Gasoline-engine management Gasoline Fuel-Injection System K-Jetronic

Technical Instruction Published by: © Robert Bosch GmbH, 2000 Postfach 30 02 20, D-70442 Stuttgart. Automotive Equipment Business Sector, Department for Automotive Services, Technical Publications (KH/PDI2).

Editor-in-Chief: Dipl.-Ing. (FH) Horst Bauer.

Editorial staff: Dipl.-Ing. Karl-Heinz Dietsche, Dipl.-Ing. (BA) Jürgen Crepin.

Presentation: Dipl.-Ing. (FH) Ulrich Adler, Joachim Kaiser, Berthold Gauder, Leinfelden-Echterdingen.

Translation: Peter Girling.

Technical graphics: Bauer & Partner, Stuttgart.

Unless otherwise stated, the above are all employees of Robert Bosch GmbH, Stuttgart.

Reproduction, copying, or translation of this publication, including excerpts therefrom, is only to ensue with our previous written consent and with source credit. Illustrations, descriptions, schematic diagrams, and other data only serve for explanatory purposes and for presentation of the text. They cannot be used as the basis for design, installation, or scope of delivery. We assume no liability for conformity of the contents with national or local legal regulations. We are exempt from liability. We reserve the right to make changes at any time.

Printed in Germany. Imprimé en Allemagne.

4th Edition, February 2000. English translation of the German edition dated: September 1998. K-Jetronic

Since its introduction, the K-Jetronic Combustion in the gasoline engine gasoline-injection system has pro- The spark-ignition or ved itself in millions of vehicles. Otto-cycle engine 2 This development was a direct result Gasoline-engine management of the advantages which are inherent Technical requirements 4 in the injection of gasoline with Cylinder charge 5 regard to demands for economy of Mixture formation 7 operation, high output power, and Gasoline-injection systems last but not least improvements to Overview 10 the quality of the exhaust gases K-Jetronic emitted by the vehicle. Whereas the System overview 13 call for higher engine output was the Fuel supply 14 foremost consideration at the start of Fuel metering 18 the development work on gasoline Adapting to operating conditions 24 injection, today the target is to Supplementary functions 30 achieve higher fuel economy and Exhaust-gas treatment 32 lower toxic emissions. Electrical circuitry 36 Between the years 1973 and 1995, Workshop testing techniques 38 the highly reliable, mechanical multi- point injection system K-Jetronic was installed as Original Equipment in series-production vehicles. Today, it has been superseded by gasoline injection systems which thanks to electronics have been vastly im- proved and expanded in their func- tions. Since this point, the K-Jetronic has now become particularly impor- tant with regard to maintenance and repair.

This manual will describe the K-Jetronic’s function and its particu- lar features. Combustion in the gasoline Combustion in engine the gasoline engine

combustion process pressurizes the The spark-ignition cylinder, propelling the piston back down, or Otto-cycle engine exerting force against the crankshaft and performing work. After each combustion stroke the spent gases are expelled from Operating concept the cylinder in preparation for ingestion of The spark-ignition or Otto-cycle1) a fresh charge of air/fuel mixture. The powerplant is an internal-combustion (IC) primary design concept used to govern engine that relies on an externally- this gas transfer in powerplants for generated ignition spark to transform the automotive applications is the four-stroke chemical energy contained in fuel into principle, with two crankshaft revolutions kinetic energy. being required for each complete cycle. Today’s standard spark-ignition engines employ manifold injection for mixture formation outside the combustion The four-stroke principle chamber. The mixture formation system The four-stroke engine employs flow- produces an air/fuel mixture (based on control valves to govern gas transfer gasoline or a gaseous fuel), which is (charge control). These valves open and then drawn into the engine by the suction close the intake and exhaust tracts generated as the pistons descend. The leading to and from the cylinder: future will see increasing application of systems that inject the fuel directly into the 1st stroke: Induction, combustion chamber as an alternate 2nd stroke: Compression and ignition, concept. As the piston rises, it compresses 3rd stroke: Combustion and work, the mixture in preparation for the timed 4th stroke: Exhaust. ignition process, in which externally- generated energy initiates combustion via Induction stroke the spark plug. The heat released in the Intake valve: open, Fig. 1 Exhaust valve: closed, Reciprocating piston-engine design concept Piston travel: downward, OT = TDC (Top Dead Center); UT = BDC (Bottom Combustion: none. Dead Center), Vh Swept volume, VC Compressed volume, s Piston stroke. The piston’s downward motion increases VC OT the cylinder’s effective volume to draw fresh air/fuel mixture through the passage s exposed by the open intake valve. Vh UT Compression stroke Intake valve: closed, Exhaust valve: closed, OT Piston travel: upward, Combustion: initial ignition phase.

1) After Nikolaus August Otto (1832 Ð1891), who UT unveiled the first four-stroke gas-compression engine 2 UMM0001E at the Paris World Exhibition in 1876. As the piston travels upward it reduces The ignition spark at the spark plug Otto cycle the cylinder’s effective volume to ignites the compressed air/fuel mixture, compress the air/fuel mixture. Just before thus initiating combustion and the the piston reaches top dead center (TDC) attendant temperature rise. the spark plug ignites the concentrated This raises pressure levels within the air/fuel mixture to initiate combustion. cylinder to propel the piston downward. Stroke volume Vh The piston, in turn, exerts force against and compression volume VC the crankshaft to perform work; this provide the basis for calculating the process is the source of the engine’s compression ratio power. ε = (Vh+VC)/VC. Power rises as a function of engine speed Compression ratios ε range from 7...13, and torque (P = M⋅ω). depending upon specific engine design. A transmission incorporating various Raising an IC engine’s compression ratio conversion ratios is required to adapt the increases its thermal efficiency, allowing combustion engine’s power and torque more efficient use of the fuel. As an curves to the demands of automotive example, increasing the compression ratio operation under real-world conditions. from 6:1 to 8:1 enhances thermal efficiency by a factor of 12 %. The latitude Exhaust stroke for increasing compression ratio is Intake valve: closed, restricted by knock. This term refers to Exhaust valve: open, uncontrolled mixture inflammation charac- Piston travel: upward, terized by radical pressure peaks. Combustion: none. Combustion knock leads to engine damage. Suitable fuels and favorable As the piston travels upward it forces the combustion-chamber configurations can spent gases (exhaust) out through the be applied to shift the knock threshold into passage exposed by the open exhaust higher compression ranges. valve. The entire cycle then recommences with a new intake stroke. The intake and Power stroke exhaust valves are open simultaneously Intake valve: closed, during part of the cycle. This overlap Exhaust valve: closed, exploits gas-flow and resonance patterns Piston travel: upward, to promote cylinder charging and Combustion: combustion/post-combus- scavenging. tion phase.

Fig. 2 Operating cycle of the 4-stroke spark-ignition engine

Stroke 1: Induction Stroke 2: Compression Stroke 3: Combustion Stroke 4: Exhaust

UMM0011E 3 Gasoline- engine Gasoline- management engine management

Technical requirements Primary engine- management functions

The engine-management system’s first Spark-ignition (SI) and foremost task is to regulate the engine torque engine’s torque generation by controlling all of those functions and factors in the The power P furnished by the spark- various engine-management subsystems ignition engine is determined by the that determine how much torque is available net flywheel torque and the generated. engine speed. The net flywheel torque consists of the Cylinder-charge control force generated in the combustion In Bosch engine-management systems process minus frictional losses (internal featuring electronic throttle control (ETC), friction within the engine), the gas- the “cylinder-charge control” subsystem exchange losses and the torque required determines the required induction-air to drive the engine ancillaries (Figure 1). mass and adjusts the throttle-valve The combustion force is generated opening accordingly. The driver exercises during the power stroke and is defined by direct control over throttle-valve opening the following factors: on conventional injection systems via the Ð The mass of the air available for physical link with the accelerator pedal. combustion once the intake valves have closed, Mixture formation Ð The mass of the simultaneously The “mixture formation” subsystem cal- available fuel, and culates the instantaneous mass fuel Ð The point at which the ignition spark requirement as the basis for determining initiates combustion of the air/fuel the correct injection duration and optimal mixture. injection timing. Fig. 1 Driveline torque factors 1 Ancillary equipment 11 2 3 4 (alternator, a/c compressor, etc.), 2 Engine, 3 Clutch, 4 Transmission.

Air mass (fresh induction charge) Combustion Engine Flywheel Drive output torque output torque torque force Fuel mass Engine Trans- Clutch mission Ignition angle (firing point) Ð Ð Ð Ð ÐÐ

Gas-transfer and friction Ancillaries Clutch/converter losses and conversion ratios Transmission losses and conversion ratios

4 UMM0545-1E Ignition emissions control system (Figure 2). The Cylinder Finally, the “ignition” subsystem de- air entering through the throttle-valve and charge termines the crankshaft angle that remaining in the cylinder after intake- corresponds to precisely the ideal instant valve closure is the decisive factor for the spark to ignite the mixture. defining the amount of work transferred through the piston during combustion, The purpose of this closed-loop control and thus the prime determinant for the system is to provide the torque amount of torque generated by the demanded by the driver while at the engine. In consequence, modifications to same time satisfying strict criteria in the enhance maximum engine power and areas of torque almost always entail increasing Ð Exhaust emissions, the maximum possible cylinder charge. Ð Fuel consumption, The theoretical maximum charge is Ð Power, defined by the volumetric capacity. Ð Comfort and convenience, and Ð Safety. Residual gases The portion of the charge consisting of residual gases is composed of Ð The exhaust-gas mass that is not Cylinder charge discharged while the exhaust valve is open and thus remains in the cylinder, Elements and The gas mixture found in the cylinder Ð The mass of recirculated exhaust gas once the intake valve closes is referred to (on systems with exhaust-gas recircu- as the cylinder charge, and consists of lation, Figure 2). the inducted fresh air-fuel mixture along The proportion of residual gas is de- with residual gases. termined by the gas-exchange process. Although the residual gas does not Fresh gas participate directly in combustion, it does The fresh mixture drawn into the cylinder influence ignition patterns and the actual is a combination of fresh air and the fuel combustion sequence. The effects of this entrained with it. While most of the fresh residual-gas component may be thoroughly air enters through the throttle valve, desirable under part-throttle operation. supplementary fresh gas can also be Larger throttle-valve openings to com- drawn in through the evaporative- pensate for reductions in fresh-gas filling Fig. 2 Cylinder charge in the spark-ignition engine 1 Air and fuel vapor, 2 Purge valve with variable aperture, 23 3 Link to evaporative-emissions control system, 1 4 Exhaust gas, 5 EGR valve with α 4 5 variable aperture, 6 Mass airflow (barometric pressure pU), 11 12 7 Mass airflow (intake-manifold pressure ps), 67 10 8 Fresh air charge 8 (combustion-chamber pressure pB), 9 Residual gas charge 9 (combustion-chamber pressure pB), 10 Exhaust gas (back-pressure pA), 11 Intake valve, 12 Exhaust valve, α Throttle-valve angle.

