Bosch Injection Systems Training: Gasoline Injection & Engine Management

Gasoline injection & engine management
Bosch Injection Systems Training

Gasoline Injection and Engine Management
Automotive Aftermarket
Department AA-DG/MKA1 | (c) All rights, including patent applications, as well as sole power of disposal and duplication and transfer rights,
0 reserved by Robert Bosch GmbH.
Table of contents
• Injection methods • MED-Motronic system overview
• M, ME-Motronic system overview • BDE - Fuel supply
• Components and their function • BDE -Modes of operation
• Electronic throttle control • BDE - Components and their function
• Electronic throttle valve • HDP and HDEV replacement
• Purge control • Fault memory readout with SIS/CAS
• Exhaust gas recirculation • Checking pedal travel sensor
• Three-way & NOx storage catalytic converter • Repair instructions/special tools
Injection methods
Intake manifold injection Intake manifold injection Gasoline direct injection (BDE)
(single-point injection) (multi-point system) (multi-point system)
Gasoline engines with intake manifold The injector injects the fuel Engines with gasoline direct injection
injection form the air/fuel mixture upstream of the inlet valves . form the air/fuel mixture in the
outside the combustion chamber in the The air/fuel mixture produced flows combustion chamber. Only the
intake manifold. With a single-point in the subsequent induction stroke combustion air flows through the
injection system, an electromagnetic through the open inlet valves into open inlet valve on the induction
injector is centrally positioned the cylinder. There may be just one stroke. Special injectors inject the fuel
upstream of the throttle valve and inlet valve per cylinder or as many directly into the combustion chamber.
injects the fuel intermittently into the as three.
intake manifold.
M-Motronic system overview
1. Charcoal canister
2. Purge control valve
3. Fuel pressure regulator
4. Injector
5. Ignition coil
6. Phase sensor
7. Air mass meter
8. Control unit
9. Throttle valve sensor
10. Idle actuator
11. Air temperature sensor
12. Fuel filter
13. Knock sensor
14. Engine speed sensor
15. Engine temperature
sensor
16. Lambda sensor
17. Diagnosis interface
18. Electric fuel pump
ME-Motronic system overview 1. Charcoal canister

2. Air mass meter with
1 temperature sensor
4. Knock sensor
8 5. Temperature sensor
3 25
6. Fuel rail
9 7. Injector
2 11 13 6 7 8. Ignition coil
15 9. Phase sensor
1.1 10. Accelerator pedal module
17
16 11. Throttle device (EGAS)
4 5 12. EGR valve (optional)
12
13. Intake manifold pressure
1 sensor
14
19 14. Engine speed sensor
15. Lambda sensor (LSU)
20 16. Lambda sensor (LSF)
17. Primary catalytic converter
21 18. Tank module
10 19. Main catalytic converter
22 20. Control unit
21. CAN
23 22. Diagnosis interface
23. Diagnosis lamp (MIL)
24 24. Immobilizer
18 25. Camshaft timing control
(optional)
Engine-speed/reference-mark sensor
1. Permanent magnet
2. Engine-speed/reference-mark
sensor
3. Crankcase
4. Soft iron core
5. Sensor coil
6. Sensor ring gear
The engine speed sensor detects the engine speed. As the crankshaft rotates, the teeth of the sensor ring gear/flywheel
induce an AC voltage in the engine-speed/reference-mark sensor. The control unit uses this AC voltage generated to
calculate the engine speed. In this process, the front edge of a tooth generates a positive voltage pulse and the rear edge a
negative voltage pulse.
The 60 - 2 teeth at the sensor ring gear yield a tooth width of 3° crank angle. The effect of the 2-tooth gap is that no voltage is
induced in the engine-speed/reference-mark sensor. This gap is used to identify the instantaneous crankshaft position and
appears twice per cycle. An additional camshaft sensor is required for synchronization of injection. This only supplies one
signal per cycle and must coincide with the reference mark at the no. 1 cylinder crankshaft. The engine-speed/reference-mark
sensor can be checked by way of signal recording with an oscilloscope, resistance measurement and measurement of the
supply voltage.
Phase sensor
There is a reduction ratio of 1:2 between the camshaft and the crankshaft. The camshaft position indicates whether an engine
piston moved to top dead center is in the compression or exhaust stroke. The phase sensor at the camshaft passes this
information to the control unit. It employs the Hall effect. The phase sensor can be checked by way of signal recording with an
oscilloscope and measurement of the power supply.
Oscilloscope selection via KTS 550
Crankshaft speed sensor & camshaft phase sensor signal
Hot-film air mass meter HFM5

