Beruflich Dokumente
Kultur Dokumente
com
Would you like some Free Manuals?
http://carburetor-manual.com/free-shop-manual-club-t-13.html
Also visit http://freeshopmanual.com for more Free Manuals
BOSCH
Electronically Controlled
Gasoline Fuel-Injection System with
Lambda Closed-Loop Control
KE-Jetronic
--
"!I> .
If
KE-Jetronic
,
,
,
Mixture adaptation
Basic mi , ture adaptation
EIec1rOmC control un it (EeU)
Electro -hydraulic pressure actuator
Cold' start, w armup. acceleration.
fu llload. id le
"
SuppLementary functions
Overrun fuel cutoff
Enginespeed limiting
Mi , ture adaptation at high alt itudes
"
Clean emissions
Cata lytic altert",atment
La mbda closedloop C<lntrol
"
"
," I
If
Intake stroke
Intah val ve: open
Erhaust valve: closed
Piston movement: downward
Combustion: none
As it moves downwa.d. the piSlon
enlarges the cylinder volume and draws in
Iresh airfuel milrture through the open
intake val ve.
increases the com pressed gu's pressure, and it is this combustion pressure
which delivers the mechanica l work
through the piston and the crankshalt
when the piston islorced downward again Piston movement upwa.d
during its combustion (pow",) stroke.
Combustion: init ial phase (igni1l0n)
AUer each combustion (power) stroke, the As it moveS upward. the piston reduces
piston again reverseS itsdirectionand dur' the cylinder volume and comp.esses the
ing its upward (exhaust) sHoke lorces oot ai.luel mi.ture, The compression 'atio is
the burr>ed gase . The 4'5troke cycle has in the o.der of belween 8:1 and 12: 1
nOw been compteted, and begins again depending upon engine design. The high
when the piston draws a Iresh charge 01 er the compression. the htgher the engi.
airluel mi.ture into the combustion cham ne's thermal ellic iency and the bette. Ihe
ber during its ne. t downward (intake) fuel is ut ilized. The compression ratio is
stroke. In motor vehicles, the gas cycle limited by Iheengir.esoctane requirement
takes place predominantly using the 4 (knocking limit). Knocking is the irregular,
stroke cycle described above: one cycle uncont rolled combustion of the ignited
taking place every two reVOlutions 01 the mi.w.eaccompanied by a la.ge p.essure
increase. Knock leads to engine damage.
crankshaft.
By means of unifo.m air-fuel mi.tu.e distri bution in the cylinder. and utilization of the
How effects in the intake passage. as
,) WI: Se<'_ ,,,,",,ph ~ .pa,kignir.on - "9'.lille<i wi'hKE-J.."", .. (PhOlO' 0 ",1,,,&,"' IIG). well ss appropriale combuslion-chamber
~I IIbtkf"~
Combustlon(powerl stroke
Intake ~alve: closed
E>haust valve: closed
Piston motion: downward
Combustion: burnthrough phase
Aller the spark plug has ignited the com
pressed ai, -fuel mi.ture. the tempe rature
and Ihe p.essure increase rapidly. The
pressu.e drives the piston downwa.d. and
delivers wo.k to the crankshalt by way 01
the connecting rod. Thiswork is available
as angiM power output. Power inc.eases
along with increasing engine speed, and
for this ruson it is necessary 10 usea gea.
box 10 efficiently malch the engine speed
to Ihe vehicle speed ,
Exhaust s troke
Intake ~a lye: closed
E>haust valve: open
Piston motion: upward
Combustion: none
Moving upward. Ihe piston forces out the
burned (exhaust) gaseslhrough the open
",,!\aust valve . After Ih is fourth stroke, the
cycle starts again. In practice, the valves'
opening times overlap somewhat in order
10 utilize gas flow and hydrodynamic pul
salionslor bettf)fcharging and purging of
the cylinde.,
2. Compr . ..1OJI
t '--l}
-1
Fu el manage ment
Airfu e l mixture
I.hL-Rid'Jg!.!ilil!!l.....ngine requires s
JPocific airluel ratio for its olleration. The
tbeorelical airluel ratio;, 14 7t Co",!.,.
lion of Ihe aiduef ratio is required for lhe
~R!!Ul!!!g cpndtions.
The specific fuel consumption 01 a spark
ignition engine IS dependent princIpally
u~n theairfuel ratio. Theoretically. fortull
combustion and Iberefore mInimum fuel
consumption. Ihe greatesl poss,ble
amounl of e.cns air would be desirable:
but fo, ,easons 01 liammabihly and Ihe
limite<:! lime available for combustion. this
is not possible. Fo,contem~raryengines,
ma. imum luel economy occurs al an air
fuel .atioolapp,o.imately 15 ... 18 kgairto
1 kg luel. In other words, some 10,000
lit .. ,s of air are neces8arylo. Ihecombus'
lion 01 1 lite, of fuel. The chemical mini
mum for complete combustion is I"rmoo
Ihe Slo,ch,omelric rati", and '5 14.7:1.
