Mono motronic и mono jetronic
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Mono motronic и mono jetronic

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1224 The GM Multec singlepoint system

Many features of the GM Multec single- (or throttle body) and multi-point injection systems are similar to those of the Bosch Mono-Motronic and Motronic systems respectively. A single-barrel, single-point, or TBI, system is illustrated in Fig. 12.36, though twin-barrel versions are also available if required.

From the submerged twin-turbine-type pump, fuel is delivered at a pressure of 0.83 bar and rates from 19 to 26 g/sec, through a 15 |m filter to the

Coolant Sensor Calibration

a Plug-in calibration software EPROM d Idle air control valve b Fuel pressure regulator e Coolant temperature sensor c Injector f Throttle position sensor

Fig. 12.36 The GM Rochester Multec single-point injection system a Plug-in calibration software EPROM d Idle air control valve b Fuel pressure regulator e Coolant temperature sensor c Injector f Throttle position sensor

Fig. 12.36 The GM Rochester Multec single-point injection system throttle body unit. A water separator/fuel strainer is attached to the fuel pickup beneath the base of the pump.

Fuel injection rates are regulated by an electronic control module (ECM), and a separate electronic ignition module (EIM) controls the spark timing. Air flow is metered by a conventional throttle valve. Sensors signal to the ECM the throttle position, and temperature and absolute pressure in the manifold. These and the other sensors are shown in Fig. 12.36.

Illustrated diagrammatically in Fig. 12.37 is the throttle body unit. This is mounted on a riser, which is water jacketed to help to vaporise the fuel and prevent icing in cold and damp ambient conditions. A coolant-temperature sensor is screwed into the base of this jacket.

The fuel passes from the inlet lower than the chamber housing the injector, through a fine mesh screen and up to the pressure regulator at the top, so any bubbles of vapour developing will rise and be returned, together with the fuel in excess of engine requirements, to the tank. Metering the fuel injected is a solenoid-actuated ball valve. This valve is closed by a coil spring. When it is open, the constant pressure maintained by the regulator projects a conical spray into the bore upstream of the throttle valve. Regulation of the total rate of delivery of fuel through the valve can be effected by varying either the period open or the frequency of fixed-duration pulses.

The diaphragm-type pressure regulator valve is opened, against the resistance of a calibrated spring, by the pump delivery pressure. It reduces the injection pressure to 0.76 bar. As previously indicated, its primary function is to maintain a constant pressure across the metering jet. The maximum recirculation rate is 27 g/s.

Enrichment for cold starting, warm-up, acceleration and maximum power are effected by the ECM, as also is idling speed. When the throttle is closed on to its stop, extra air by-passes it through a duct in which is a tapered pintle

Diaphragm and self seating valve assembly

Injector electrical terminals

Fuel pressure regulator assembly

Fuel return (to fuel J tank)

Diaphragm and self seating valve assembly

Injector electrical terminals

Fuel return (to fuel J tank)

Sistema Multec Iefi6

Injector fuel filter

Fuel inlet (from fuel pump)

Regulator screw (Factory adjusted)

Fig. 12.37 The GM Rochester Multec single-point injector is similar to that of the Bosch Mono-Jetronic

Fuel inlet (from fuel pump)

Injector fuel filter

Regulator screw (Factory adjusted)

Fig. 12.37 The GM Rochester Multec single-point injector is similar to that of the Bosch Mono-Jetronic type idle air control valve. This valve is actuated by a stepper motor controlled by the ECM in response to signals from the engine-speed sensor.

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Mono motronic и mono jetronic

Injection unit of the Mono-Jetronic

In engine technology, the Mono-Jetronic is an indirect, central, intermittent (skipping), electronically controlled central point injection (one injection valve for all cylinders) and is a brand name of Robert Bosch GmbH. With the Mono-Jetronic, the basic fuel quantity and the basic injection time are determined by the signals from the throttle valve angle and the engine speed (basic mixture). Further signals such as air temperature, coolant temperature, mixture composition ( lambda probe ) are required for a more precise determination of the fuel quantity (correction mixture ). Via the ( heated electrically or by engine waste heat ) Intake manifold, the fuel-air mixture is distributed to the individual cylinders. The Monojetronic also has an overrun cut-off that is activated by a switch in the throttle valve positioner, ie no fuel is injected in overrun mode. The idling speed is controlled by the throttle valve motor, whereby the cooling water temperature (cold start) determines the idling speed. Furthermore, in vehicles with a catalytic converter, the valves for regenerating the activated carbon filter are activated. The system pressure is 0.75–1 bar and is regulated by a spring-loaded pressure regulator. The speed is limited by switching off the injection valve. The Mono-Jetronic control unit only contains the injection control, the ignition control is separate from the injection,

The further development of the Mono-Jetronic is the Mono-Motronic.