4
3 1. Mounting plate
9
2. Flowmeter sensor
5 6
3. Measurement duct cover
2 4. Hybrid cover
1 5. Hybrid
6. Connector
7. O-ring
8. Intake air temperature sensor
7
8 9. HFM 5 plug-in sensor
The hot-film air mass meter (HFM) is a thermal flowmeter. The sensor element and the air
mass meter housing are two separate components. They are connected with two bolts by
way of a flange. If a defective air mass meter is found when performing vehicle trouble-
shooting, the air mass meter is always to be replaced as a complete unit. Air mass meter
repairs are not permitted. In particular it is not permissible to replace the sensor element.
The two bolts are not to be slackened off. Each sensor element of a new air mass meter
is individually calibrated at the factory together with the air mass meter housing. If the
sensor element is replaced without performing calibration, this can have an adverse effect
on emissions. There will also be a drop in engine power and an increase in fuel
consumption. The HFM5 can be checked using the KTS, Multiscop.
Intake manifold pressure sensor

2 3 4
1. Housing with pressure sensor

connection
2. Bond
5 3. Cover
4. Sensor chip
5. Ceramic substrate
6 6. Seal
1
7. NTC element
7
The intake manifold pressure sensor is pneumatically connected to the intake manifold and thus records the intake manifold
absolute pressure. The intake manifold pressure is measured with respect to a reference vacuum and not to the ambient
pressure. The intake air mass can be calculated from the intake manifold pressure, the intake air temperature and the
measured engine speed.
A temperature sensor may be additionally integrated into the pressure sensor housing. The temperature sensor projects into the
flow of air and can thus react instantly to changes in temperature.
In-tank unit/electric fuel pump (EKP)

The electric fuel pump (EKP) builds up the pressure in the low-pressure
circuit. Whereas in the early days of electronic gasoline injection the electric
fuel pump was always located outside the fuel tank in the fuel pipe, the electric
fuel pump is now usually installed in the tank (in-tank pump). It forms part of
an "in-tank unit" also known as delivery module . In addition to the fuel
pump, this also contains a pre-filter, a fuel filter, a pressure regulator, a tank
level sensor and a fuel reservoir for cornering. This reservoir is normally
"actively" filled by a suction jet pump or by a separate first stage of the electric
fuel pump. The suction jet pump and the fuel filter may also be part of the in-
Electric fuel pump tank unit.
Integration of the pressure regulator into the tank module obviates the need
for the pressure regulator at the fuel metering unit and thus permits
implementation of a non-return fuel supply system. Consequently, the
pressure is no longer governed by the intake manifold pressure. The fuel fine
filter on the delivery end can also be installed in the in-tank unit. The pressure
is regulated directly at the tank, which makes the supply system as a whole
less complex whilst reducing the emission level, as the fuel no longer passes
through the hot engine compartment and thus does not heat up. With older
systems, the fuel filter is not integrated into the in-tank unit, but takes the form
In-tank unit
of a separate component in the fuel pipe.
Idling speed control
A cold engine requires a larger air mass and more fuel to offset the increased friction torque. More air is also required for
example on switching in an A/C compressor so as to compensate for the torque loss. This information is supplied to the control
unit in the form of electrical signals. The additional air requirement is covered by a bypass air actuator routing an additional
bypass air flow past the throttle valve or by a throttle valve positioner altering the minimum stop of the throttle valve. The
additional air makes it possible at idle for example to regulate the engine speed to a constant value (idling speed control).
Ignition coil and voltage distribution

