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HARARE POLYTECHNIC.
AUTOMOTIVE ENGINEERING.
COMBINED MECHANICAL AND ELECTRONIC INJECTION.

KE – JETRONIC.

OBJECTIVES.

After studying this module, the student will be able to correctly in writing and without references:-

1. List four advantages of the KE - Jetronic.

2. Label the following components on the KE - Jetronic diagram.

a. electric fuel pump.
b. accumulator.
c. fuel filter.
d. fuel tank.
e. primary pressure regulator.
f. air -flow sensor plate.
g. potentiometer.
h. auxiliary - air device.
i. throttle - valve switch.
j. cold start valve.
k. the Lambda sensor.
l. E.C.U.
m. engine temperature sensor.
n. thermo - time switch.
o. control relay.
p. ignition distributor.
q. idle - speed adjusting screw.
r. idle - mixture adjusting screw.
s. injection valve.
t. fuel distributor.
u. air flow sensor.
3.
a. On a diagram of a primary pressure regulator, label:-
i. inlet.
ii. adjustment screw.
iii. outlet
iv. counter spring.
v. seal.
vi. valve plate.
vii. return from fuel distributor.
viii. diaphragm.
ix. control spring.
x. valve body.
b. State the function of the primary pressure regulator.

WRITTEN BY G.T.T. MAPENZAUSWA a.k.a. MUTOTI.

HARARE POLYTECHNIC – DIVISION OF AUTOMOTIVE ENGINEERING.
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4.
a. Draw a fuel injection valve and label:-
i. valve housing.
ii. filter.
iii. valve needle.
iv. valve seat.
b. State:-
i. the function of the injection valve.
ii. the injection pressure.
iii. the system pressure.
iv. the reason for needle valve vibration.
v. two reasons for air shrouding fuel injectors.
5.
a. On the air flow sensor diagram name the components labeled 1to 7.
b. State the function of :-
i. the relief section of the air - flow sensor.
ii. the rubber buffer " " " " "
iii. the leaf spring " " " " "
iv. the counter weight " " " "
c. State the function of the mixture control unit.
6.
a. State the function of the:-
i. fuel distributor.
ii. differential - pressure valves.
iii. helical spring in the differential pressure valves.
b. State the
i. two functions of the hydraulic force applied to the control plunger.
ii. function of the pressure spring used on the control plunger.
iii. function of the throttling restriction on the control plunger.
iv. two functions of the axial seal at the bottom of the control plunger barrel.
7.
a. On a diagram of the electro - hydraulic actuator label the numbered components.
b. State the function of the electro - hydraulic actuator.
8.
a. Draw a cold start injector and label:-
i. electrical connection.
ii. fuel supply.
iii. electromagnet amature.
iv. solenoid winding.
v. swirl nozzle.
vi. filter.
b. Describe the operation of the cold start injector.
c. Draw a thermo - time switch and label:-
i. electrical connection.
ii. threaded pin.
iii. bimetal strip.
iv. heating filament.
v. the switching contact.

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HARARE POLYTECHNIC – DIVISION OF AUTOMOTIVE ENGINEERING.
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d. Describe the operation of the thermo - time switch when the engine is :-
i. cold.
ii. hot.
9.
a. Draw the auxiliary - air device and label the following:-
i. bypass line with pivot plate.
ii. bimetal strip.
iii. heating filament.
b. Describe operation of the auxiliary - air device when the engine is:-
i. cold.
ii. hot.
10.
a. State the function of
i. the Lambda sensor.
ii. the throttle - valve switch.
iii. the rotary idle actuator.
iv. the E.C.U.
v. the altitude sensor.
b. State the effect of the:-
i. overrun fuel cut - off.
ii. engine - speed limiting.
11.
a. On a diagram of the rotary idle actuator label the following:-
i. electrical connection.
ii. housing.
iii. return spring.
iv. winding.
v. rotating armature.
vi. air passage as bypass around the throttle plate.
vii. adjustable stop.
viii. rotating slide.
b. State the function of the rotary idle actuator.

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HARARE POLYTECHNIC – DIVISION OF AUTOMOTIVE ENGINEERING.
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KE. – JETRONIC.
Is a combination of the mechanical fuel - injection system and electronic processed signals from sensors
which does not require a drive from the engine.

COMPONENTS AND FUNCTIONS.

1. Fuel tank.
Stores the fuel and houses the fuel pump.

2. Electric fuel pump. FIG.2.

Creates flow of the fuel into the system, which generates a system pressure of 5.4  6.5 bar.

