Volvo D5 moottoreiden erot

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Keräsin tähän vähän tietoa Volvon D5 moottoreista ja miten ovat muuttuneet vuosien varrella.


Lähde:
http://australiancar.reviews/Volvo_VED5_Engine_Gen1.php

Tämä artikkeli liittyy seuraaviin moottoreihin:
D5244T
D5244T1
D5244T2


Johdanto
The Volvo Engine Diesel 5 (VED5) Gen 1 engine - hereafter, VED5 Gen 1 - was a 2401 cc five-cylinder turbo diesel engine that commenced production at Volvo's Skövde engine plant in 2001. As per the table below, Volvo offered the VED5 Gen 1 engine under the D5244T and D5244T2 engine codes.

Key properties of the VED5 Gen 1 engine included its:
- Five-cylinder, open-deck block made from die-cast aluminium with 81.0 mm bores and 93.2 mm stroke for a capacity of 2401 cc,
- Cast iron integral cylinder liners,
- Aluminium alloy cylinder head,
- Single cam belt-drive system for the camshafts and injection pump,
- Four valves per cylinder actuated by roller finger followers,
- Variable Nozzle Turbine (VNT) turbocharger,
- Bosch second-generation common-rail injection system (the first series-produced diesel engine to do so). The solenoid-controlled, five-hole injectors operated at a pressure of up to 1600 bar,
- Compression ratio of 18.0:1,
- Electronically-controlled, cooled Exhaust Gas Recirculation (EGR),
- Oxidising catalytic converter,
- Paino 185 kg ja
- 20 000 kilometrin huoltovälit.


Kehitys
Development of Volvo's VED5 engine commenced in late 1997 as part of the 'Neon project'. Given funding constraints, the engine had to be manufactured at Volvo's Skövde engine plant and utilise Volvo's existing modular engine architecture for its transversely mounted engines. The final decision to commence production of the diesel engine was taken by Volvo Cars Board in December 1998, two months before Ford Motor Company acquired Volvo Car Corporation.

For production of the VED5 engine,
- A new assembly system for diesel engines was created at Skövde;
- A new production system for cylinder heads was developed at the 'daughter' plant in Floby
(around fifty kilometres from Skövde);
- The production line was adapted for the manufacture of connecting rods for the diesel engine; and,
- Where possible, existing production equipment for petrol engines was modified so that it
could be used for diesel engines. As at 2002, the Skövde plant had an annual capacity of 400,000 engines, of which there was capacity to produce 50,000 diesel engines per year.


Variable Nozzle Turbine (VNT) turboahdin
The VED5 Gen 1 engine had a VNT (Variable Nozzle Turbine) turbocharger. As such, the turbine on the intake side had movable guide vanes that changed position to provide optimum flow conditions and a high turbine efficiency rating throughout the engine speed range. This enabled high boost pressure from low engine speeds for a flatter torque curve and higher power output. The movable guide vanes were controlled by the engine management system, adjusting gas flow to the turbine to improve efficiency. Furthermore, the turbocharger was cooled by the engine oil.

Common rail -ruiskutus
The common-rail system adopted in the Volvo VED5 Gen 1 engine was a second-generation system with load-responsive volume and pressure control. The amount of fuel and injection timing were controlled electronically by fast-acting solenoid valves. Fuel was injected directly into the cylinders under high pressure (up to 1600 bar) for finely atomised fuel - this reduced the emissions of nitrogen oxides (NOx) and particulates.


Pakokaasujen uudelleenkierrätys (EGR)
To reduce emissions, the VED5 Gen 1 engine utilised Exhaust Gas Recirculation (EGR). With EGR, some of the exhaust gases were cooled in a special EGR cooler before being mixed with the intake air and then returned to the combustion system and the EGR valve was electrically operated. According to Volvo, the EGR cooler reduced nitrogen oxide (NOx) emissions by 7 per cent relative to a system without cooling.

Tämä artikkeli liittyy seuraaviin moottoreihin:
D5244T4
D5244T5
D5244T6
D5244T7
D5244T8
D5244T13


Johdanto
The Volvo Engine Diesel 5 (VED5) Gen 2 engine - hereafter, VED5 Gen 2 - was a 2400 cc five- cylinder turbo diesel engine that commenced production at Volvo's Skövde engine plant in 2005.