UMM0544-1Y 5 Gasoline- are needed to meet higher torque on a supplementary EGR valve linking engine demand. These higher angles reduce the the intake and exhaust manifolds. The management engine’s pumping losses, leading to engine ingests a mixture of fresh air and lower fuel consumption. Precisely reg- exhaust gas when this valve is open. ulated injection of residual gases can also modify the combustion process to Pressure charging reduce emissions of nitrous oxides (NOx) Because maximum possible torque is and unburned hydrocarbons (HC). proportional to fresh-air charge density, it is possible to raise power output by compressing the air before it enters the Control elements cylinder.

Throttle valve Dynamic pressure charging The power produced by the spark- A supercharging (or boost) effect can be ignition engine is directly proportional to obtained by exploiting dynamics within the mass airflow entering it. Control of the intake manifold. The actual degree of engine output and the corresponding boost will depend upon the manifold’s torque at each engine speed is regulated configuration as well as the engine’s by governing the amount of air being instantaneous operating point inducted via the throttle valve. Leaving (essentially a function of the engine’s the throttle valve partially closed restricts speed, but also affected by load factor). the amount of air being drawn into the The option of varying intake-manifold engine and reduces torque generation. geometry while the vehicle is actually The extent of this throttling effect being driven, makes it possible to employ depends on the throttle valve’s position dynamic precharging to increase the and the size of the resulting aperture. maximum available charge mass through The engine produces maximum power a wide operational range. when the throttle valve is fully open (WOT, or wide open throttle). Mechanical supercharging Figure 3 illustrates the conceptual Further increases in air mass are correlation between fresh-air charge available through the agency of density and engine speed as a function Fig. 3 of throttle-valve aperture. Throttle-valve map for spark-ignition engine Throttle valve at intermediate aperture Gas exchange The intake and exhaust valves open and close at specific points to control the transfer of fresh and residual gases. The Throttle valve ramps on the camshaft lobes determine completely open both the points and the rates at which the valves open and close (valve timing) to define the gas-exchange process, and with it the amount of fresh gas available for combustion. Valve overlap defines the phase in which the intake and exhaust valves are open simultaneously, and is the prime factor in gas charge Fresh determining the amount of residual gas remaining in the cylinder. This process is known as "internal" exhaust-gas Throttle valve recirculation. The mass of residual gas completely closed can also be increased using "external" min. max. 6 exhaust-gas recirculation, which relies Idle RPM UMM0543-1E mechanically driven compressors pow- Mixture formation Mixture ered by the engine’s crankshaft, with the formation two elements usually rotating at an in- variable relative ratio. Clutches are often used to control compressor activation. Parameters Exhaust-gas turbochargers Air-fuel mixture Here the energy employed to power the Operation of the spark-ignition engine is compressor is extracted from the exhaust contingent upon availability of a mixture gas. This process uses the energy that with a specific air/fuel (A/F) ratio. The naturally-aspirated engines cannot theoretical ideal for complete combustion exploit directly owing to the inherent is a mass ratio of 14.7:1, referred to as restrictions imposed by the gas ex- the stoichiometric ratio. In concrete terms pansion characteristics resulting from the this translates into a mass relationship of crankshaft concept. One disadvantage is 14.7 kg of air to burn 1 kg of fuel, while the higher back-pressure in the exhaust the corresponding volumetric ratio is gas exiting the engine. This back- roughly 9,500 litres of air for complete pressure stems from the force needed to combustion of 1 litre of fuel. maintain compressor output. The exhaust turbine converts the The air-fuel mixture is a major factor in exhaust-gas energy into mechanical determining the spark-ignition engine’s energy, making it possible to employ an rate of specific fuel consumption. impeller to precompress the incoming Genuine complete combustion and fresh air. The turbocharger is thus a absolutely minimal fuel consumption combination of the turbine in the exhaust- would be possible only with excess air, fas flow and the impeller that compresses but here limits are imposed by such the intake air. considerations as mixture flammability Figure 4 illustrates the differences in the and the time available for combustion. torque curves of a naturally-aspirated engine and a turbocharged engine. The air-fuel mixture is also vital in determining the efficiency of exhaust-gas Fig. 4 treatment system. The current state-of- Torque curves for turbocharged the-art features a 3-way catalytic and atmospheric-induction engines converter, a device which relies on a with equal power outputs stoichiometric A/F ratio to operate at 1 Engine with turbocharger, maximum efficiency and reduce un- 2 Atmospheric-induction engine. desirable exhaust-gas components by more than 98 %.

Current engines therefore operate with a stoichiometric A/F ratio as soon as the engine’s operating status permits d 1 M Certain engine operating conditions 2 make mixture adjustments to non- stoichiometric ratios essential. With a

Engine torque cold engine for instance, where specific adjustments to the A/F ratio are required. As this implies, the mixture-formation system must be capable of responding to 1 1 3 1 4 2 4 1 a range of variable requirements.

Engine rpm nn UMM0459-1E 7 Gasoline- Excess-air factor deficiencies of 5...15 % (λ = 0.95...0.85), engine The designation l (lambda) has been but maximum fuel economy comes in at management selected to identify the excess-air factor 10...20 % excess air (λ = 1.1...1.2). (or air ratio) used to quantify the spread Figures 1 and 2 illustrate the effect of the between the actual current mass A/F ratio excess-air factor on power, specific fuel and the theoretical optimum (14.7:1): consumption and generation of toxic λ = Ratio of induction air mass to air emissions. As can be seen, there is no requirement for stoichiometric com- single excess-air factor which can bustion. simultaneously generate the most λ = 1: The inducted air mass corresponds favorable levels for all three factors. Air to the theoretical requirement. factors of λ = 0.9...1.1 produce λ < 1: Indicates an air deficiency, “conditionally optimal” fuel economy with producing a corresponding rich mixture. “conditionally optimal” power generation Maximum power is derived from λ = in actual practice. 0.85...0.95. Once the engine warms to its normal λ > 1: This range is characterized by operating temperature, precise and excess air and lean mixture, leading to consistent maintenance of λ = 1 is vital lower fuel consumption and reduced for the 3-way catalytic treatment of power. The potential maximum value for λ exhaust gases. Satisfying this re- – called the “lean-burn limit (LML)” – is quirement entails exact monitoring of essentially defined by the design of the induction-air mass and precise metering engine and of its mixture for- of fuel mass. mation/induction system. Beyond the Optimal combustion from current en- lean-burn limit the mixture ceases to be gines equipped with manifold injection ignitable and combustion miss sets in, relies on formation of a homogenous accompanied by substantial degener- mixture as well as precise metering of the ation of operating smoothness. injected fuel quantity. This makes In engines featuring systems to inject fuel effective atomization essential. Failure to directly into the chamber, these operate satisfy this requirement will foster the with substantially higher excess-air formation of large droplets of condensed factors (extending to λ = 4) since com- fuel on the walls of the intake tract and in bustion proceeds according to different the combustion chamber. These droplets laws. will fail to combust completely and the Spark-ignition engines with manifold ultimate result will be higher HC injection produce maximum power at air emissions. Fig. 1 Fig. 2 Effects of excess-air factor λ on power P and Effect of excess-air factor λ on untreated specific fuel consumption be. exhaust emissions a Rich mixture (air deficiency), b Lean mixture (excess air).

HC NOX CO e

b P

be X ,

P ab Specific fuel consumption Power Relative quantities of CO; HC; NO 0.8 1.0 1.2 0.60.8 1.0 1.2 1.4 λ λ UMK0032E Excess-air factor UMK0033E Excess-air factor 8 Adapting to specific Idle and part-load Mixture operating conditions Idle is defined as the operating status in formation which the torque generated by the engine Certain operating states cause fuel is just sufficient to compensate for friction requirements to deviate substantially from losses. The engine does not provide the steady-state requirements of an engine power to the flywheel at idle. Part-load (or warmed to its normal temperature, thus part-throttle) operation refers to the necessitating corrective adaptations in the range of running conditions between idle mixture-formation apparatus. The follow- and generation of maximum possible ing descriptions apply to the conditions torque. Today’s standard concepts rely found in engines with manifold injection. exclusively on stoichiometric mixtures for the operation of engines running at idle Cold starting and part-throttle once they have warmed During cold starts the relative quantity of to their normal operating temperatures. fuel in the inducted mixture decreases: the mixture “goes lean.” This lean-mixture Full load (WOT) phenomenon stems from inadequate At WOT (wide-open throttle) supple- blending of air and fuel, low rates of fuel mentary enrichment may be required. As vaporization, and condensation on the Figure 1 indicates, this enrichment walls of the inlet tract, all of which are furnishes maximum torque and/or power. promoted by low temperatures. To com- pensate for these negative factors, and to Acceleration and deceleration facilitate cold starting, supplementary fuel The fuel’s vaporization potential is strongly must be injected into the engine. affected by pressure levels inside the intake manifold. Sudden variations in Post-start phase manifold pressure of the kind encountered Following low-temperature starts, in response to rapid changes in throttle- supplementary fuel is required for a brief valve aperture cause fluctuations in the period, until the combustion chamber fuel layer on the walls of the intake tract. heats up and improves the internal Spirited acceleration leads to higher mixture formation. This richer mixture manifold pressures. The fuel responds also increases torque to furnish a with lower vaporization rates and the fuel smoother transition to the desired idle layer within the manifold runners expands. speed. A portion of the injected fuel is thus lost in wall condensation, and the engine goes Warm-up phase lean for a brief period, until the fuel layer The warm-up phase follows on the heels restabilizes. In an analogous, but inverted, of the starting and immediate post-start response pattern, sudden deceleration phases. At this point the engine still leads to rich mixtures. A temperature- requires an enriched mixture to offset the sensitive correction function (transition fuel condensation on the intake-manifold compensation) adapts the mixture to walls. Lower temperatures are synony- maintain optimal operational response mous with less efficient fuel proces- and ensure that the engine receives the sing (owing to factors such as poor mix- consistent air/fuel mixture needed for ing of air and fuel and reduced fuel va- efficient catalytic-converter performance. porization). This promotes fuel precip- itation within the intake manifold, with Trailing throttle (overrun) the formation of condensate fuel that will Fuel metering is interrupted during trailing only vaporize later, once temperatures throttle. Although this expedient saves have increased. These factors make it fuel on downhill stretches, its primary necessary to provide progressive mixture purpose is to guard the catalytic converter enrichment in response to decreasing against overheating stemming from poor temperatures. and incomplete combustion (misfiring). 9 Gasoline- injection Gasoline-injection systems systems

