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Gasoline Fuel-Injection
System K-Jetronic
Gasoline-engine management
Technical Instruction
Published by:
© Robert Bosch GmbH, 2000
Postfach 3002 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.
Combustion in the gasoline engine
The spark-ignition or
Otto-cycle engine 2
Gasoline-engine management
Technical requirements 4
Cylinder charge 5
Mixture formation 7
Gasoline-injection systems
Overview 10
K-Jetronic
System overview 13
Fuel supply 14
Fuel metering 18
Adapting to operating conditions 24
Supplementary functions 30
Exhaust-gas treatment 32
Electrical circuitry 36
Workshop testing techniques 38
K-Jetronic
Since its introduction, the K-Jetronic
gasoline-injection system has proved
itself in millions of vehicles.
This development was a direct result
of the advantages which are inherent
in the injection of gasoline with
regard to demands for economy of
operation, high output power, and
last but not least improvements to
the quality of the exhaust gases
emitted by the vehicle. Whereas the
call for higher engine output was the
foremost consideration at the start of
the development work on gasoline
injection, today the target is to
achieve higher fuel economy and
lower toxic emissions.
Between the years 1973 and 1995,
the highly reliable, mechanical multipoint
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 improved
and expanded in their functions.
Since this point, the K-Jetronic
has now become particularly important
with regard to maintenance and
repair.
This manual will describe the
K-Jetronic’s function and its particular
features.
The spark-ignition
or Otto-cycle engine
Operating concept
The spark-ignition or Otto-cycle1)
powerplant is an internal-combustion (IC)
engine that relies on an externallygenerated
ignition spark to transform the
chemical energy contained in fuel into
kinetic energy.
Today’s standard spark-ignition engines
employ manifold injection for mixture
formation outside the combustion
chamber. The mixture formation system
produces an air/fuel mixture (based on
gasoline or a gaseous fuel), which is
then drawn into the engine by the suction
generated as the pistons descend. The
future will see increasing application of
systems that inject the fuel directly into the
combustion chamber as an alternate
concept. As the piston rises, it compresses
the mixture in preparation for the timed
ignition process, in which externallygenerated
energy initiates combustion via
the spark plug. The heat released in the
combustion process pressurizes the
cylinder, propelling the piston back down,
exerting force against the crankshaft and
performing work. After each combustion
stroke the spent gases are expelled from
the cylinder in preparation for ingestion of
a fresh charge of air/fuel mixture. The
primary design concept used to govern
this gas transfer in powerplants for
automotive applications is the four-stroke
principle, with two crankshaft revolutions
being required for each complete cycle.
The four-stroke principle
The four-stroke engine employs flowcontrol
valves to govern gas transfer
(charge control). These valves open and
close the intake and exhaust tracts
leading to and from the cylinder:
1st stroke: Induction,
2nd stroke: Compression and ignition,
3rd stroke: Combustion and work,
4th stroke: Exhaust.
Induction stroke
Intake valve: open,
Exhaust valve: closed,
Piston travel: downward,
Combustion: none.
The piston’s downward motion increases
the cylinder’s effective volume to draw
fresh air/fuel mixture through the passage
exposed by the open intake valve.
Compression stroke
Intake valve: closed,
Exhaust valve: closed,
Piston travel: upward,
Combustion: initial ignition phase.
Combustion in
the gasoline
engine
2
Combustion in
the gasoline engine
Reciprocating piston-engine design concept
OT = TDC (Top Dead Center); UT = BDC (Bottom
Dead Center), Vh Swept volume, VC Compressed
volume, s Piston stroke.
Fig. 1
UMM0001E
OT
UT
OT
UT
Vh
s
VC
1) After Nikolaus August Otto (1832 –1891), who
unveiled the first four-stroke gas-compression engine
at the Paris World Exhibition in 1876.
As the piston travels upward it reduces
the cylinder’s effective volume to
compress the air/fuel mixture. Just before
the piston reaches top dead center (TDC)
the spark plug ignites the concentrated
air/fuel mixture to initiate combustion.
Stroke volume Vh
and compression volume VC
provide the basis for calculating the
compression ratio
e = (Vh+VC)/VC.
Compression ratios e range from 7...13,
depending upon specific engine design.
Raising an IC engine’s compression ratio
increases its thermal efficiency, allowing
more efficient use of the fuel. As an
example, increasing the compression ratio
from 6:1 to 8:1 enhances thermal
efficiency by a factor of 12 %. The latitude
for increasing compression ratio is
restricted by knock. This term refers to
uncontrolled mixture inflammation characterized
by radical pressure peaks.
Combustion knock leads to engine
damage. Suitable fuels and favorable
combustion-chamber configurations can
be applied to shift the knock threshold into
higher compression ranges.
Power stroke
Intake valve: closed,
Exhaust valve: closed,
Piston travel: upward,
Combustion: combustion/post-combustion
phase.
The ignition spark at the spark plug
ignites the compressed air/fuel mixture,
thus initiating combustion and the
attendant temperature rise.
This raises pressure levels within the
cylinder to propel the piston downward.
The piston, in turn, exerts force against
the crankshaft to perform work; this
process is the source of the engine’s
power.
Power rises as a function of engine speed
and torque (P = M×w).
A transmission incorporating various
conversion ratios is required to adapt the
combustion engine’s power and torque
curves to the demands of automotive
operation under real-world conditions.
Exhaust stroke
Intake valve: closed,
Exhaust valve: open,
Piston travel: upward,
Combustion: none.
As the piston travels upward it forces the
spent gases (exhaust) out through the
passage exposed by the open exhaust
valve. The entire cycle then recommences
with a new intake stroke. The intake and
exhaust valves are open simultaneously
during part of the cycle. This overlap
exploits gas-flow and resonance patterns
to promote cylinder charging and
scavenging.
Otto cycle
3
Operating cycle of the 4-stroke spark-ignition engine
Fig. 2
UMM0011E
Stroke 1: Induction Stroke 2: Compression Stroke 3: Combustion Stroke 4: Exhaust
Technical requirements
Spark-ignition (SI)
engine torque
The power P furnished by the sparkignition
engine is determined by the
available net flywheel torque and the
engine speed.
The net flywheel torque consists of the
force generated in the combustion
process minus frictional losses (internal
friction within the engine), the gasexchange
losses and the torque required
to drive the engine ancillaries (Figure 1).
The combustion force is generated
during the power stroke and is defined by
the following factors:
– The mass of the air available for
combustion once the intake valves
have closed,
– The mass of the simultaneously
available fuel, and
– The point at which the ignition spark
initiates combustion of the air/fuel
mixture.
Primary enginemanagement
functions
The engine-management system’s first
and foremost task is to regulate the
engine’s torque generation by controlling
all of those functions and factors in the
various engine-management subsystems
that determine how much torque is
generated.
Cylinder-charge control
In Bosch engine-management systems
featuring electronic throttle control (ETC),
the “cylinder-charge control” subsystem
determines the required induction-air
mass and adjusts the throttle-valve
opening accordingly. The driver exercises
direct control over throttle-valve opening
on conventional injection systems via the
physical link with the accelerator pedal.
Mixture formation
The “mixture formation” subsystem calculates
the instantaneous mass fuel
requirement as the basis for determining
the correct injection duration and optimal
injection timing.
Gasolineengine
management
4
Gasolineengine
management
Driveline torque factors
1 Ancillary equipment
(alternator,
a/c compressor, etc.),
2 Engine,
3 Clutch,
4 Transmission.
UMM0545-1E
Fig. 1
Air mass (fresh induction charge)
Fuel mass
Ignition angle (firing point)
Engine
Gas-transfer and friction
Ancillaries
Clutch/converter losses and conversion ratios
Transmission losses and conversion ratios
Combustion
output torque
Engine
output torque
Flywheel
torque
Drive
force
– –
– –
Clutc–h Tran–smission
1 1 2 3 4
Cylinder
charge
5
Ignition
Finally, the “ignition” subsystem determines
the crankshaft angle that
corresponds to precisely the ideal instant
for the spark to ignite the mixture.
The purpose of this closed-loop control
system is to provide the torque
demanded by the driver while at the
same time satisfying strict criteria in the
areas of
– Exhaust emissions,
– Fuel consumption,
– Power,
– Comfort and convenience, and
– Safety.
Cylinder charge
Elements
The gas mixture found in the cylinder
once the intake valve closes is referred to
as the cylinder charge, and consists of
the inducted fresh air-fuel mixture along
with residual gases.
Fresh gas
The fresh mixture drawn into the cylinder
is a combination of fresh air and the fuel
entrained with it. While most of the fresh
air enters through the throttle valve,
supplementary fresh gas can also be
drawn in through the evaporativeemissions
control system (Figure 2). The
air entering through the throttle-valve and
remaining in the cylinder after intakevalve
closure is the decisive factor
defining the amount of work transferred
through the piston during combustion,
and thus the prime determinant for the
amount of torque generated by the
engine. In consequence, modifications to
enhance maximum engine power and
torque almost always entail increasing
the maximum possible cylinder charge.
The theoretical maximum charge is
defined by the volumetric capacity.
Residual gases
The portion of the charge consisting of
residual gases is composed of
– The exhaust-gas mass that is not
discharged while the exhaust valve is
open and thus remains in the cylinder,
and
– The mass of recirculated exhaust gas
(on systems with exhaust-gas recirculation,
Figure 2).
The proportion of residual gas is determined
by the gas-exchange process.
Although the residual gas does not
participate directly in combustion, it does
influence ignition patterns and the actual
combustion sequence. The effects of this
residual-gas component may be thoroughly
desirable under part-throttle operation.
Larger throttle-valve openings to compensate
for reductions in fresh-gas filling
Cylinder charge in the spark-ignition engine
1 Air and fuel vapor,
2 Purge valve
with variable aperture,
3 Link to evaporative-emissions
control system,
4 Exhaust gas,
5 EGR valve with
variable aperture,
6 Mass airflow (barometric pressure pU),
7 Mass airflow
(intake-manifold pressure ps),
8 Fresh air charge
(combustion-chamber pressure pB),
9 Residual gas charge
(combustion-chamber pressure pB),
10 Exhaust gas (back-pressure pA),
11 Intake valve,