Because ""hicle engines are ope.aled
mOSI of the lime at pan load. tbey are
designed 10. maximum fuel economy in
Ibis range. For Iheother operating condi
lions. such as idle and full load, mi.lu.es
are called lor Ihat a,e ,icher in luel. The
!uelmanagemenl sySlem must be able 10
meet Ihese varying requirements.
,,,
~> 1.3
The mixtu.e will r>O longe. ignite, the mis
I"e limit has been e.eceded.
i.
J)
a.>mb vsti<><>.
.------
-~l-'-
10.000/""
Iu.,
,
,,,
K
,,
,a
<
~-~-
<
<
I,
Jt' "G."""""
"'"
R,eh
M
I
I
I
I
"
'<
,-,
"" ,.,io~
"
Fuel-Management
Systems
~g~.iW!li.whethgrolthe
Cilrburetor or lueHn~~~
tu!Lo!..~g..J.!lt..Mlt:possibl o
ai ..
o~g
fJJ
<II>
fh.
re""
... r----------------.-,'w
~
- ..
CO
"
,,
;
~
o.e
0.1
o.s o.e
~3
100'1.
'10
95
.~
" ~~]l
IA 1,5
,._.",.'w
c.. ...,...
cvS ...,
(eoIO ... rt)
Co".",
......
(!lor , ron)
T_,,,,
-.
-.~
System overview
A mechanical I>ydfauhc '''teehon s,stem
p.ew,d.,.,II<!
lot the KEJetronH; the
same as 11 dOGe lor I"e KJetron,c (see Ihe
publication "KJetton,c ftom the Bosch
Technical In.lfuCloon ...,ies). The Siream
ba",
""""'''ng
Advantages of t he
KE-Jetro ni c
l owor luef..::onlumpUon
With convont,OtIIIlluer'malll!}etnenl sys,
lem'. the dill'rencel ,n the lengths 01 th.
,ntate. pori. rllult ,n d,lI ..enl airI"e! m,,'
IU<1l' II the ind,.id"al cylioderS. With the
KEJO I,on,e. each eyhoder ,s allocaled itt
own I ueH nlo<:lIon valve wh,eh ,njects con
t,nuilly onla the intake .al.o. The in!"Cted
fuel pari.e. Ind mi". inlensively wilh
the.or drawn in by the P'SIOn. Ttr;s mean.
tllal inadditionta the p,ec,aemelering. the
l"eI 'I ,.onlyd,,,,,b .. ,ed belween Ille ,od,
vldu.1 eng,ne c)'hnd ..... Be'ng as Ihe
.nlak, man, fold. anly "",ve 10 ca,f}' the
,ntaMl .. r 10 Ihe c yhnd .. , .. the condensa'
toon of the luel on the ma n, fold walls. a ph,
..-.enon ,n eClr'-'1oona1 systems whrch
",c.o._ the fuel cont"mpllOn. is pn..:t'
...It)' ruled CIUI. The KEJetronrc systom
ent""a thalcon"derablyless lueI" uled
fNirtrcularty du,,"11 the w .. mup phase.
du,,"11 ..,cel.... I'on enrrchment. at lull'
load. and dunng Overrun wilen ,I swilcheS
011 Ih .. luel lupply.
10
.
F.,., "" lor '"......-n
", ~.--
s..
10
".""'0'"
...." 8
(J:J),.
"
-_
P,'_'f P"'''~~
'"Ie<';""P''''''o
Iiii:3
~
A,,,,,,,.p"""" pte. . ., .
re,~",
F.o/ I,nk
we' P""'"
2 EJe<fI'"
".0/
3
OC<"",."fOt'
".elMI"
S
6
6>
60
1
7.
7b
Pnmo'Y"PM''''''' regul.""
,."sot
pi.,.
AuNo...
Sen'.,.
Po'''n'_'.,
Fuel di""'b",,,,
C.,."tOI "'''"9'''
C"",tOI ed~
1c Uppet cllambo,
7d LOW<It ch-.bo,
8 ".elyni""n , ....
Q
,a
,,,,.kc_"i_
S .." Iw
"
Thermo,i",. sw"ch
rhro.1io Iw
,3 ThlOW .... aI wilch
r2
,. A",;/io" .. ,, _ _
15 E"g,,,.~ . mpe,.1ut."Mot
'6 Elecl"",i<: coni"" un" (E.CU)
,7 E'o<,,,,hyd,".'ic
pre..",. <Ie'"alOt"
,8 Lambduen'Ot
19 /9"'''''''d,''~bo r ",
2{) Con'tOI ,.,,.,
"
U
BOSCH
/9"1"",,I"''''''9.Wtl.h
Bltlret}'
-- -
"
"
If
Basic functions
Fuel supply
TO}
<~/ 1'''"'1'.