The ignition coil stores the ignition energy required and generates the high voltage for
sparkover at the ignition point.
State of the art ignition coils consist of two magnetically coupled copper windings (primary and
secondary winding), an iron core made up of individual laminations and a plastic housing.
The operating principle of an ignition coil is based on Faraday's law . The energy stored in
the magnetic field of the primary winding is transferred to the secondary side by way of
magnetic induction. The engine control unit energizes the ignition driver stage during the
calculated dwell time  the primary current increases and builds up a magnetic field. At the
ignition point the ignition driver stage interrupts the flow of current. This gives rise to a self-
Single-spark coil induced voltage which is limited to 200 - 400 V. Flashover occurs at the spark plug and ignites
the fuel/air mixture.
Rotating high-voltage distribution (ROV)
The high voltage generated by a single ignition coil is mechanically distributed to the individual
spark plugs by an ignition distributor.
Distributorless ignition system (RUV)
The ignition coils are connected directly to the spark plugs and voltage distribution takes place
on the primary side of the ignition coils. A distinction is made between:
- Single-spark coils – Each cylinder is assigned an ignition driver stage/ignition coil
- Double-spark coils – One ignition driver stage and one ignition coil are each assigned to
two cylinders
Double-spark coil
Ignition system
The air/fuel mixture in a gasoline engine is ignited electrically by way
1 of flashover between the spark plug electrodes. The energy contained
in the spark ignites the compressed mixture in the area of the spark
plug. The flame front then emanating from this point ensures ignition
of the mixture throughout the combustion chamber. An inductive
ignition system generates the high voltage required for flashover on
2 every power stroke. The electrical energy is drawn from the battery
and temporarily stored in the ignition coil.
Nowadays, exclusive use is made of distributorless ignition systems.
The ignition circuit consists of the following components:
• Ignition driver stage: Either integrated into the ignition coil or the
Motronic control unit
1. Ignition coil • Ignition coil: Designed as single or double-spark compact ignition
2. Driver stage coil or rod-type ignition coil
3
3. Spark plug • Spark plug
Older ignition systems also require an H.T. distributor to distribute the
high voltage generated by a single ignition coil to the spark plugs.
Rod coil with integrated driver stage
Spark plug
The spark plug ignites the air/fuel mixture in the combustion chamber by
means of a spark between the electrodes.
The spark plug is a ceramic-insulated, gas-tight high-voltage feedthrough
into the combustion chamber with a center electrode and one or more
ground electrode(s).
3 The position of the ground electrode(s) determines the type of spark. If the
ground electrode is opposite the center electrode, this is referred to as an
Center electrode wear air gap spark plug . Surface air gap spark plugs or just surface gap spark
plugs are obtained if the ground electrodes are positioned on the side.
1. Center electrode After interrupting the primary current at the ignition point, the voltage in the
2. Ground electrode secondary winding of the ignition coil increases rapidly (approx. 30 µs) to
3. Ceramic body the ignition voltage level. On exceeding the necessary ignition voltage,
the spark gap of the spark plug between the center and ground electrodes starts to conduct. The capacitors
charged to ignition voltage level in the secondary circuit (spark plug, ignition cable and ignition coil) are
abruptly discharged in a spark head. The stored ignition coil energy is then converted into glow discharge
(spark tail) during a spark duration of typically 1 - 2 ms. The residual energy contained in the ignition coil is
1 dissipated in the post-oscillation phase.
During engine operation, the spark plug electrodes become worn as a result of erosion caused by the spark
current and corrosion from the hot gases in the combustion chamber. The electrode gap becomes
2 larger. The ignition voltage requirement thus increases. This requirement must be reliably satisfied by the
secondary voltage supply of the ignition system in all operating situations until the end of the specified
replacement interval.
Electromagnetic injectors
1
1
1. Hydraulic connection
4 2. Electrical connection
2 3. Sealing ring
4. Housing
3
3
2
Electrically actuated injectors inject the fuel under system pressure into the intake manifold. Electromagnetic injectors
essentially consist of the housing with electrical and pneumatic connections, the coil of the solenoid, the needle with solenoid
armature and spherical seal, the seat with injection orifice plate and the spring. When the coil is deenergized, the spring and the
force resulting from the fuel pressure press the needle with the spherical seal into the tapered seat. Energization of the coil
produces a magnetic field which attracts the solenoid armature of the needle. The spherical seal is lifted off the seat and the
fuel is injected. On shutting off the excitation current, spring force causes the needle to close again. The fuel is atomized by
means of an injection orifice plate with one or more orifice(s). The spray pattern of the fuel emerging results from the
arrangement and number of injection orifices. The lower sealing ring seals off the injector from the intake manifold. The quantity
of fuel injected per unit time is essentially governed by the pressure in the fuel supply system, the back pressure in the intake
manifold and the geometry of the fuel outlet area.
Fuel pressure regulator & knock sensor

