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Select a valid country. Please enter 5 or 9 numbers for the ZIP Code. Taxes may be applicable at checkout. Learn more. It regulates the KEZ-Jetronic electronic control un8 ECU putge flow rate depending upon engine load and mode Processes input from a chain of engine mounted of operation. The valve receives a dury cycle signal from sensors and provides the necessary electronic fuel the engine management system ECU. This includes start, post s t a n warm-up, Thermal time switch acceleration enrichment, and positive induction Situated in the thermostat housing.
Depending upon manifold pressure compensation. The K-Matronic system brings together the Pan load occurs when the switch contacts are benefits of digital fuel injection KE3-Jeaanicl and broken between idle and full Load.
Other features of the system include Turbocharger cold srart and warm-up enrichment, idle speed Increases the power and torque of the engine by regulation. Twin 2 X 4 cylinder distributor. K-Jetronic continuous fuel injection system. This is achieved by turning a screw f he K-Jetroniesystem is a mechanically and which alters the position of the air flow sensor plate hydraulically controlled fuel injeciion system that lever relativeto the control piston.
Turning the requires no form of drive. The adjustrrient scmw is subsequently into the engine. An air flow sensor fitted upstream of sealed and no further mixture adjustment should be the throttle plates, monitorsthe quantity of intake air necessary. Dependent upon the volume of air metered, a fuel distributor apportions a quantity of Fuel circuit fuel to the injector adjacent to each cylinder.
The fuel supply system comprises the primary circuit, The air flow sensor and the fuel distributor are control circuit, and the lambda control circuit if fitted. The precisely metered quantity of fuel is Primary circuit 5,2 bar to 5 8 bar continuously sprayed from the injectors in a finely Theairffuel mixture is then drawn valves upper chambers 4,6 bar This system Control circuit variable - accurately controls the airlfuel ratio about the dependent upon engine stoichiometric value which is necessaryto achieve temperature 0.
Fuel injector pressure 3,6bar When the engine is operating the The air will deflect the differential pressure valves via a small fixed orifice sensor plate until a state of balance exists between Isee fig. Then lever are balanced by a counterweighton the fuel through injector lines to the injector valves. The injector valves have an opening pressure of Movement of the control piston and its horizontal approximately3,6 bar From the primary fuel circuit a fuel line feeds the Differential pressure valves one for each cold start injector.
This sealis effected by a within the funnel. This retention of fuel pressure in the system is important because during 'hot soak' conditions it prevents fuel vaporization'and subsequent poor starting. In addition, the sudden pressure drop at the fuel injectors causingthem to close prevents 'dieseling' i.
Cantrot fuel circuit see fig. In addition, it also provides a means of enriching the mixture for cold starting. The control circuit is supplied with fuel from the primary circuit through a restrictor in the fuel distributor see fig. The fuel then passes either Fig.
This in turn reduces the load on the regulating 10 Fuel feed to pressurecontrol valve valve and correspondingly lowers the control 11 Air meter pressure. With a tower control circuit pressure, the air flow sensor plate is allowed to travel further downwards in the air cone for a given rate of sir consumption which in turn; moves the control piston further up'in the barrel of the fuel distributor.
This increasesthe opening of the fuel metering slits and thereby enriches the mixture. The bi-metal of the warm-up regulator is heated electrically whenever the engine is running. This causes the effect of the bi-metal to be reduced with a corresponding reduction in the amount of mixture enrichment. The warm-up regulator is mounted so that it can assume the temperature of the engine. Fuel from the warm-up regulator flows through Fig. Excess fuel flows around the Fuel distributor assembly push valve and into the fuel tank return line which is Control piston not under pressure see fig.
Fuel distributor barrel Differential pressure valve Fuel distribution see fig. B Position of sir sensor plate at idle speed To-ensurethatthe fuel is uniformly distributed to the Air meter cylinders a control piston and barrel assembly is used Air flow sensor plate see fig. This assembly operates by controlling Pivot the open cross sectional area of the metering slits Counterbalance weight machined in the-barrel. B24 Fuel injection system 1 Thermostat housing 2 Thermal time switch 3 Air cone 4 Air meter 5 Air sensor ptate 6 Differential pressure valve 7 Comrol piston 8 fuel distributor 9 Anti-suction valve 10 System pressure regulator 11 Warm-up regulator 72 Fuel damper 13 Pressure control valve 14 Electronic control unit ECU 15 Oxygen sensor 16 Exhaust system 17 Fuel pre-pump 18 Fuel pump 19 Fuel pressure damper 20 Fuel filter 21 Fuel cooler 22 Fuel aeeurnulator 23 fuel tank 24 Throttle body 25 Idle speed adjusting screw Fig.