,,,.ir,,. 3 Roll",..
"
"""me,
::;:;;.:=.::=.::;;;; ;;::=.:===:::;
I rl O~er. ri"" "'TOIre,~.rI,,~mp
I S""r"'"
2 Raror pJ. , . 3 R<>il. ,.
' Raile< ,. cop/.ro,s PI ...u,. , .<Ie.
,.<Ie.
, ,.
""
01._",.
,,
... " I
35.""""
'--_--.J
mainlains
.!!1i..ll!PIU1-I>rQssyrt CQnstant.
In contrasl to Ihe KJelronic. in which a
warmup regu lalor regulales the conlrol
pressure, Ihe hydraul ic counle,pressure
actrng upon Iha conlrol plunger in theKE
J"'ronic (see Page 11). is identical to the
primary pressu,e. The control pressure
mUll be held conSlant. even when fuel
delivery hom Ihe 5upply pump. and injecl
ed fuel quantily, varyconsiderabl~. Thi, is
due 10 the laCllhat any varial'on of the conIrol pressure has a direct eflecl upon the
arrfuel ratio.
Fig. 14 shows a sectionlhroughlhlt p,es
sure regulator. The fuel enlers on lhe left.
and on Ihe right is the relurn fuel connec
lion from the luel diSlribulor. The return
line to the tank is connected at Ihe lOp.
Wh en the fuel pump slarls. il generates
p,essure and Ihis lorees Ihe control dia
phragm 01 t~ pressure accumulalor
."".
f1J"'~_
t;
C.Iou<I
, -'-""1/
2 F,I/o<
v.,.....,
! "'... -
"
1$) _ _
c_._.~
.,10._
.,.'W>..-II',
"""'''1)'''''''''''
/0 ""Ioe .""'"9 ",",,",,
1M "......,' '-1110 ",I (2). /( ,,,.,. d".. '"
-------
b.,,,,
" be,,,,,
Fue l metering
'y"
Fuel d l'lrlbutot
,
air quafllity _ . II the ..... in
Klua"ng Ylriable for deletmining lhe ba
tic i"fICtion q......,tity. " ., \he ,pp<opnate
phyaical qUlntity 10/ deriving the luel
requ. remenl, Ind ctranget in lhe indur;tion
chlr.acto.iltic, 01 the engi ... h e no
effect upon Ihe formation of the . i.fuel
mixture, Since the air drawn in by the
eng in. muti pass Ih'''''g h the ai.flow 8en
_ befo'l il reaches Ihe engine, th
...... n. th.ll il h.I, been measured and the
conl.oI,.gl\lll generaled before il aClual.,.
lmar.lhe engine cylinder . The ~Iull i.
1h.l1 .n tddition to othC1 meUures <ie,'
c .ibed below, the correcl ".;.1"'1 adapl.a
I.on take, pl_ at all limn. The ai.flow
. enso. i. ioealed upstream of lhe Ih.ottle
.llve lO Ihal it measurn all the air which
ente Iheengine cytinder . II comprises
an Ii. funnel in which Ihe len'or flap
(. uspended body) i8 free to pivot. Tho .ir
flowing through the funnel deflects lhe
. en..,.. plale by a given amount oul of .IS
.. ro poaitron. and this mo.emenl II tranl'
milled by. 1\lYe< s)'$lem 10 a conltol plun
gC1 which det .... mine. lhe ba.i<: injactlOf\
quanlil)' .equired fOllhe basic func:t.on ..
Cotr, iderable "",S8u~ ,hocks can OCCUr
in the .ntake 1)<Slem if backlirrng takes
place in the intake manifOld. For this
,,,,,I.
Mo ,~_'
t ...,
1 L ... f _" ~
2Q.1_ .... _ _
,...,dIo-...,
a_Ir'r_~
Iha
If
p~ ...
re ,.. ...
p~... ~
(p,,,,,,,,,
, F.eI''''eI
P"''''''.). 2 Uppo'
c.ombo' 0' d.lI.ron".,p""." "'0. 3L.n.
Ioel'"i' "'" ' ."" C."'roi ",."geT.
S COni"" edg. ond '''''''''"9 .M. 6 V..,...
'P''"9. 1 v. ".. tJ;~ .. g"'. 11 Low., c"""'~'
1
9 A ... , _
ute "".09. " F""II",,,, ,...
oIlrohyd' ."'''' "",.. "~
,2 ThroW'"9
Re'"," ,;"..
0;
0pt0"M9 po ...
."" ...,m""
'0'
'"1*""'"
Q"anlllr
&: 0""..,,"11
poor'ion .-;,/0
'"'ge '"I""''''''
quon"'r
"'''''0''''''. 13
,CA."'.
01 ." dr."", In, .,n"" pl. 'e
""".,.~od '~9"'r. I>: Lo' ge ''''''''0' 0/." d,. .."
u) P"<>CIpie Df ,h itR_
o. S",. II .""",",
,no
-.------71
I",,~,.
p."