The fuel pressure regulator sets the pressure in the fuel supply system to a defined value by
returning the surplus fuel conveyed to the fuel tank in the fuel return pipe. With return-type fuel
systems, the fuel pressure regulator is generally attached to the fuel rail . The pneumatic pipe
leading to the intake manifold ensures a constant difference in pressure between the injector and
intake manifold. With non-return fuel systems, the pressure in the fuel supply system is kept at a
constant level with respect to the ambient pressure. The non-constant difference between the fuel
pressure and the intake manifold pressure necessitates correction when calculating the injection
time. In such systems, the fuel pressure regulator is integrated into the tank. Depending on the
design of the injection system, a fuel pressure damper may be used to reduce pressure fluctuations.
Fuel pressure regulator
Knocking is a phenomenon which occurs if the ignition point is too far advanced. Following
the start of normal combustion, the considerable increase in pressure in the combustion chamber
leads to spontaneous ignition of the unburnt residual mixture not yet reached by the flame front. The
subsequent abrupt combustion of the gas results in a sharp local increase in pressure. The pressure
wave thus generated is propagated, impacts against the cylinder walls and can be heard in the form
of knocking. Persistent knocking over lengthy periods can cause mechanical damage to the engine
on account of the pressure waves and the increased thermal load. Knock control is a standard,
integral feature of engine management systems to reliably prevent this in modern high-compression
engines, both of the intake manifold injection and gasoline direct injection type. As soon as knock
sensors detect the onset of knocking, this system effects retardation of the ignition point at the
Knock sensor relevant cylinder only.
Planar two-position Lambda sensor (LSF)

1 The planar two-position Lambda sensor LSF consists of a special ceramic body
and the sensor element which takes the form of an elongated plate with rectangular
cross-section. Not only the measurement cell but also the heater is integrated into
this planar ceramic body. External heating achieves rapid warm-up, with the result
that operating temperature is attained within 20 - 30 s after starting the engine and
2 Lambda control thus enabled. The outer side of the electrode projects into the flow
of exhaust gas, whereas the inner side is in contact with the ambient atmosphere.
3 The difference in oxygen between the outer and inner electrode can be measured
in the form of a difference in voltage.
The sensor voltage changes abruptly when the air/fuel mixture composition is in the
4
stoichiometric range. This step change is evaluated in the 450 - 500 mV range of
the system regulated to  = 1.
5
In the 800 - 1000 mV range, the mixture is rich ( < 1). If the sensor voltage is
around 100 mV, the mixture is lean ( > 1).
1. Connecting cable
2. Contact holder
3. Planar sensor element
4. Ceramic sealing element
5. Housing
Planar broadband Lambda sensor (LSU)

The broadband Lambda sensor permits determination of the oxygen concentration
1
of the exhaust gas over a wide range and thus provides an indication of the
air/fuel ratio in the combustion chamber. Broadband Lambda sensors give
accurate readings not only at the stoichiometric point ( = 1), but also in the lean
( > 1) and in the rich ( < 1) range. The sensor only supplies a useful signal as of
2 an operating temperature of at least 600 - 800°C. To ensure rapid attainment of this
operating temperature, the sensor is provided with an integrated heater.
The sensor contains a pump cell which can convey oxygen.
By applying a pump voltage UP to the platinum electrodes of the pump cell, oxygen
3 can be pumped from the exhaust gas into or out of the diffusion gap through the
4 diffusion barrier. An electronic circuit in the control unit uses a Nernst concentration
cell to regulate the voltage applied to the pump cell such that the composition of the
gas in the diffusion gap is constantly  = 1. In the case of lean exhaust gas, the
5
pump cell pumps out the oxygen (positive pump current). With rich exhaust gas, on
the other hand, the oxygen from the surrounding exhaust gas is pumped into the
diffusion gap (negative pump current). At  = 1 no oxygen has to be conveyed.
1. Connecting cable The pump current is zero. The pump current is proportional to the oxygen
2. Contact holder concentration in the exhaust gas and is thus a (non-linear) quantity for the excess
3. Sealing element air factor .
4. Housing
5. Sensor element
Accelerator pedal module/pedal travel sensor (PWG)
1. Housing & mount Pedal travel sensor

2. Operating shaft
3. Potentiometer (wiper)
Accelerator pedal module
The accelerator pedal module or pedal travel sensor transmits the load input of the driver and is thus a principal control
variable for the Motronic system. It can be checked as follows:
•Power supply and ground end with KTS
•By means of a noise test
Electronic throttle control (EGAS)

Sensors Actuators
Accelerator pedal module Engine control unit Throttle device
The electronic cylinder charge control system EGAS - comprising throttle device, accelerator pedal module and electronic
control unit - always adapts the torque to the applicable driver input and the engine and transmission operating parameters.
With EGAS, the throttle valve is no longer actuated mechanically, but rather electrically by way of the accelerator pedal. It is
thus easier to synchronize engines with more than one throttle valve (e.g. in the case of two cylinder banks). It is also easy to
integrate a Tempomat (vehicle speed controller) function. EGAS thus also obviates the need for an idle regulation system or
throttle valve actuator. With EGAS, safety systems such as ESP(r) can reduce the torque quickly and accurately without
producing any additional emissions.
Electronic throttle valve
With electronic engine power control, the throttle valve is actuated by an