Carburetors and gasoline-injection sys- Representative examples are the various tems are designed for a single purpose: versions of the KE and L-Jetronic systems To supply the engine with the optimal air- (Figure 1). fuel mixture for any given operating conditions. Gasoline injection systems, Mechanical injection systems and electronic systems in particular, are The K-Jetronic system operates by better at maintaining air-fuel mixtures injecting continually, without an exter- within precisely defined limits, which nal drive being necessary. Instead of translates into superior performance in being determined by the injection valve, the areas of fuel economy, comfort and fuel mass is regulated by the fuel convenience, and power. Increasingly distributor. stringent mandates governing exhaust emissions have led to a total eclipse of the Combined mechanical-electronic carburetor in favor of fuel injection. fuel injection Although current systems rely almost Although the K-Jetronic layout served as exclusively on mixture formation outside the mechanical basis for the KE-Jetronic the combustion chamber, concepts based system, the latter employs expanded on internal mixture formation Ð with fuel data-monitoring functions for more being injected directly into the combustion precise adaptation of injected fuel chamber Ð were actually the foundation quantity to specific engine operating for the first gasoline-injection systems. As conditions. these systems are superb instruments for achieving further reductions in fuel Electronic injection systems consumption, they are now becoming an Injection systems featuring electronic increasingly significant factor. control rely on solenoid-operated injection Fig. 1 Multipoint fuel injection (MPI) Overview 1 Fuel, 2 2 Air, 3 Throttle valve, Systems with 4 Intake manifold, 3 external mixture formation 5 Injectors, 6 Engine. 4 The salient characteristic of this type of system is the fact that it forms the air-fuel mixture outside the combustion chamber, 1 inside the intake manifold. 5 Multipoint fuel injection Multipoint fuel injection forms the ideal basis for complying with the mixture- formation criteria described above. In this type of system each cylinder has its own injector discharging fuel into the area 6 10 directly in front of the intake valve. UMK0662-2Y valves for intermittent fuel discharge. The combination of air and fuel common to Overview actual injected fuel quantity is regulated conventional injection systems. This is one by controlling the injector's opening time of the new system's prime advantages: It (with the pressure-loss gradient through banishes all potential for fuel condensation the valve being taken into account in within the runners of the intake manifold. calculations as a known quantity). External mixture formation usually Examples: L-Jetronic, LH-Jetronic, and provides a homogenous, stoichiometric air- Motronic as an integrated engine-manage- fuel mixture throughout the entire ment system. combustion chamber. In contrast, shifting the mixture-preparation process into the Single-point fuel injection combustion chamber provides for two Single-point (throttle-body injection (TBI)) distinctive operating modes: fuel injection is the concept behind this With stratified-charge operation, only the electronically-controlled injection system mixture directly adjacent to the spark plug in which a centrally located solenoid- needs to be ignitable. The remainder of the operated injection valve mounted air-fuel charge in the combustion chamber upstream from the throttle valve sprays can consist solely of fresh and residual fuel intermittently into the manifold. Mono- gases, without unburned fuel. This strategy Jetronic and Mono-Motronic are the furnishes an extremely lean overall mixture Bosch systems in this category (Figure 2). for idling and part-throttle operation, with commensurate reductions in fuel consumption. Systems for internal Homogenous operation reflects the mixture formation conditions encountered in external mixture Direct-injection (DI) systems rely on formation by employing uniform solenoid-operated injection valves to spray consistency for the entire air-fuel charge fuel directly into the combustion chamber; throughout the combustion chamber. the actual mixture-formation process takes Under these conditions all of the fresh air place within the cylinders, each of which within the chamber participates in the has its own injector (Figure 3). Perfect combustion process. This operational atomization of the fuel emerging from the mode is employed for WOT operation. injectors is vital for efficient combustion. MED-Motronic is used for closed-loop Under normal operating conditions, DI control of DI gasoline engines. engines draw in only air instead of the Fig. 2 Fig. 3 Throttle-body fuel injection (TBI) Direct fuel injection (DI) 1 Fuel, 2 1 Fuel, 2 Air, 2 Air, 3 Throttle valve, 3 Throttle valve 2 4 Intake manifold, 3 (ETC), 5 Injector, 4 Intake manifold, 3 6 Engine. 4 5 Injectors, 6 Engine. 4

1 1 5 5

6 6 UMK1687-2Y UMK0663-2Y 11 The story of fuel injection The story of fuel injection injection system: the intake-pressure- The story of fuel injection extends controlled D-Jetronic! back to cover a period of almost one In 1973 the air-flow-controlled L-Jetro- hundred years. nic appeared on the market, at the The Gasmotorenfabik Deutz was same time as the K-Jetronic, which fea- manufacturing plunger pumps for in- tured mechanical-hydraulic control and jecting fuel in a limited production was also an air-flow-controlled system. series as early as 1898. In 1976, the K-Jetronic was the first A short time later the uses of the ven- automotive system to incorporate a turi-effect for carburetor design were Lambda closed-loop control. discovered, and fuel-injection systems 1979 marked the introduction of a new based on the technology of the time system: Motronic, featuring digital pro- ceased to be competitive. cessing for numerous engine func- Bosch started research on gasoline- tions. This system combined L-Jetro- injection pumps in 1912. The first nic with electronic program-map con- aircraft engine featuring Bosch fuel in- trol for the ignition. The first automo- jection, a 1,200-hp unit, entered series tive microprocessor! production in 1937; problems with car- In 1982, the K-Jetronic model became buretor icing and fire hazards had lent available in an expanded configura- special impetus to fuel-injection devel- tion, the KE-Jetronic, including an opment work for the aeronautics field. electronic closed-loop control circuit This development marks the begin- and a Lambda oxygen sensor. ning of the era of fuel injection at These were joined by Bosch Mono- Bosch, but there was still a long path Jetronic in 1987: This particularly cost- to travel on the way to fuel injection for efficient single-point injection unit passenger cars. made it feasible to equip small vehicles 1951 saw a Bosch direct-injection unit with Jetronic, and once and for all made being featured as standard equipment the carburetor absolutely superfluous. on a small car for the first time. Sev- By the end of 1997, around 64 million eral years later a unit was installed in Bosch engine-management systems the 300 SL, the legendary production had been installed in countless types of sports car from Daimler-Benz. vehicles since the introduction of the In the years that followed, develop- D-Jetronic in 1967. In 1997 alone, the ment on mechanical injection pumps figure was 4.2 million, comprised of continued, and ... 1 million throttle-body injection (TBI) In 1967 fuel injection took another systems and 3.2 million multipoint fuel- giant step forward: The first electronic injection (MPI) systems.

Bosch gasoline fuel injection from the year 1954

12 K-Jetronic Fuel supply K-Jetronic An electrically driven fuel pump delivers the fuel to the fuel distributor via a fuel System overview accumulator and a filter. The fuel distribu- tor allocates this fuel to the injection The K-Jetronic is a mechanically and valves of the individual cylinders. hydraulically controlled fuel-injection sys- tem which needs no form of drive and Air-flow measurement which meters the fuel as a function of the The amount of air drawn in by the engine intake air quantity and injects it contin- is controlled by a throttle valve and uously onto the engine intake valves. measured by an air-flow sensor. Specific operating conditions of the engine require corrective intervention in Fuel metering mixture formation and this is carried out The amount of air, corresponding to the by the K-Jetronic in order to optimize position of the throttle plate, drawn in by starting and driving performance, power the engine serves as the criterion for output and exhaust composition. Owing metering of the fuel to the individual to the direct air-flow sensing, the K-Je- cylinders. The amount of air drawn in by tronic system also allows for engine the engine is measured by the air-flow variations and permits the use of facilities sensor which, in turn, controls the fuel for exhaust-gas aftertreatment for which distributor. The air-flow sensor and the precise metering of the intake air quantity fuel distributor are assemblies which is a prerequisite. form part of the mixture control unit. The K-Jetronic was originally designed Injection occurs continuously, i.e. without as a purely mechanical injection system. regard to the position of the intake valve. Today, using auxiliary electronic equip- During the intake-valve closed phase, the ment, the system also permits the use of fuel is “stored”. Mixture enrichment is lambda closed-loop control. controlled in order to adapt to various The K-Jetronic fuel-injection system operating conditions such as start, warm- covers the following functional areas: up, idle and full load. In addition, supple- Ð Fuel supply, mentary functions such as overrun fuel Ð Air-flow measurement and cutoff, engine-speed limiting and closed- Ð Fuel metering. loop lambda control are possible.