Iood. c: lull
01";" r... N ,re/. 4 C OII'roI edg . 5 s,,,,e/. /;
Ax,., _
r~",m,"g
... ,''''''''".
If
Mixture adaptation
"'_,/op"L
s..
CI A""",,, .... _ _
(ode",<c~
.i.,
.,,1"0'
==----,
A(J.p,.~""
o' th._.1
'''"'.nh.'
0lI.,..
FtN,.,,_.
, FtN ..,,,"'"'"
!F",_
\ !-:
\
. ..
.t,
1""
_""f
010<:1:1.,. _ _ ...
"'til ..... _
r,..,.
""'_'"
...ge.
.,. ,,,.,, ~ .. ''''' ... "", ... go .'u.".i'~ ro ,lie _uo-hydtoulr<; ~_,.
""uO ....
~
FuY'_ ""'_''''.
"'
.,
"
"'"
S'~","f ''''~
rtte_
w,,''''.p ".I><h_
-.~
0.."", "'$'0
---.....
-.-I<.
."
~
~~
--
"
~-fr.
"
"
l-
II
I-
--
\
~ '"
.. ",'
. '"\.
\-
"\
"
-.
\
L.
'.
Electro-hydraulic
pressure actuator
Design
The eleclro-hydraulic pressure aclualO<
(Fig. 30) ism ou nted on I he fuel d ISlribu lor.
rhe acluator i s a din erentil l-pr ,,5sure con
Iroller which tun(:lions according 10 the
nOZ2lelbaffl" plate principle. and
prossure d rop is controlled by Ihe cu rrenl 'nput
Irom t he feU. In a housing of nonmag ne1 ic
male rial. an a rmature is suspended on I riclionless taul-band suspension elements.
be1ween IWO double magnetic poles. The
armature is in Ihe form of a diaphragm
plale made Irom rnilient malerial.
,t.
Fu n(tlon
The mag",,' ic III" of a permanMI magnel
(broken lines Fig. 30). and lhal of an electroma~nel (unbroken lines Fij' 30). are
superimposed upon each 01 Or in Ihe
magnelic poles and their air gaps. The per
manenl magnel is actuslly lurned through
goo referred 10 the focal plane.
The palhs la ken by Ihe magnelic flu.es
through Ihe lwo pair. 0 1 poles are symmet rical a nd 01 eq uall engl h. a nd II ow from Ihe
poles. across Ihe air gaps 10 Ihe armature,
and then through Ihe armalur .
In the Iwo diagonally opposed air gaps
(Fig. 30, L2.L3). the permanenl-magnet
1Iu.. and the electromagneillu. resufling
Irom Ihe incomin~ EeU control signal. are
added. whereas <n Ihe olher two air gaps
(Fig. 30. L I.L4) the lIu,es are subtracted
Irom each other. This means thai in each
air gap the armalur.e. which moves too
b-ame plale, is subJecled to a lorce of
atlraction proportional 10 Ihe squareof the
magne1ic flu .
Being as the permanent-magnet flu.
remaons constan!. and is proporlional to
the con Irol current 1rOm I he feU flowing in
Ihe electromagnet coil. the resu lting t",-
,.
,,,
,
1Upp~< ~~~
8 t o~,<"._
9 D,ap~i" 9"
10 P",... ", , <f., rDI
I I Bo/ll.
pi".
r2 No"r.
' 3 1.14gn.,,,, pol.
r."' ,, ~ , p
e<'.eIOt.
If
,...wN
J I)..-'
J60m.~,.
rII., _"""
""", i.,,,.
'h""'gh
,,,aI
~ IIOIfI
9Iod/"",,,,,,.,
ICteW "" hO"
_,01~
IO~I"'"
,.or,"_
rn~ ,
.....1'''''' (,.~
,'''
by
,,.,...,,~
A
,..w/I 0/Il>10, , " I ' ol . ,~ _
<_.
MfK'''''' .,.,... ,.. _
.... .,....
oN"., .. _~ n<I " t:>o<loe<t 'II> by .......
7_.,",
m.g. .
8 Po"" ....,
_-di_,
' .. ""rw
5A1.,
bC""
eE"",,,..
_
_
'h_ ..... __
rho ............... oI ..
JOJ _ _"'''''~'''''''''''_'
I FwI ..., ("mr-,
$
,-~
-,,.,,,00 ,,''''''.,3
"j"""" ,. ,.,~ -d!, .. I#'''.'EI e
"'''''.'3 I
~
-8.".0/01 , '0",,>0."'"
~'IJ'"
."'11'''''''''14 (er
.,....
~ "..
'UOfI'''do "! _
"""P/OO r&
asuodse.