electronic control unit. The throttle valve forms a unit together with the
throttle valve drive - a DC motor - and the throttle valve angle sensor.
The unit is referred to as throttle device. The degree of throttle valve
opening required for the driver input is then calculated by the engine
control unit on the basis of the current engine operating status (engine
speed, engine temperature etc.) and converted into actuation signals for
the throttle valve drive.
The throttle valve angle sensor provides feedback on the current position of the throttle valve and thus permits
precise compliance with the required throttle valve position. By way of a potentiometer, the sensor detects the position of
the throttle valve and generates an analog voltage signal. This signal is generally only used as secondary load signal. It
supplies additional information for dynamic functions and for range detection (idle, part load, full load) and serves as
emergency operation signal in the event of failure of the principal load sensor. When using the throttle valve sensor as
principal load sensor, the requirements in terms of measurement accuracy are more demanding. The higher degree of
accuracy required is attained by way of a throttle valve sensor with two potentiometers and an improved mounting system.
The intake air mass is obtained by evaluating the throttle valve angle and the engine speed. Allowance is made for
temperature-dependent changes in air mass by way of evaluation of the intake air temperature.
Purge control
1 1. Fuel tank
2. Vent pipe
3. Charcoal canister
2
4. Fresh air
5. Regeneration valve
7 6
3 6. Pipe to intake manifold
5 7. Throttle valve
8. Intake manifold
8
4 Purge control valve (regeneration valve)
The evaporative emission control system consists of a charcoal canister into which the fuel tank vent pipe is routed and a
regeneration valve connected to both the charcoal canister and the intake manifold. The activated charcoal absorbs the fuel
contained in the fuel vapor and only allows air to escape to the atmosphere. When the regeneration valve opens the pipe
between the charcoal canister and the intake manifold, fresh air is drawn through the activated charcoal on account of the
vacuum prevailing in the intake manifold. The fresh air entrains the fuel absorbed and passes it on for combustion
(regeneration of charcoal canister). The system control function reduces the amount of fuel injected by the quantity of fuel
supplied via the regeneration valve. Regeneration takes place on a controlled basis, with the fuel concentration in the
regeneration gas flow being constantly calculated by way of observation of the resultant changes in the excess air factor .
The volume of regeneration gas is controlled as a function of the operating point and can be finely metered with the
regeneration valve. Regeneration must be implemented at regular intervals to ensure that the charcoal canister is capable of
absorbing fuel vapor again.
Exhaust gas recirculation (EGR)

Exhaust gas recirculation is an effective means of reducing nitrogen oxide
2 1 emissions. The peak combustion temperature is lowered by adding
already burnt exhaust gas to the air/fuel mixture. This measure reduces
the level of highly temperature-dependent nitrogen oxide emissions.
3 EGR increases the overall charge with a constant fresh air charge. This
means that less engine throttle action is required by way of the throttle
valve to achieve a certain torque. This results in lower fuel consumption.
The engine control unit actuates the electrically operated EGR valve as a
function of the engine operating point and thus determines the opening
cross-section of the valve. A partial flow is removed from the exhaust gas
4
by way of this cross-section and added to the fresh air intake. This
stipulates the exhaust gas component of the cylinder charge.
1. Engine management EGR is also used on engines with gasoline direct injection to reduce
2. Solenoid valve consumption and the NOx level. It is in fact essential, as it permits
3. EGR valve reduction of the NOx emission level in lean operating modes (e.g. rich
4. HFM homogeneous mode for NOx extraction from the NOx storage catalytic
converter). This also has a positive effect on fuel consumption.
Three-way & NOx storage catalytic converter