Like the VED5 Gen 1 engine, the VED5 Gen 2 engine had:
- A five-cylinder, open-deck block made from die-cast aluminium,
- Cast iron integral cylinder liners,
- Aluminium alloy cylinder head,
- A single cam belt-drive system for the camshafts and injection pump,
- Four valves per cylinder actuated by roller finger followers,
- A Bosch second-generation common-rail injection system which provided maximum injection pressure of 1600 bar. For the Gen 2 engine, however, a higher injection pressure was used in general during the entire loading and engine speed range,
- Electronically-controlled, cooled Exhaust Gas Recirculation (EGR),
- An oxidising catalytic converter.


Muutoksia toisen sukupolven moottoriin
Ensimmäisen sukupolven moottoriin verrattuna toisen sukupolven moottoriin tehdyt muutokset sisälsivät:
- While cylinder bores were unchanged at 81.0 mm, stroke was reduced from 93.2 mm to
93.15 mm such that total capacity decreased from 2401 cc to 2400 cc
- Revised intake and exhaust ports that had greater volumes and more gentle air bends for
more efficient gas-flow
- A bigger compressor wheel for the VNT turbocharger and an electric servo motor to adjust the cambered vanes. Furthermore, the turbocharger was water-cooled (previously oil cooled),
- An electronically controlled multi-throttle system in the inlet ports for variable regulation of the swirl level,
- Coolant-heated crankcase ventilation (the PTC element was discontinued),
- A revised fuel rail,
- Seven-hole injectors which could pilot and post injections,
- A lower compression ratio of 17.3:1 (18.0:1 for the VED5 Gen 1),
- A more efficient EGR system (described below),
- Elektronisesti säädetyt hehkutulpat helpottavat käynnistystä kylmällä säällä,
- Electronically regulated glow plugs for easier starting in cold weather; • Bosch EDC16 engine management system which had greater processing power and used additional sensors for more accurate control of the engine's functions, including electronic throttle control),
- larger catalytic converter that was mounted closer to the engine for faster warm-up; A diesel particulate filter (DPF),
- Depending on market, 30,000 kilometre or 12 month service intervals (previously 20,000 kilometres for the VED5 Gen 1).

The D5244T4/T5/T6/T7 engines were identical expect for their performance which was determined by the software in the ECM. Upon its release, the VED5 Gen 2 engine complied with Euro IV emissions standards.


Turboahdin
For the D5244T4/T5/T6/T7 VED5 Gen 2 engines, the compressor wheel for the new turbocharger had a diameter of 56 mm (compared to 52 mm for the preceding D5244T/T2 VED5 Gen 1 engines). According to Volvo, the increased diameter enabled the turbocharger to be used more efficiently over a wider range of speed. Furthermore, charge pressure was electronically controlled and the position of the guide rails was regulated by a Rotor Electric Actuator (REA). Controlled by the ECM, the REA was an electric direct current motor that provided faster and more precise control compared with the previous vacuum controlled system.

Other changes for the turbocharger in the VED5 Gen 2 engines, included:
- Cambered variable vanes for more efficient gas flow; and,
- The turbo centre housing was water-cooled. Although unusual for diesel engines, water cooling enabled continued cooling of the turbocharger after the engine had been turned off.

Multi-throttle system
The inlet ports of the Gen 2 engines featured a multi-throttle system that was controlled by a direct current motor for ‘infinitely variable regulation’ of the swirl level. Located in the cylinder head’s tangential ducts, the variable throttles (or ‘swirl throttles’) regulated air distribution between the tangential and swirl ducts to the cylinders. By closing the throttles, a higher proportion of air through the swirl ducts increased swirl and improved mixture formation. The throttles were closed at idle and opened steplessly up to an engine speed of approximately 3000 rpm. At engine speeds above 3000 rpm, the throttles were open.


Hehkutulpat
For the VED5 Gen 2 engines, the glow plugs had a lower inner resistance for faster heating and engine starting. While the glow plugs were designed for a continuous voltage of 4.4 volts, rapid heating was achieved by supplying an 'overvoltage of 12 volts and a temperature of approximately 1000 degrees Celsius would be reached after a second. After the glow plugs had been supplied with 12 volt power for a few seconds, the voltage was reduced to 9 volts for a few more seconds, and then reduced to 4.4 volts.


Injection
The VED5 Gen 2 engines had seven-hole injections that could inject fuel into the cylinders in three stages:
1. Pre (or pilot) injection;
2. Primary injection; and,
3. Post injection.

Both the pilot and post injection stages were new developments for the VED5 Gen 2 engine.

During certain conditions, two pilot injections would be used at low ambient temperatures (lower than 4 degrees Celsius) and at high altitudes (over 1000 metres above sea level) and at engine speeds up to 2800 rpm. However, only one pilot injection would be used from 2800-3400 rpm, with no pilot injection at engine speeds above 3400 rpm. The purpose of the pilot injections was to provide stable combustion with low noise.