Fig. 1 Functional schematic of the K-Jetronic

Electric Fuel fuel pump accumulator Fuel filter Fuel

Air filter Air-flow Mixture Fuel Air sensor control unit distributor

Throttle valve Injection valves Mixture

Intake ports

Combustion chamber

UMK0009E 13 Gasoline- Fuel supply available. This avoids the formation of injection fuel-vapor bubbles and achieves good systems The fuel supply system comprises hot starting behavior. Ð Electric fuel pump, Ð Fuel accumulator, Electric fuel pump Ð Fine filter, The electric fuel pump is a roller-cell Ð Primary-pressure regulator and pump driven by a permanent-magnet Ð Injection valves. electric motor. An electrically driven roller-cell pump The rotor plate which is eccentrically pumps the fuel from the fuel tank at a mounted in the pump housing is fitted pressure of over 5 bar to a fuel accu- with metal rollers in notches around its mulator and through a filter to the fuel circumference which are pressed against distributor. From the fuel distributor the the pump housing by centrifugal force fuel flows to the injection valves. The and act as rolling seals. The fuel is car- injection valves inject the fuel con- ried in the cavities which form between tinuously into the intake ports of the the rollers. The pumping action takes engine. Thus the system designation K place when the rollers, after having (taken from the German for continuous). closed the inlet bore, force the trapped When the intake valves open, the mixture fuel in front of them until it can escape is drawn into the cylinder. from the pump through the outlet bore The fuel primary-pressure regulator (Figure 4). The fuel flows directly around maintains the supply pressure in the the electric motor. There is no danger of system constant and reroutes the excess explosion, however, because there is fuel back to the fuel tank. never an ignitable mixture in the pump Owing to continual scavenging of the fuel housing. supply system, there is always cool fuel

Fig. 2 Schematic diagram of the K-Jetronic system with closed-loop lambda control 1 Fuel tank, 2 Electric fuel pump, 3 Fuel accumulator, 4 Fuel filter, 5 Warm-up regulator, 6 Injection valve, 7 Intake manifold, 8 Cold-start valve, 9 Fuel distributor, 10 Air-flow sensor, 11 Timing valve, 12 Lambda sensor, 13 Thermo-time switch, 14 Ignition distributor, 15 Auxiliary-air device, 16 Throttle-valve switch, 17 ECU, 18 Ignition and starting switch, 19 Battery.

1 3 5 2 4

11 6 8

7 9

13 14 12 10 15 16

17 BOSCH 18 19

14 UMK0077Y The electric fuel pump delivers more fuel Electric fuel pump K-Jetronic than the maximum requirement of the 1 Suction side, 2 Pressure limiter, 3 Roller-cell engine so that compression in the fuel pump, 4 Motor armature, 5 Check valve, system can be maintained under all oper- 6 Pressure side. ating conditions. A check valve in the 2 3 4 5 pump decouples the fuel system from the fuel tank by preventing reverse flow of fuel to the fuel tank. 1 6 The electric fuel pump starts to operate immediately when the ignition and start- ing switches are operated and remains switched on continuously after the engine Fig. 3 has started. A safety circuit is incorpor- Fig. 4 ated to stop the pump running and, thus, Operation of roller-cell pump to prevent fuel being delivered if the ig- 1 Suction side, 2 Rotor plate, 3 Roller, nition is switched on but the engine has 4 Roller race plate, 5 Pressure side. stopped turning (for instance in the case 2 3 4 of an accident). The fuel pump is located in the imme- diate vicinity of the fuel tank and requires 1 5 no maintenance.

Fuel accumulator The fuel accumulator maintains the UMK0120-2Y UMK0121-2Y pressure in the fuel system for a certain Fig. 5 time after the engine has been switched Fuel accumulator off in order to facilitate restarting, parti- a Empty, b Full. cularly when the engine is hot. The spe- 1 Spring chamber, 2 Spring, 3 Stop, 4 Diaphragm, cial design of the accumulator housing 5 Accumulator volume, 6 Fuel inlet or outlet, (Figure 5) deadens the sound of the fuel 7 Connection to the atmosphere. pump when the engine is running. 1 2 3 4 5 The interior of the fuel accumulator is a divided into two chambers by means of a diaphragm. One chamber serves as the accumulator for the fuel whilst the other represents the compensation volume 7 6 and is connected to the atmosphere or to the fuel tank by means of a vent fitting. During operation, the accumulator chamber is filled with fuel and the dia- phragm is caused to bend back against the force of the spring until it is halted by the stops in the spring chamber. The diaphragm remains in this position, which b corresponds to the maximum accumu- lator volume, as long as the engine is running.

UMK1653Y 15 Gasoline- Fuel filter Fuel filter injection The fuel filter retains particles of dirt 1 Paper element, systems which are present in the fuel and which 2 Strainer, would otherwise have an adverse effect 3 Support 123 on the functioning of the injection system. plate. The fuel filter contains a paper element with a mean pore size of 10 µm backed up by a fluff trap. This combination ensures a high degree of cleaning. The filter is held in place in the housing by means of a support plate. It is fitted in UMK0119Y the fuel line downstream from the fuel Fig. 6 accumulator and its service life depends delivery drops slightly, the plunger is upon the amount of dirt in the fuel. It is shifted by the spring to a corresponding imperative that the arrow on the filter new position and in doing so closes off housing showing the direction of fuel flow the port slightly through which the excess through the filter is observed when the fuel returns to the tank. This means that filter is replaced. less fuel is diverted off at this point and the system pressure is controlled to its Primary-pressure regulator specified level. The primary-pressure regulator main- When the engine is switched off, the fuel tains the pressure in the fuel system pump also switches off and the primary constant. pressure drops below the opening pres- It is incorporated in the fuel distributor sure of the injection valves. The pressure and holds the delivery pressure (system regulator then closes the return-flow port pressure) at about 5 bar. The fuel pump and thus prevents the pressure in the fuel always delivers more fuel than is required system from sinking any further (Fig. 8). by the vehicle engine, and this causes a plunger to shift in the pressure regulator Fuel-injection valves and open a port through which excess The injection valves open at a given pres- fuel can return to the tank. sure and atomize the fuel through oscilla- The pressure in the fuel system and the tion of the valve needle. The injection force exerted by the spring on the valves inject the fuel metered to them into pressure-regulator plunger balance each the intake passages and onto the intake other out. If, for instance, fuel-pump valves. They are secured in special Fig. 7 Primary-pressure regulator fitted to fuel distributor a In rest position, b In actuated position. 1 System-pressure entry, 2 Seal, 3 Return to fuel tank, 4 Plunger, 5 Spring.

ab

1

2453

16 UMK1495Y holders to insulate them against the heat Pressure curve after engine switchoff K-Jetronic radiated from the engine. The injection Firstly pressure falls from the normal system valves have no metering function them- pressure (1) to the pressure-regulator closing selves, and open of their own accord pressure (2). The fuel accumulator then causes it to increase to the level (3) which is below the when the opening pressure of e.g. 3.5 opening pressure (4) of the injection valves. bar is exceeded. They are fitted with a bar valve needle (Fig. 9) which oscillates 1 (“chatters”) audibly at high frequency when fuel is injected. This results in ex- 4 cellent atomization of the fuel even with p 3 the smallest of injection quantities. When the engine is switched off, the injection 2 valves close tightly when the pressure in Pressure the fuel-supply system drops below their opening pressure. This means that no ms more fuel can enter the intake passages Time t UMK0018E Fig. 8 once the engine has stopped. Fig. 9 Fuel-injection valve Air-shrouded fuel-injection valves a In rest position, Air-shrouded injection valves improve the b In actuated position. mixture formation particularly at idle. 1 Valve housing, 2 Filter, Using the pressure drop across the 3 Valve needle, throttle valve, a portion of the air inducted 4 Valve seat. 1 by the engine is drawn into the cylinder through the injection valve (Fig. 20): The result is excellent atomization of the fuel at the point of exit (Fig. 10). Air-shrouded injection valves reduce fuel consumption 2 and toxic emission constituents.

3 4 a b

Fig. 10 UMK0069-2Y Spray pattern of an injection valve without air-shrouding (left) and with air-shrouding (right).

UMK0042Y UMK0041Y 17 Gasoline- Fuel metering Principle of the air-flow sensor injection a Small amount of air drawn in: sensor plate only systems The task of the fuel-management system lifted slightly, b Large amount of air drawn in: is to meter a quantity of fuel corre- sensor plate is lifted considerably further. sponding to the intake air quantity. Basically, fuel metering is carried out a by the mixture control unit. This com- prises the air-flow sensor and the fuel distributor. In a number of operating modes however, h the amount of fuel required deviates greatly from the “standard” quantity and it becomes necessary to intervene in the b mixture formation system (see section “Adaptation to operating conditions”). h Air-flow sensor The quantity of air drawn in by the engine is a precise measure of its operating UMK0072Y load. The air-flow sensor operates ac- Fig. 11 cording to the suspended-body principle, air-fuel mixture. Since the air drawn in by and measures the amount of air drawn in the engine must pass through the air-flow by the engine. sensor before it reaches the engine, this The intake air quantity serves as the means that it has been measured and main actuating variable for determining the control signal generated before it the basic injection quantity. It is the actually enters the engine cylinders. The appropriate physical quantity for deriving result is that, in addition to other the fuel requirement, and changes in the measures described below, the correct induction characteristics of the engine mixture adaptation takes place at all have no effect upon the formation of the times. Fig. 12 Updraft 1 2 3 4 5 air-flow sensor a Sensor plate in its zero position, a b Sensor plate in its operating position.

