Asistencia Técnica KE-Jetronic Self Instruction Programme N 15 Post-VentaAfter Sales 16 valve engine with KE- Jetronic The SEAT range of motors has been enlarged with the addition of the new 16-vaive 1.8 litre engine unit. The KE-Jetronic engine management system, with Lambda probe and three-way catalyst, ensures a drastic reduction in toxic substances in exhaust gases. This engine, with multi-valve technology, delivers maximum torque of 160 Nxm at 4 500 r.p.m., while the 94kw (128 CV) power delivers it at 6 000 r.p.m. From this comes a wide range of useful speeds, which gives the engine a good acceleration and recovery power.Ss a @ x Structure of KE-Jetronic Fuel System Cold start system Concept of the Lambda regulator Synopsis of the system Sensors Actuators Idle speed stabilization Active carbon system Diagram of electronic functions The exact instructions for checking, adjustment and repair are set out in detail in the corresponding repair manualThe KE-Jetronic engine management system, is based on the well-known K-Jetronic. KE-Jetronic assumes the following functions: Fuel injection. © Enrichment in the start, post-stert, and warming up phases. © Enrichment during acceleration. @ Enrichment in full load. © Cutting of injection in deceleration. * Lambda regulation. Idle speed stabilization. ® Advance control for air conditioning. Three-way catalystFuel volume control Cold start valve © Fus| ‘iter Pressure Fuel gulator ‘accumulator Pump ‘accumulator Fuel booster Main fue! pump pump,Booster Pump The booster pump and the fuel gauge sender have been brought together in a single unit. It is an electric pump, which sends a large flow to the accumulator of the main fuel pump, in order to keep this force fed at all times. ‘Advance fuel fitor Functioning The expansion of the fuel tank as a function of temperature is compensated for through the telescopic effect in the rod of the fuel gauge sender In this way it is ensured that the fuel gauge sender always sends the correct electrical resistance to the fuel gauge, in reference to the volume of fuel at eny moment. A new type of rubber bearings in the fuel booster pump keep operating noise to a minimum.Fuel pump, pump accumulator, fuel filter and pressure accumulator, are mounted under the vehicle floor. Pressure accumulator Connection 2 Fuel fier Pump accumulator Main pump accumulator This has a volume of approx. 800 cm’, and delivers fuel free of bubbles to the main integrated fuel pump. Through Connection 1, the fuel arrives from the booster pump, which runs continuously during the running of the engine. The system returned fuel flows through Connection 2, and through Connection 3, the excess fuel returns to the tank, The accumulator avoids faults in motor functioning in cases where the booster pump stops supplying fuel momentarily (eg. driving around bends with the tank on reserve). In these cases, functional failures are excluded, as the volume in reserve in the accumulator is available). Main Pump Itis designed as an electrically-operated roller pump. This pump supplies more fuel than the engine may need, in order to maintain the pressure in the feed system in all the functioning states of the engine. Fuel Filter The filter used is already known from other systems. Pressure accumulator The pressure and capacity characteristics of this accumulator, ensure that a determined retention pressure is maintained, in order to avoid possible problems in warm starting.Fuel dispenser The characteristies which differentiate this dispenser from the K Jetronic, arc the following: © The pressure regulator valve has disappeared from the dispenser An independent pressure regulator is the component with the job of controlling the system pressure. A pressure adjuster has been incorporated. The adjuster is an electro-hydraulic control device, which has the job of controlling the pressure that exists in the lower chambers of the dispenser (differential pressure). © The upper part of the control piston, which in the K-vJetronic was subject to pressure by the warming phese regulator (control pressure), is now subject to the system pressure, since in the KE-Jetronic the warming phase regulator has disappeared. The new dispenser has a connection on one side for the connection of the pressure-checking manometer.Regulation phases Enrichment of the mixture If the control apparatus receives from the Lambda probe, the signal Large proportion of oxyge exhaust gases (poor mixture), it reacts by sending a high current load to the pressure adjuster. In this way the solenoid valve