Post injection could occur in one or two stages -
- A post injection would take place at half loads and engine speeds between 1500-2500 rpm to combust carbon during after-burning in the cylinder;
- Two re-injections would occur during cDPF regeneration. The first re-injection would increase the temperature before the catalytic converter and the second would heat the exhaust gases when they passed through the catalytic converter to initiate the regeneration process.


Diesel particulate filter
The VED5 Gen 2 engines were fitted with a maintenance-free coated Diesel Particulate Filter (CDPF). The CDPF worked partly as a particle filter and partly as an oxidation catalytic converter so that particle emissions, HC and CO were reduced. The particle filter was made of porous silicon carbide coated with a washcoat (surface enlarger). The washcoat, in turn, was coated with a layer of precious metal. The precious metal worked as a catalyst and oxidised CO and HC to CO2 and water. A new filter would trap approximately 70 per cent of PM and a 'slightly used one would trap more than 95 per cent of particles.
Re-generation of the CDPF - which burned the soot away - took approximately 20 minutes and occurred automatically at 500 to 1000 km intervals depending on driving conditions.

D5244T8 and D5244T13: Volvo C30, S40, V50 and C70
The D5244T8 and D5244T13 engines in the Volvo C30, S40, V50 and C70 produced peak power of 132 kW and peak torque of 350 Nm and 400 Nm, respectively). Since these vehicles were based on Volvo's P1 platform and had a smaller engine compartment, the following changes were made:
- A smaller radiator;
- A revised air intake system;
- A smaller charge air cooler; and,
- A revised exhaust system.

Tämä artikkeli liittyy seuraaviin moottoreihin:
D5244T10
D5244T11
D5244T14
D5244T15
D5244T16
D5244T17
D5244T18
D5244T21
D5204T2
D5204T5
D5204T7
D5204T


Johdanto
The third generation of the Volvo Engine Diesel 5 - hereafter VED5 Gen 3 - was introduced in

2009. Like the VED5 Gen 2 engine, the VED5 Gen 3 had:
- A five-cylinder, open-deck block made from die-cast aluminium, with 81.0 mm bores and a stroke of 93.15 mm for a capacity of 2400 cc,
- Cast iron integral cylinder liners,
- Aluminium alloy cylinder head,
- Transverse cooling of the cylinder head and engine block,
- A single cam belt-drive system for the camshafts and injection pump,
- Four valves per cylinder actuated by roller finger followers,
- An electronically controlled multi-throttle system in the inlet ports for variable regulation of the swirl level,
- Electronically regulated glow plugs for easier starting in cold weather,
- Electronically controlled, cooled Exhaust Gas Recirculation (EGR),
- An oxidising catalytic converter and,
- A diesel particulate filter (DPF).

Muutoksia kolmannen sukupolven moottoriin
For the VED5 Gen 3 engine, however, the following changes were introduced: - Revised intake for optimised control of air delivery to the cylinders;
For the D5244T10/T11/T15/T16/T17, two-stage turbocharging;
- Revised exhaust ports;
- A third-generation common-rail direct injection system, a more efficient high-pressure fuel pump that was significantly lighter and piezo-electric injectors that provided maximum pressure of 1800 bar;
- A lower compression ratio of 16.5:1, except for the D5244T18 which had a compression ratio of 17.3:1 (the preceding VED5 Gen 2 engine also had a compression ratio of 17.3:1);
- A larger EGR cooler with cooling fins that increased heat dissipation efficiency by 25 per cent. This cooled the recirculated exhaust gases to a significantly lower temperature for reduction of NOx emissions;
- Bosch EDC17 engine management system;
- Engine mountings that were tailored to suit the high torque output of the diesel engine and supplemented with a third torque rod to stabilise the engine during 'firm acceleration'; and,
- Instead of using an oil dipstick, the driver was alerted via the information display if the oil needed replenishing; the system also specified how much oil was needed.


May 2010: 1984 cc  Gen 3 engines ('D3' and 'D4')
In May 2010, the Gen 3 engines was expanded with 1984 cc diesel engines; while these engines had the same 81.0 mm bores, stroke was reduced to 77.0 mm.
Changes for the 1984 cc diesel engines included:
- Different piezo-electric fuel injectors,
- A ‘fine-tuned’ variable geometry turbocharger to enhance torque at low engine speeds,
- Lighter connecting rods, however, understands that these lighter connecting rods were introduced in the 2400 cc engine in April 2011.