Three-way catalytic converter
The function of a three-way catalytic converter is to convert the three pollutant components HC (hydrocarbons), CO (carbon
monoxide) and NOx (nitrogen oxides) occurring during combustion of the air/fuel mixture into non-toxic substances. The end
products are H2O (water vapor), CO2 (carbon dioxide) and N2 (nitrogen).
The catalytic converter consists of a ceramic or metal carrier with several thousand ducts running through it. A so-called wash
coat on the surface increases the effective area by a factor of 7000 . The wash coat is covered by a catalytic layer made up
of noble metals which are responsible for conversion of the pollutants.
The pollutant conversion process (exhaust treatment) takes place in two phases: The carbon monoxide and the hydrocarbons
are converted by way of oxidation. The oxygen required for oxidation is either present in the exhaust gas in the form of residual
oxygen as a result of incomplete combustion or it is taken from the nitrogen oxides, thus reducing these at the same time.
For the three-way catalytic converter to achieve the highest possible conversion rate for all three pollutant components, the
pollutants must be in chemical equilibrium. This requires a stoichiometric mixture composition with  = 1.0.
NOx storage catalytic converter
In lean operating modes, a three-way catalytic converter cannot fully convert the nitrogen oxides (NO x) occurring during
combustion. In this case, the oxygen for carbon monoxide and hydrocarbon oxidation is not separated from the nitrogen oxides,
but rather taken from the high residual oxygen component in the exhaust gas.
The design of an NOx storage catalytic converter is similar to that of a three-way catalytic converter. The noble metal coating
also contains additives which can store nitrogen oxides. When it is saturated with nitrogen oxides, the catalytic converter must
be regenerated. This involves briefly switching to rich homogeneous mode, extracting the nitrogen oxides stored and performing
conversion.
MED-Motronic system overview 1. Charcoal canister

1 3. Temperature sensor
5
4. Intake manifold pressure sensor
5. High-pressure pump
6 9 6. Camshaft timing control (optional)
2 7. Fuel rail
8
3 4 10 8. Injector
7 9. Ignition coil/spark plug
16
10. Phase sensor
11. Temperature sensor
17
14 12 12. High-pressure sensor
19 11 16
13 13. Knock sensor
23 14. In-cylinder flow flap
15 15. Engine speed sensor
21 16. Lambda sensor
18
2 17. Primary catalytic converter
18. Main catalytic converter
20 19. Throttle device (EGAS)
24 20. Accelerator pedal module
21. EGR valve (optional)
25 22. Delivery module, incl. pre-supply
pump
26 23. Electronic control unit
22 24. CAN
27
25. Diagnosis lamp (MIL)
26. Diagnosis interface
27. Immobilizer
BDE - Fuel supply

11
7 8 10
9
5
3
6
4
1. Fuel tank 7. High-pressure pump

1
2. EKP with pressure limiter and filter 8. Rail
3. Shutoff valve 9. High-pressure injectors
2 4. Pressure regulator 10. Pressure control valve
5. Fuel pipes 11. Fuel pressure sensor
6. Fuel return pipe
BDE - Modes of operation

Features/
Mode Limits Advantages
general conditions
High NOx emission level Engine speed, torque,

Stratified mode Low fuel consumption
 EGR required soot/HC emissions
Reduced soot/NOx
Homogeneous stratified Extended lean running Engine speed, torque,
emissions and fuel
mode capability HC emissions
consumption
Homogeneous lean mode Transition range between Reduced soot/HC

stratified and homogeneous Engine speed, torque emissions and fuel
>1 mode consumption
Homogeneous mode Optimum HC/NOx

Engine speed, torque,
3-way catalytic converter conversion at  = 1
≤1 exhaust gas temperature
and max. torque
Double injection at full load

Homogeneous knock Engine speed, torque,
 Reduced knock Efficiency, torque
prevention mode HC emissions
tendency
Double injection on Rapid operation and
Stratified catalytic compression and power Catalytic converter desulphurization of catalytic
converter heating stroke Warm-up of temperature converter; no secondary air
exhaust system injection
BDE - Three-barrel high-pressure pump HDP1

8 1. Plunger-and-barrel assembly
2. Plunger
11 3. Sliding block
9 1
2 4. Eccentric shaft
5. Plain bearing
3
6. Low-pressure chamber
4 7. Pump housing
5 8. Securing bolt
6 9. Deep-groove ball bearing
10. O-ring
7
10 11. Cam ring
The high-pressure pump compresses the fuel for high-pressure injection to a pressure of 5 - 12 MPa (50 - 120 bar).
Driven by the engine camshaft, the drive shaft rotates with the eccentric, which is responsible for the reciprocating motion of
the pump plunger in the pump barrel. On the plunger downstroke, fuel flows at a supply pressure of 0.3 - 0.5 MPa (3 - 5 bar)
out of the fuel pipe through the hollow pump plunger via the inlet valve into the pump barrel. This volume of fluid is
compressed on the plunger upstroke. When the rail pressure is attained, the outlet valve opens and the fuel is conveyed to
the high-pressure connection.
The use of three barrels mutually offset by 120° leads to only minimal residual pulsation in the rail. The delivery rate is
proportional to the engine speed. The maximum delivery rate of the high-pressure pump is slightly higher than the maximum
fuel requirement to ensure that a sufficient quantity is available and to minimize heating of the fuel in the rail. The pressure
control valve relieves the pressure on the excess fuel flowing into the return pipe.
BDE - Rail
3
4
1. High-pressure inlet
2. Injectors
3. Fuel pressure sensor
4. Rail
The function of the rail is to store the fuel conveyed by the high-pressure pump and distribute it to the high-pressure injectors.
The volume of the rail is sufficient to provide compensation for pressure pulsation in the fuel circuit.
The rail is made of aluminium. The design features (volume, dimensions, weight etc.) are engine and system-specific.
The rail is provided with connections for the other components of the injection system (high-pressure pump, pressure control
valve, high-pressure sensor, high-pressure injectors). The design guarantees the freedom from leakage of the rail, as well as a
tight seal with respect to its interfaces.
BDE - High-pressure injector (HDEV)