of the pressure adjuster closes, preventing the passage of fuel to the lower chambers of the dispenser, thereby reducing the pressure in these chambers, The membrane folds downwards, allowing more fuel to pass through to the injectors. Impoverishment of the mixture If the control apparatus receives from the Lambda probe, the signal Small proportion of oxygen in exhaust gases (rich mixture), it reacts by reducing the current to the pressure adjuster. Now the pressure rises in these chambers. The membrane folds upwards, so that the fuel that can pass through to the injectors is reduced. iy Fuel cut-off If the current received by the adjuster is negative, the solenoid valve opens up completely, and allows a large quantity of fuel to pass into the lower chambers. In these conditions, the pressure is so high that the membrane moves up far enough to block the fuel outlet nozzles leading to the to injectors, and so cuts off the fuel flow (fuel cut-off in deceleration).Pressure regulator When the fuel pumps begin functioning, pressure is created in the circuit, which causes the regulator membrane to move upwards. The fuel coming from the dispenser can return to the accumulator, since the lower spring moves the body of the valve upwards. Any variation in pressure that occurs under System pressure operating conditions is compensated for by the “oi fem,the alsnenser action of the regulator membrane spring. ret from the dispenser of the quantity of fuel Return to accumulator When the motor is stopped, the fuel pumps stop working, and so reduce the pressure in the system. The spring of the regulating membrane moves down, pulling the valve body down toward its seat. In this way the return of fuel is blocked. In these conditions a retention pressure is established in the circuit which avoids the formation of bubbles in order to ensure a good warm start. The valves used are the same as those in the K- Jetronic. Therefore the same pressure is maintained for injection in the valves, In the same way as in the K-Jetronic, these valves are bathed in air to avoid the formation of drops in the injector cone and so to improve the homogenization of the mix. 10Cold start Thermotiming sswiten How it works If the temperature of the cooling liquid is below 15C, the bimetal contact of the thermotiming switch is closed. At start-up, a positive current is sent from terminal 15a to the cold start valve and ground through the bimetal contact. The cold start valve injects, so making the necessary enrichment. At start-up, current is sent simultaneously from terminal 50 to the heating coils of the thermotiming switch. After a few seconds the bimetal contact opens towards the cold start valve until itis interrupted by the ground contact. Enrichment ia interrupted to prevent the mixture becoming over-rich. When ‘the bi-metal contact opens, contact with ground is broken for a heating coil, in such a way that it reduces the heating power, and the contact can be closed again depending on temperature and time. Once the engine has started, terminals 50 and 16a are disconnected. Under these conditions the thermotiming switch is heated by the cooling liquid. "With the three way catalyst, the toxic components are reduces # HC unburned hydrocarbons. © NOx Oxides of Nitrogen CO Carbon monoxide The degree of conver the fuel/air mixture. n (efficiency) of the catalyst, is directly related to the proportion of KE-Jetronie Control Kipp apparatus Prassure adjuster This type of cetalyst can achieve an efficiency of over 90% always providing the mixture ratio is of 14:1 (stoichiometric ratio). On the other hand, if the ratio of the mixture differs from this value, the efficiency of the catalyst will be much reduced. This precision for the mixture can not be obtained other than by @ permanent control of the residual oxygen content of the exhaust gases before entry into the catalyst and correcting, in case of any divergence, the quantity of fuel introduced into the engine. The oxygen content of the exhaust gases is measured by means of a Lambda probe, which generates an electric current, depending on the difference in oxygen content between the exhaust gases and the outside air. This signal is sent to the control unit, and this determines a greater or lesser measure of fuel by electrical control of the pressure adjuster. In this way it is possible to maintain the stoichiometric ratio of the mixture, and thus ensuring the correct functioning of the catalyst, 12The injection equipment control, along with the idle speed stabilization, forms the total