12 Exhaust valve,
a Throttle-valve angle.
UMM0544-1Y
Fig. 2
1
6 7 10
8
2 3
4 5
11 12
9
a
are needed to meet higher torque
demand. These higher angles reduce the
engine’s pumping losses, leading to
lower fuel consumption. Precisely regulated
injection of residual gases can
also modify the combustion process to
reduce emissions of nitrous oxides (NOx)
and unburned hydrocarbons (HC).
Control elements
Throttle valve
The power produced by the sparkignition
engine is directly proportional to
the mass airflow entering it. Control of
engine output and the corresponding
torque at each engine speed is regulated
by governing the amount of air being
inducted via the throttle valve. Leaving
the throttle valve partially closed restricts
the amount of air being drawn into the
engine and reduces torque generation.
The extent of this throttling effect
depends on the throttle valve’s position
and the size of the resulting aperture.
The engine produces maximum power
when the throttle valve is fully open
(WOT, or wide open throttle).
Figure 3 illustrates the conceptual
correlation between fresh-air charge
density and engine speed as a function
of throttle-valve aperture.
Gas exchange
The intake and exhaust valves open and
close at specific points to control the
transfer of fresh and residual gases. The
ramps on the camshaft lobes determine
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
determining the amount of residual gas
remaining in the cylinder. This process is
known as "internal" exhaust-gas
recirculation. The mass of residual gas
can also be increased using "external"
exhaust-gas recirculation, which relies
on a supplementary EGR valve linking
the intake and exhaust manifolds. The
engine ingests a mixture of fresh air and
exhaust gas when this valve is open.
Pressure charging
Because maximum possible torque is
proportional to fresh-air charge density, it
is possible to raise power output by
compressing the air before it enters the
cylinder.
Dynamic pressure charging
A supercharging (or boost) effect can be
obtained by exploiting dynamics within
the intake manifold. The actual degree of
boost will depend upon the manifold’s
configuration as well as the engine’s
instantaneous operating point
(essentially a function of the engine’s
speed, but also affected by load factor).
The option of varying intake-manifold
geometry while the vehicle is actually
being driven, makes it possible to employ
dynamic precharging to increase the
maximum available charge mass through
a wide operational range.
Mechanical supercharging
Further increases in air mass are
available through the agency of
Gasolineengine
management
6
Throttle-valve map for spark-ignition engine
Throttle valve at intermediate aperture
UMM0543-1E
Fig. 3Fresh gas charge
RPM
min. max.
Throttle valve
completely open
Throttle valve
completely closed
Idle
Mixture
formation
7
mechanically driven compressors powered
by the engine’s crankshaft, with the
two elements usually rotating at an invariable
relative ratio. Clutches are often
used to control compressor activation.
Exhaust-gas turbochargers
Here the energy employed to power the
compressor is extracted from the exhaust
gas. This process uses the energy that
naturally-aspirated engines cannot
exploit directly owing to the inherent
restrictions imposed by the gas expansion
characteristics resulting from the
crankshaft concept. One disadvantage is
the higher back-pressure in the exhaust
gas exiting the engine. This backpressure
stems from the force needed to
maintain compressor output.
The exhaust turbine converts the
exhaust-gas energy into mechanical
energy, making it possible to employ an
impeller to precompress the incoming
fresh air. The turbocharger is thus a
combination of the turbine in the exhaustfas
flow and the impeller that compresses
the intake air.
Figure 4 illustrates the differences in the
torque curves of a naturally-aspirated
engine and a turbocharged engine.
Mixture formation
Parameters
Air-fuel mixture
Operation of the spark-ignition engine is
contingent upon availability of a mixture
with a specific air/fuel (A/F) ratio. The
theoretical ideal for complete combustion
is a mass ratio of 14.7:1, referred to as
the stoichiometric ratio. In concrete terms
this translates into a mass relationship of
14.7 kg of air to burn 1 kg of fuel, while
the corresponding volumetric ratio is
roughly 9,500 litres of air for complete
combustion of 1 litre of fuel.
The air-fuel mixture is a major factor in
determining the spark-ignition engine’s
rate of specific fuel consumption.
Genuine complete combustion and
absolutely minimal fuel consumption
would be possible only with excess air,
but here limits are imposed by such
considerations as mixture flammability
and the time available for combustion.
The air-fuel mixture is also vital in
determining the efficiency of exhaust-gas
treatment system. The current state-ofthe-
art features a 3-way catalytic
converter, a device which relies on a
stoichiometric A/F ratio to operate at
maximum efficiency and reduce undesirable
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
Certain engine operating conditions
make mixture adjustments to nonstoichiometric
ratios essential. With a
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
a range of variable requirements.
Torque curves for turbocharged
and atmospheric-induction engines
with equal power outputs
1 Engine with turbocharger,
2 Atmospheric-induction engine.
UMM0459-1E
Fig. 4
1
2
1
4
1
2
3
4
1
1
Engine torque Md Engine rpm nn
Excess-air factor
The designation l (lambda) has been
selected to identify the excess-air factor
(or air ratio) used to quantify the spread
between the actual current mass A/F ratio
and the theoretical optimum (14.7:1):
l = Ratio of induction air mass to air
requirement for stoichiometric combustion.
l = 1: The inducted air mass corresponds
to the theoretical requirement.
l < 1: Indicates an air deficiency,
producing a corresponding rich mixture.
Maximum power is derived from l =
0.85...0.95.
l > 1: This range is characterized by
excess air and lean mixture, leading to
lower fuel consumption and reduced
power. The potential maximum value for l
– called the “lean-burn limit (LML)” – is
essentially defined by the design of the
engine and of its mixture formation/
induction system. Beyond the
lean-burn limit the mixture ceases to be
ignitable and combustion miss sets in,
accompanied by substantial degeneration
of operating smoothness.
In engines featuring systems to inject fuel
directly into the chamber, these operate
with substantially higher excess-air
factors (extending to l = 4) since combustion
proceeds according to different
laws.
Spark-ignition engines with manifold
injection produce maximum power at air
deficiencies of 5...15 % (l = 0.95...0.85),
but maximum fuel economy comes in at
10...20% excess air (l = 1.1...1.2).
Figures 1 and 2 illustrate the effect of the
excess-air factor on power, specific fuel
consumption and generation of toxic
emissions. As can be seen, there is no
single excess-air factor which can
simultaneously generate the most
favorable levels for all three factors. Air
factors of l = 0.9...1.1 produce
“conditionally optimal” fuel economy with
“conditionally optimal” power generation
in actual practice.
Once the engine warms to its normal
operating temperature, precise and
consistent maintenance of l = 1 is vital
for the 3-way catalytic treatment of
exhaust gases. Satisfying this requirement
entails exact monitoring of
induction-air mass and precise metering
of fuel mass.
Optimal combustion from current engines
equipped with manifold injection
relies on formation of a homogenous
mixture as well as precise metering of the
injected fuel quantity. This makes
effective atomization essential. Failure to
satisfy this requirement will foster the
formation of large droplets of condensed
fuel on the walls of the intake tract and in
the combustion chamber. These droplets
will fail to combust completely and the
ultimate result will be higher HC
emissions.
Gasolineengine
management
8
Effects of excess-air factor l on power P and
specific fuel consumption be.
a Rich mixture (air deficiency),
b Lean mixture (excess air).
UMK0033E
Fig. 1
Effect of excess-air factor l on untreated
exhaust emissions
UMK0032E
Fig. 2
0.8 1.0 1.2
a b
P
be
Power P,
Specific fuel consumption be
Excess-air factor l
0.6 1.0 1.4
Relative quantities of
CO; HC; NOX
Excess-air factor l
0.8 1.2
CO
HC NOX
Mixture
formation
9
Adapting to specific
operating conditions
Certain operating states cause fuel
requirements to deviate substantially from
the steady-state requirements of an engine
warmed to its normal temperature, thus
necessitating corrective adaptations in the
mixture-formation apparatus. The following
descriptions apply to the conditions
found in engines with manifold injection.
Cold starting
During cold starts the relative quantity of
fuel in the inducted mixture decreases: the
mixture “goes lean.” This lean-mixture
phenomenon stems from inadequate
blending of air and fuel, low rates of fuel
vaporization, and condensation on the
walls of the inlet tract, all of which are
promoted by low temperatures. To compensate
for these negative factors, and to
facilitate cold starting, supplementary fuel
must be injected into the engine.
Post-start phase
Following low-temperature starts,
supplementary fuel is required for a brief
period, until the combustion chamber
heats up and improves the internal
mixture formation. This richer mixture
also increases torque to furnish a
smoother transition to the desired idle
speed.
Warm-up phase
The warm-up phase follows on the heels
of the starting and immediate post-start
phases. At this point the engine still
requires an enriched mixture to offset the
fuel condensation on the intake-manifold
walls. Lower temperatures are synonymous
with less efficient fuel processing
(owing to factors such as poor mixing
of air and fuel and reduced fuel vaporization).
This promotes fuel precipitation
within the intake manifold, with
the formation of condensate fuel that will
only vaporize later, once temperatures
have increased. These factors make it
necessary to provide progressive mixture
enrichment in response to decreasing
temperatures.
Idle and part-load
Idle is defined as the operating status in
which the torque generated by the engine
is just sufficient to compensate for friction
losses. The engine does not provide
power to the flywheel at idle. Part-load (or
part-throttle) operation refers to the
range of running conditions between idle
and generation of maximum possible
torque. Today’s standard concepts rely
exclusively on stoichiometric mixtures for
the operation of engines running at idle
and part-throttle once they have warmed
to their normal operating temperatures.
Full load (WOT)
At WOT (wide-open throttle) supplementary
enrichment may be required. As
Figure 1 indicates, this enrichment
furnishes maximum torque and/or power.
Acceleration and deceleration
The fuel’s vaporization potential is strongly
affected by pressure levels inside the
intake manifold. Sudden variations in
manifold pressure of the kind encountered