Diagnostic function

The Mono-Jetronic is equipped with OBD I which also saves the errors. The error codes are output by flashing codes both via diagnostic devices and by flashing the engine fault light. The error codes have 4 digits and the pauses between the pulses are 2.5 s, with a start bit of 2.5 s being set before each code.

Selection of error codes (Audi 80 engine code PM): 1-1-1-1 control unit defective, 2-3-4-2 lambda probe defective, 2-1-2-2 speed signal from TSZ-h missing, 4-4-4- 4 No errors, 0-0-0-0 error output end

literature

  • Karl-Heinz Dietsche, Thomas Jäger, Robert Bosch GmbH: Automotive paperback. 25th edition, Friedr. Vieweg & Sohn Verlag, Wiesbaden, 2003, ISBN 3-528-23876-3

Mono motronic и mono jetronic

Bosch Mono-Motronic on a 1.8-liter engine with 66 kW (90 PS) from VW (MKB: RP, manufactured in 1991)

The Mono-Motronic is a fully electronic engine management system for gasoline engines with central injection (SPI), which was manufactured by Robert Bosch GmbH from 1989 [1] .

The Mono-Motronic is a further development of the Mono-Jetronic ; Motronic, a freely programmable motor control from Robert Bosch GmbH, is used as the control hardware . The basic functions and control procedures were taken over by the Mono-Jetronic.

Table of Contents

  • 1 injection process
  • 2 innovations compared to its predecessor, the Mono-Jetronic
  • 3 main control loop, α / n control
  • 4 sensors / actuators
    • 4.1 Main sensors
    • 4.2 Main actors
    • 4.3 Other sensors / actuators

    Injection process

    The Mono-Motronic uses a SPI (Single Point Injection) Central point injection without air mass meter for 4 cylinders — gasoline engines with three-way catalyst (for some countries there is a version for vehicles without catalyst, for leaded fuels). So it is an indirect, central, intermittent, electronically controlled injection with one injection valve for all cylinders and external mixture formation . The fuel pressure is 1 bar. The fuel is injected upstream of the throttle valve into the suction pipe. The Mono-Motronic was the first fully electronic engine control system with lambda control for the lower compact car class . [2]

    Innovations compared to its predecessor, the Mono-Jetronic

    • integrated electronic ignition control
    • Ignition distributor without adjustment device
    • idling stabilization on the ignition side
    • extended on-board diagnosis with fast data transfer
    • it recognizes changed environmental and operating conditions ( adaptive system )
    • Emergency running properties

    The decisive improvement over the Mono-Jetronic lies in the ignition map , which enables better and cleaner combustion .

    Main control loop, α / n control

    The injection time and thus the amount of fuel as well as the ignition point are calculated from the measured variables speed [n] and throttle valve angle [α], taking into account correction variables such as air temperature and exhaust gas composition (lambda control). The throttle valve is operated mechanically using the accelerator pedal . The throttle valve angle is measured using two throttle valve potentiometers, the speed is derived from the signal from the Hall sensor of the ignition distributor. This type of control is called α / n control .

    Sensors / actuators

    Main sensors

    • Throttle potentiometer
    • Open circuit
    • Hall sender of the ignition distributor
    • Lambda probe
    • Air temperature sensor ( NTC resistor)
    • Coolant temperature sensor (NTC resistor)

    Main actors

    • Throttle valve actuator
    • Injector
    • Output stage of the ignition coil / the ignition transformer

    Other sensors / actuators

    In addition to the main sensors, other signals such as air conditioning readiness or the air conditioning compressor are processed, for example in order to increase the speed shortly before the air conditioning compressor is switched on and thus avoid a drop in speed. Other actuators such as the fuel pump are also activated.

    Further development in 1994

    In 1994 an improved version of the Mono-Motronic came onto the market. It had greater driving comfort , lower pollutant emissions and lower fuel consumption . There were minor structural changes, such as a new 45-pin connector (previously 35-pin).

    • Idle stabilization by means of throttle valve actuator tappets
    • Sender for throttle valve positioner
    • Control unit processes speed signal
    • Knock sensor

    General

    The Mono-Motronic failed because of the increasing demands on exhaust quality. The main disadvantage was the central injection valve. In particular, it was the poor uniform distribution of the fuel that caused two of the cylinders to run with λ> 1, i.e. lean, but two of the cylinders to run rich (λ <1). However, the incorrect setting was not a constant offset that could have been remedied by reworking the intake manifold, but changed depending on the speed and / or engine load. Even if the average air ratio was 1, that of the individual cylinders was unequal to one another, so that the generation of pollutants was unfavorable.