electronic control of the engine. Both systems are integrated into the KE-Jetronic control apparatus. Sensors Actuators Probe plate with potentiometer Cooling liquid Control apparatus temperature transmitter = Idling and full oad switches Prossure adjuster Lambda probe ‘dle speed Supplementary signals The heart unit of KE-Jetronic is a totally digital control unit. It converts all the incoming signals from the sensors and sends them to the microprocessor in the central unit. The control unit calculates the outgoing signals to conform to the preprogrammed control and regulation strategies, as well as in consideration of specific data from the vehicle. The ‘outgoing signals are sent to the actuators (pressure adjuster and stabilizer valve) via final power stages. 13Potentiometer on the probe plate (619) This potentiometer is bolted to the body of the probe plate. The probe plate’s own axis of rotation drags a cursor across the track of the potentiometer. In this way an electrical signal is generated, which varies as a function of the position of the plate, and this is processed by the KE-Jetronic control unit as a signal of engine load. Probe plate Potentiometer Application of the signal ieee On the basis of this information, the control unit activates the following functions: © Acceleration enrichment. * Lambda regulation. Substitute function There is no substitute function, with this transmitter not functioning the engine will show poor acceleration. Current v 5 4 3 2 1 0 5 10 15 °X Angel of position of the probe plate Current generated by the potentiometer aT 28 8 function of the position, Of the probe plateLambda Probe (639) \ _ ase eb Lambde probe sign 1, Probe body 2. Ceramic suppor tube 3. Grooved protection tube 4. Active probe ceramic 5. Contact piece 6. Protective sloove 7, Heating element 8. Pressure connectors for heating current = V [ich micure | Poorminure | 10} a 06} | ot al | ' 2+ Ur kee | jet og (09 1 ul 2 ‘ir coefficient The Lambda Probe is mounted between the exhaust collector and the catalyst. Its purpose is to compare the residual oxygen content in the in the flow of exhaust gases with the oxygen content of the outside air. As a function of the oxygen contents, an electrical signal is generated which is sent to the control unit, to be later processed as the momentary composition of the mixture. This probe is equipped with a heating element, and with this it is possible to mount it further away from the engine. this gives the probe a longer lifespan since when circulation is at maximum it never exceeds its critical wor temperature. By means of the integrated heating element, Lambda regulation is activated after approximately 30 seconds (to reach the minimum working temperature of 300C). Application of the In accordance with the signal from the Lambda Probe, the mixture is regulated to Lambda=1. This obtains maximum efficiency from the three way catalyst with the motor cold, and at full load this signal is ignored (enrichment functions). ‘Substitute function If the command apparatus does not receive an electrical signal from the Lambda Probe, the pressure adjuster is activated with a constant value current (10mA), Current generated by the Lambda Probe in function of the mixture proportion.Cooling liquid temperature transmitter (N10) This is bolted to the extreme left of the cylinder head, and is in direct contact with the cooling liquid. This temperature transmitter functions as a resistor of the NTC type. Depending on the temperature of the cooling liquid it sends a resistance of an assigned value to the KE-Jetronic control apparatus. This resistance value is processed by the control unit as a reading of the Q 2 temperature of the engine. Pe oe t rH 200 Application of the signal +4 +H 00 7000 et 1H 700 The following functions are activated on the basis 4000 _ HH 600 of this signal: 5000 fo 500 ® Enrichment during the warming phase. 4000 bop 400 © Enrichment during cold start. Idling r.p.m. 3000 300 during motor 2000 an 200 warming phase. 1000 = 100 @ Injection cut out during deceleration (this amt function is only activated when the engine is at (© 1 20 30 40 50 60 70 80 90 Wo'C working temperature). Variation in resistance Substitute function cooling laud No substitute function Supplementary signal: start signal (15a) The control unit of the KE-Jetronic receives a signal from the starter motor, activated (terminal 16a) by pin 24, rin za of the control unit Application of the signal The following functions are activated on the basis ZY of this signal: © Enrichment during start-up phase. © Enrichment in post start-up phase. ‘Substitute function No substitute function In the absence of this signal the engine will register bad cold start-up and acceleration behaviour. 