in response to rapid changes in throttlevalve
aperture cause fluctuations in the
fuel layer on the walls of the intake tract.
Spirited acceleration leads to higher
manifold pressures. The fuel responds
with lower vaporization rates and the fuel
layer within the manifold runners expands.
A portion of the injected fuel is thus lost in
wall condensation, and the engine goes
lean for a brief period, until the fuel layer
restabilizes. In an analogous, but inverted,
response pattern, sudden deceleration
leads to rich mixtures. A temperaturesensitive
correction function (transition
compensation) adapts the mixture to
maintain optimal operational response
and ensure that the engine receives the
consistent air/fuel mixture needed for
efficient catalytic-converter performance.
Trailing throttle (overrun)
Fuel metering is interrupted during trailing
throttle. Although this expedient saves
fuel on downhill stretches, its primary
purpose is to guard the catalytic converter
against overheating stemming from poor
and incomplete combustion (misfiring).
Carburetors and gasoline-injection systems
are designed for a single purpose:
To supply the engine with the optimal airfuel
mixture for any given operating
conditions. Gasoline injection systems,
and electronic systems in particular, are
better at maintaining air-fuel mixtures
within precisely defined limits, which
translates into superior performance in
the areas of fuel economy, comfort and
convenience, and power. Increasingly
stringent mandates governing exhaust
emissions have led to a total eclipse of the
carburetor in favor of fuel injection.
Although current systems rely almost
exclusively on mixture formation outside
the combustion chamber, concepts based
on internal mixture formation – with fuel
being injected directly into the combustion
chamber – were actually the foundation
for the first gasoline-injection systems. As
these systems are superb instruments for
achieving further reductions in fuel
consumption, they are now becoming an
increasingly significant factor.
Overview
Systems with
external mixture formation
The salient characteristic of this type of
system is the fact that it forms the air-fuel
mixture outside the combustion chamber,
inside the intake manifold.
Multipoint fuel injection
Multipoint fuel injection forms the ideal
basis for complying with the mixtureformation
criteria described above. In this
type of system each cylinder has its own
injector discharging fuel into the area
directly in front of the intake valve.
Representative examples are the various
versions of the KE and L-Jetronic systems
(Figure 1).
Mechanical injection systems
The K-Jetronic system operates by
injecting continually, without an external
drive being necessary. Instead of
being determined by the injection valve,
fuel mass is regulated by the fuel
distributor.
Combined mechanical-electronic
fuel injection
Although the K-Jetronic layout served as
the mechanical basis for the KE-Jetronic
system, the latter employs expanded
data-monitoring functions for more
precise adaptation of injected fuel
quantity to specific engine operating
conditions.
Electronic injection systems
Injection systems featuring electronic
control rely on solenoid-operated injection
Multipoint fuel injection (MPI)
1 Fuel,
2 Air,
3 Throttle valve,
4 Intake manifold,
5 Injectors,
6 Engine.
Gasoline-injection systems
3
2
5
6
4
1
Fig. 1
UMK0662-2Y
Gasolineinjection
systems
10
valves for intermittent fuel discharge. The
actual injected fuel quantity is regulated
by controlling the injector's opening time
(with the pressure-loss gradient through
the valve being taken into account in
calculations as a known quantity).
Examples: L-Jetronic, LH-Jetronic, and
Motronic as an integrated engine-management
system.
Single-point fuel injection
Single-point (throttle-body injection (TBI))
fuel injection is the concept behind this
electronically-controlled injection system
in which a centrally located solenoidoperated
injection valve mounted
upstream from the throttle valve sprays
fuel intermittently into the manifold. Mono-
Jetronic and Mono-Motronic are the
Bosch systems in this category (Figure 2).
Systems for internal
mixture formation
Direct-injection (DI) systems rely on
solenoid-operated injection valves to spray
fuel directly into the combustion chamber;
the actual mixture-formation process takes
place within the cylinders, each of which
has its own injector (Figure 3). Perfect
atomization of the fuel emerging from the
injectors is vital for efficient combustion.
Under normal operating conditions, DI
engines draw in only air instead of the
combination of air and fuel common to
conventional injection systems. This is one
of the new system's prime advantages: It
banishes all potential for fuel condensation
within the runners of the intake manifold.
External mixture formation usually
provides a homogenous, stoichiometric airfuel
mixture throughout the entire
combustion chamber. In contrast, shifting
the mixture-preparation process into the
combustion chamber provides for two
distinctive operating modes:
With stratified-charge operation, only the
mixture directly adjacent to the spark plug
needs to be ignitable. The remainder of the
air-fuel charge in the combustion chamber
can consist solely of fresh and residual
gases, without unburned fuel. This strategy
furnishes an extremely lean overall mixture
for idling and part-throttle operation, with
commensurate reductions in fuel
consumption.
Homogenous operation reflects the
conditions encountered in external mixture
formation by employing uniform
consistency for the entire air-fuel charge
throughout the combustion chamber.
Under these conditions all of the fresh air
within the chamber participates in the
combustion process. This operational
mode is employed for WOT operation.
MED-Motronic is used for closed-loop
control of DI gasoline engines.
Overview
11
Throttle-body fuel injection (TBI)
1 Fuel,
2 Air,
3 Throttle valve,
4 Intake manifold,
5 Injector,
6 Engine.
3
2
5
6
4
1
UMK0663-2Y
Fig. 2
Direct fuel injection (DI)
1 Fuel,
2 Air,
3 Throttle valve
(ETC),
4 Intake manifold,
5 Injectors,
6 Engine.
3
2
5
6
4
1
UMK1687-2Y
Fig. 3
The story of
fuel injection
12
The story of fuel injection
The story of fuel injection extends
back to cover a period of almost one
hundred years.
The Gasmotorenfabik Deutz was
manufacturing plunger pumps for injecting
fuel in a limited production
series as early as 1898.
A short time later the uses of the venturi-
effect for carburetor design were
discovered, and fuel-injection systems
based on the technology of the time
ceased to be competitive.
Bosch started research on gasolineinjection
pumps in 1912. The first
aircraft engine featuring Bosch fuel injection,
a 1,200-hp unit, entered series
production in 1937; problems with carburetor
icing and fire hazards had lent
special impetus to fuel-injection development
work for the aeronautics field.
This development marks the beginning
of the era of fuel injection at
Bosch, but there was still a long path
to travel on the way to fuel injection for
passenger cars.
1951 saw a Bosch direct-injection unit
being featured as standard equipment
on a small car for the first time. Several
years later a unit was installed in
the 300 SL, the legendary production
sports car from Daimler-Benz.
In the years that followed, development
on mechanical injection pumps
continued, and ...
In 1967 fuel injection took another
giant step forward: The first electronic
injection system: the intake-pressurecontrolled
D-Jetronic!
In 1973 the air-flow-controlled L-Jetronic
appeared on the market, at the
same time as the K-Jetronic, which featured
mechanical-hydraulic control and
was also an air-flow-controlled system.
In 1976, the K-Jetronic was the first
automotive system to incorporate a
Lambda closed-loop control.
1979 marked the introduction of a new
system: Motronic, featuring digital processing
for numerous engine functions.
This system combined L-Jetronic
with electronic program-map control
for the ignition. The first automotive
microprocessor!
In 1982, the K-Jetronic model became
available in an expanded configuration,
the KE-Jetronic, including an
electronic closed-loop control circuit
and a Lambda oxygen sensor.
These were joined by Bosch Mono-
Jetronic in 1987: This particularly costefficient
single-point injection unit
made it feasible to equip small vehicles
with Jetronic, and once and for all made
the carburetor absolutely superfluous.
By the end of 1997, around 64 million
Bosch engine-management systems
had been installed in countless types of
vehicles since the introduction of the
D-Jetronic in 1967. In 1997 alone, the
figure was 4.2 million, comprised of
1 million throttle-body injection (TBI)
systems and 3.2 million multipoint fuelinjection
(MPI) systems.
Bosch gasoline fuel injection
from the year 1954
K-Jetronic
System overview
The K-Jetronic is a mechanically and
hydraulically controlled fuel-injection system
which needs no form of drive and
which meters the fuel as a function of the
intake air quantity and injects it continuously
onto the engine intake valves.
Specific operating conditions of the
engine require corrective intervention in
mixture formation and this is carried out
by the K-Jetronic in order to optimize
starting and driving performance, power
output and exhaust composition. Owing
to the direct air-flow sensing, the K-Jetronic
system also allows for engine
variations and permits the use of facilities
for exhaust-gas aftertreatment for which
precise metering of the intake air quantity
is a prerequisite.
The K-Jetronic was originally designed
as a purely mechanical injection system.
Today, using auxiliary electronic equipment,
the system also permits the use of
lambda closed-loop control.
The K-Jetronic fuel-injection system
covers the following functional areas:
– Fuel supply,
– Air-flow measurement and
– Fuel metering.
Fuel supply
An electrically driven fuel pump delivers
the fuel to the fuel distributor via a fuel
accumulator and a filter. The fuel distributor
allocates this fuel to the injection
valves of the individual cylinders.
Air-flow measurement
The amount of air drawn in by the engine
is controlled by a throttle valve and
measured by an air-flow sensor.
Fuel metering
The amount of air, corresponding to the
position of the throttle plate, drawn in by
the engine serves as the criterion for
metering of the fuel to the individual
cylinders. The amount of air drawn in by
the engine is measured by the air-flow
sensor which, in turn, controls the fuel
distributor. The air-flow sensor and the
fuel distributor are assemblies which
form part of the mixture control unit.
Injection occurs continuously, i.e. without
regard to the position of the intake valve.
During the intake-valve closed phase, the
fuel is “stored”. Mixture enrichment is
controlled in order to adapt to various
operating conditions such as start, warmup,
idle and full load. In addition, supplementary
functions such as overrun fuel
cutoff, engine-speed limiting and closedloop
lambda control are possible.
K-Jetronic
13
Functional schematic of the K-Jetronic