B System pressurermgulator 26 Cold start injeetor 1 Fuel return to tank 27 Injector 2 System pressure line 28 Auxiliary air valve 3 Fuel return from warm-up regulator 29 idle speed control solenoid 4 Push valve A Upper chamber pressure 5 Regulator valve sealing face B Lower chamber pressure C Control pressure D Primary circuit pressure E Injection pressure F Unpressurizedreturnline G Pre-pump t o main pump supply pressure Note Items 12,13,14and 15 arefittedto cars with a lambda control system Iclosed loop mixture control.
Each metering slit has a differential pressure valve to hold the drop in pressure at the metering slits constant at the various flow rates. As a result, effects of variations in the primary system pressure and differences in the opening pressure of the injector valves are eliminated.
With a constant drop in pressure at the metering slits, the amount of fuel flowing t o the injector valves depends solely upon the open cross sectional area of the slits. B24 Relationship between primary circuit Differential pressurevalves seefigs. B and pnnrsum and control pressure There is a differential pressure valve for each engine 1 Damping restrictor cylinder.
The valve is a diaphragm type consisting of 2 fuel feed to warm-up regulator an upper and lower chamber with the diaphragm 3 Differential pressure valve separating the two halves see fig.
The basic 4 Control circuit pressure principle of operation is that the fuel pressure in the 5 Control circuit restrictor upper chamber is at approximately 0.
Under these conditions equilibrium of forces exists at the diaphragm. If additionat fuel flows through the metering slit into the upper chamber, the pressure rises temporarily. This increase in pressure will force the diaphragm downwards until a differential pressure of 0. At higher rates of fuel flow, the diaphragm opens a larger annular cross section, so that the pressure differential remains constant.
If the rate of fuel flow decreases, the diaphragm reduces the amount of fuel flowing into the injector line. The total travel of the diaphragm is only a few hundredths of a millimetre. Note f he fuel pressure in the lower system and therefore, the pressure differential between the two halves of the chamber is affected slightly by the operation of the lambda control system. The lambda control system is an addition to the K-Jetronic fuel injection system and isfitted to give accurate control of the airlfuel ratio about the stoichiometric value which is necessary to achieve efficient operation of the threeway catalytic converter.
The control principle is based on the fact that by means of the oxygen sensor the exhaust is continuously monitored and the amount of fuel fed to the engine is continuously corrected. At this mixture ratio the output signal from the oxygen Fig. This voltage changes B Low flow rate sharply for small deviations from the stoichiometric mixture the airlfuel ratio for full combustion of the fuel. The electronic unit therefore, controls the injection system for 'closed loop' fuel metering by modulating the signal to the pressure control valve.
This in turn, affectsthe pressure in the lower chambers of the differential pressurevalves. By responding to the unconsurnedoxygen content of the exhaust gas, the sensor registers the extent of the complete combustion and regulates the airffuel mixture to the ideal or stoichiometric ratio.
B Fig. B24 injector An injector is fitted into the inductionsystem just 1 Nozzle behind each inlet valve. The injector opens 2 Insulating sleeve automatically when the fuel pressure in the injection 3 Fuel supply connection lines reaches 3,6 bar The injector is supported in a spetially shaped moulded rubber sleeve, it is pressed not screwed into position.
The hexagonal section is provided to hold the injector while the fuel line is attached. A retention plate is fitted over the injector and secured to the cyIinder head by two small setscrews, each plate retains two injectors.
Cold start injector seefig. A thermal time switch mounted in the thermostat housing controls the operation of the cold start injector. In the cold start injector a helical spring presses the movable armature and seal against the valve seat, closing the fuel inlet.
Idle speed adjustment screw [see fig. B26 Cold start injector this adjustment screw is situated at the forward end 1 Electricsl connection of the throttle body and allows limited adjustment of 2 Fuel inlet the engine idle speed.
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