16Idling and full load switches (F60 and F81) al Fagen ‘These are situated on the gas throttle tubing. Both switches form a unit, and so if one of them Idle cpm. switch iS OUt of operation, it is necessary to replace the complete unit, with the accelerator at rest the idler is closed and switches a little with acceleration. The full load switch closes a little until the gas throttle is in full load position. Application of the signals The following functions are activated on the basis of these signals: © Idle speed stabilization. Injection cut-off in deceleration. Full load switch. © Enrichment in full load. Connacting sockst Supplementary signal: Air conditioner compressor From this signal, the control unit detects the functior \g of the air conditioner compressor. Application of the signal Pins 6, 16 and 19 The advance control value for the stabilization of fecicoan al idle running of the engine is increased. In this way it compensates for the fall in the r.p.m. of - the compressor due to its functioning. Substitute function No substitute function. Supplementary signal: engine revolution rate. The revolutions signal comes from the ignition control unit VEZ. Pin 25 ‘of the control unit Application of the signal A é © Lambda regulation. SS © Idle speed stabilization. Substitute function No substitute function.Pressure adjuster (n73) Winding Magnetic pole Valve plate i | Nozale | vf Fuel intet Tension band Valve plate Current \ mA D2. bares 8 The Pressure Adjuster is an electro-hydraulic control device and is linked to the fuel quantity dispenser. It has the function of governing the differential pressure on the basis of the current it receives from the control apparatus of the KE- Jetronic. A tension band, which forms a single piece along with the valve plate, which is made of a flexible material, is located between four magnetic poles. ‘The fuel jet that enters through the nozzle, presses against the valve plate against the magnetic forces. The difference in pressure between the fuel inlet and exit connections is closely linked to the value of the current that is received by the winding of the Pressure Adjuster. For this reason, the differential pressure and the current are dependent on one another. The characteristic pressure/current curve is formed on the basis of the magnetization of the poles and the current from the mechanics of the tension band. 16 Diforential pressure Differential pressure in function ‘of the current from the Pressure AdjusterMany functions, which, in the K-Jetronic, were activated by various functions and symptoms, are now controlled by the Pressure Adjuster. © Functions such as enrichment in the start, acceleration, full load phases or Lambda regulation in the case of a poor mixture, are activated, increasing the value of the current that is sent to the Pressure Adjuster. ‘© The Lambda regulator function in the case of a rich mixture (when it is necessary to impoverish the mixture) is activated by reducing the current to the Pressure Adjuster. * Injection cut out in deceleration, is activated by inverting the polarity of the current arriving at the Pressure Adjuster. vom Velie oF Enrichment high a oO “ a a a Ba B a “om fngee sees ie en, NOTE For the adjustment of C.O. content, the consumption by the Pressure Adjuster is taken into account, since the current that arrives at the Pressure Adjuster is directly related to the proportion of the fuel/air mixture. 19Idle speed stabilization valve (N 71) Detection relationship of 20% av ov 80% 20% 0,01 sec. Detection relationship of 80% ‘Armature with two windings Permanent magnets Rotating disteibusion valve Functioning principles The stabilizing valve receives a pulsed current during a predetermined time period (0.01 seconds). The time periods of current connection and disconnection keep a fixed relation to one another. This relationship is called the detection relationship, The margin of regulation available is between 25% and 60%, which means that the stabilizing valve is not closed completely. In the case of an electrical fault, this excludes the possibility of an excessive acceleration by the engine. The idle stabilizing valve consists essentially of rotary distribution valve joined to an armature {similar to an electric motor). Over the armature are located two windings which, with current applied, give rise to opposite rotating