Fig. 1
Electric
fuel pump
Fuel
accumulator
Air-flow
sensor
Fuel
distributor
Fuel filter
Air filter
Throttle valve
Intake ports
Combustion
chamber
Mixture
Fuel
Air
Injection valves
Mixture
control unit
UMK0009E
Fuel supply
The fuel supply system comprises
– Electric fuel pump,
– Fuel accumulator,
– Fine filter,
– Primary-pressure regulator and
– Injection valves.
An electrically driven roller-cell pump
pumps the fuel from the fuel tank at a
pressure of over 5 bar to a fuel accumulator
and through a filter to the fuel
distributor. From the fuel distributor the
fuel flows to the injection valves. The
injection valves inject the fuel continuously
into the intake ports of the
engine. Thus the system designation K
(taken from the German for continuous).
When the intake valves open, the mixture
is drawn into the cylinder.
The fuel primary-pressure regulator
maintains the supply pressure in the
system constant and reroutes the excess
fuel back to the fuel tank.
Owing to continual scavenging of the fuel
supply system, there is always cool fuel
available. This avoids the formation of
fuel-vapor bubbles and achieves good
hot starting behavior.
Electric fuel pump
The electric fuel pump is a roller-cell
pump driven by a permanent-magnet
electric motor.
The rotor plate which is eccentrically
mounted in the pump housing is fitted
with metal rollers in notches around its
circumference which are pressed against
the pump housing by centrifugal force
and act as rolling seals. The fuel is carried
in the cavities which form between
the rollers. The pumping action takes
place when the rollers, after having
closed the inlet bore, force the trapped
fuel in front of them until it can escape
from the pump through the outlet bore
(Figure 4). The fuel flows directly around
the electric motor. There is no danger of
explosion, however, because there is
never an ignitable mixture in the pump
housing.
Gasolineinjection
systems
14
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
2
3
4
5
7
6 8
13
12
14
15
17
18
16
10
19
9
11
BOSCH
UMK0077Y
The electric fuel pump delivers more fuel
than the maximum requirement of the
engine so that compression in the fuel
system can be maintained under all operating
conditions. A check valve in the
pump decouples the fuel system from
the fuel tank by preventing reverse flow of
fuel to the fuel tank.
The electric fuel pump starts to operate
immediately when the ignition and starting
switches are operated and remains
switched on continuously after the engine
has started. A safety circuit is incorporated
to stop the pump running and, thus,
to prevent fuel being delivered if the ignition
is switched on but the engine has
stopped turning (for instance in the case
of an accident).
The fuel pump is located in the immediate
vicinity of the fuel tank and requires
no maintenance.
Fuel accumulator
The fuel accumulator maintains the
pressure in the fuel system for a certain
time after the engine has been switched
off in order to facilitate restarting, particularly
when the engine is hot. The special
design of the accumulator housing
(Figure 5) deadens the sound of the fuel
pump when the engine is running.
The interior of the fuel accumulator is
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
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 diaphragm
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
corresponds to the maximum accumulator
volume, as long as the engine is
running.
K-Jetronic
15
Fuel accumulator
a Empty, b Full.
1 Spring chamber, 2 Spring, 3 Stop, 4 Diaphragm,
5 Accumulator volume, 6 Fuel inlet or outlet,
7 Connection to the atmosphere.
Operation of roller-cell pump
1 Suction side, 2 Rotor plate, 3 Roller,
4 Roller race plate, 5 Pressure side.
Electric fuel pump
1 Suction side, 2 Pressure limiter, 3 Roller-cell
pump, 4 Motor armature, 5 Check valve,
6 Pressure side.
3 4 5
1 6
2
1 5
2 3 4
1 2 3 4 5
7 6
a
b
Fig. 3
Fig. 4
Fig. 5
UMK1653Y UMK0120-2Y UMK0121-2Y
Fuel filter
The fuel filter retains particles of dirt
which are present in the fuel and which
would otherwise have an adverse effect
on the functioning of the injection system.
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
the fuel line downstream from the fuel
accumulator and its service life depends
upon the amount of dirt in the fuel. It is
imperative that the arrow on the filter
housing showing the direction of fuel flow
through the filter is observed when the
filter is replaced.
Primary-pressure regulator
The primary-pressure regulator maintains
the pressure in the fuel system
constant.
It is incorporated in the fuel distributor
and holds the delivery pressure (system
pressure) at about 5 bar. The fuel pump
always delivers more fuel than is required
by the vehicle engine, and this causes a
plunger to shift in the pressure regulator
and open a port through which excess
fuel can return to the tank.
The pressure in the fuel system and the
force exerted by the spring on the
pressure-regulator plunger balance each
other out. If, for instance, fuel-pump
delivery drops slightly, the plunger is
shifted by the spring to a corresponding
new position and in doing so closes off
the port slightly through which the excess
fuel returns to the tank. This means that
less fuel is diverted off at this point and
the system pressure is controlled to its
specified level.
When the engine is switched off, the fuel
pump also switches off and the primary
pressure drops below the opening pressure
of the injection valves. The pressure
regulator then closes the return-flow port
and thus prevents the pressure in the fuel
system from sinking any further (Fig. 8).
Fuel-injection valves
The injection valves open at a given pressure
and atomize the fuel through oscillation
of the valve needle. The injection
valves inject the fuel metered to them into
the intake passages and onto the intake
valves. They are secured in special
Gasolineinjection
systems
16
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.
a b
1
2 3 4 5
1 2 3
Fig. 7
UMK1495Y
Fuel filter
1 Paper element,
2 Strainer,
3 Support
plate.
UMK0119Y
Fig. 6
holders to insulate them against the heat
radiated from the engine. The injection
valves have no metering function themselves,
and open of their own accord
when the opening pressure of e.g. 3.5
bar is exceeded. They are fitted with a
valve needle (Fig. 9) which oscillates
(“chatters”) audibly at high frequency
when fuel is injected. This results in excellent
atomization of the fuel even with
the smallest of injection quantities. When
the engine is switched off, the injection
valves close tightly when the pressure in
the fuel-supply system drops below their
opening pressure. This means that no
more fuel can enter the intake passages
once the engine has stopped.
Air-shrouded fuel-injection valves
Air-shrouded injection valves improve the
mixture formation particularly at idle.
Using the pressure drop across the
throttle valve, a portion of the air inducted
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
and toxic emission constituents.
K-Jetronic
17
Pressure curve after engine switchoff
Firstly pressure falls from the normal system
pressure (1) to the pressure-regulator closing
pressure (2). The fuel accumulator then causes
it to increase to the level (3) which is below the
opening pressure (4) of the injection valves.
Fuel-injection valve
a In rest position,
b In actuated position.
1 Valve housing,
2 Filter,
3 Valve needle,
4 Valve seat.
ms
bar
Pressure p
Time t
1
2
3 4
1
2
34
a b
Fig. 8
Fig. 9
UMK0069-2Y UMK0018E
UMK0042Y
UMK0041Y
Fig. 10
Spray pattern of an injection valve without
air-shrouding (left) and with air-shrouding (right).
Fuel metering
The task of the fuel-management system
is to meter a quantity of fuel corresponding
to the intake air quantity.
Basically, fuel metering is carried out
by the mixture control unit. This comprises
the air-flow sensor and the fuel
distributor.
In a number of operating modes however,
the amount of fuel required deviates
greatly from the “standard” quantity and it
becomes necessary to intervene in the
mixture formation system (see section
“Adaptation to operating conditions”).
Air-flow sensor
The quantity of air drawn in by the engine
is a precise measure of its operating
load. The air-flow sensor operates according
to the suspended-body principle,
and measures the amount of air drawn in
by the engine.
The intake air quantity serves as the
main actuating variable for determining
the basic injection quantity. It is the
appropriate physical quantity for deriving
the fuel requirement, and changes in the
induction characteristics of the engine
have no effect upon the formation of the
air-fuel mixture. Since the air drawn in by
the engine must pass through the air-flow
sensor before it reaches the engine, this
means that it has been measured and
the control signal generated before it
actually enters the engine cylinders. The
result is that, in addition to other
measures described below, the correct
mixture adaptation takes place at all
times.
Gasolineinjection
systems
18
Updraft
air-flow sensor
a Sensor plate in its
zero position,
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.
Principle of the air-flow sensor
a Small amount of air drawn in: sensor plate only
lifted slightly, b Large amount of air drawn in:
sensor plate is lifted considerably further.
a
b
h
h
1 2 3 4 5
7 6
a
b
Fig. 11
Fig. 12
UMK1654Y UMK0072Y
The air-flow sensor is located upstream
of the throttle valve so that it measures all
the air which enters the engine cylinders.
It comprises an air funnel in which the
sensor plate (suspended body) is free to
pivot. The air flowing through the funnel
deflects the sensor plate by a given
amount out of its zero position, and this
movement is transmitted by a lever system
to a control plunger which determines
the basic injection quantity required
for the basic functions. Considerable
pressure shocks can occur in the
intake system if backfiring takes place in
the intake manifold. For this reason, the
air-flow sensor is so designed that the
sensor plate can swing back in the
opposite direction in the event of misfire,
and past its zero position to open a relief
cross-section in the funnel. A rubber
buffer limits the downward stroke (the
upwards stroke on the downdraft air-flow
sensor). A counterweight compensates
for the weight of the sensor plate and
lever system (this is carried out by an
extension spring on the downdraft airflow
sensor). A leaf spring ensures the
correct zero position in the switched-off
phase.
Fuel distributor
Depending upon the position of the plate
in the air-flow sensor, the fuel distributor
meters the basic injection quantity to the
individual engine cylinders. The position
of the sensor plate is a measure of the
amount of air drawn in by the engine. The
position of the plate is transmitted to the
control plunger by a lever.
K-Jetronic
19
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.
Barrel with metering slits
1 Intake air, 2 Control pressure, 3 Fuel inlet,
4 Metered quantity of fuel, 5 Control plunger,
6 Barrel with metering slits, 7 Fuel distributor.

