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HARARE POLYTECHNIC – DIVISION OF AUTOMOTIVE ENGINEERING.
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FIG.2.

3. Fuel accumulator. FIG.3.

Prevents the formation of vapour bubbles after the engine has been switched off and ensures a
quick start when the engine is hot.

FIG.3.
4. Fuel filter. FIG.4.
Keeps impurities in the fuel out of the system components.

FIG.4.

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HARARE POLYTECHNIC – DIVISION OF AUTOMOTIVE ENGINEERING.
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5. Primary – pressure regulator . FIG.5.

Maintains the fuel pressure in the system constant. [5.4  6.5 bar].

FIG.5.
6. Airflow sensor. FIG.6.
With sensor plate 6a, measures the amount of air drawn in by the engine and transmits this
information via a system of levers to the control plunger of the fuel distributor.

Potentiometer 6b.
Transmits the movement of the sensor - plate from the zero position to the E.C.U.

7. Fuel distributor. FIG.7.

With control plunger (7a) and its control edge (7b) and upper (7c) and lower chambers (7d) of
the differential pressure valves, meters the injection fuel to the individual cylinders.

8. Electro - hydraulic pressure actuator. FIG.8.

Varies the pressure in the lower chambers of the differential - pressure valves. [this changes the
amount of fuel delivered to the injection].

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HARARE POLYTECHNIC – DIVISION OF AUTOMOTIVE ENGINEERING.
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FIG.6,7,8.

9. Injection valve. FIG.9.

Continuously sprays fuel directly before the intake valve as long as the engine
is running.

FIG.9.
10. Intake manifold.

11. Cold start valve. FIG.11.

Sprays additional fuel into the intake manifold during cold starting.

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FIG.11.
12. Throttle valve. (Butterfly)

13. Throttle - valve switch.

Communicates the "idle" and "full load" throttle positions to the E.C.U.

FIG.13.
14. Auxiliary - air device. FIG.14.
Increases and stabilizes idle speed with a cold engine by increasing the
air - fuel mixture amount drawn in by the engine.

FIG.14

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HARARE POLYTECHNIC – DIVISION OF AUTOMOTIVE ENGINEERING.
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15. Thermo - time switch.

Limits the switch - on time of the cold start valve and prevents it switching on when the engine is
warm.

FIG.15.

16. Engine - temperature sensor. FIG.16.

Measures the temperature of the engine and converts this into an electrical signal for the E.C.U.

FIG.16.
17. Ignition distributor.

18. Control relay.

19. Control unit. (E.C.U.)

Evaluates the data delivered by the various sensors concerning the engine operating conditions, and
from this data generates a control signal for the electro – hydraulic pressure actuator.

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HARARE POLYTECHNIC – DIVISION OF AUTOMOTIVE ENGINEERING.
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20. Ignition switch.

21. Battery.

Advantages of the K.E. - JETRONIC.

1. Improved fuel economy.
2. Rapid adaptation to operating conditions.
3. Reduction of pollutants in the exhaust gases.
4. Higher power output per litre.

Fuel supply system.

System pressure.  5.4 to 6.5bar.
Injection pressure.  3.5bar.
Differential pressure → 0.2bar
Components of fuel system.
 Electric fuel pump.
 Fuel accumulator.
 Fuel filter.
 Primary pressure regulator.
 Fuel injection valves.

Electric pump, Accumulator, and Filter.

See FIGs.2, 3, & 4.
Primary pressure regulator. FIG.5.
Construction:
See diagram.
Operation:
 When the fuel pump starts, it generates flow into the regulator (6) and forces control diaphragm (8)
downwards.
 The pressure of the counter spring (4) forces the valve body (10) to follow the diaphragm (8) until, after
a very short distance, it comes up against a stop and the pressure - control function starts. The fuel from
the fuel distributor (1) can flow through the open valve to tank (2).
 When the pump stops pumping, the valve plate (7) moves back up again and pushes the valve body (10)
upward against the force of the counter – spring (4) until the seal (5) closes the return to tank (2).
 The pressure in the system then sinks rapidly to below the injection - valve opening pressure (3.5bar)
and the valves close. The system pressure then increases again to the valve determined by the fuel
accumulator.

Fuel - injection valves. FIG.9.