" IUO'41 "IP!,UO ,aU&q eI0)"'341 put
anb'OI ''''l6!4 U! "11nGa' a,nl'!W ,a40!' a41
'UO!I!ppe "I 'janl 41!M Sj leM !Joda~ elll! pue
o.PII"'S OWIIO WJ II 41
'O'"IU,3(!w910u,6u"
a41 01 palelaJ '010"1 , 41!M pa146!3M
81 40!4'" IBU6,,, peol pa"l e ""p!. oJd
n::>3 a41 '",u6!s MOII,!e al"nO:>' U! u, U!
IInsa, Pine", 4~'4'" '6uol'el" 6u,,,,p paads
....!6ua U! SUO!I'!"A paounouoJd "41
01 ona '6u'~ u"o 6uunp P"loaJU! oq Isnw
rlnl IUUO !I!PPU ....!6ua PIO:> "41 6u!I" IS
alel' I"'''1 5nlll pue 'euawoua4d asa41 .01
Olusuedwo:> 01 '9P' 0 UI '89,nj8,,,dw"l MOl
Ie janl ~I'''' ~lJod a~elu, pu~ Glle", ,apU!I~O
a41 jO 6U!ueM pU81"nl 041 ,0 UO! I"od~.a
lew!,,!w &41 01 pIlu 'J!e <l\I1 1I1!'" SaIO!I,I/<J
lenl "'lilo e,nl"w ,00<1 6utsneo speads
6u!~ue,o Ie aou8lnqJ"1 MOl a41 01 anp
$! S'41 ,,0 sueal au!6ua "4' Aq u. u",e.p
",nll!W 19n,.J!' a41 'I"IS PI"" , 6u.~na
I UOW40!J U"lJIISPIOj
lJelS PI0:)
I I
~
0
0
mr
"-
-,
,-J
,0
'(
I I
1-
,I ,
"(..,.jd """Ioy/ jO
"!l''''''
"'I'
AJ". "
s:
ana
"'I'
OJII >:
,_uo'0"""
/'''''11 ,
".'u
UO!JIW"19:J:Jlt'
~hW'dw:"l (~r
""Iq!ssod n MOl
SII ,u"w4OlJUO
04' Bu,d",,~ """I aw""
a~I" 01'4101 "9,nla'adwall1" ,11 paAO!4:>e Sl
UO! IS nqwoo l""l'od ''''II paBu", ,e os s! ( ~ (
9Bed M") ,o"nl~e ",n,,"Jd 941 ~6no'41
Uo!, .. ,<lep" o,n,,!w ;)41 "1q;)';)H "'0111
"oloe ",nsu,d :>'lneJP~4"o'I~Ij) 9I.lI 'OJ
reuB!S to, IUOO" OIU! 'Iep S!4' SIJ;)~uO~ U;)41
40!4 '" 0:)3 a41 01 .'4181'00'" puu,nlUJ8d
"wallu'loc" OIl' "als!6", ,osu"s ;)'Ole .... <1
"weI "u!6ue "4.1 "",nl"Jadwal 6u!sB9J:);>P
4'!M 6uOI~ "m,,!w 841 10 IU3w4:>!'U;) i3<J !
"SlIilJ:xJ' ue "I "lnqIJIUOQ II' 8,oloel ah<>qe
"41 "se,n,e'OdW9! Jl)~614 I' s"IUJodeh"
11UO pu" "PICI!U'''' 9~UIU! "'II U! pue s9'1'"
a ~e lu! "41 uO Sl)5Uapuoo "'''11'41 S! IInS,"
"~1 ""u!Bu;) ;)41 .cq UI u"''''P 'Ie "41 4"M
6U!"!I1I\U8!0!1I9"! '!"41 01 "np pue "paU'9~
"uo:> G191do,P lanl 96J1I1 ;)4' 0, "np Jcod
"! uO!lew,ola,n,x!", "ss,nle,,,dw;), MOl IV
"SIlBM 'OPU!I"'~ PIO:> 1I'IS "'II uo sasuapuoo
l"n'''41,0 awos "5n~:>&q ",nl "I' " spaou
au!Sua "4.1 "S"884<1 ,,,,,$-)50d "'I' pu~
IJels"pjOo "41 $MOIIOI "n4d dn "w,e",,,4.l
"'"I
J1S(3ui"~ -3IBI<l'RISu"S
dn-WJeM
"saseaJ:);>p 'OIS!SO' JOlonpu"o,was
841/0 ;)""I1,.>SO' leO!'I:);>I" ;)4' "saU;)':xJ1
oJm",odw", "'II u"4M "JOIS'S"J 5'41
10 O!IS!'''IO'''I!\j~ "AI$!:>ap 94' luOlo'II"":)
",n!B,;)dw;).1 "A!leBoN ;OJ SPUll'S :)IN
Full load
Idle
i
!
""",not
Idlo-op"d
In eMI,. " '" Ihe OPM-""",
II .
e<>n1O>J. ,100 cl<JU>dloop COIIIm!