Huhtikuun 2011 päivitys
In April 2011, the following revisions were introduced for the 2400 cc and 1984 cc VED5 Gen 3 engines:
- Weight-optimised camshafts and connecting rods;
- New low-friction piston rings;
- A chain-driven oil pump; - On-demand operation for the piston cooling valves;
- A new vacuum pump;
- For 2400 cc engines, a lighter type of connecting rod (which AustralianCar.Reviews understands was previously introduced in the 1984 cc VED5 Gen 3 engine); and,
- For models with six-speed manual transmissions, a start/stop function could shut down the engine when the vehicle was stationary in traffic. The engine would then re-start when the driver pressed the clutch pedal.

The more powerful D5244T15 engine - which produced peak outputs of 158 kW and 440 Nm - was also introduced at this time for the Volvo V70, XC70 and S80 models.

From the fourth quarter of 2011, a start/stop function was introduced for 1984 cc VED5 Gen 3 engines that were mated to automatic transmissions.


Peräkkäiset kaksoisturboahtimet
The D5244T10, D5244T11, D5244T15, D5244T16 and D5244T17 VED5 Gen 3 were fitted with sequential, two-stage turbochargers. In this arrangement, a smaller low-inertia turbocharger was used at lower revs for fast response to quick throttle movements. At higher revs, however, only the larger turbocharger operated to provide more performance. According to Volvo, the result was an immediate response and rapid acceleration at all speeds, with smooth power delivery between the two turbo ranges. For the D5244T10 engine, peak boost pressure was 1.8 bar.
In addition, sequential turbocharging enabled higher levels of EGR across a wider rev range.


Piezoelectric -polttoainesuuttimet
The VED5 Gen 3 engines had piezo-electric fuel injectors and a high-pressure fuel pump to achieve an injection pressure of 1800 bar. The piezo-electric injectors could respond twice as fast as conventional solenoid injectors and enabled up to seven separate injections during each operating cycle.
This included:
- Short pre-delivery (or pilot) injections at engine speeds above 3000 rpm for a refined engine note; and,
- Extremely short post-delivery injections after the main injection sequence to remove soot particulates in the exhaust gases or for regeneration of the diesel particulate filter.

This article is related to the following engines:
D4204T8
D4204T20
D4204T9
D4204T4
D4204T12
D4204T14
D4204T5
D4204T6
D4204T11
D4204T23


Introduction
The Volvo Engine Architecture (VEA) was a family of modular petrol I3, petrol I4 and diesel I4 engines that commenced production in May 2013 at Volvo’s plant in Skövde, Sweden.
Volvo marketed its VEA engines using the 'Drive-E' designation.

The four-cylinder VEA range consisted of two basic engines - the VED4 common rail diesel engine and the VEP4 direct-injection petrol engine – that were developed to power vehicles underpinned by Volvo's SPA (Scalable Platform Architecture) and CMA (C-platform Modular Architecture) platforms. As such, the VEA engines effectively replaced eight engine architectures for three platforms. According to Volvo, VEA reduced the number of unique parts by 60 percent, thereby improving manufacturing efficiency and quality assurance.

All versions of the VEA were manufactured on the same production line. For this, the production line had to be re-modelled for cylinder block processing and thirty machining cells were replaced or converted at a cost of about 500,000,000 SEK. In total, around 2,000,000,000 SEK was invested in the Skövde plant for production of the VEA engines.

VEP4 and VED4 (1969 cc) commonalities
The 1969 cc VED4 and VEP4 engines had the following commonalities:
- A high-pressure die-cast aluminium crankcase and bedplate with nodular cast iron bearings – the bearings had a 60 mm diameter for the T6, T5, D5 tand D4 engines, and a 53 mm diameter for the T4, T3, D3 and D2 engines. The cylinders had 82.0 mm bores – spaced at 91.0 mm intervals – and a stroke of 93.2 mm for a capacity of 1969 cc. Within the cylinder bores, VEA engines had cast iron liners that were sprayed with eutectic aluminium to develop a strong bond to the block, improve heat transfer and reduce distortion under load. The crankshaft and connecting rods were machined from a forged blank. Furthermore, the crankshaft had reinforcing cast iron bearings,
- For the pistons, the top piston ring had a Physical Vapour Deposition-coating (PVC) to reduce friction and the piston pins had a Diamond-like Carbon (DLC) coating. Within the cylinder block, oil jets sprayed the undersides of the piston to reduce operating temperatures. For VEA engines, different machining of the piston top was used to achieve different compression ratios,
- Double overhead camshafts. A belt in front of the engine drove the exhaust camshaft with a timing belt pulley, while the intake camshaft was driven by the exhaust camshaft via gears in the rear of the engine,
- BorgWarner turbochargers,
- A one-piece aluminium housing for the counter-rotating balance shafts which operated on needle bearings. Please note, however, that the VED4 D3 tand D2 engines did not have balancer shafts because its shorter pistons, lighter connecting rods and smaller piston pins reduced reciprocating masses by 20 percent and, in turn, vibration. Similarly, the 1498 cc VEP4 engines also omitted balance shafts,
- A chain-driven variable oil pump (pressure ranged from 1.5 to 4.5 bar) tin which pressure was controlled by a solenoid actuator.