4
5
7
6
4
2
3
1


















a 1 b c
2
3
6






















































4
5
Fig. 13
Fig. 14
UMK1497Y UMK1496Y
Depending upon its position in the barrel
with metering slits, the control plunger
opens or closes the slits to a greater or
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 sensorplate
travel and the slit section in the
barrel which is opened for fuel flow.
A hydraulic force generated by the socalled
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
movement immediately and does not, for
instance, stick in the upper end position
when the sensor plate moves down again.
Further functions of the control pressure
are discussed in the sections “Warm-up
enrichment” and “Full-load enrichment”.
Control pressure
The control pressure is tapped from the
primary pressure through a restriction
bore (Figure 16). This restriction bore
serves to decouple the control-pressure
circuit and the primary-pressure circuit
from one another. A connection line joins
the fuel distributor and the warm-up
regulator (control-pressure regulator).
When starting the cold engine, the
control pressure is about 0.5 bar. As the
engine warms up, the warm-up regulator
increases the control pressure to about
3.7 bar (Figure 26).
The control pressure acts through a
damping restriction on the control
plunger and thereby develops the force
which opposes the force of the air in the
air-flow sensor. In doing so, the restriction
dampens a possible oscillation of the
sensor plate which could result due to
pulsating air-intake flow.
The control pressure influences the fuel
distribution. If the control pressure is low,
the air drawn in by the engine can deflect
the sensor plate further. This results in
the control plunger opening the metering
slits further and the engine being allocated
more fuel. On the other hand, if the
control pressure is high, the air drawn in
by the engine cannot deflect the sensor
plate so far and, as a result, the engine
receives less fuel. In order to fully seal off
the control-pressure circuit with absolute
certainty when the engine has been
switched off, and at the same time to
maintain the pressure in the fuel circuit,
the return line of the warm-up regulator is
fitted with a check valve. This (push-up)
valve is attached to the primary-pressure
regulator and is held open during operation
by the pressure-regulator plunger.
When the engine is switched off and the
plunger of the primary-pressure regulator
returns to its zero position, the check
valve is closed by a spring (Figure 17).
Differential-pressure valves
The differential-pressure valves in the
fuel distributor result in a specific pressure
drop at the metering slits.
The air-flow sensor has a linear characteristic.
This means that if double the
quantity of air is drawn in, the sensor-
Gasolineinjection
systems
20
Barrel with metering slits
The slits are shown enlarged (the actual slit is
about 0.2 mm wide).
Fig. 15
UMK0044Y
plate travel is also doubled. If this travel is
to result in a change of delivered fuel in
the same relationship, in this case double
the travel equals double the quantity,
then a constant drop in pressure must
be guaranteed at the metering slits
(Figure 14), regardless of the amount of
fuel flowing through them.
The differential-pressure valves maintain
the differential pressure between the
upper and lower chamber constant regardless
of fuel throughflow. The differential
pressure is 0.1 bar.
The differential-pressure valves achieve
a high metering accuracy and are of the
flat-seat type. They are fitted in the fuel
K-Jetronic
21
Primary pressure
and control pressure
1 Control-pressure
effect (hydraulic
force),
2 Damping restriction,
3 Line to warm-up regulator,
4 Decoupling restriction
bore,
5 Primary pressure
(delivery pressure),
6 Effect of air pressure.
Primary-pressure
regulator with pushup
valve in the
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
intake (from warmup
regulator).



































6 5
3
2
1
4




b
1
2 3 4
5
a
Fig. 17
Fig. 16
UMK1499Y UMK1498Y
distributor and one such valve is allocated
to each metering slit. A diaphragm
separates the upper and lower chambers
of the valve (Figures 18 and 19). The
lower chambers of all the valves are connected
with one another by a ring main
and are subjected to the primary pressure
(delivery pressure). The valve seat
is located in the upper chamber. Each
upper chamber is connected to a
metering slit and its corresponding connection
to the fuel-injection line. The
upper chambers are completely sealed
off from each other. The diaphragms are
spring-loaded and it is this helical spring
that produces the pressure differential.
Gasolineinjection
systems
22
Differential-pressure valve
a Diaphragm
position with a
low injected
fuel quantity
b Diaphragm
position with a
large injected
fuel quantity

















Fig. 18
UMK1656Y
If a large basic fuel quantity flows into the
upper chamber through the metering slit,
the diaphragm is bent downwards and
enlarges the valve cross-section at the
outlet leading to the injection valve until
the set differential pressure once again
prevails.
If the fuel quantity drops, the valve crosssection
is reduced owing to the equilibrium
of forces at the diaphragm until the
differential pressure of 0.1 bar is again
present.
This causes an equilibrium of forces to
prevail at the diaphragm which can be
maintained for every basic fuel quantity
by controlling the valve cross-section.
Mixture formation
The formation of the air-fuel mixture
takes place in the intake ports and
cylinders of the engine.
The continually injected fuel coming from
the injection valves is “stored” in front of
the intake valves. When the intake valve
is opened, the air drawn in by the engine
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.
Air-shrouded fuel-injection valves favor
mixture formation since they atomize
the fuel very well at the outlet point
(Figures 10, 20).
K-Jetronic
23
Fuel distributor with differential-pressure valves
1 Fuel intake
(primary
pressure),
2 Upper chamber of
the differentialpressure
valve,
3 Line to the fuelinjection
valve
(injection
pressure),
4 Control plunger,
5 Control edge and
metering slit,
6 Valve spring,
7 Valve diaphragm,
8 Lower chamber of
the differentialpressure
valve.
Mixture formation with air-shrouded fuelinjection
valve
1 Fuel-injection valve, 2 Air-supply line,
3 Intake manifold, 4 Throttle valve.