 Open at a pressure of 3.5bar and inject fuel into the intake ports. The fuel is atomized by the oscillation
of the valve needle.
 The injection valves inject the fuel allocated by the fuel distributor into the intake ports directly in front
of the intake valves.
 The valves are secured in a special holder in order to insulate them from the engine heat. This insulation
prevents vapour bubbles forming in the fuel lines.
 The valves are fitted with a valve needle which vibrates (chatters) audibly at high frequency when fuel
is being injected. This results in good atomization.

Air - shrouded injection valves. FIG.22.

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FIG.22.
 Air - shrouded fuel injection valves improve the mixture preparation particularly at idle.
 The principle is based upon the fact that a portion of the air drawn in by the engine enters through the
valve. The result is that the fuel is well atomized at the point of exit.
 Lowers fuel consumption and the level of toxic emissions.

FUEL METERING SYSTEM.

Air - flow sensor.

See notes on "K - Jetronic" and FIG.6.

Fuel distributor. FIG.23.

Depending upon the position of the sensor plate in the air - flow sensor, the fuel distributor meters the basic
injection quantity to the individual engine cylinders.
Construction and operation:-
See FIG.23. and notes on "K - JETRONIC"

NB.
 A hydraulic force (1) is applied above the control plunger, of 5.4  6.5bar. The pressure ensures that
the control plunger (4) always follows the movement of the sensor plate lever.
 It is imperative that the primary pressure (1) is accurately controlled, otherwise variations would have a
direct effect upon the air - fuel ratio  [ - value]
 A pressure spring (10) is used to assist the hydraulic force. It prevents the control plunger (4) from
being drawn up due to vacuum effects when the system cools down.
 A damping throttle (12) serves to dampen oscillations that could be caused by the
sensor - plate forces.
 When the engine is switched off, (FIG.24a) the control plunger (2) sinks until it comes to rest against
an axial seal ring (6). The seal ring is secured by an adjustable screw and can be set to the correct height
to ensure that the metering slits (3) are closed completely by the plunger (2) when it is in its zero
position.
 The control plunger (2) rests upon the axial seal (6) due to the force applied to it by the residual primary
pressure . This prevents pressure loss due to leakage past the control plunger, thus preventing the
emptying of the accumulator.
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FIG.23.
Barrel with metering slits and control plunger. FIG.24a,b,c.

FIG.24.
Differential - pressure valves. FIG.25a & b.
Maintain the drop in pressure between the upper and lower chambers constant, independent of fuel through
– flow. The difference in pressure is usually 0.2bar.
Construction:-
SEE FIG.25a & b.
Operation:-
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FIG. 25a.
With small injection quantity, the outlet cross - section of the valve is reduced by the diaphragm (7 in
FIG.23) bending upwards due to the equilibrium of forces at the diaphragm until a differential pressure of
0.2bar prevails again.

FIG.25b.
With a large injection quantity in the upper chamber, the diaphragm bends downwards and opens the outlet
cross - section of the valve until the set differential pressure of 0.2bar is reached again.

FIG.25a. FIG.25b.

MIXTURE ADAPTATION.
Basic mixture adaptation.
Of the air - fuel mixture to the operating conditions of idle, part load and full load, is by appropriately
shaping the air funnel in the air - flow sensor.
See notes on 'K - JETRONIC' load conditions.
Electronic control unit.
Evaluates the data delivered by the various sensors concerning the engine operating conditions, and from
this data generates a control signal for the electro - hydraulic pressure actuator.

Sensors for the registration of operating data.

Sensor Characteristic operating values

Throttle valve Idle and full load
switch
Ignition system Engine speed
Ignition switch Start
Engine temperature Engine temperature
Aneroid – box Air pressure
Lambda Air – fuel mixture
Potentiometer Air flow sensor movement

Electro - hydraulic pressure actuator. FIG.26a,b.

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HARARE POLYTECHNIC – DIVISION OF AUTOMOTIVE ENGINEERING.
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Depending upon the operating conditions of the engine, and the resulting current signal received from the
E.C.U, the electro – hydraulic pressure actuator varies the pressure in the lower chambers of the differential
- pressure valves. The variation of pressure, changes the amount of fuel delivered to the injection valves.

