I-test drive yethula injini entsha ye-Opel 2,0 CDTI

Isizukulwane esisha samayunithi amakhulu kadizili aqala eParis

Amandla aphezulu, i-torque ephezulu, ukusetshenziswa kukaphethiloli ophansi kanye nokukhishwa okuhlanganiswe nokucwengwa okuhola phambili: Injini entsha yakwa-Opel engu-2,0-litre kadizili ingukuziphendukela kwemvelo okuphawulekayo ngazo zonke izindlela. Le njini yobuchwepheshe obuphezulu, eyaqala ukubonakala e-Insignia naseZafira Tourer eMondial de l'Automobile eParis ngo-2014 (Okthoba 4-19), iphawula esinye isinyathelo ekuthuthukiseni uhla olusha lwenjini yakwa-Opel.

Iyunithi entsha ene-125 kW / 170 hp. futhi i-torque engu-400 Nm efiselekayo izothatha indawo yenjini yamanje engu-2,0 CDTI (120 kW / 163 hp) phezulu kohlu lukadizili wakwa-Opel. Lo mshini osebenza kahle we-Euro 6 uletha amandla acishe abe ngamaphesenti ayisihlanu kanye ne-torque yamaphesenti ayi-14, ngenkathi wehlisa nokusetshenziswa kukaphethiloli kanye ne-CO2. Okubaluleke ngokulinganayo, injini ihamba buthule futhi ngendlela elinganiselayo, umphumela wokusebenza kanzima konjiniyela bomsindo we-Opel ukunciphisa umsindo, ukudlidliza nobulukhuni.

"Le njini yobuchwepheshe obuphezulu inguzakwethu ophelele wamamodeli wethu amakhulu we-Insignia ne-Zafira Tourer," kusho uMichael Abelson, iphini likamongameli weVehicle Engineering Europe. “Inamandla amakhulu, ukusebenza kahle, ukonga nobumnandi bokushayela kuyenza ibe ngenye yezinjini zikadizili ezihamba phambili esigabeni sayo. I-6 CDTI entsha ihambisana ne-Euro 2,0 futhi isivele ihlangabezana nezidingo zesikhathi esizayo futhi izothuthukisa kakhulu ukukhanga kwebanga lethu lenjini kadizili.”

Injini entsha engu-2,0 CDTI, ezoqala ukukhiqizwa ngonyaka ozayo, izoba ngeyokuqala emgqeni omusha wezinjini ezinkulu zikadizili ezenziwe yinkampani uqobo lwayo. Le phrojekthi yaqalwa yithimba lonjiniyela lomhlaba wonke elizinze eTurin naseRüsselsheim ngokuxhaswa ngozakwabo baseNyakatho Melika. Izokhiqizwa embonini yakwa-Opel eKaiserslautern, eJalimane.

Ukunyuka kwamandla kagesi kanye nezindleko ezincishisiwe zikaphethiloli nokukhishwa

Ukukhipha inani eliphezulu lamandla kuwo wonke amaconsi kaphethiloli kuyisihluthulelo sokuthola amandla aphezulu kokubili ngokwemibandela ephelele nangokuminyana kwamandla, okuvezwa njengenani elingu-85 hp. / l - noma amandla afanayo afana nenjini. kusukela kusizukulwane esisha i-Opel 1.6 CDTI. Ibhayisikili elisha liqinisekisa ukushayela injabulo ngaphandle kokuphazamisa isabelomali samakhasimende. I-torque engu-400 Nm ehlaba umxhwele itholakala kusukela ku-1750 iye ku-2500 rpm kanye nenamandla okukhipha amandla angu-125 kW / 170 hp. ifinyelelwe ku-3750 rpm nje.

Phakathi kwezinto ezibalulekile zokufeza izimfanelo ezishukumisayo zemoto kukhona igumbi elisha lomlilo, ama-manifolds afakwe kabusha afakwe kabusha kanye nesistimu yomjovo kaphethiloli entsha enengcindezi enkulu ye-2000 bar, okungenzeka kube nemijovo efika ku-10 umjikelezo ngamunye. Leli qiniso liyisisekelo sokuthola izinga eliphezulu lamandla, futhi i-atomization kaphethiloli ethuthukisiwe idala izimfuneko zokusebenza okuzolile. Ukukhethwa komumo wegumbi elivuthayo ngokwalo kuwumphumela wokuhlaziywa kwezifaniso zekhompyutha ezingaphezu kuka-80, ezinhlanu zazo ezikhethiwe ukuze zithuthukiswe.

I-VGT turbocharger (Variable Geometry Turbocharger) ifakwe umshini wokuqondisa i-vane vane kagesi ukulawula ukuhamba kwegesi, okunikeza impendulo esheshayo engama-20% kune-vacuum drive. Umklamo ohlangene ngokwedlulele we-VGT turbocharger ne-intercooler wehlisa umthamo womoya phakathi kwe-compressor nenjini, kuqhubeke kunciphise isikhathi sokwakha ingcindezi. Ukuze kwandiswe ukwethembeka kwe-turbocharger, iyunithi inokupholisa kwamanzi kanye nesihlungi samafutha esifakwe ethekwini olayini kawoyela, okuqhubeka nokunciphisa ukungqubuzana ekusebenzeni kwayo.