2 3 4 5 6
8 7
1
1 2 3 4










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Fig. 19
Fig. 20
UMK0068Y UMK1602Y
Adaptation to operating
conditions
In addition to the basic functions described
up to now, the mixture has to be
adapted during particular operating
conditions. These adaptations (corrections)
are necessary in order to optimize
the power delivered, to improve the
exhaust-gas composition and to improve
the starting behavior and driveability.
Basic mixture adaptation
The basic adaptation of the air-fuel mixture
to the operating modes of idle, part
load and full load is by appropriately
shaping the air funnel in the air-flow
sensor (Figures 21 and 22).
If the funnel had a purely conical shape,
the result would be a mixture with a constant
air-fuel ratio throughout the whole
of the sensor plate range of travel (metering
range). However, it is necessary to
meter to the engine an air-fuel mixture
which is optimal for particular operating
modes such as idle, part load and full
load. In practice, this means a richer
mixture at idle and full load, and a leaner
mixture in the part-load range. This
adaptation is achieved by designing the
air funnel so that it becomes wider in
stages.
If the cone shape of the funnel is flatter
than the basic cone shape (which was
specified for a particular mixture, e.g. for
ì = 1), this results in a leaner mixture. If
the funnel walls are steeper than in the
basic model, the sensor plate is lifted
further for the same air throughput, more
fuel is therefore metered by the control
plunger and the mixture is richer. Consequently,
this means that the air funnel can
be shaped so that it is poss-ible to meter
mixtures to the engine which have different
air-fuel ratios depending upon the
sensor-plate position in the funnel (which
in turn corresponds to the particular
engine operating mode i.e. idle, part load
and full load). This results in a richer
mixture for idle and full load (idle and fullload
enrichment) and, by contrast, a
leaner mixture for part load.
Cold-start enrichment
Depending upon the engine temperature,
the cold-start valve injects extra fuel into
the intake manifold for a limited period
during the starting process.
In order to compensate for the condensation
losses due to condensation on the
cold cylinder walls, and in order to facilitate
starting the cold engine during cold
starting, extra fuel must be injected at the
instant of start-up. This extra fuel is injected
by the cold-start valve into the
intake manifold. The injection period of
the cold-start valve is limited by a
thermo-time switch depending upon the
engine temperature.
This process is known as cold-start enrichment
and results in a “richer” air-fuel
Gasolineinjection
systems
24
Influence of funnel-wall angle upon
the sensor-plate deflection for identical air
throughput
a The basic funnel
shape results
in stroke “h”,
b Steep funnel
walls result in
increased
stroke “h” for
identical air
throughput,
c Flatter funnel
shape results
in reduced
deflection “h”
for identical air
throughput.
A Annular area
opened by the
sensor plate
(identical in
a, b and c).
Adaptation of the air-funnel shape
1 For maximum power, 2 For part load,
3 For idle.
h
h
h
A
A
A
a
b
c
1
2
3
Fig. 21
Fig. 22
UMK0155Y UMK0071Y
mixture, i.e. the excess-air factor ì is
temporarily less than 1.
Cold-start valve
The cold-start valve (Figure 23) is a
solenoid-operated valve. An electromagnetic
winding is fitted inside the
valve. When unoperated, the movable
electromagnet armature is forced against
a seal by means of a spring and thus
closes the valve. When the electromagnet
is energized, the armature which
consequently has lifted from the valve
seat opens the passage for the flow of
fuel through the valve. From here, the fuel
enters a special nozzle at a tangent and
is caused to rotate or swirl.
The result is that the fuel is atomized very
finely and enriches the mixture in the
manifold downstream of the throttle
valve. The cold-start valve is so positioned
in the intake manifold that good
distribution of the mixture to all cylinders
is ensured.
Thermo-time switch
The thermo-time switch limits the duration
of cold-start valve operation, depending
upon temperature.
The thermo-time switch (Figure 24)
consists of an electrically heated bimetal
strip which, depending upon its temperature
opens or closes a contact. It is
brought into operation by the ignition/
starter switch, and is mounted at a
position which is representative of engine
temperature. During a cold start, it limits
the “on” period of the cold-start valve. In
case of repeated start attempts, or when
starting takes too long, the cold-start
valve ceases to inject.
Its “on” period is determined by the
thermo-time switch which is heated by
engine heat as well as by its own built-in
heater. Both these heating effects are
necessary in order to ensure that the
“on” period of the cold-start valve is
limited under all conditions, and engine
flooding prevented. During an actual cold
start, the heat generated by the built-in
heater is mainly responsible for the
“on” period (switch off, for instance,
at –20 °C after 7.5 seconds). With a
warm engine, the thermo-time switch has
already been heated up so far by engine
heat that it remains open and prevents
the cold-start valve from going into
action.
K-Jetronic
25
Cold-start valve in operated state
1 Electrical connection, 2 Fuel supply with
strainer, 3 Valve (electromagnet armature),
4 Solenoid winding, 5 Swirl nozzle, 6 Valve seat.
Thermo-time switch
1 Electrical connection, 2 Housing, 3 Bimetal,
4 Heating filament, 5 Electrical contact.
3
5
1
2
6
4
1
2
5
4
3
Fig. 23 Fig. 24
UMK0118Y
UMK0125-1Y
Warm-up enrichment
Warm-up enrichment is controlled by
the warm-up regulator. When the engine
is cold, the warm-up regulator reduces
the control pressure to a degree dependent
upon engine temperature and thus
causes the metering slits to open further
(Figure 25).
At the beginning of the warm-up period
which directly follows the cold start, some
of the injected fuel still condenses on the
cylinder walls and in the intake ports.
This can cause combustion misses to
occur. For this reason, the air-fuel mixture
must be enriched during the warmup
(ì < 1.0). This enrichment must be
continuously reduced along with the rise
in engine temperature in order to prevent
the mixture being over-rich when higher
engine temperatures have been reached.
The warm-up regulator (control-pressure
regulator) is the component which carries
out this type of mixture control for the
warm-up period by changing the control
pressure.
Warm-up regulator
The change of the control pressure is
effected by the warm-up regulator which
is fitted to the engine in such a way that it
ultimately adopts the engine temperature.
An additional electrical heating system
enables the regulator to be matched
precisely to the engine characteristic.
Gasolineinjection
systems
26
Warm-up regulator
a With the engine
cold,
b With the engine at
operating
temperature.
1 Valve diaphragm,
2 Return,
3 Control pressure
(from the mixturecontrol
unit),
4 Valve spring,
5 Bimetal spring,
6 Electrical heating.







6 5 4
1
a
2 3






b
Fig. 25
UMK1567Y
The warm-up regulator comprises a
spring-controlled flat seat (diaphragmtype)
valve and an electrically heated
bimetal spring (Figure 25).
In cold condition, the bimetal spring
exerts an opposing force to that of the
valve spring and, as a result, reduces the
effective pressure applied to the underside
of the valve diaphragm. This means
that the valve outlet cross-section is
slightly increased at this point and more
fuel is diverted out of the control-pressure
circuit in order to achieve a low
control pressure. Both the electrical
heating system and the engine heat the
bimetal spring as soon as the engine is
cranked. The spring bends, and in doing
so reduces the force opposing the valve
spring which, as a result, pushes up the
diaphragm of the flat-seat valve. The
valve outlet cross-section is reduced and
the pressure in the control-pressure
circuit rises.
Warm-up enrichment is completed when
the bimetal spring has lifted fully from the
valve spring. The control pressure is now
solely controlled by the valve spring and
maintained at its normal level. The control
pressure is about 0.5 bar at cold start
and about 3.7 bar with the engine at
operating temperature (Figure 26).
Idle stabilization
In order to overcome the increased
friction in cold condition and to guarantee
smooth idling, the engine receives more
air-fuel mixture during the warm-up
phase due to the action of the auxiliary
air device.
When the engine is cold, the frictional
resistances are higher than when it is at
operating temperature and this friction
must be overcome by the engine during
idling. For this reason, the engine is
allowed to draw in more air by means of
the auxiliary-air device which bypasses
the throttle valve. Due to the fact that this
auxiliary air is measured by the air-flow
sensor and taken into account for fuel
metering, the engine is provided with
more air-fuel mixture. This results in idle
stabilization when the engine is cold.
Auxiliary-air device
In the auxiliary-air device, a perforated
plate is pivoted by means of a bimetal
spring and changes the open crosssection
of a bypass line. This perforated
plate thus opens a correspondingly large
cross-section of the bypass line, as a
function of the temperature, and this
cross-section is reduced with increasing
engine temperature and is ultimately
closed. The bimetal spring also has an
electrical heating system which permits
the opening time to be restricted dependent
upon the engine type. The in-
K-Jetronic
27
Warm-up regulator characteristics at various operating temperatures
Enrichment factor 1.0 corresponds to fuel metering with the engine at operating temperature.
3.0
2.5
2.0
1.5
1.0
0 30 60 90 120 150 s
Enrichment factor
Time after starting
+20°C
0°C
-20°C
4
3
2
1
0
0 30 60 90 120 150 s
Control pressure
Time after starting
bar
+20°C
0°C
-20°C
Fig. 26
UMK1658E
stallation location of the auxiliary-air device
is selected such that it assumes the
engine temperature. This guarantees
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 enrichment
during full-load operation, in
addition to the mixture adaptation resulting
from the shape of the air funnel.
This extra enrichment is carried out by a
specially designed warm-up regulator.
This regulates the control pressure depending
upon the manifold pressure
(Figures 28 and 30).
This model of the warm-up regulator
uses two valve springs instead of one.
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
diaphragm which divides the regulator
into an upper and a lower chamber. The
manifold pressure which is tapped via a
hose connection from the intake manifold
downstream of the throttle valve acts in
the upper chamber. Depending upon the
model, the lower chamber is subjected to
atmospheric pressure either directly or
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
present in the upper chamber, the diaphragm
lifts to its upper stop. The inner
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
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.
Gasolineinjection
systems
28
Auxiliary-air device
1 Electrical connection, 2 Electrical heating,
3 Bimetal spring, 4 Perforated plate.
Dependence of the control pressure
on engine load
Acceleration response
Behavior of the K-Jetronic when the throttle valve
is suddenly opened.
1 2 3 4
Control pressure
Engine load
Full load
Idle and part load
Open
Closed
Throttle-valve
opening
Engine speed Sensor-plate travel
0 0.1 0.2 0.3 0.4 s
Time t
Fig. 28
Fig. 29
Fig. 29
UMK1659E UMK0019E UMK0127Y
Acceleration response
The good acceleration response is a result
of “overswing” of the air-flow sensor
plate (Figure 29).
Transitions from one operating condition
to another produce changes in the mixture
ratio which are utilized to improve
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
up to the new level, flow through the
airflow sensor. This causes the sensor
plate to briefly “overswing” past the fully
opened throttle point. This “overswing”
results in more fuel being metered to the
engine (acceleration enrichment) and
ensures good acceleration response.
K-Jetronic
29
Warm-up regulator
with full-load
diaphragm
a During idle and part
load,
b During full load.
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 Valve springs,
8 Upper stop,
9 To atmospheric pressure,
10 Diaphragm,
11 Lower stop.
