Construction:-

FIG.26a.
Operation:-
i. The magnetic flux of a permanent magnet (7) and that of the electromagnet (10) are superimposed
upon each other in the magnetic poles and their air gaps. The permanent magnet is actually turned
through 90 referred to the focal plane.
ii. The paths taken by the magnetic fluxes through the two pairs of poles are symmetrical and of equal
length, and flow from the poles, across the air gaps to the armature, and then through the armature.
iii. The diagonally opposed air gaps (L2, L3), the permanent - magnet flux (7) and the electro - magnet
flux (10) resulting from the incoming E.C.U control signal are added, whereas in the other two air
gaps (L1, L4) the fluxes are subtracted from each other. This means that in each air gap the
armature (11), which moves the baffle plate (3), is subjected to a force of attraction proportional to
the square of the magnetic flux.
iv. The permanent - magnet flux remains constant and is proportional to the control current from the
E.C.U. flowing in the electromagnet coil, the resulting torque is proportional to this control current.

v. The basic moment of force applied to the armature has been selected so that when no current is
applied from the E.C.U, there results a basic differential pressure which corresponds preferably to 
= 1. (availability of limp - home facility).
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vi. The jet of fuel which enters through the nozzle (2) attempts to bend the baffle plate (3) away against
the prevailing mechanical and magnetic forces.
vii. Taking a fuel through flow which is determined by a fixed restriction (6 in FIG.27.) located in
series with the pressure actuator, the difference in pressure between the inlet and outlet (3 & 5 in
FIG.27.) is proportional to the control current applied from the E.C.U.
viii. This means that the variable pressure drop at the nozzle is also proportional to the E.C.U. control
current, and results in a variable lower – chamber pressure. At the same time, the pressure in the
upper chambers changes by the same amount.
ix. This in turn results in a change in the difference at the metering slits between the upper – chamber
pressure and the primary pressure, and this is applied as a means for varying the fuel quantity
delivered to the injectors.
NB.
If the direction of the control current is reversed, the armature (11) pulls the baffle plate (3) away from the
nozzle (2) and a pressure drop of only a few hundredths of a bar occurs at the pressure actuator. This is
used to limit engine speed, overrun fuel cut - off.

FIG.26b.

Electro - hydraulic pressure actuator fitted to the fuel distributor. FIG.27.

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HARARE POLYTECHNIC – DIVISION OF AUTOMOTIVE ENGINEERING.
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The control signal from the E.C.U. influences the position of the baffle plate (11). This in turn varies the
fuel pressure in the upper chambers (7) of the differential - pressure valves and, as a result, the quantity of
the fuel (4) delivered to the injection valves.

FIG.27.
COLD START SYSTEM.

Cold - start valve, thermo – time switch and auxiliary - air device.

See notes on K - JETRONIC and FIG.11, 14 & 15.

Engine - temperature sensor. FIG.16.

Measures the temperature of the engine and converts this into an electrical signal for the E.C.U.
Construction:-
Consists of an N.T.C. resistor (3) imbedded in a threaded sleeve which is mounted in the engine block and
protrudes into the water.

NB.
N.T.C.  Negative Temperature Coefficient. When the temperature increases, the electrical resistance of
the semi - conductor resistor (3) decreases.
Operation:-
i. It reports engine temperature to the E.C.U. in the form of a resistance value.
i.e. Cold engine  High resistance.
Hot engine  Low resistance.

ii. From the values, the E.C.U. signals the electro – hydraulic pressure actuator to carry out the
appropriate adaptation of the injected fuel quantity during the post - start and warm – up periods.
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WARM - UP SYSTEM.

During warm – up, the engine receives extra fuel depending upon the temperature, the load and the engine
speed. [ See E.C.U. & sensors].

ACCELERATION SYSTEM.

Acceleration by means of the pressure actuator.

The speed with which the pedal is depressed when accelerating is determined from the deflection of the air
– flow sensor plate. This signal, which corresponds to the change in the intake - air quantity and therefore
approximately to the engine power, is registered by the potentiometer in the air - flow sensor and passed to
the E.C.U. which controls the hydraulic pressure actuator.
NB.
The potentiometer curve is non - linear, so the acceleration signal is at maximum when accelerating from
idle. It decreases along with the increase in engine power. The result is a reduction in the E.C.U. circuit
output.

Sensor - plate potentiometer. FIG.28.

Construction:-

FIG.28.

Operation:-
The potentiometer lever is attached to the sensor - plate shaft but is electrically insulated from it. The wiper
voltage is tapped - off by a second wiper brush (1) which is electrically connected to the main wiper (2).
The wiper is designed to travel past the ends of the tracks in both directions so far that damage is ruled out
when backfiring occurs.