1 Air funnel, 2 Sensor plate, 3 Relief cross-section, 4 Idle-mixture adjusting screw, 5 Pivot, 6 Lever, 7 Leaf spring. 7 6

b

18 UMK1654Y The air-flow sensor is located upstream Barrel with metering slits K-Jetronic of the throttle valve so that it measures all 1 Intake air, 2 Control pressure, 3 Fuel inlet, the air which enters the engine cylinders. 4 Metered quantity of fuel, 5 Control plunger, It comprises an air funnel in which the 6 Barrel with metering slits, 7 Fuel distributor. sensor plate (suspended body) is free to 7 pivot. The air flowing through the funnel 2

deflects the sensor plate by a given

amount out of its zero position, and this 5 6

4 4 movement is transmitted by a lever sys-

3

tem to a control plunger which deter-

mines the basic injection quantity re-

quired for the basic functions. Consider-

able pressure shocks can occur in the

intake system if backfiring takes place in the intake manifold. For this reason, the 1

air-flow sensor is so designed that the sensor plate can swing back in the opposite direction in the event of misfire, UMK1496Y and past its zero position to open a relief Fig. 13 cross-section in the funnel. A rubber buffer limits the downward stroke (the Fuel distributor upwards stroke on the downdraft air-flow Depending upon the position of the plate sensor). A counterweight compensates in the air-flow sensor, the fuel distributor for the weight of the sensor plate and meters the basic injection quantity to the lever system (this is carried out by an individual engine cylinders. The position extension spring on the downdraft air- of the sensor plate is a measure of the flow sensor). A leaf spring ensures the amount of air drawn in by the engine. The correct zero position in the switched-off position of the plate is transmitted to the phase. control plunger by a lever.

Fig. 14 Barrel with metering slits and control plunger a Zero (inoperated position), b Part load, c Full load. 1 Control pressure, 2 Control plunger, 3 Metering slit in the barrel, 4 Control edge, 5 Fuel inlet, 6 Barrel with metering slits.

a b c 1

2

3

4

5

6

UMK1497Y 19 Gasoline- Depending upon its position in the barrel Barrel with metering slits injection with metering slits, the control plunger The slits are shown enlarged (the actual slit is systems opens or closes the slits to a greater or about 0.2 mm wide). lesser extent. The fuel flows through the open section of the slits to the differential pressure valves and then to the fuel injection valves. If sensor-plate travel is only small, then the control plunger is lifted only slightly and, as a result, only a small section of the slit is opened for the passage of fuel. With larger plunger travel, the plunger opens a larger section of the slits and more fuel can flow. There is a linear relationship between sensor- plate travel and the slit section in the barrel which is opened for fuel flow. A hydraulic force generated by the so- called control pressure is applied to the control plunger. It opposes the movement resulting from sensor-plate deflection. One of its functions is to ensure that the control plunger follows the sensor-plate UMK0044Y movement immediately and does not, for Fig. 15 instance, stick in the upper end position the air drawn in by the engine can deflect when the sensor plate moves down again. the sensor plate further. This results in Further functions of the control pressure the control plunger opening the metering are discussed in the sections “Warm-up slits further and the engine being allo- enrichment” and “Full-load enrichment”. cated more fuel. On the other hand, if the control pressure is high, the air drawn in Control pressure by the engine cannot deflect the sensor The control pressure is tapped from the plate so far and, as a result, the engine primary pressure through a restriction receives less fuel. In order to fully seal off bore (Figure 16). This restriction bore the control-pressure circuit with absolute serves to decouple the control-pressure certainty when the engine has been circuit and the primary-pressure circuit switched off, and at the same time to from one another. A connection line joins maintain the pressure in the fuel circuit, the fuel distributor and the warm-up the return line of the warm-up regulator is regulator (control-pressure regulator). fitted with a check valve. This (push-up) When starting the cold engine, the valve is attached to the primary-pressure control pressure is about 0.5 bar. As the regulator and is held open during oper- engine warms up, the warm-up regulator ation by the pressure-regulator plunger. increases the control pressure to about When the engine is switched off and the 3.7 bar (Figure 26). plunger of the primary-pressure regulator The control pressure acts through a returns to its zero position, the check damping restriction on the control valve is closed by a spring (Figure 17). plunger and thereby develops the force which opposes the force of the air in the Differential-pressure valves air-flow sensor. In doing so, the restric- The differential-pressure valves in the tion dampens a possible oscillation of the fuel distributor result in a specific pres- sensor plate which could result due to sure drop at the metering slits. pulsating air-intake flow. The air-flow sensor has a linear charac- The control pressure influences the fuel teristic. This means that if double the 20 distribution. If the control pressure is low, quantity of air is drawn in, the sensor- Primary pressure K-Jetronic and control pressure 3

1 Control-pressure 2

effect (hydraulic

force), 1 2 Damping restriction,

3 Line to warm-up regulator,

4 Decoupling restric-

tion bore,

5 Primary pressure

(delivery pressure),

6 Effect of air pressure.

4

65UMK1498Y Fig. 16 Fig. 17 Primary-pressure regulator with push- up valve in the a control-pressure circuit a In zero (inoperated) position, b In operating position. 1 Primary pressure intake, 2 Return (to fuel tank), 3 Plunger of the primary-pressure regulator, 4 Push-up valve, 5 Control-pressure b intake (from warm-

up regulator). 1 5

23 4 UMK1499Y plate travel is also doubled. If this travel is The differential-pressure valves main- to result in a change of delivered fuel in tain the differential pressure between the the same relationship, in this case double upper and lower chamber constant re- the travel equals double the quantity, gardless of fuel throughflow. The differ- then a constant drop in pressure must ential pressure is 0.1 bar. be guaranteed at the metering slits The differential-pressure valves achieve (Figure 14), regardless of the amount of a high metering accuracy and are of the fuel flowing through them. flat-seat type. They are fitted in the fuel 21 Gasoline- Differential-pressure valve injection systems a Diaphragm position with a low injected fuel quantity

b Diaphragm

position with a large injected fuel quantity

UMK1656Y Fig. 18 distributor and one such valve is allo- is located in the upper chamber. Each cated to each metering slit. A diaphragm upper chamber is connected to a separates the upper and lower chambers metering slit and its corresponding con- of the valve (Figures 18 and 19). The nection to the fuel-injection line. The lower chambers of all the valves are con- upper chambers are completely sealed nected with one another by a ring main off from each other. The diaphragms are and are subjected to the primary pres- spring-loaded and it is this helical spring 22 sure (delivery pressure). The valve seat that produces the pressure differential. Fuel distributor with differential-pressure valves K-Jetronic 1 Fuel intake (primary 23 4 5 6 pressure), 2 Upper chamber of the differential- pressure valve, 3 Line to the fuel- injection valve (injection

pressure), 4 Control plunger, 5 Control edge and metering slit,

6 Valve spring,

7 Valve diaphragm, 8 Lower chamber of the differential- pressure valve. 1

8 7 UMK1602Y

Fig. 19 Fig. 20 If a large basic fuel quantity flows into the Mixture formation with air-shrouded fuel- upper chamber through the metering slit, injection valve the diaphragm is bent downwards and 1 Fuel-injection valve, 2 Air-supply line, enlarges the valve cross-section at the 3 Intake manifold, 4 Throttle valve. outlet leading to the injection valve until the set differential pressure once again prevails. If the fuel quantity drops, the valve cross- 1234 section is reduced owing to the equilib- rium of forces at the diaphragm until the differential pressure of 0.1 bar is again

present. @@@PPPÀÀÀ This causes an equilibrium of forces to @@@PPPÀÀÀ prevail at the diaphragm which can be ÀÀPP@@ maintained for every basic fuel quantity ÀÀPP@@ by controlling the valve cross-section. ÀÀPP@@ ÀÀPP@@

ÀÀPP@@

ÀÀPP@@

Mixture formation ÀÀPP@@ The formation of the air-fuel mixture ÀÀPP@@

ÀÀPP@@ UMK0068Y takes place in the intake ports and ÀÀPP@@ cylinders of the engine. The continually injected fuel coming from Air-shrouded fuel-injection valves favor the injection valves is “stored” in front of mixture formation since they atomize the intake valves. When the intake valve the fuel very well at the outlet point is opened, the air drawn in by the engine (Figures 10, 20). carries the waiting “cloud” of fuel with it into the cylinder. An ignitable air-fuel mixture is formed during the induction stroke due to the swirl effect. 23 Gasoline- Adaptation to operating Influence of funnel-wall angle upon injection conditions the sensor-plate deflection for identical air systems throughput In addition to the basic functions de- a The basic funnel shape results scribed up to now, the mixture has to be in stroke “h”, adapted during particular operating b Steep funnel walls result in conditions. These adaptations (correc- A tions) are necessary in order to optimize increased stroke “h” for h the power delivered, to improve the identical air exhaust-gas composition and to improve throughput, a c Flatter funnel the starting behavior and driveability. shape results in reduced A deflection “h” for identical air Basic mixture adaptation throughput. h The basic adaptation of the air-fuel mix- A Annular area ture to the operating modes of idle, part opened by the b sensor plate load and full load is by appropriately (identical in shaping the air funnel in the air-flow a, b and c). sensor (Figures 21 and 22). If the funnel had a purely conical shape, A the result would be a mixture with a con- h stant air-fuel ratio throughout the whole c of the sensor plate range of travel (meter- UMK0071Y Fig. 21 ing range). However, it is necessary to Fig. 22 meter to the engine an air-fuel mixture Adaptation of the air-funnel shape which is optimal for particular operating 1 For maximum power, 2 For part load, modes such as idle, part load and full 3 For idle. load. In practice, this means a richer mixture at idle and full load, and a leaner 1 mixture in the part-load range. This adaptation is achieved by designing the 2 air funnel so that it becomes wider in stages. 3 If the cone shape of the funnel is flatter UMK0155Y than the basic cone shape (which was specified for a particular mixture, e.g. for Cold-start enrichment λ = 1), this results in a leaner mixture. If Depending upon the engine temperature, the funnel walls are steeper than in the the cold-start valve injects extra fuel into basic model, the sensor plate is lifted the intake manifold for a limited period further for the same air throughput, more during the starting process. fuel is therefore metered by the control In order to compensate for the conden- plunger and the mixture is richer. Conse- sation losses due to condensation on the quently, this means that the air funnel can cold cylinder walls, and in order to facil- be shaped so that it is poss-ible to meter itate starting the cold engine during cold mixtures to the engine which have dif- starting, extra fuel must be injected at the ferent air-fuel ratios depending upon the instant of start-up. This extra fuel is in- sensor-plate position in the funnel (which jected by the cold-start valve into the in turn corresponds to the particular intake manifold. The injection period of engine operating mode i.e. idle, part load the cold-start valve is limited by a and full load). This results in a richer thermo-time switch depending upon the mixture for idle and full load (idle and full- engine temperature. load enrichment) and, by contrast, a This process is known as cold-start en- 24 leaner mixture for part load. richment and results in a “richer” air-fuel Cold-start valve in operated state Thermo-time switch K-Jetronic 1 Electrical connection, 2 Fuel supply with 1 Electrical connection, 2 Housing, 3 Bimetal, strainer, 3 Valve (electromagnet armature), 4 Heating filament, 5 Electrical contact. 4 Solenoid winding, 5 Swirl nozzle, 6 Valve seat. 2