1 The high-pressure injector (HDEV) forms the interface
between the rail and the combustion chamber . The
function of the high-pressure injector is to meter the fuel
and, by atomizing it, to achieve a specified mixture of fuel
and air in a certain area of the combustion chamber.
Depending on the operating status required, the fuel is
concentrated in the area around the spark plug (stratified)
or atomized evenly in the entire combustion chamber
(homogeneous distribution).
Operation:
Current flowing through the coil produces a magnetic field.
The needle thus overcomes the spring force, is lifted off the
3 seat and opens up the outlet bore. The fuel is then forced
2 into the combustion chamber on account of the difference
4
between the rail pressure and the combustion chamber
5 1. O-ring pressure. When the current is shut off, the spring force
6 2. Teflon ring presses the nozzle needle into the seat and the flow of fuel
3. Needle is interrupted.
4. Guide disk
5. Swirl disk
6. Seat disk
BDE - Components
Shutoff valve Pressure control valve High-pressure sensor
The shutoff valve closes off the fuel The pressure control valve is The high-pressure sensor measures
return pipe in the low-pressure circuit positioned between the rail and the low- the fuel pressure in the rail. Exact
and thus increases the supply pressure end of the three-barrel high- compliance with the specified fuel
pressure on hot starting. This increase pressure pump. The pressure control pressure in the rail is crucial in
in pressure prevents the formation of valve varies the flow cross-section and terms of pollutant emissions, noise
vapor bubbles on the suction end of thus sets the required pressure in the generation and engine power.
the high-pressure fuel pump and rail by conveying the excess fuel
ensures proper high-pressure build-up. supplied by the HDP1 into the low-
pressure circuit.
BDE - In-cylinder flow flap (LBK)
3 2 1
1. In-cylinder flow flap

2. Intake manifold
3. Throttle valve
4. Inlet valve
1
The function of the in-cylinder flow flap (LBK) is to increase the charge flow intensity in the combustion chamber. It is located in
the intake duct directly upstream of the inlet valve. The in-cylinder flow flap makes it possible to control the intensity of the in-
cylinder flow. In stratified mode, this forced flow ensures that the mixture is conveyed to the spark plug and assists with mixture
formation. In homogeneous mode, the in-cylinder flow flap is generally open at high torque and engine speed levels. The full
flow cross-section should be available at this operating point to achieve a high volumetric efficiency for high torques. Good
mixture preparation is achieved even without increased in-cylinder flow by way of early injection into the combustion chamber
(in the induction stroke) and the high temperature level.
Safety instructions for working on high-pressure systems
High-pressure pump replacement on VW Golf IV 1.6 FSI 1
High-pressure injector replacement on VW Golf IV 1.6 FSI 1
HDEV - Disassembly tools

Removal tool A (0 986 616 100):
Roughly 30 cm clearance is required in the direction of the injector
installation axis. This clearance is required for knocking out the HDEV.
Extraction tool B (0 986 616 101):

A flat surface of approx. 3 mm (radius) is required around
the installed HDEV. The sleeve is applied to this flat surface.
The HDEV is extracted from the seat by turning the knurled nut.
HDEV - Fitting mandrel & adjusting ring

There are two tools for fitting the combustion chamber seal (1) in
the HDEV groove (2):
B
A • Fitting mandrel (A) (0 986 616 098)
• Adjusting ring (B) (0 986 616 099)
• Assembly tool (0 986 616 097): Comprising
1 Fitting mandrel (A) and adjusting ring (B)
The fitting mandrel is used to expand the combustion chamber seal
and the adjusting ring for sizing following expansion.
HDEV - Fitting combustion chamber seal