,h
sp_
_ os."',
.,"em:
, dlu'ted ,e"",d,,,!}'y.
, CQM",rr.d
. ng.no.
2 fAr"", ,1<td .. ,iobl.:
ongi". . , , - In).
3 fAr"",II.~ ""n' fOI
,100
<I""
(d.Ii"",.
conl,o!
...". ~
4
~
~;".I
u.J.
C",,'fOIling
01""0."
.,.,bIe;'"orot,
Mooipulo,ed
byp ...
c"'.. .ec'ion 1;'''. lo~II
quo",i,y 1'0)
6 A",ili. ,>, oc,,,, "ng ". bI.;
",mpe'" .''' I"';.
'"9''''
- OJ.
Pive'.
3'
&"d."Os;l.",o;I"-'_
If
Idle
5feed
5 tIlP///Z e l'
by means 01 the
tar.". eOl"el",).
bypass passage around Ihe lhrOll1e val'e. specified idle speed 10 be mainlained
Oue to Ihelacl Ihal Ihe KE-Jelnmic regis independenl 01 engine loadir>g. The clos
lers tl>\l resulting enr. a;r w,th its sensor edloop conlrol circuil in Ihe ECU, which
plale. tl>\l injecled luel quaMily changes i~ provided by the engine'8peOO sensor
accordingly. In conlrast 10 other idle wilh Ihe n~ssary inlo,mal ion concern'
speed conlroi Son Ihe market, Ihis idle' mi. ing engine speed, compares this with Ihe
lure device controls Ihe idle sp""d effi programmed specified idle speed and
ciently due to itactually carrying oul a com adjusts tl>\l ai, Ih,oug hllow by meanS of Ihe
parison between desired and aclual idle acluBtOl until the actual idle speed
values and. in caseol dIWialion. correcting coincides wilh the set idle speed. Wilh the
eng,ne warm and unloaded, Ihe bypass
accordingly.
opening is very nea, to ils lower limit.
Further inpulS lrom the ECU, such as tern
perature and throttle.yalV<l poSilion.
ensu,e Ihat errOrS do not <xcur at low lem
pe,atu,es or due \0 acceleratorpedal
movements. The ECU transforms the en
gine'8pood signal into 8 voltage signal
which it compares with a voltage corre
sponding to these!valua. The ECU gene'
,ales a control ~,gna! lrom the diffe,ence
The rotary idle actualor 01 Ihe KE Jetronic voltage, and inputs this to Ihe rotary idle
(Figs. 40. 41) r~ives ilS conlrol signal actuator. A pulsaling OC is applied to Ihe
from Ihe ECU. This conlrol s ignal depends w,nding ol lhe co, l and causes a torqu e at
upon engine spOOd and tomperature, and the rOlaling arma!u", which aclS against
ca uses the rotating plato in tho idlo aclua the ,alurn spring. The resulting bypass
open,ng depends on tl>\l Strenglh 01 the
tor 10 Change Ihe bypass opening.
The rotary idle acluator is powered by a curren!. In the abseMe of current (vehicle
rotarymagnet drive comprisir>g a wind,ng mallunclion). 11>\1 ,alum spring forces Ihe
and a magnetic circui!' lIS rolalional rang e rotating slide against an adjuslable stop
is limiled to 60. The ,olallng shdo is and p,ovides an emergency opening. At
anached 10 Ihe a,malure shah and opens 11>\1 ma.imum on/off ,alio 01 the applied
Ihe bypass pusage lar enough 10' the pu lsalir>g OC, the bypass is lully opened.
."",taI.
If
Supplementary functions
Overrun (deceleration)
r.., ,. i'ia. ~ J)
Wl>en
,.ke. /".
,~ . do...,
/001 011 'N IO.to,oro<
"....,. 1M, .,.,,,," /uti C~I-oIt , ponM oltd
SI.P> Ih. /Iowot/uo! to Iho ;nir;"" ,owe ..
rut I. Fig. 4 4)
Futl cu,-oII.IIe,;,;.e durinll ove>"",n, Who" ,,..
cu,,,,.' .. """"_ ,h""'lIh 111<1 wiltd'"11 (! I) ,"
,,,. .o--"u", .<tu''''''. ,h. I>ollto
(!~) i.
pullo<! . woy ,"'"' ,11<1 ,,," (IO). TI>I. Uu,,,
III<IIow.,."h.",oer ,DIe"u'" to riM 0"""" "" ,""
"""01 tho {""'"'' P, u,. 1td ,"" 'PrI"g' in
'M, """otd._IS closo ,,.. infers (S "nd 5) ""
pi".
If
'"
.6)
Engi ne-speed
limiting
Q'."""cool8M
fuel <"'.oW fllCdily depond.
"pM!
'. mp . ,~'u",.
-'
""'"
!
'='~"i;~..,~~;;~~
211-10010 r.o
eooa-_".,.....
30
\\ooc
70 !IO
-'
11'
"
;teo .....,
.....