1 1

2

4 3

4

3 6 5

5 UMK0125-1Y UMK0118Y Fig. 23 Fig. 24 mixture, i.e. the excess-air factor λ is The thermo-time switch (Figure 24) temporarily less than 1. consists of an electrically heated bimetal strip which, depending upon its tempera- Cold-start valve ture opens or closes a contact. It is The cold-start valve (Figure 23) is a brought into operation by the ignition/ solenoid-operated valve. An electro- starter switch, and is mounted at a magnetic winding is fitted inside the position which is representative of engine valve. When unoperated, the movable temperature. During a cold start, it limits electromagnet armature is forced against the “on” period of the cold-start valve. In a seal by means of a spring and thus case of repeated start attempts, or when closes the valve. When the electro- starting takes too long, the cold-start magnet is energized, the armature which valve ceases to inject. consequently has lifted from the valve Its “on” period is determined by the seat opens the passage for the flow of thermo-time switch which is heated by fuel through the valve. From here, the fuel engine heat as well as by its own built-in enters a special nozzle at a tangent and heater. Both these heating effects are is caused to rotate or swirl. necessary in order to ensure that the The result is that the fuel is atomized very “on” period of the cold-start valve is finely and enriches the mixture in the limited under all conditions, and engine manifold downstream of the throttle flooding prevented. During an actual cold valve. The cold-start valve is so posi- start, the heat generated by the built-in tioned in the intake manifold that good heater is mainly responsible for the distribution of the mixture to all cylinders “on” period (switch off, for instance, is ensured. at Ð20 ¡C after 7.5 seconds). With a warm engine, the thermo-time switch has Thermo-time switch already been heated up so far by engine The thermo-time switch limits the dur- heat that it remains open and prevents ation of cold-start valve operation, de- the cold-start valve from going into pending upon temperature. action. 25 Gasoline- Warm-up regulator injection a With the engine 1 23

systems cold, b With the engine at operating temperature. 1 Valve diaphragm, a

2 Return, 3 Control pressure (from the mixture- control unit), 4 Valve spring, 5 Bimetal spring, 6 Electrical heating.

654

b

UMK1567Y Fig. 25 Warm-up enrichment in engine temperature in order to prevent Warm-up enrichment is controlled by the mixture being over-rich when higher the warm-up regulator. When the engine engine temperatures have been reached. is cold, the warm-up regulator reduces The warm-up regulator (control-pressure the control pressure to a degree depen- regulator) is the component which carries dent upon engine temperature and thus out this type of mixture control for the causes the metering slits to open further warm-up period by changing the control (Figure 25). pressure. At the beginning of the warm-up period which directly follows the cold start, some Warm-up regulator of the injected fuel still condenses on the The change of the control pressure is cylinder walls and in the intake ports. effected by the warm-up regulator which This can cause combustion misses to is fitted to the engine in such a way that it occur. For this reason, the air-fuel mix- ultimately adopts the engine tempera- ture must be enriched during the warm- ture. An additional electrical heating sys- up (λ < 1.0). This enrichment must be tem enables the regulator to be matched 26 continuously reduced along with the rise precisely to the engine characteristic. The warm-up regulator comprises a Idle stabilization K-Jetronic spring-controlled flat seat (diaphragm- In order to overcome the increased type) valve and an electrically heated friction in cold condition and to guarantee bimetal spring (Figure 25). smooth idling, the engine receives more In cold condition, the bimetal spring air-fuel mixture during the warm-up exerts an opposing force to that of the phase due to the action of the auxiliary valve spring and, as a result, reduces the air device. effective pressure applied to the under- When the engine is cold, the frictional side of the valve diaphragm. This means resistances are higher than when it is at that the valve outlet cross-section is operating temperature and this friction slightly increased at this point and more must be overcome by the engine during fuel is diverted out of the control-pres- idling. For this reason, the engine is sure circuit in order to achieve a low allowed to draw in more air by means of control pressure. Both the electrical the auxiliary-air device which bypasses heating system and the engine heat the the throttle valve. Due to the fact that this bimetal spring as soon as the engine is auxiliary air is measured by the air-flow cranked. The spring bends, and in doing sensor and taken into account for fuel so reduces the force opposing the valve metering, the engine is provided with spring which, as a result, pushes up the more air-fuel mixture. This results in idle diaphragm of the flat-seat valve. The stabilization when the engine is cold. valve outlet cross-section is reduced and the pressure in the control-pressure Auxiliary-air device circuit rises. In the auxiliary-air device, a perforated Warm-up enrichment is completed when plate is pivoted by means of a bimetal the bimetal spring has lifted fully from the spring and changes the open cross- valve spring. The control pressure is now section of a bypass line. This perforated solely controlled by the valve spring and plate thus opens a correspondingly large maintained at its normal level. The con- cross-section of the bypass line, as a trol pressure is about 0.5 bar at cold start function of the temperature, and this and about 3.7 bar with the engine at cross-section is reduced with increasing operating temperature (Figure 26). engine temperature and is ultimately closed. The bimetal spring also has an electrical heating system which permits the opening time to be restricted de- pendent upon the engine type. The in- Fig. 26 Warm-up regulator characteristics at various operating temperatures Enrichment factor 1.0 corresponds to fuel metering with the engine at operating temperature.

3.0 4 bar

2.5 3 °C +20 °C 0 °C 20 2.0 2 − − 20 ° C 0 Control pressure

Enrichment factor ° C 1.5 +20 1 °C

1.0 0 0 30 60 90 120 150 s 0 30 60 90 120 150 s Time after starting Time after starting

UMK1658E 27 Gasoline- stallation location of the auxiliary-air de- Auxiliary-air device injection vice is selected such that it assumes the 1 Electrical connection, 2 Electrical heating, systems engine temperature. This guarantees 3 Bimetal spring, 4 Perforated plate. that the auxiliary-air device only functions when the engine is cold (Figure 27).

Full-load enrichment Engines operated in the part-load range with a very lean mixture require an en- richment during full-load operation, in addition to the mixture adaptation result- ing from the shape of the air funnel. 1234 This extra enrichment is carried out by a UMK0127Y Fig. 29 specially designed warm-up regulator. Fig. 28 This regulates the control pressure de- Dependence of the control pressure pending upon the manifold pressure on engine load (Figures 28 and 30). This model of the warm-up regulator uses two valve springs instead of one. Idle and part load The outer of the two springs is supported on the housing as in the case with the normal-model warm-up regulator. The inner spring however is supported on a Full load Control pressure diaphragm which divides the regulator into an upper and a lower chamber. The manifold pressure which is tapped via a Engine load UMK0019E hose connection from the intake manifold Fig. 29 downstream of the throttle valve acts in Acceleration response the upper chamber. Depending upon the Behavior of the K-Jetronic when the throttle valve model, the lower chamber is subjected to is suddenly opened. atmospheric pressure either directly or Open by means of a second hose leading to the air filter. Due to the low manifold pressure in the idle and part-load ranges, which is also opening

present in the upper chamber, the dia- Throttle-valve phragm lifts to its upper stop. The inner Closed spring is then at maximum pretension. The pretension of both springs, as a result, determines the particular control pressure for these two ranges. When the throttle valve is opened further at full load, the pressure in the intake manifold increases, the diaphragm leaves the Sensor-plate travel upper stops and is pressed against the lower stops. The inner spring is relieved of tension and the control pressure reduced by the specified amount as a result. This results

in mixture enrichment. Engine speed

00.1 0.2 0.3 0.4 s

Time t UMK1659E 28 Acceleration response up to the new level, flow through the K-Jetronic The good acceleration response is a re- airflow sensor. This causes the sensor sult of “overswing” of the air-flow sensor plate to briefly “overswing” past the fully plate (Figure 29). opened throttle point. This “overswing” Transitions from one operating condition results in more fuel being metered to the to another produce changes in the mix- engine (acceleration enrichment) and ture ratio which are utilized to improve ensures good acceleration response. driveability. If, at constant engine speed, the throttle valve is suddenly opened, the amount of air which enters the combustion chamber, plus the amount of air which is needed to bring the manifold pressure Fig. 30 Warm-up regulator with full-load 134562 diaphragm

a During idle and part

load,

b During full load.

a

1 Electrical heating, 2 Bimetal spring, 3 Vacuum connection (from intake manifold),

4 Valve diaphragm,

5 Return to fuel tank,

6 Control pressure

(from fuel distributor), 7 7 Valve springs, 8 Upper stop, 8 9 To atmospheric pressure, 10 Diaphragm,

11 Lower stop.

9

11 10

b

UMK1660Y 29 Gasoline- Supplementary functions Engine speed limiting injection The fuel supply can be cut off to limit the systems Overrun fuel cutoff maximum permissible engine speed. Smooth fuel cutoff effective during over- run responds as a function of the engine Lambda closed-loop control speed. The engine-speed information is Open-loop control of the air-fuel ratio is provided by the ignition system. Inter- not adequate for observing extremely vention is via an air bypass around the low exhaust-gas limit values. The lambda sensor plate. A solenoid valve controlled closed-loop control system required for by an electronic speed switch opens the operation of a three-way catalytic con- bypass at a specific engine speed. The verter necessitates the use of an elec- sensor plate then reverts to zero position tronic control unit on the K-Jetronic. The and interrupts fuel metering. Cutoff of the important input variable for this control fuel supply during overrun operation unit is the signal supplied by the lambda permits the fuel consumption to be sensor. reduced considerably not only when In order to adapt the injected fuel quantity driving downhill but also in town traffic. to the required air-fuel ratio with λ = 1, the Fig. 31 Additional components for lambda closed-loop control 1 Lambda sensor, 2 Lambda closed-loop controller, 3 Frequency valve (variable restrictor), 4 Fuel distributor, 5 Lower chambers of the differential- pressure valves, 6 Metering slits, 7 Decoupling restrictor 2 (fixed restrictor), 8 Fuel inlet, 9 Fuel return line. 1