torques. Each of the windings receives a continuous rhythmic current from the control unit, whose detection relationships are complimentary, always within the margin of regulation, to 100%.How it works 15/2 1 SILA 20% ly Winding of armature | 80% For the adjustment of idle speed, the pulse relationship that the stabi taken into account. The control apparatus receives information that the r.p.m. is momentarily below the nominal. Next the detection relationship of windings | and I is immediately changed, so that the detection relationship for winding Il increases and decreases for winding |. This means that in the same time interval, a greater current is flowing through winding II and a weaker current through winding |. This gives rise to a rotary torque to the right in the armature, causing the rotating distributor valve to open slightly. The r.p.m. increases. If the r.p.m. is above its nominal value, the control apparatus changes the detection relationship of both the windings of the armature. In winding | the detection relationship increases, at the same time reducing the value of the detection relationship of winding Il. this gives rise to a rotary torque to the left in the armature, and the rotating distributor valve closes slightly. The engine r.p.m. is reduced un in the predefined tolerance. ing valve receives is aThe idle speed stabilizer equipment compensates for the oscillation that disturb idle running that can occur in different engine functions (air conditioning, electrical consumption, ete.), it ‘ensures satisfactory idle running both in consumption and in exhaust emissions. Ignition control ‘apparatus VEZ die Control epparatus ‘temperature transmitter peed adjustment Idle switeh Magnetic couple for air ‘conaitioning The idle speed stabilizer valve is activated by the KE-Jetronic apparatus. The values necessary for governing this valve are as follows: ‘* Number of revolutions of ignition control apparatus VEZ. * When the momentary r.p.m. differs from the nominal it acts on the stabilizer. ‘* Temperature of the cooling liquid for control of revolutions during engine warming phase. * Gas throttle position, to activate stabilization during idle running phase. In the other phases of engine functioning, stabilization is deactivated. Air conditioning to compensate for the fall in r.p.m. due to compressor function.Due to warming of the fuel and variations in atmospheric pressure, fuel vapour is produced in the fuel tank. To prevent the escape of this vapour to the outside, and to satisfy, at the same time, the various legal requirements, a system based on activated carbon has been used. The fuel vapours are stored in activated carbon and are later sent to the engine through a shut-off valve. ‘Connection Activated ‘carbon veseel__| charge operation In partial charge operation a depression in the connection tube (1) of the shut-off valve activates. The shut-off valve opens and the fuel vapor that form in the tank are fed to the engine through the valve. _Sonnection Full charge operation The fuel vapor that is formed when the motor is stationary are stored in the activated carbon. In full charge operation the shut-off valve is closed, so that the vapor that forms is sent to the activated carbon. In this operation of the engine, the fuel particles stuck to the activated carbon are sent to the engine. In full charge operation the activated carbon is regenerated.Brisa In the simplified diagram, the electrical interconnections of the different components of KE- Jetronic are shown, In the diagram it can be seen that the relay for power supply to the fuel pumps and warming of the Lambda Probe is governed by the ignition control unit VEZ (J 154). Colour coding Blue = Out. Green = In. ® Red = Positive, © Brown = Earth. Legend B Starter Motor F 26 Thermotimer switch F 60 Idle switch F 81 Full load switch G Transmitter for fuel level indicator G6 Main fuel pump G19 Probe plate potentiometer G 23 Fuel booster pump G39 Lambda Probe J17 Fuel pumps relay J21_ KE-Jetronic control unit J 154 VEZ ignition control unit. N10 Cooling liquid temperature transmitter N17 Cold star valve N71 Idle speed stabilizer valve. N73. Pressure adjuster, $18 Fuse S Fuse T1a__ Single connecting socket (connection for impulse relation). Z19 Lambda Probe heater. AB) Air conditioning compressor signal. | Starter motor signal (terminal 18a). 25‘This booklet has been drawn up for After-Sales training ‘The data which appear in it are subject to possible variations. ‘The booklet is for exclusive use of the SEAT sales organization,