okuhle, kuhlolwe isikhathi. Amayunithi e-CRDi ochungechunge lwe-D akhiqizwe yinkampani yase-Italy i-VM Motori ngezindlela ezimbili zamandla (2,0 - 103 kW kanye no-2,2 - 115 kW) ashintshwa ekuqaleni kuka-2009-2010. Ezinjinini ezintsha ngokuphelele zomklamo wethu, ezibizwa nge-R-series.
Ama-R series motors ayatholakala ngezigaba ezimbili zokuhambisa abantu: 2,0 no-2,2 litres. Uhlobo oluncane lusetshenziselwa ama-compact SUV Hyundai ix35 neKia Sportage, inguqulo enkulu isetshenziselwa isizukulwane sesibili iKia Sorento neHyudai Santa Fe. I-2,0 CRDi itholakala ngezinhlobo ezimbili zamandla: 100 no-135 kW (320 no-392 Nm), kanti i-2,2 CRDi idiliva i-145 kW netorque enkulu engu-445 Nm. Ngokwamapharamitha amenyezelwe, zombili izinjini zihamba phambili ekilasini labo (izinjini ezinokushaja kusuka ku-turbocharger eyodwa kuphela).
Njengoba sekushiwo, izinjini zangaphambilini ze-D-series zaqala ukufakwa ezimotweni zakwaHyundai/Kia ngasekupheleni kwenkulungwane yeminyaka. Kancane kancane, badlula ezigabeni ezimbalwa zokuziphendukela kwemvelo futhi kuyo yonke imisebenzi yabo bamelela ukuqhutshwa kwezimoto okuhloniphekile. Kodwa-ke, abazange bafinyelele phezulu ekilasini ngenxa ye-dynamics yabo, futhi babe nokusetshenziswa okuthe xaxa uma kuqhathaniswa nezimbangi. Ngenxa yezizathu ezifanayo, i-Hyundai / Kia Group yethula izinjini ezintsha ngokuphelele zomklamo wayo. Uma kuqhathaniswa nabanduleli balo, uchungechunge olusha lwe-R lunomehluko eminingana. Eyokuqala iwumshini wesikhathi wama-valve ayishumi nesithupha, manje esilawulwa yiyodwa, kodwa ama-camshaft amabili ngezingalo ze-rocker ezinama-pulley kanye nama-hydraulic tappets. Ngaphezu kwalokho, indlela yokwenza isikhathi ngokwayo ayisaqhutshwa ibhande elinamazinyo, kodwa izixhumanisi zamaketanga ensimbi ezingadingi ukunakekelwa ngaphansi kwezimo ezivamile zokusebenza. Ngokuqondile, iketango lishayela ikhamera ye-exhaust-side, lapho i-camshaft ishayela khona i-camshaft eseceleni.
Ngaphezu kwalokho, iphampu edingekayo ukuze kusetshenziswe i-brake booster kanye nama-vacuum actuators iqhutshwa i-camshaft futhi ayiyona ingxenye ye-alternator. Iphampu yamanzi ishayelwa ibhande eliyisicaba, kanti esizukulwaneni esedlule idrayivu ibivikelwa ibhande lesikhathi elinamazinyo, okuthi kwezinye izimo libe nomthelela ekulimaleni - ukugqabula ibhande kanye nokulimala kwenjini okubi kakhulu. I-turbocharger nendawo ye-DPF, kuhlanganiswe ne-oxidation catalytic converter ehlala ngaphansi nje kwe-turbocharger, nayo ishintshiwe ukuze kugcinwe amagesi e-exhaust ashisa ngangokunokwenzeka futhi angapholi ngokungadingekile njengasesizukulwaneni esedlule (i-DPF ibitholakala ngaphansi kwe- imoto). Kufanele futhi kukhulunywe ngomehluko obaluleke kakhulu phakathi kwezinketho ezimbili zokusebenza ze-2,0 CRDi. Zihluke, njengenjwayelo, hhayi kuphela ku-turbo pressure, umjovo noma olunye uhlelo lweyunithi yokulawula, kodwa futhi ngendlela ehlukile yama-pistons kanye nesilinganiso esiphansi sokucindezela kwenguqulo enamandla (16,0: 1 vs. 16,5: 1).
Umjovo wenziwa isizukulwane sesine se-Common Rail system ngepompo yomjovo ye-Bosch CP4. Ama-injection alawulwa nge-piezoelectrically ngengcindezi ephezulu yokujova kuze kufike kubha ye-4, futhi yonke inqubo ilawulwa yi-electronics ye-Bosch EDC 1800. Ikhanda le-cylinder kuphela lenziwe ngama-alloys aluminium alula, ibhulokhi ngokwayo yenziwe ngensimbi ekhonjiwe. Nakuba lesi sixazululo sinezinkinga ezithile (isikhathi eside sokushisa noma isisindo esiningi), ngakolunye uhlangothi, idivayisi enjalo inokwethenjelwa kakhulu futhi ishibhile ukuyikhiqiza. Injini iqukethe i-valve yokukhipha igesi ephumayo, elawulwa ngokuqhubekayo yinjini kagesi, i-servo motor nayo inesibopho sokulungisa ama-vanes e-stator ku-turbocharger. Ukupholisa amafutha okusebenzayo kunikezwa isihlungi samafutha esinomshini wokushisa wamanzi wamafutha.
Kunjalo, ukuhambisana ne-Euro V emission standard, okuhlanganisa nesihlungi sezinhlayiya, kuyindaba eyiqiniso. Kusukela injini ye-2,2 CRDi yangena kumodeli ye-Sorento II ngo-2009, umenzi wathola imvume ye-Euro IV, okusho ukuthi asikho isihlungi se-DPF. Isignali enhle kumthengi, okungenzeka ukuthi akudingekile. Yize izinga lokuhluleka noma impilo yezihlungi ze-DPF ithuthuke kakhulu, imayela eliphezulu noma ukugijima okufushane okuvamisile kusathinta kakhulu ukuthembeka nempilo yale nzuzo yemvelo. Ngakho-ke i-Kia ivumele injini ephumelele kakhulu ukuthi isetshenziswe esizukulwaneni sesibili se-Sorente, ngisho nangaphandle kwesihlungi se-DPF esidla isikhathi. Iyunithi elinjalo liqukethe i-cooler encane yokukhipha igesi yokukhipha kabusha, okuthi kuzo zombili izinguqulo ine-jumper (injini ebandayo - ebandayo). Ngaphezu kwalokho, kusetshenziswa amapulaki avamile okukhanya kwensimbi kuphela esikhundleni se-ceramic, ebiza kakhulu kodwa futhi amelana kakhulu nemithwalo yesikhathi eside. Ezinjinini zesimanje zikadizili, amapulaki akhanyayo nawo asetshenziswa isikhathi esithile ngemva kokuqala (ngezinye izikhathi phakathi naso sonke isigaba sokufudumala) ukuze kuncishiswe ukwakheka kwama-hydrocarbon angashisiwe (HC) futhi ngaleyo ndlela kuthuthukiswe isiko lokusebenza kwenjini. Ukushisa kabusha kuyadingeka ngenxa yokucindezela kokucindezela okuqhubekayo okuphansi, okubuye kubangele amazinga okushisa omoya aphansi ngesikhathi sokucindezela. Yilokhu kushisa okuphansi kokuminyanisa okungenzeka kunganele ukukhishwa okuphansi okudingekayo ngamazinga aqinile.