3

4 106 7 10 89

5 7

30 UMK1507Y pressure in the lower chambers of the is opened and closed in a fast rhythmic K-Jetronic fuel distributor is varied. If, for instance, succession, the pressure in the lower the pressure in the lower chambers is chambers can be varied dependent upon reduced, the differential pressure at the the ratio of closing time to opening time. metering slits increases, whereby the An electromagnetic valve, the frequency injected fuel quantity is increased. In valve, is used as the variable restrictor. It order to permit the pressure in the lower is controlled by electrical pulses from the chambers to be varied, these chambers lambda closed-loop controller. are decoupled from the primary pressure via a fixed restrictor, by comparison with the standard K-Jetronic fuel distributor. A further restrictor connects the lower chambers and the fuel return line. This restrictor is variable: if it is open, the pressure in the lower chambers can drop. If it is closed, the primary pressure builds up in the lower chambers. If this restrictor Fig. 32 Components of the K-Jetronic system

1 2 3

4 5

6

9 7

8 10 1 Fuel accumulator, 2 Electric fuel pump, 3 Fuel filter, 4 Warm-up regulator, 5 Mixture-control unit with air-flow sensor and fuel distributor, 6 Cold-start valve, 7 Thermo-time switch, 8 Injection valves, 9 Auxiliary-air device, 10 Electronic control relay. UMK0040Y 31 Gasoline- Exhaust-gas treatment the solid particles in the exhaust gas from injection eroding the platinum layer. A protective systems metal sleeve is fitted over the sensor Lambda sensor on the electrical connection end and The Lambda sensor inputs a voltage crimped to the sensor housing. This signal to the ECU which represents sleeve is provided with a bore to ensure theinstantaneous composition of the air- pressure compensation in the sensor in- fuel mixture. terior, and also serves as the support for The Lambda sensor is installed in the the disc spring. The connection lead is engine exhaust manifold at a point which crimped to the contact element and is led maintains the necessary temperature for through an insulating sleeve to the out- the correct functioning of the sensor over side of the sensor. In order to keep the complete operating range of the combustin deposits in the exhaust gas engine. away from the ceramic body, the end of the exhaust sensor which protrudes into Operation the exhaust-gas flow is protected by a The sensor protrudes into the exhaust- special tube having slots so designed gas stream and is designed so that the that the exhaust gas and the solid par- outer electrode is surrounded by exhaust ticles entrained in it do not come into gas, and the inner electrode is connected direct contact with the ceramic body. to the atmospheric air. In addition to the mechanical protection Basically, the sensor is constructed from thus provided, the changes in sensor an element of special ceramic, the sur- temperature during transition from one face of which is coated with microporous operating mode to the other are effec- platinum electrodes. The operation of the tively reduced. sensor is based upon the fact that The voltage output of the λ sensor, and ceramic material is porous and permits its internal resistance, are dependent diffusion of the oxygen present in the air upon temperature. Reliable functioning (solid electrolyte). At higher tempera- of the sensor is only possible with tures, it becomes conductive, and if the exhaust-gas temperatures above 360 ¡C oxygen concentration on one side of the (unheated version), and above 200 ¡C electrode is different to that on the other, (heated version). then a voltage is generated between the Fig. 33 electrodes. In the area of stoichiometric Control range of the lambda sensor and airfuel mixture (λ = 1.00), a jump takes reduction of pollutant concentrations in place in the sensor voltage output curve. exhaust This voltage represents the measured Without catalytic aftertreatment signal. With catalytic aftertreatment

Construction λ-control range The ceramic sensor body is held in a HC NOx threaded mounting and provided with a

protective tube and electrical connec- NOx tions. The surface of the sensor ceramic body has a microporous platinum layer CO which on the one side decisively influ- CO ences the sensor characteristic while on the other serving as an electrical contact. Voltage curve HC of λ sensor A highly adhesive and highly porous

ceramic coating has been applied over Exhaust emissions, sensor voltage the platinum layer at the end of the 0.9 0.95 1.0 1.05 1.1 ceramic body that is exposed to the ex- Excess-air factor λ 32 haust gas. This protective layer prevents UMK0004-2E Heated Lambda oxygen sensor add-on function which, in principle, can K-Jetronic To a large extent, the design principle of supplement every controllable fuel- the heated Lambda sensor is identical to management system. It is particularly that of the unheated sensor. suitable for use with Jetronic gasoline- The active sensor ceramic is heated in- injection systems or Motronic. Using the ternally by a ceramic heating element closed-loop control circuit formed with with the result that the temperature of the the aid of the Lambda sensor, devia- ceramic body always remains above the tions from a specified air-fuel ratio can be function limit of 350 ¡C. detected and corrected. This control The heated sensor is equipped with a principle is based upon the measurement protective tube having a smaller opening. of the exhaust-gas oxygen by the Amongst other things, this prevents the Lambda sensor. The exhaust-gas oxy- sensor ceramic from cooling down when gen is a measure for the composition of the exhaust gas is cold. Among the ad- the air-fuel mixture supplied to the en- vantages of the heated Lambda sensor gine. The Lambda sensor acts as a probe are the reliable and efficient control at low in the exhaust pipe and delivers the exhaust-gas temperatures (e.g. at idle), information as to whether the mixture is the minimum effect of exhaust-gas tem- richer or leaner than λ = 1.00. perature variations, the rapid coming into In case of a deviation from this λ = 1.00 effect of the Lambda control following figure, the voltage of the sensor output engine start, short sensor-reaction time signal changes abruptly. This pronounced which avoids extreme deviations from the change is evaluated by the ECU which is ideal exhaust-gas composition, versatility provided with a closed-loop control circuit regarding installation because the sensor for this purpose. The injection of fuel to is now independent of heating from its the engine is controlled by the fuel- surroundings. management system in accordance with the information on the composition of the Lambda closed-loop control circuit air-fuel mixture received from the Lambda By means of the Lambda closed-loop sensor. This control is such that an airfuel control, the air-fuel ratio can be main- ratio of λ = 1 is achieved. The sensor tained precisely at λ= 1.00. voltage is a measure for the correction of The Lambda closed-loop control is an the fuel quantity in the air-fuel mixture. Fig. 34 Fig. 35 Positioning of the lambda sensor Location of the lambda sensor in the exhaust in a dual exhaust system pipe (schematic) 1 Sensor ceramic, 2 Electrodes, 3 Contact, 4 Electrical contacting to the housing, 5 Exhaust pipe, 6 Protective ceramic coating (porous), 7 Exhaust gas, 8 Air. U voltage.

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UMK1684Y UMK0151Y 33 Gasoline- The signal which is processed in the means of an open-loop control. Starting injection closed-loop control circuit is used to enrichment is by means of appropriate systems control the actuators of the Jetronic in- components similar to the Jetronic stallation. In the fuel-management system installations not equipped with Lambda of the K-Jetronic (or carburetor system), control. the closed-loop control of the mixture takes place by means of an additional Acceleration and full load (WOT) control unit and an electromechanical The enrichment during acceleration can actuator (frequency valve). In this manner, take place by way of the closed-loop the fuel can be metered so precisely that control unit. At full load, it may be neces- depending upon load and engine speed, sary for temperature and power reasons the air-fuel ratio is an optimum in all to operate the engine with an air-fuel ratio operating modes. Tolerances and the which deviates from the λ = 1 figure. ageing of the engine have no effect what- Similar to the acceleration range, a sen- soever. At values above λ = 1.00, more sor signals the full-load operating mode fuel is metered to the engine, and at to the closed-loop control unit which then values below λ = 1.00, less. This con- switches the fuel-injection to the open- tinuous, almost lag-free adjustment of the loop mode and injects the corresponding air-fuel mixture to λ = 1.00, is one of the amount of fuel. prerequisites for the efficient after- treatment of the exhaust gases by the Deviations in air-fuel mixture downstream catalytic converter. The Lambda closed-loop control oper- ates in a range between λ = 0.8…1.2 in Control functions at various which normal disturbances (such as the operating modes effects of altitude) are compensated for by controlling λ to 1.00 with an accuracy Start of ±1 %. The control unit incorporates a The Lambda sensor must have reached circuit which monitors the Lambda a temperature of above 350 ¡C before it sensor and prevents prolonged marginal outputs a reliable signal. Until this tem- operation of the closed-loop control. In perature has been reached, the closed- such cases, open-loop control is selected loop mode is suppressed and the air-fuel and the engine is operated at a mean mixture is maintained at a mean level by λ-value. Fig. 36

Heated lambda sensor 1 Sensor housing, 2 Protective ceramic tube, 3 Connection cable, 4 Protective tube with slots, 5 Active sensor ceramic, 6 Contact element, 7 Protective sleeve, 8 Heater, 9 Clamp terminals for heater.