To reduce friction, the VEA engines introduced an improved surface treatment for the cylinder bores and crankshaft, and thinner 0W20 synthetic engine toil. The VEA engines were also designed to support 'electrification' in that components such as an Integrated Starter Generator (ISG) could be connected easily. The compact dimensions of the VEA engine also mean that an electric motor can be fitted in the front or rear of the vehicle, with a battery pack positioned in the centre of the car. For an example of such an application, please see Volvo VEP4 T8 Twin Engine.


Unique features of VED4 engine
Relative to the VEP4 petrol engines, the VED4 engines had the following unique properties:
- For VED4 engines, the gravity die-cast cylinder head was made from A319 T7 aluminium alloy and forced air quenching was used to minimise residual material stress, this produced a stronger microstructure with dendrite arm spacing of less than 17 micrometres (µm). The cylinder head had transverse cooling where the coolant cores and the support structure for the fire deck were designed to cope with a peak firing pressure of 190 bar
- The double overhead camshafts were made from fabricated steel to reduce weight and provide hardness for the rolling contact with the roller finger followers which had hydraulic lash adjusters and actuated the four valves per cylinder,
- The timing belt was 28 mm wide (compared to 23 mm for the VEP4) and provided drive for the high pressure fuel pump and water pump
- The belt-driven high pressure fuel pump generated pressure of up to 2500 bar and fuel was injected into the cylinders by eight-hole solenoid injectors
- The pistons had a 25.2 cc bowl and the cylinders contained side-mounted glow plugs,
- Cooling system/thermal management: the outer cooling system differed for petrol and diesel engines because diesel engines have higher heat rejection at full load and lower heat rejection at part load and during warm-up. As such, VED4 engines had a mechanical water pump and pneumatic flow control valves could reduce coolant flow after start-up for faster warm-up. Heat transfer to the air conditioning system is achieved through a separate electric pump and,
- To reduce emissions, the VED4 engines had Lean NOx Trap (LNT) and Diesel Particulate Filter (DPF).

Volvo's VED4 engines featured i-ART (intelligent Accuracy Refinement Technology), a closed-loop fuel quality control system that was developed by Denso. Whereas conventional diesel injection systems had a single pressure sensor in the fuel rail which was used to control the injection pump, i-ART had a combined fuel pressure and temperature sensor, and a micro-processor, at the top of each injector. Using this information, i-ART enabled the injectors to deliver the optimum fuel and with timing at a precision of 10 microseconds (1/100,000 second) – this provided more precise combustion, lower noise and avoided knock (i.e. uncontrolled detonation). i-ART could also compensate for variations due to production and aging of the system. According to Volvo, i-ART could improve fuel efficiency by up to 2 per cent. While Volvo was the first European car manufacturer to introduce i-Art technology, Toyota first introduced i-ART in 2012 in its Brazil-market Toyota Hilux vehicles that were powered by 1KD-FTV engines.
Turbocharging differs between VED4 engines. For example:
- D4 engines have series-sequential two-stage turbocharging (a small turbo and a large turbo) and,
- D5 engines have series-sequential two-stage turbocharging which included a VNT turbocharger.


PowerPulse for diesel engines
In 2016, Volvo introduced ‘PowerPulse’ for its VED4 engines in the Volvo S90 tand Volvo V90. For PowerPulse, air would be drawn in from the air filter via ta compressor and stored in a pressurised, two-litre air tank. When the driver sought to accelerate quickly from rest or at low speeds, this pressurised air would be delivered into the exhaust manifold to supply the turbocharger – this had the effect of delivering a ‘quick and responsive ‘pulse’ of power.’ Furthermore, the air in the pressurised tank would be automatically topped up so that PowerPulse was available on demand. At the time of its release, Volvo was the only manufacturer to use such a system.

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