a
1 2 3 4 5 6
7







8
9
11 10
















b








Fig. 30
UMK1660Y
Supplementary functions
Overrun fuel cutoff
Smooth fuel cutoff effective during overrun
responds as a function of the engine
speed. The engine-speed information is
provided by the ignition system. Intervention
is via an air bypass around the
sensor plate. A solenoid valve controlled
by an electronic speed switch opens the
bypass at a specific engine speed. The
sensor plate then reverts to zero position
and interrupts fuel metering. Cutoff of the
fuel supply during overrun operation
permits the fuel consumption to be
reduced considerably not only when
driving downhill but also in town traffic.
Engine speed limiting
The fuel supply can be cut off to limit the
maximum permissible engine speed.
Lambda closed-loop control
Open-loop control of the air-fuel ratio is
not adequate for observing extremely
low exhaust-gas limit values. The lambda
closed-loop control system required for
operation of a three-way catalytic converter
necessitates the use of an electronic
control unit on the K-Jetronic. The
important input variable for this control
unit is the signal supplied by the lambda
sensor.
In order to adapt the injected fuel quantity
to the required air-fuel ratio with ì = 1, the
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 differentialpressure
valves,
6 Metering slits,
7 Decoupling restrictor
(fixed restrictor),
8 Fuel inlet,
9 Fuel return line.
Gasolineinjection
systems
30
Fig. 31
UMK1507Y












4
2
1
5 7
10 6 7 10
3
8 9
pressure in the lower chambers of the
fuel distributor is varied. If, for instance,
the pressure in the lower chambers is
reduced, the differential pressure at the
metering slits increases, whereby the
injected fuel quantity is increased. In
order to permit the pressure in the lower
chambers to be varied, these chambers
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
is opened and closed in a fast rhythmic
succession, the pressure in the lower
chambers can be varied dependent upon
the ratio of closing time to opening time.
An electromagnetic valve, the frequency
valve, is used as the variable restrictor. It
is controlled by electrical pulses from the
lambda closed-loop controller.
K-Jetronic
31
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.
Components of the K-Jetronic system
10
9
8
7
6
4 5
3
1 2
Fig. 32
UMK0040Y
Exhaust-gas treatment
Lambda sensor
The Lambda sensor inputs a voltage
signal to the ECU which represents
theinstantaneous composition of the airfuel
mixture.
The Lambda sensor is installed in the
engine exhaust manifold at a point which
maintains the necessary temperature for
the correct functioning of the sensor over
the complete operating range of the
engine.
Operation
The sensor protrudes into the exhaustgas
stream and is designed so that the
outer electrode is surrounded by exhaust
gas, and the inner electrode is connected
to the atmospheric air.
Basically, the sensor is constructed from
an element of special ceramic, the surface
of which is coated with microporous
platinum electrodes. The operation of the
sensor is based upon the fact that
ceramic material is porous and permits
diffusion of the oxygen present in the air
(solid electrolyte). At higher temperatures,
it becomes conductive, and if the
oxygen concentration on one side of the
electrode is different to that on the other,
then a voltage is generated between the
electrodes. In the area of stoichiometric
airfuel mixture (ì = 1.00), a jump takes
place in the sensor voltage output curve.
This voltage represents the measured
signal.
Construction
The ceramic sensor body is held in a
threaded mounting and provided with a
protective tube and electrical connections.
The surface of the sensor ceramic
body has a microporous platinum layer
which on the one side decisively influences
the sensor characteristic while on
the other serving as an electrical contact.
A highly adhesive and highly porous
ceramic coating has been applied over
the platinum layer at the end of the
ceramic body that is exposed to the exhaust
gas. This protective layer prevents
the solid particles in the exhaust gas from
eroding the platinum layer. A protective
metal sleeve is fitted over the sensor
on the electrical connection end and
crimped to the sensor housing. This
sleeve is provided with a bore to ensure
pressure compensation in the sensor interior,
and also serves as the support for
the disc spring. The connection lead is
crimped to the contact element and is led
through an insulating sleeve to the outside
of the sensor. In order to keep
combustin deposits in the exhaust gas
away from the ceramic body, the end of
the exhaust sensor which protrudes into
the exhaust-gas flow is protected by a
special tube having slots so designed
that the exhaust gas and the solid particles
entrained in it do not come into
direct contact with the ceramic body.
In addition to the mechanical protection
thus provided, the changes in sensor
temperature during transition from one
operating mode to the other are effectively
reduced.
The voltage output of the ì sensor, and
its internal resistance, are dependent
upon temperature. Reliable functioning
of the sensor is only possible with
exhaust-gas temperatures above 360°C
(unheated version), and above 200°C
(heated version).
Gasolineinjection
systems
32
Control range of the lambda sensor and
reduction of pollutant concentrations in
exhaust
Without catalytic aftertreatment
With catalytic aftertreatment
0.9 0.95 1.0 1.05 1.1
Excess-air factor l
Exhaust emissions, sensor voltage
NOx
NOx
l-control range
HC
CO
CO
HC
Voltage curve
of l sensor
Fig. 33
UMK0004-2E
Heated Lambda oxygen sensor
To a large extent, the design principle of
the heated Lambda sensor is identical to
that of the unheated sensor.
The active sensor ceramic is heated internally
by a ceramic heating element
with the result that the temperature of the
ceramic body always remains above the
function limit of 350°C.
The heated sensor is equipped with a
protective tube having a smaller opening.
Amongst other things, this prevents the
sensor ceramic from cooling down when
the exhaust gas is cold. Among the advantages
of the heated Lambda sensor
are the reliable and efficient control at low
exhaust-gas temperatures (e.g. at idle),
the minimum effect of exhaust-gas temperature
variations, the rapid coming into
effect of the Lambda control following
engine start, short sensor-reaction time
which avoids extreme deviations from the
ideal exhaust-gas composition, versatility
regarding installation because the sensor
is now independent of heating from its
surroundings.
Lambda closed-loop control circuit
By means of the Lambda closed-loop
control, the air-fuel ratio can be maintained
precisely at ì= 1.00.
The Lambda closed-loop control is an
add-on function which, in principle, can
supplement every controllable fuelmanagement
system. It is particularly
suitable for use with Jetronic gasolineinjection
systems or Motronic. Using the
closed-loop control circuit formed with
the aid of the Lambda sensor, deviations
from a specified air-fuel ratio can be
detected and corrected. This control
principle is based upon the measurement
of the exhaust-gas oxygen by the
Lambda sensor. The exhaust-gas oxygen
is a measure for the composition of
the air-fuel mixture supplied to the engine.
The Lambda sensor acts as a probe
in the exhaust pipe and delivers the
information as to whether the mixture is
richer or leaner than ì = 1.00.
In case of a deviation from this ì = 1.00
figure, the voltage of the sensor output
signal changes abruptly. This pronounced
change is evaluated by the ECU which is
provided with a closed-loop control circuit
for this purpose. The injection of fuel to
the engine is controlled by the fuelmanagement
system in accordance with
the information on the composition of the
air-fuel mixture received from the Lambda
sensor. This control is such that an airfuel
ratio of ì = 1 is achieved. The sensor
voltage is a measure for the correction of
the fuel quantity in the air-fuel mixture.
K-Jetronic
33
Location of the lambda sensor in the exhaust
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.
4
3
U
2
1
6
5
8
7
Positioning of the lambda sensor
in a dual exhaust system

