Position the fitting mandrel (A) on the HDEV (4). Slip the new combustion
chamber seal (3) by hand over the fitting mandrel into the groove of the
injector body.
Do not use any lubricant.
For sizing the combustion chamber seal, slide the chamfered outer side of
the adjusting ring (B) over the combustion chamber seal as far as it will go.
Applying moderate pressure, turn the adjusting ring 180 ° in one direction
and then back through 180 ° to the original position.
Vehicle & system selection

Example of customer complaint:
Lack of engine power and poor throttle take-up
Fault memory readout with SIS/CAS
Fault memory entry  PWG test
PWG - Checking potentiometer
PWG - Checking engine speed
Seals
x
High-pressure sensor
x
Pressure control valve

x
Shutoff valve
x
High-pressure injector
x
Rail
x
High-pressure pump
x
x
Three-way/NOx storage catalytic converter

x
EGR valve
x
Purge control valve

x
Throttle valve
x
Accelerator pedal module/pedal travel sensor

x
Lambda sensor
x
Knock sensor
x
x
Fuel pressure regulator
x
x
Injector
x
x
Spark plug
x
x
Ignition coil x
x
Idling speed controller
x
Electric fuel pump
x
In-tank unit
x
Intake manifold pressure sensor
x
Air mass meter
x
x
x
Phase sensor
x
Engine-speed/reference-mark sensor
x
Can be repaired at Bosch Diesel Center
Repair instructions
Component
Not available from Bosch
reserved by Robert Bosch GmbH.

Available from Bosch
Repair options
Repair in workshop
Exchange part
New part
49

Bosch Injection Systems Training: Gasoline Injection & Engine Management

Încărcat de

Informații document

Descriere originală:

Titlu original

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

Bosch Injection Systems Training: Gasoline Injection & Engine Management

Încărcat de

Drepturi de autor:

Formate disponibile

Gasoline injection & engine management

Bosch Injection Systems Training

• M, ME-Motronic system overview • BDE - Fuel supply

• Components and their function • BDE -Modes of operation

• Electronic throttle control • BDE - Components and their function

• Electronic throttle valve • HDP and HDEV replacement

• Purge control • Fault memory readout with SIS/CAS

• Exhaust gas recirculation • Checking pedal travel sensor

• Three-way & NOx storage catalytic converter • Repair instructions/special tools

M-Motronic system overview

ME-Motronic system overview 1. Charcoal canister

Oscilloscope selection via KTS 550

Crankshaft speed sensor & camshaft phase sensor signal

Hot-film air mass meter HFM5

Intake manifold pressure sensor

1. Housing with pressure sensor

In-tank unit/electric fuel pump (EKP)

Idling speed control

Ignition coil and voltage distribution

Rod coil with integrated driver stage

Fuel pressure regulator & knock sensor

Planar two-position Lambda sensor (LSF)

Planar broadband Lambda sensor (LSU)

Accelerator pedal module/pedal travel sensor (PWG)

1. Housing & mount Pedal travel sensor

Accelerator pedal module

Electronic throttle control (EGAS)

Accelerator pedal module Engine control unit Throttle device

Electronic throttle valve

With electronic engine power control, the throttle valve is actuated by an

Exhaust gas recirculation (EGR)

Three-way & NOx storage catalytic converter

MED-Motronic system overview 1. Charcoal canister

BDE - Fuel supply

1. Fuel tank 7. High-pressure pump

BDE - Modes of operation

High NOx emission level Engine speed, torque,

Homogeneous lean mode Transition range between Reduced soot/HC

Homogeneous mode Optimum HC/NOx

Double injection at full load

BDE - Three-barrel high-pressure pump HDP1

BDE - High-pressure injector (HDEV)

Shutoff valve Pressure control valve High-pressure sensor

BDE - In-cylinder flow flap (LBK)

1. In-cylinder flow flap

Safety instructions for working on high-pressure systems

High-pressure pump replacement on VW Golf IV 1.6 FSI 1

High-pressure pump replacement on VW Golf IV 1.6 FSI 2

High-pressure pump replacement on VW Golf IV 1.6 FSI 3

High-pressure injector replacement on VW Golf IV 1.6 FSI 1

HDEV - Disassembly tools

Extraction tool B (0 986 616 101):

High-pressure injector replacement on VW Golf IV 1.6 FSI 2

High-pressure injector replacement on VW Golf IV 1.6 FSI 3

HDEV - Fitting mandrel & adjusting ring

HDEV - Fitting combustion chamber seal

Vehicle & system selection

Fault memory readout with SIS/CAS

Fault memory entry  PWG test

PWG - Checking potentiometer

PWG - Checking engine speed

Pressure control valve