    Even with rapidly changing operating points, as is the case with highly dynamic operation, the central injection was unfavorable. Some of the fuel forms a fuel film in the intake manifold, which, in contrast to the highly dynamic air column in the intake manifold, is sluggish and is transported more slowly. The consequence is a brief emaciation, which is countered with an acceleration enrichment. In the event of a delay, the fuel film is the cause of a brief accumulation of the mixture. The desired enrichment and the sluggish film can lead to oil dilution , especially in short-haul traffic . When the engine warms up, some of the gasoline dissolved in the oil evaporates, resulting in a higher proportion of unburned hydrocarbons ( HC value ) in the exhaust gas which, however, is degraded when the exhaust gas aftertreatment works .

    The Mono-Motronic was installed in vehicles of the lower performance class for a long time because of the low system costs. The main buyers were Volkswagen [3] , Audi, Fiat, Seat, Škoda and Volvo. One of the last vehicles with this injection system until 2000 was the Golf III / IV Cabriolet with the 1.8 liter engine (55/66 kW).

    With the Multec central injection, General Motors had its own system with a similar selection of components, which was mainly installed in Opel vehicles. The Multec central injection had an intake manifold pressure sensor and was therefore superior to the simpler α / n control of the Mono-Motronic.

    Weblinks

    literature

    • Karl-Heinz Dietsche, Thomas Jäger, Robert Bosch GmbH: Automotive paperback. 25th edition, Friedr. Vieweg & Sohn Verlag, Wiesbaden 2003, ISBN 3-528-23876-3 .

    What is «Mono-Jetronic»??

    What is «Mono-Jetronic»?? is it the CIS??
    I think i have that on my Golf II 8v (not a GTI) wondering if it would be possible to get the car up from 90HP to atleast 150HP with that fuel system. What would it take to do so?
    [Modified by G0LFII, 5:32 PM 2-3-2003]

    [Modified by G0LFII, 5:52 PM 2-3-2003]

    680 posts · Joined 2002

    Re: What is «Mono-Jetronic»?? (G0LFII)

    anything is possible. its just how hard you wanna work and how much money you have to spend.

    5178 posts · Joined 2001

    Re: What is «Mono-Jetronic»?? (kangondub)

    Mono-Jetronic is a single point injection system, i.e. Throttle Body injection. it’s similar to carburation, with more accurate fuel-air ratios, but without the ability to distribute precisely to each cylinder. That is, it cotrols MIXing, but not METERing.
    Like any injection system, it’s only there to deliver fuel and air to your engine. You still need to do all the other things to make power. Repeat after me: There are no magic bullets. There are no magic bullets.

    4701 posts · Joined 2001

    Re: What is «Mono-Jetronic»?? (negativl)

    quote:[HR][/HR]Mono-Jetronic is a single point injection system, i.e. Throttle Body injection. it’s similar to carburation, with more accurate fuel-air ratios, but without the ability to distribute precisely to each cylinder. That is, it cotrols MIXing, but not METERing.
    Like any injection system, it’s only there to deliver fuel and air to your engine. You still need to do all the other things to make power. Repeat after me: There are no magic bullets. There are no magic bullets.[HR][/HR]​

    N2O is kinda like a magic bullet. but more like a gas thats really funny.
    G0LFII Discussion starter
    3630 posts · Joined 2002

    Re: What is «Mono-Jetronic»?? (negativl)

    There are no magic bullets. There are no magic bullets. Got it

    Does this mean i can basically do the same mods that the 8v GTi guys do??
    So if u had my car what mods would u start off with to gain some HP?? dont even mention N2o

    [Modified by G0LFII, 4:21 PM 2-3-2003]

    5178 posts · Joined 2001

    Re: What is «Mono-Jetronic»?? (G0LFII)

    Start with an engine swap. No matter what you do, you’re in unsuported custom territory. At least if you swap to a more powerful base engine, it’s not working as hard at 150bhp. Modifying a 90hp engine to nearly double the power is a lot harder than it sounds, on you, the modifier, as well as on your engine. It’ll also cost as much as an engine swap.
    Assuming, of course, engine swaps are ok in your country. Knowing what’s legal there is really the start. Are there race clubs or anything like that near you that you can hang out at and ask for advice?

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