Fig. 34 Fig. 35
UMK1684Y
UMK0151Y
The signal which is processed in the
closed-loop control circuit is used to
control the actuators of the Jetronic installation.
In the fuel-management system
of the K-Jetronic (or carburetor system),
the closed-loop control of the mixture
takes place by means of an additional
control unit and an electromechanical
actuator (frequency valve). In this manner,
the fuel can be metered so precisely that
depending upon load and engine speed,
the air-fuel ratio is an optimum in all
operating modes. Tolerances and the
ageing of the engine have no effect whatsoever.
At values above ì = 1.00, more
fuel is metered to the engine, and at
values below ì = 1.00, less. This continuous,
almost lag-free adjustment of the
air-fuel mixture to ì = 1.00, is one of the
prerequisites for the efficient aftertreatment
of the exhaust gases by the
downstream catalytic converter.
Control functions at various
operating modes
Start
The Lambda sensor must have reached
a temperature of above 350 °C before it
outputs a reliable signal. Until this temperature
has been reached, the closedloop
mode is suppressed and the air-fuel
mixture is maintained at a mean level by
means of an open-loop control. Starting
enrichment is by means of appropriate
components similar to the Jetronic
installations not equipped with Lambda
control.
Acceleration and full load (WOT)
The enrichment during acceleration can
take place by way of the closed-loop
control unit. At full load, it may be necessary
for temperature and power reasons
to operate the engine with an air-fuel ratio
which deviates from the ì = 1 figure.
Similar to the acceleration range, a sensor
signals the full-load operating mode
to the closed-loop control unit which then
switches the fuel-injection to the openloop
mode and injects the corresponding
amount of fuel.
Deviations in air-fuel mixture
The Lambda closed-loop control operates
in a range between ì = 0.8…1.2 in
which normal disturbances (such as the
effects of altitude) are compensated for
by controlling ì to 1.00 with an accuracy
of ±1 %. The control unit incorporates a
circuit which monitors the Lambda
sensor and prevents prolonged marginal
operation of the closed-loop control. In
such cases, open-loop control is selected
and the engine is operated at a mean
ì-value.
Gasolineinjection
systems
34
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.
1 2 3
4 5 6 7 8 9 10
Fig. 36
UMK0143Y
K-Jetronic
35
Lambda closed control-loop
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.
Ul Lambda-sensor signal
View of the unheated (front) and heated lambda sensors
Differential pressure
(manipulated variable)
Sensor-plate
position
(mechanical)
Engine (controlled system)
Intake
air
Air-flow
sensor
Catalytic
converter
Lambda closed-loop control
in the Motronic ECU
Fuel
Ul
Fuel-injection
valves
Fuel
distributor
Exhaust-gas oxygen
(controlled
variable)
Lambda
sensor
Frequency valve
(final controlling
element)
Fig. 38
Fig. 37
UMK0282Y UMK0307E
Electrical circuitry
If the engine stops but the ignition remains
switched on, the electric fuel
pump is switched off.
The K-Jetronic system is equipped with
a number of electrical components, such
as electric fuel pump, warm-up regulator,
auxiliary-air device, cold-start valve and
thermo-time switch. The electrical supply
to all of these components is controlled by
the control relay which, itself, is switched
by the ignition and starting switch.
Apart from its switching functions, the
control relay also has a safety function.
A commonly used circuit is described
below.
Function
When cold-starting the engine, voltage is
applied to the cold-start valve and the
thermo-time switch through terminal 50
of the ignition and starting switch. If the
cranking process takes longer than
between 8 and 15 seconds, the thermotime
switch switches off the cold-start
valve in order that the engine does not
“flood”. In this case, the thermo-time
switch performs a time-switch function.
If the temperature of the engine is above
approximately +35 °C when the starting
process is commenced, the thermo-time
switch will have already open-circuited
the connection to the start valve which,
Gasolineinjection
systems
36
Circuit without
voltage applied
1 Ignition and starting
switch,
2 Cold-start valve,
3 Thermo-time switch,
4 Control relay,
5 Electric fuel pump,
6 Warm-up regulator,
7 Auxiliary-air device.
Starting (with the
engine cold)
Cold-start valve and
thermo-time switch are
switched on. The engine
turns (pulses are
taken from terminal 1 of
the ignition coil). The
control relay, electric
fuel pump, auxiliary-air
device and warm-up
regulator are switched
on.
30
1
2 3 4 5 6 7
30
50
15 15 87
30
W
1 31
G
50
1
30
1
2 3 4 5 6 7
30
50
15 15 87
30
W
1 31
G
50
1
Fig. 39
Fig. 40
UMK0197Y UMK0196Y
consequently, does not inject extra fuel.
In this case, the thermo-time switch
functions as a temperature switch.
Voltage from the ignition and starting
switch is still present at the control relay
which switches on as soon as the engine
runs. The engine speed reached when
the starting motor cranks the engine is
high enough to generate the “engine
running” signal which is taken from the
ignition pulses coming from terminal 1 of
the ignition coil. An electronic circuit in
the control relay evaluates these pulses.
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
control relay remains switched on as long
as the ignition is switched on and the
ignition is running. If the pulses from
terminal 1 of the ignition coil stop because
the engine has stopped turning,
for instance in the case of an accident,
the control relay switches off approximately
1 second after the last pulse is
received.
This safety circuit prevents the fuel pump
from pumping fuel when the ignition is
switched on but the engine is not turning.
K-Jetronic
37
Operation
Ignition on and engine
running.
Control relay, electric
fuel pump, auxiliary-air
device and warm-up
regulator are switched
on.
Ignition on
but engine stopped
No pulses can be taken
from terminal 1 of the
ignition coil. The control
relay, electric fuel
pump, auxiliary-air
device and warm-up
regulator are switched
off.
30
1
2 3 4 5 6 7
30
50
15 15 87
30
W
1 31
G
50
1
30
1
2 3 4 5 6 7
30
50
15 15 87
30
W
1 31
G
50
1
Fig. 41
Fig. 42
UMK0199Y UMK0198Y
Workshop testing techniques
Bosch customer service
Customer service quality is also a measure
for product quality. The car driver has
more than 10,000 Bosch Service Agents
at his disposal in 125 countries all over the
world. These workshops are neutral and
not tied to any particular make of vehicle.
Even in sparsely populated and remote
areas of Africa and South America the
driver can rely on getting help very quickly.
Help which is based upon the same
quality standards as in Germany, and
which is backed of course by the identical
guarantees which apply to customer-service
work all over the world. The data and
performance specs for the Bosch systems
and assemblies of equipment are precisely
matched to the engine and the vehicle.
In order that these can be checked in the
workshop, Bosch developed the appropriate
measurement techniques, test equipment,
and special tools and equipped all
its Service Agents accordingly.
Testing techniques for K-Jetronic
Apart from the regular replacement of the
fuel filter as stipulated by the particular
vehicle’s manufacturer, the K-Jetronic
gasoline-injection system requires no
special maintenance work.
In case of malfunctions, the workshop
expert has the following test equipment,
together with the appropriate test specs,
at his disposal:
– Injector tester
– Injected-quantity comparison tester
– Pressure-measuring device, and
– Lambda closed-loop control tester (only
needed if Lambda control is fitted).
Together with the relevant Test Instructions
and Test Specifications in a variety of
different languages, this uniform testing
technology is available throughout the
world at the Bosch Service Agent workshops
and at the majority of the workshops
belonging to the vehicle manufacturers.
Purposeful trouble-shooting and
technically correct repairs cannot be performed
at a reasonabe price without this
equipment. It is therefore inadvisable for
the vehicle owner to attempt to carry out
his own repairs.
Injector tester
The injector tester (Fig. 43) was developed
specifically for testing the K- and
KE-Jetronic injectors when removed
from the engine. The tester checks all the
functions of the injector which are essential
for correct engine running:
– Opening pressure,
– Leakage integrity,
– Spray shape,
– Chatter.
Those injectors whose opening pressure
is outside tolerance are replaced. For the
leak test, the pressure is slowly increased
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 fueldistributor
outlets (this applies to all engines
of up to maximum eight cylinders.
Gasolineinjection
systems
38
Injector tester
Fig. 43 UMK1494Y
Fig. 44). And since the test is performed
using the original injectors it is possible to
ascertain at the same time whether any
scatter in the figures results from the fuel
distributor itself or from the injectors.
The tester’s small measuring tubes serve
for idle measurement and its larger
measuring tubes for part-load or fullload
measurement.
Connection to the fuel distributor is by
means of eight hoses. The injectors are
pulled out of their mountings on the
engine and inserted in the automatic
couplings at the ends of the hoses. Each
automatic coupling incorporates a pushup
valve which prevents fuel escaping on
hoses which are not connected (e.g. on
6-cylinder systems. Fig. 44). A further
hose returns the fuel to the tank.
Pressure-measuring device
This is used to measure all the pressures
which are important for correct K-Jetronic
operation:
– Primary (system) pressure: Provides
information on the performance of the
fuel-supply pump, on fuel-filter flow
resistance, and on the condition of the
primary-pressure regulator.
– Control pressure: Important for assessment
of all operating conditions
(for instance: Cold/warm engine; part
load/full load; fuel-enrichment functions,
occasionally pressure at high
altitudes).
– Leakage integrity of the complete
system. This is particularly important
with regard to the cold-start and hotstart
behavior. Automatic couplings in
the hoses prevent the escape of fuel.
Lambda closed-loop-control tester
On K-Jetronic systems with Lambda
closed-loop control, this tester serves to
check the duty factor of the Lambda-sensor
signal (using simulation of the “rich”/
“lean” signal), and the “open-loop/closedloop
control function”. Special adapter
lines are available for connection to the
Lambda-sensor cable of the various vehicle
models. Measured values are shown
on an analog display.
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,
7 Return line to fuel tank.
1 2 3 4 5 6 7 8
1
7
2 3 4
5 6
Fig. 44
UMK1493Y
K-Jetronic
Workshop
testing
techniques
39
(4.0)
1 987 722 159
KH/PDI-02.00-En
The Program Order Number
Gasoline-engine management
Emission Control (for Gasoline Engines) 1 987 722 102
Gasoline Fuel-Injection System K-Jetronic 1 987 722 159
Gasoline Fuel-Injection System KE-Jetronic 1 987 722 101
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
Diesel Accumulator Fuel-Injection System
Common Rail CR 1 987 722 175
Diesel Fuel-Injection Systems
Unit Injector System / Unit Pump System 1 987 722 179
Radial-Piston Distributor Fuel-Injection
Pumps Type VR 1 987 722 174
Diesel Distributor Fuel-Injection Pumps VE 1 987 722 164
Diesel In-Line Fuel-Injection Pumps PE 1 987 722 162
Governors for Diesel In-Line Fuel-Injection Pumps 1 987 722 163
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
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
Brake Systems for Passenger Cars 1 987 722 103
ESP Electronic Stability Program 1 987 722 177
Automotive electric/electronic systems
Safety, Comfort and
Convenience Systems
Technical Instruction
¾ ®
Automotive Electric/Electronic Systems
Lighting Technology
Technical Instruction
¾ ®
Vehicle safety systems for passenger cars
ESP Electronic Stability Program
Technical Instruction
¾ ®
Engine management for diesel engines
Radial-Piston Distributor
Fuel-injection Pumps Type VR
Technical Instruction
¾ ®
Electronic engine management for diesel engines
Diesel Acumulator Fuel-Injection
System Common Rail
Technical Instruction
¾ ®
Engine management for spark-ignition engines
Emission Control
Technical Instruction
¾ ®
Gasoline-engine management
ME-Motronic
Engine Management
Technical Instruction
¾ ®
Engine management for spark-ignition engines
Spark Plugs
Technical Instruction
¾ ®
Brake systems for passenger cars
Brake Systems
Technical Instruction
¾ ®