",00_
,w"'<ho<Ioft
fool,";"",,"
ow,"''''''',"
.m
~~,
T.... ' -
....
""'''\1
0110< ...
,m
0
toFjg. 4 S
dilf.",,,,,.
,h.
""",,01.
Clean emissions
=-------3
imperative thai engine ... "'-uSIgas emisThe t hr~.way catalyt ic converter has f8) c.'MrIk; <Oq,"'.,.
sions ar" reduced drastically.
All measure" taken to reduce the to.ic come into widespread use. Theconvetle, WIt h o~ .. g. lIow ,h"'ugh 'h" <''''pi<;
emiss ions in compliance with a variety "I shell contains a ceramic 'honeycomb" ""....".'Ito pl.oMam ..:oele,.. , rlto ch.",;co'
legal requirements, aim at achievir>g as which is coated with a noble melal, pre' <10<"",1'00'."" <>I ,Ito 10"< ,ul>$'ooe ..,
r COlO"'" m.'c'~ c",,'od ""'h
clean an .. ,lIauslgas as possible, while al ferably platinum. When lhe exhaust gas 00
mo,.,,;a, (pIa".um). 2 S,HI _Io,
Ihe same lime featunng optimum fueleco- ffows th,ough thi s honeycomb. the plati 'rx:."~g pu'PO"''' 3 Co"M'" . h-".
nomy figures. ".cel len! driveabilily. high num acceleratea the cf>emical conversion
mileage ligures, and low inSlal lation COS1S. of Ihe toxic substa r.ces. Only leadI,ee
In addition 10 a large p",centageol harm gasolir>e may be used with such COnver
less substan~s. tf>e e.haus t gas 01 a ters because the lead othe,wise destroys
sparkignilion engine conlains cotn~ the catalytic property cl the noble-metal
nenlS which are harmlul to tf>e environ calalyst. At p,esent. lead I,~ gasoline is
49) ~Ifce'in .... <>I,he colo!ytk; do""","
"",.1 of ,..".",1 g .. ".j.~ III" Umbd.
ment when they QCcur in high concanlra only available in Japan and in the USA. and
r;lo d./oOp _''''',
lions. About! ," of thee.haustguis harm loa limited e. tent in the Federal Republic
Ro.g. 10, .po",amo,,.,,,.1",;,tu,.: I. 0.99
lui. and ""nsistsol carbon mono. id .. (COJ. 01 Germany. For this reason. catalylic COn'
_ 1.00. To.",c""',,,"" o -lIt!.l!!s!tao 1r. ",. .,
o.ides ot nitrogsn (NO.). and hydrocar ve,te" can only be used in these coun
"",n( b - !!:!!l! airOtf",. """n( He hfdto<o_
bons (He). The major problem in this Iries.
CO 00' _ """,",-d NO. ",.d.. 0' ",,"'ge .
respect is the lact that although these The prerequisitelorcatalyticconversion i.
Tho Ifi.g,.mbelow d ...,."'... . lito co.,;
th ree to.ie substances arB dependent that the engine burns an optimum ,i,luel
doIob! " , 10 ,,/loch .,h' ''''g'' om,.,
,ion, co. bo -'aceO I>y , opplic""," 01
upon the airluel ,al,O. when Iheconcentra mi.ture. This optimum. or s toichiometric.
C''''y'''' . 1",,,,,,arm.,,, and by lito .,,/Uol
lion 01 eo and He inc'eases the concen' mi.lure (s~ Page 4) isa[(iyed alwhen pre
m
.. ,,,, Th _a'.
y 10,. h;9"
t,ation 01 NO. dec reases, atld yice "ersa. cis ely thalamount of fuel i. injecled 100the
d<:g ... 01 co.,'''' OCC"'"CY " ""'. by ,h.
inducted air quantity in order 10 enSure
_anced ;nc ..... in <0,1>0. mO/""id.
that. theo,etically. perfect combushon can
(CO)/usP boIo ...
I,OOpoin,... well
Cata lytic aftertreatment
lake place. Such an airfuel mi. tu'e ia
by II,. ,add iump i. 'ho "",1.. , 01 Mtogen
(NOJ con"'n' / ""' . 1>0 ... 'ho ;' _ 1.00
charact",i.ed by lhe e.cessair factor
;. '"' 1.00. Wilh Ihis e.cessai. lac tor. the
SQ," CO ond NO.~~"" .nc..
cata lytic converter operates with high e Ui
cier.cy.
This means therelore.thattheactual dilli
The e.haustgas em iss ion level 01 an culty encountered when using 'catatytic
engine can be inHuenced at th,oodiHe,ent aflertreatment' hes in maintaining A at
"
points. Thel,rst possib<lity 01 influencing precisely 1.00 10' all operating modes.