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34 UMK0143Y Lambda closed control-loop K-Jetronic The Lambda closed control-loop is superimposed upon the air-fuel mixture control. The fuel quantity to be injected, as determined by the air-fuel mixture control, is modified by the Lambda closed-loop control in order to provide optimum combustion. Uλ Lambda-sensor signal

Engine (controlled system) Exhaust-gas oxygen (controlled Air-flow Intake Catalytic variable) converter sensor air

Lambda sensor

Fuel-injection valves

Sensor-plate position Fuel (mechanical) Fuel distributor

Differential pressure Uλ (manipulated variable) Frequency valve (final controlling element)

Lambda closed-loop control in the Motronic ECU UMK0307E Fig. 37 Fig. 38 View of the unheated (front) and heated lambda sensors

UMK0282Y 35 Gasoline- Electrical circuitry Function injection When cold-starting the engine, voltage is systems If the engine stops but the ignition re- applied to the cold-start valve and the mains switched on, the electric fuel thermo-time switch through terminal 50 pump is switched off. of the ignition and starting switch. If the The K-Jetronic system is equipped with cranking process takes longer than a number of electrical components, such between 8 and 15 seconds, the thermo- as electric fuel pump, warm-up regulator, time switch switches off the cold-start auxiliary-air device, cold-start valve and valve in order that the engine does not thermo-time switch. The electrical supply “flood”. In this case, the thermo-time to all of these components is controlled by switch performs a time-switch function. the control relay which, itself, is switched by the ignition and starting switch. If the temperature of the engine is above Apart from its switching functions, the approximately +35 ¡C when the starting control relay also has a safety function. process is commenced, the thermo-time A commonly used circuit is described switch will have already open-circuited below. the connection to the start valve which, Fig. 39 Circuit without voltage applied 30 30 1 Ignition and starting switch, 2 Cold-start valve, 1 3 Thermo-time switch, 30 4 Control relay, 15 15 87 50 5 Electric fuel pump, 50 6 Warm-up regulator, 7 Auxiliary-air device.

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Fig. 40 Starting (with the engine cold) 30 30 Cold-start valve and thermo-time switch are switched on. The en- 1 gine turns (pulses are 30 taken from terminal 1 of 15 15 87 50 the ignition coil). The 50 control relay, electric fuel pump, auxiliary-air device and warm-up regulator are switched on. W G

131 2 3 4567 1 36 UMK0197Y consequently, does not inject extra fuel. control relay remains switched on as long K-Jetronic In this case, the thermo-time switch as the ignition is switched on and the functions as a temperature switch. ignition is running. If the pulses from Voltage from the ignition and starting terminal 1 of the ignition coil stop be- switch is still present at the control relay cause the engine has stopped turning, which switches on as soon as the engine for instance in the case of an accident, runs. The engine speed reached when the control relay switches off approxi- the starting motor cranks the engine is mately 1 second after the last pulse is high enough to generate the “engine received. running” signal which is taken from the ignition pulses coming from terminal 1 of This safety circuit prevents the fuel pump the ignition coil. An electronic circuit in from pumping fuel when the ignition is the control relay evaluates these pulses. switched on but the engine is not turning. After the first pulse, the control relay is switched on and applies voltage to the electric fuel pump, the auxiliary-air device and the warm-up regulator. The Fig. 41 Operation Ignition on and engine 30 30 running. Control relay, electric fuel pump, auxiliary-air 1 device and warm-up 30 regulator are switched 15 15 87 50 on. 50

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Fig. 42 Ignition on but engine stopped 30 30 No pulses can be taken from terminal 1 of the ignition coil. The control 1 relay, electric fuel 30 pump, auxiliary-air 15 15 87 50 device and warm-up 50 regulator are switched off.

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131 23 4 567 1 UMK0199Y 37 Gasoline- Workshop testing techniques expert has the following test equipment, injection together with the appropriate test specs, systems at his disposal: Bosch customer service Ð Injector tester Customer service quality is also a mea- Ð Injected-quantity comparison tester sure for product quality. The car driver has Ð Pressure-measuring device, and more than 10,000 Bosch Service Agents Ð Lambda closed-loop control tester (only at his disposal in 125 countries all over the needed if Lambda control is fitted). world. These workshops are neutral and Together with the relevant Test Instruc- not tied to any particular make of vehicle. tions and Test Specifications in a variety of Even in sparsely populated and remote different languages, this uniform testing areas of Africa and South America the technology is available throughout the driver can rely on getting help very quickly. world at the Bosch Service Agent work- Help which is based upon the same shops and at the majority of the work- quality standards as in Germany, and shops belonging to the vehicle manufac- which is backed of course by the identical turers. Purposeful trouble-shooting and guarantees which apply to customer-ser- technically correct repairs cannot be per- vice work all over the world. The data and formed at a reasonabe price without this performance specs for the Bosch systems equipment. It is therefore inadvisable for and assemblies of equipment are precise- the vehicle owner to attempt to carry out ly matched to the engine and the vehicle. his own repairs. In order that these can be checked in the workshop, Bosch developed the appropri- Injector tester ate measurement techniques, test equip- The injector tester (Fig. 43) was devel- ment, and special tools and equipped all oped specifically for testing the K- and its Service Agents accordingly. KE-Jetronic injectors when removed from the engine. The tester checks all the Testing techniques for K-Jetronic functions of the injector which are essen- Apart from the regular replacement of the tial for correct engine running: fuel filter as stipulated by the particular Ð Opening pressure, vehicle’s manufacturer, the K-Jetronic Ð Leakage integrity, gasoline-injection system requires no Ð Spray shape, special maintenance work. Ð Chatter. In case of malfunctions, the workshop Those injectors whose opening pressure Fig. 43 is outside tolerance are replaced. For the leak test, the pressure is slowly in- Injector tester creased up to 0.5 bar below the opening pressure and held at this point. Within 60 secs, no droplet of fuel is to form at the injector. During the chatter test, the injector must generate a “chattering” noise without a fuel droplet being formed. Serviceable injectors generate a fully atomized spray pattern. “Pencil” jets and “bundled” jets are not to form.

Injected-quantity comparison tester Without removing the fuel distributor from the vehicle, a comparitive measurement is made to determine the differences in the delivered quantities from the various fuel- distributor outlets (this applies to all en- 38 UMK1494Y gines of up to maximum eight cylinders. Fig. 44). And since the test is performed fuel-supply pump, on fuel-filter flow K-Jetronic using the original injectors it is possible to resistance, and on the condition of the Workshop ascertain at the same time whether any primary-pressure regulator. testing scatter in the figures results from the fuel Ð Control pressure: Important for as- techniques distributor itself or from the injectors. sessment of all operating conditions The tester’s small measuring tubes serve (for instance: Cold/warm engine; part for idle measurement and its larger load/full load; fuel-enrichment func- measuring tubes for part-load or full- tions, occasionally pressure at high load measurement. altitudes). Connection to the fuel distributor is by Ð Leakage integrity of the complete means of eight hoses. The injectors are system. This is particularly important pulled out of their mountings on the with regard to the cold-start and hot- engine and inserted in the automatic start behavior. Automatic couplings in couplings at the ends of the hoses. Each the hoses prevent the escape of fuel. automatic coupling incorporates a push- up valve which prevents fuel escaping on Lambda closed-loop-control tester hoses which are not connected (e.g. on On K-Jetronic systems with Lambda 6-cylinder systems. Fig. 44). A further closed-loop control, this tester serves to hose returns the fuel to the tank. check the duty factor of the Lambda-sen- sor signal (using simulation of the “rich”/ Pressure-measuring device “lean” signal), and the “open-loop/closed- This is used to measure all the pressures loop control function”. Special adapter which are important for correct K-Jetronic lines are available for connection to the operation: Lambda-sensor cable of the various ve- Ð Primary (system) pressure: Provides hicle models. Measured values are shown information on the performance of the on an analog display. Fig. 44 Injected-quantity comparison tester (connected to a 6-cylinder installation) 1 Fuel-distributor injection lines, 2 Injectors, 3 Automatic couplings, 4 Comparison-tester hoses, 5 Small measuring tube, 6 Large measuring tube, 5 6 7 Return line to fuel tank.

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UMK1493Y 39 The Program Order Number Gasoline-engine management Emission Control (for Gasoline Engines) 1 987 722 102

Engine management for spark-ignition engines Gasoline Fuel-Injection System K-Jetronic 1 987 722 159 Gasoline-engine management ME-Motronic Emission Control Gasoline Fuel-Injection System KE-Jetronic 1 987 722 101 Engine Management Gasoline Fuel-Injection System L-Jetronic 1 987 722 160 Gasoline Fuel-Injection System Mono-Jetronic 1 987 722 105 Ignition 1 987 722 154 Spark Plugs 1 987 722 155 M-Motronic Engine Management 1 987 722 161 ME-Motronic Engine Management 1 987 722 178 Diesel-engine management Diesel Fuel-Injection: An Overview 1 987 722 104 Technical Instruction Diesel Accumulator Fuel-Injection System Technical Instruction Common Rail CR 1 987 722 175 Diesel Fuel-Injection Systems Unit Injector System / Unit Pump System 1 987 722 179 æ æ Radial-Piston Distributor Fuel-Injection Pumps Type VR 1 987 722 174 Diesel Distributor Fuel-Injection Pumps VE 1 987 722 164 Æ Æ Electronic engine management for diesel engines Diesel In-Line Fuel-Injection Pumps PE 1 987 722 162 Engine management for spark-ignition engines Spark Plugs Diesel Acumulator Fuel-Injection Governors for Diesel In-Line Fuel-Injection Pumps 1 987 722 163 System Common Rail Automotive electrics/Automotive electronics Alternators 1 987 722 156 Batteries 1 987 722 153 Starting Systems 1 987 722 170 Electrical Symbols and Circuit Diagrams 1 987 722 169 Lighting Technology 1 987 722 176

Safety, Comfort and Convenience Systems 1 987 722 150 Technical Instruction Technical Instruction Driving and road-safety systems Compressed-Air Systems for Commercial Vehicles (1): Systems and Schematic Diagrams 1 987 722 165 Compressed-Air Systems for Commercial Vehicles (2): Equipment 1 987 722 166 æ æ Brake Systems for Passenger Cars 1 987 722 103 ESP Electronic Stability Program 1 987 722 177 Æ Æ

Vehicle safety systems for passenger cars Automotive electric/electronic systems ESP Electronic Stability Program Safety, Comfort and Convenience Systems

Engine management for diesel engines Radial-Piston Distributor Fuel-injection Pumps Type VR

Automotive Electric/Electronic Systems Lighting Technology Brake systems for passenger cars Technical Instruction Technical Instruction Brake Systems

Technical Instruction

æ æ æ ÆTechnical Instruction Æ Technical Instruction Æ

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1 987 722 159 KH/PDI-02.00-En (4.0)