Imodyuli ye-turbocharger ne-exhaust gas recirculation (EGR) ihlanganiswe kumklamo owodwa wokusebenza kahle okuphezulu. Imodyuli ye-EGR isuselwa kumqondo omusha one-radiator yensimbi engagqwali ehlinzeka ngokusebenza kahle kokupholisa cishe ngamaphesenti angama-90. I-valve ehlanganisiwe yokupholisa umoya opholile opholile wamanzi inciphisa ukwehla kwengcindezi futhi ukulawula kwayo okuvalekile kunciphisa kakhulu ukukhishwa kwe-nitrogen oxide kanye ne-particulate matter (NOx / PM) ngaphansi kwezimo zomthwalo ezihlukile, ngenkathi kuthuthukiswa ukulawulwa kokukhishwa. ama-hydrocarbon ne-carbon monoxide (HC ne-CO).

Ukusebenza okubushelelezi: Amandla edizili asebenza ngokuqondile njenge-turbine yegesi

Ukuthuthuka okuhlosiwe kwezimpawu zomsindo nezokudlidlizela kuzo zonke izindlela zokusebenza kube yisidingo esikhulu ekwakhiweni kwenjini entsha selokhu kwaqedwa umsebenzi omkhulu. Izinhlobo eziningi zamakhompiyutha asetshenzisiwe ukudala nokuhlaziya ingxenye ngayinye nohlelo olungaphansi ngaphambi kokwenza uhlobo lokuqala lwenjini.

Ukuthuthuka kwezakhiwo kugxila ezindaweni ezimbili ezivame ukudala amazinga aphezulu omsindo: phezulu nangaphansi kwenjini. Idizayini entsha yekhanda le-aluminium, kufaka phakathi ukwengezwa kwebhonethi ye-polymer valve enezinto ezihlukanisayo kanye ne-gasket, ithuthukisa ukunciphisa umsindo. Ukuphindaphindeka kokumunca kufakwe entweni eyodwa yokuvikela umsindo.

Ngezansi kwenjini kunemodyuli entsha shaft cast-pressure aluminium shaft entsha. Inemiphini emibili ejikelezayo ephikisana nesilinganiso samaphesenti angama-83 wokudlidliza kwe-oda lesibili. Igiya le-spur le-crankshaft lishayela enye yemigodi yokulinganisa, yona eshayela enye. Idizayini enamazinyo amabili (isikere gear) iqinisekisa ukubandakanyeka kwamazinyo okuqondile nokubushelelezi, futhi ukungabikho kochungechunge lokushayela kuqeda ubungozi bokuhayiza okungokwemvelo. Ngemuva kokuhlaziywa okuningiliziwe, ama-sleeve bearings akhethwa ngaphezu kwama-roller bearings wokulinganisa imiphini ukuze kuqhutshekwe ukunciphisa umsindo nokudlidliza kanye nesisindo.

Idizayini yesump nayo isha. Isixazululo se-elementi esivamile sangaphambilini manje sesithathelwe indawo ukwakhiwa kwezingcezu ezimbili lapho phansi kwensimbi kufakwa phezulu kwengcindezi ephezulu ye-die-cast aluminium. Ukusebenza komsindo nebhalansi yokusebenza kuyakhuliswa ngokufaniswa okuhlukahlukene kokusebenziseka kwe-acoustic kwezimbambo zangaphakathi nezangaphandle zalezi zingxenye ezimbili.

Ezinye izindlela zobunjiniyela bomsindo zokunciphisa umsindo zifaka:

imijovo elungiselelwe ukunciphisa umsindo owenziwa inqubo yomlilo ngaphandle kokunciphisa ukusetshenziswa kukaphethiloli; yakhelwe kucatshangelwa izici zezwi lezimbambo ku-cast iron cylinder block; ukulinganisa ngakunye kwamasondo e-compressor kanye ne-turbine; ukuthuthuka okuthuthukile kwamazinyo ebhande lesikhathi nezinto zokuvikela ukuqinisa ikhava yayo.

Njengomphumela walezi zinqumo zokwakhiwa, injini entsha ikhiqiza umsindo omncane ebangeni lokusebenza kunangaphambi kwayo, futhi ngokungenzi lutho uyathula ama-decibel amahlanu.

Hlanza amagesi usebenzisa i-Selective Catalytic Reduction (SCR)

I-2,0 CDTI entsha inokukhishwa okufana nalokho kukaphethiloli, ikakhulukazi ngenxa yohlelo lwe-Opel BlueInjection Selective Catalytic Reduction (SCR), oluhlangabezana namazinga e-Euro 6.

I-BlueInjection ubuchwepheshe bokwelashwa ngemva kwesikhathi obususa ama-nitrogen oxides (NOx) kumagesi akhipha umoya. Ukusebenza kwe-SCR kusekelwe ekusetshenzisweni koketshezi olungenabungozi lwe-AdBlue®, oluhlanganisa i-urea namanzi, olujovwe emfudlaneni wokukhipha umoya. Kule nqubo, isixazululo sibola sibe yi-ammonia, edonswa yi-catalytic mass porous mass. Lapho isabela ngayo, ama-nitrogen oxides (NOx), ayingxenye yenani lesamba lezinto eziyingozi kumagesi aphumayo angena ku-catalyst, abola ngokukhetha abe yi-nitrogen emsulwa nomhwamuko wamanzi. Isixazululo se-AdBlue, esitholakala eziteshini zokushaja enxanxatheleni yezitolo naseziteshini zika-Opel, sigcinwa ethangini elingagcwaliswa uma kunesidingo ngembobo eseduze nechweba lokugcwalisa.