~
Ihe omiasions is du,inglr.e mi.turelorma because even a deviation 01 only 1')ji has
lion Slag .. before th .. engin ... Tho second consideflble adverse ellects on the afte,
"
possibil ily is the use ot spedal design treatment. 8utt he best.Q~~
measu,es on the eng ine itsell (tor in is ir.capable 01 holding the airluel mi.lure
atar.ce, optimind combuSlionchamber within such close tolerances. and the onty
shape). The lhird possibility is alterlreat solulion is 10 apply an extremely accurate
ment ollhe e.haust gases on the e.haust ~~totheairl ualmi.lure
side of the engine. whereby the task is to managemenl syslem. The reason ,s that
complete the combustion 01 the luei. This althwgh an open.loop miJlure conlrol cal
is carried OUI by means 01 a calalytic culltes and mele.s the required fuel quan
conve"e, (Fig. 48) which has two notable tily, it does not monito, the results, One
~co
chafacleristics,
speaks 01 an S!pen co!!lro! loop, Tf>e l2:
~~ol
themi.tur
..
ontheother
The catalytic converter promotes tho
afterbu,ning 01 eo and He to harmless hand measures the composition 01 the
'e.haust gas and uses theresults tOCOfrect
ca,bon dio.ide (CO,) and water (H,O).
. Atthe s ame time, thecatalyticconye'ter Ihe calculated fuel quantity. This is
reduces the nilrogen 01 o.ide (NOJ to referred to as a (;(osed eon1rgJ (oop. The
nit,ogen (N) ,
Lambda oxygen sensor lacil ity inco<po,al'
-<::.~
al l
I
l! ia Ihe'elo'e perteclly clear that the cata ed in Ihe KEJelronic syslemcoMerts whal
lytic allertreatment of the e.haust gas is would otherwise be an open loop control
~,
considerably mOre eltective than lor in into a closedloop cont.ol , This lorm of
I
stance the purely the, mal aftcrburning 01 conlrol is particularfy effective on luel
the e .hauat gases in a thermal reactor.
injection engines because lhey do nol
I
have the additional delay limes caused by
l.@.nga<;atalyliccon"er1er m01elhan90% the long intake paths found on carbu,etor
I.>
gltbe lo. ic substa!!Ces can b@cQ"Y@rlid engines.
e.,...." foelO' ;,
\0 ha'mless substances.
<lI'.'p",,,,,,
-=.....
,h.;' .
por.'.
" t
--
, ,
i
]
\J
'"
/ -1
,,
,
,,
"
-" r--::::::--,-----,
~.,.-.,.,.-"l,;='luF=c,c..,',~.
'.n''''.
r_.1
t.mbdo nsor_
I C""t""t elom.nt. , PIO,..,t;.. co"""" eI....nl. 3 SC"OO< C,,,,,'''. 4 P",'IX'''''' rub<
( ~.u", oitIo.I. 5 E/t:el""ol COIf"eel_. G
.,,'.09. 7 PtD'""',,,. . _ . (.,""'.""..,..: sxI.).
$3)
Qt."
(+)
I I
"
If
Electrical circuitry
""'0<
by the
sutile tor Ih" relay 10 II<! ed (lOt ,nal.nee due to .n accIdent) the
'wo'ched on. E"9,ne .tart IS $>g~led by control .et.y sWItches 011 .boot 1 second
lh, pul," from Terminal 1 of t he igMlon Ifte, the I..t ""lie " ,ecelved . ThOs ..Iely
COIl whIch ... ..aluated by tile electroniC C"';Ult thus prevents the fuel pump lrom
Du"ng c"nkong. the '11"",on and Slar,ing Cltcu.' f)' In the eoolrol relay. Upon receipt continuing to dellve. ruel when the eng"'e
sw"ell appl,,,s .ollage 10 the control ,elay ollhe Ii,., pul,,,, the! canlfol relayswilches " "",ona'} ond the ig,,;tion is switched
(Fig. !S5) wh'ch sWllches on as soon as the on and appl ies ' Gllage 10 Ihe electric fuel 0 .
&fIg'ne tum . Here, Ih" englne speed pump and Ihe au"liary-.i, device. If the
reached by lhe engine when it 1$ cranked pulSe! from the ignition 0";1 a,,, inlerfljpt-
._--
:.::.,=::..
::.:..:",:",;,:.--------_'_, r;.=.' ,.",=.".==.:
. ...
,. :.--------------------------------,
TI..,,,,,,,,_
IQ .. _
.....
"'.'""$'.
r;" """"
,.:.:",.,.
,.".:,:.=,=,:.,:,:.:,:.=. . .
.~
0/>g0"
.:.i~I,.," ,--,
J ''--e.-f/
I:.
;;+-,-----,
--- -
55)
7~.
rongi..e CO/fJJ.
57/ Igmlion
""-
...,,<-.""
_,.10..,"".
,.".._ 011.
I ;, i:';"
- ~
-----~
....t'-
I "
, O
"I
"
t'