FULL- LOAD.

Full - load enrichment by means of the electro – hydraulic pressure actuator.

 The enrichment is programmed to be engine speed dependent. It provides maximum possible torque
over the entire engine speed range.
 The full load signal is delivered by a full load contact (1) in the throttle – valve switch (FIG.29.) or by a
micro switch on the accelerator pedal linkage to the E.C.U. Engine speed is taken from the ignition
system.
 From the supplied data, the E.C.U. calculates the additional fuel quantity needed, and this is put into
effect by the electro - hydraulic pressure actuator.
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Throttle – valve switch. FIG.29.

Communicates the 'idle' and 'full load' throttle positions to the E.C.U.

FIG.29.
The throttle - valve switch is mounted on the throttle body and actuated by the throttle shaft. A separate
contact is closed for each of the throttle - valve end positions, i.e. idle and at full load.

IDLE.
The idle speed is controlled by means of the auxiliary - air device during warm – up.

See notes on 'K - JETRONIC'

The idle - mixture control is by means of the rotary idle actuator.

It stabilizes the idle speed and thus reduces fuel consumption at idle, particularly in town traffic. ie in stop
& go traffic.

ROTARY IDLE ACTUATOR. FIG.30.

Depending upon the deviation of the idle speed from the set value, the rotary idle actuator supplies the
engine with more or less intake air through a bypass around the throttle valve.
NB.
It takes over the function of the auxiliary - air device.

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FIG.30.
i. Is powered by a rotary - magnetic drive comprising a winding and a magnetic circuit.
ii. The rotating slide is attached to the armature shaft and opens the bypass passage far enough for the
specified idle speed to be maintained independent of engine loading.
iii. The rotational range is 60.
iv. A return spring is fitted to the rotating armature so as to force it open in the event of no current
(malfunction) against an adjustable stop.

Operation.
i. The E.C.U. which is provided by the engine - speed sensor with the prevailing idle speed, compares
this with the programmed specified idle speed.
ii. The E.C.U. adjust the air flow by means of the idle actuator until the actual idle speed coincides
with the set idle speed .
iii. With the engine warm and unloaded, the bypass opening is very near to its lower limit.
iv. The E.C.U. transforms the engine - speed signal into a voltage signal which it compares with a set
value, if different it generates a control signal and puts it to the rotary idle actuator.
v. A pulsating D.C. is applied to the winding of the coil and causes a torque at the rotating armature
which acts against a return spring. The resulting bypass opening depends on the strength of the
current.

SUPPLEMENTARY FUNCTIONS OF SYSTEMS.

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OVERRUN.
Overrun fuel cut - off.
Is the complete interruption of the supply of fuel to the engine during de – acceleration. This results in a
reduction of fuel consumption.

i. When the foot is removed from the accelerator pedal while driving, the throttle valve returns to the
zero position.
ii. The throttle valve switch reports the "throttle valve closed" condition to the E.C.U. which at the
same time receives from the ignition data about engine speed.
iii. If the actual speed is within the operating range of the overrun cut – off (above idle), the E.C.U.
reverses the current in the electro - hydraulic pressure actuator.
iv. The pressure drop at the actuator is practically zero and the differential – pressure valves are closed
by the springs in the lower - chamber and no fuel to the injection valves.

ENGINE - SPEED LIMITING.

When a preset engine speed is reached, the E.C.U. suppresses the fuel - injection pulses. (This function
operates within a bandwidth of 80rev/min above and below the permissible maximum speed).

ADAPTATION OF THE AIR - FUEL MIXTURE AT HIGH ALTITUDES.

The low density of the air at high altitudes necessitates a leaner air - fuel mixture.

i. The altitude compensation is provided by a sensor which measures the air pressure.
ii. The sensor inputs a signal to the E.C.U. which changes the pressure - actuator current accordingly.
iii. This alters the lower chamber pressure, and therefore the pressure difference at the metering slits
and results in a change in the injected fuel quantity.

NB.
It is also possible to incorporate continuous adaptation on the injected fuel quantity according to the
changing air pressure.

LAMBDA CLOSED LOOP CONTROL.

The lambda sensor.

Inputs a voltage signal to the E.C.U. which represents the instantaneous composition of the air - fuel
mixture by sensing the oxygen content in the exhaust gases.

Construction & Operation.

See notes on the lambda sensor.

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HARARE POLYTECHNIC – DIVISION OF AUTOMOTIVE ENGINEERING.