Section 2 (28) Ignition systems
700 1982-
TP
31397/1
July
1989
This manual deals with t h e following engine variants : Engine
year(( s) Model year
Engine
8 19
1984 1984 19 8 4 - 8 8 1982-85 1982-86 19 8 5 - 8 6 19851985-
B B B B B B
E E
B 23 B 23 FT B 28 A B 28 ElF B 230 A 8230E
B 230 F
230 230 200 200 280 204
FT
K E K ElF E
8234F
Model year(s year(s)) 1985198519851985198619891988-
versions adap forr differen Volvos are sold adaptted fo differentt marke markett s. These adaptations depend on many factors including le le gall , taxation an ga and d market requirements .
This manu This manual al may ma y therefore show wh ich do n ot ap you u r coun t ry. app p l y t o ca rs in yo
and an d tex textt
Volvo owners planning to expo rt their t o another country should investigate th e applicable safety an d ex
Group 28 Ignition systems Contents
Group 2 8 I gnition systems Contents Pag Pa ge
Introduction Design and function:
.
3
Overview .. . . . . . . . . . . . . .. .. • . . . . . . . . . . . Review of electronic ignition systems - I . . . . . . . . . . . . . .. Review of electronic ignition systems II (type EZ-K and . . . . . . .•. . . . • . . . . .
4 6
General Function of ignition system ; combustion theory in brief . . . . . . . . . . . . . . . . . .. . . . . . . . . Ignition sys systt ems - basic parameters. . .. . . . . . . . . . . . . . . . . . . . . . •. . . . •. . . . . . . . .
11
Contact-breaker versus electronic systems . . . . . . . . . . . . . . . . . . . . . . . ..
13
•....•.
........
9
Components Control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 unit,, power stage and ign i t io ion n coil configur Control unit configura a tion s . . . . . . . . . . . . . . . . . . 16 Power stage and ignition coil.. . . .. . . .. . . . .. . . . . . . .. .. .. . . . . . . . • . . . •• . . • . . . .. . .. . 17 Dis tributor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . 19
Speed a n d crankshaft p osition information Hall generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . .. . • . . . . . .. 20 and d flywheel configuration Speed/position Speed/posi tion pick-up an 22
Load information Induction manifold vacuum .. . . .. . . .. . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • .. . . . . . .. 25
Fuel injection system control unit.. . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . .• . . . . . . . . .. 26
Compensation functions . . . . . . . . . .. . • . . . . . . . . . . . . . . . . . . . . . . . Theory o f knock. . . . . . . . . . Knock sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . Knock co ntrol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . • . . . . . . . • . . . . . . . • . . . . . . . . . . Knock-con Knock -controlled . . . . . . .. . . . .. . • . . . . • . . . . . trolled fue l enrichment . . . . . . . . . . . . . . . . . . • . swii tch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . • . . . . • . . . . . Throttle switchli dling sw
30 32 39
Temperature sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. • . . • . . . . • . . • . . . . . . . • . . . • • . . . . .
41
28
40
System descriptions TSZ .. .. . . . .. . . . . . .. . . .. . . . . TZ--28H TZ
. .. . . . . . • .
.
.............................•...
.. .. . . . . . .. •. . . . .. .• . . .. .. . •. . . .. . • . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . EZ·l02K . . . . . . . • . . . . • . . . . . . . • . . . . . . . • . . . . . . . • . . . . . . . . . . • . . . . . . . • . . . . . . . . . • . . . . . . EZ -1 17K . . . . . . . • . . . . • . . . . . .. . . . . . . .. . . .. . . .. • . . . . . . . • . . • . . . . . . . • . . . . . . . . . . . . . . . . EZ - 118K . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . EZ - 115K . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . .. • .. . . . . . .....•....•...... EZ - 116K. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. • . . . • . . . • . . .....•....•.. Rex·1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . •. .. . .. Diagnostt ic system, EZ - 116K and Rex-I Diagnos . Ren ix · F . .
43 44
45
47
4" 51
55 58 60 63
on systems Group 28 Ignit i i on Contents
Test equ i pment . . . . . . • . . . . • . . . . • . . • . . . • • . . • . . . . . . . • . . • . . . . . . • • . . • . . . . • . . . . . . . . . . 68 Instruct nstructiion s . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . • . . • . . • . . . . . . . • . . . . • . . • . . . . . . . . .. 69 Specificatii ons . . . . . . . . . . . . . . . . . . . . . . • . . . . • . . , . . . • • . . • . . • . . . . . . . • .. . • • . . . . . . . . 71 - 78 Specificat ig n i t i on syst em s . . . . . . . . . . . • . . • . . . . • .. • . . • . . . . . . . • . . . . . . . • . . . . . . . . . . 79 Fault tracing . . . . . . . . . . . . . . . . . .. . .. • .. • . . . . , .. • .. • . . .. , .. •. .• . . . . • . . • . . . . . . . . . . . . 105 TSZ--4 . . . . . . . . . . . . . . .. . . .. . . . . . . . . • . .. .. .. • . . • . . .. . . , • . . •. . . . .. .• . . . • •. . . . . . . . ,. 106 TSZ Aenix·F .. . . . . . . . . . . . .• . . . . • . . . . . . . • . . . . . . . • . . • . . . . . . . • .. • . . . . . . . • . . . . . . . • . . . . . . . 115 TZ·28H .. . . . . . . . . . • . . • . • . . • . . . . .. .. . • . . . . . . . • . .. .. . . . . . . . • . . • . . . . . . . • . . . . • . . . . . . . . . . 125 EZ- l02K . . . . . . . . . . . . . • . . . • • .. • . . . . • . . . • •. . • ..•. _. • • • • • . . • . . • . . . . • ..• • •... • . . . . . . 135 EZ- 115K . . . . . . . . . . • . . • . . . . • . . . . •. . • . . . . • . . • . . . . . . . • . . • . . • . . . . • . . • . . . . • . . . . . . . . . . 151 EZ· 117 / / 118K 118K
_ • . . . . • . . . . . . . • . . . . . . . • . . . . . . . . . . • . . • . . . . .. • • . . . . . . . • . . . . . . . . . . 169 EZ·116K 187 Aex ex--I . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . .. . . ..••. . . . . . . . . . . . . .. . . . . . 21 5 See Service M anual. Fau Fault lt tr acin acing, g, repair and main t enance, Section 2 (23), (23), B 23, B 200, B 230 ET Engines 1) ngines.. 740, 760 Turbo, fo r details of Motronic systems systems.. (Order No No.. TP 30949 / 1)
Index, page 227
Ord Or d er No .: 31397 / 31397 / 1 1 TPI31059 / / 1 1 USA Supersedes TPI31059
the e right to make changes We reserve th w ithout prio r notificatio n 2
NORTH AMERICA CORPORATION
sys s t t ems Group 28 Igni t t ion io n sy em s
Introduction
Introduction
Comprehensive development work by Volvo has resulted in th the e design of engines boast in g high performan ce, lo w fuel consumption, cleaner exhaust gases, a high standard of reliability an and d simplified service procedures. The ever igniti increasing use of microelectronics fo forr th the e control and regulation of igni ti on an and d fuel systems has been on one e of th the e most sign if ican t factors in this development. counterpart Compared with their mechanical counte rpart s, elec electt ronic (or microprocessor-controlled) ignition systems offer vantages such as greater r eliability, optimum timing under all driv in g co nditions an and d fe w moving parts, reducing service requirements t o a minimum . A s a result, Vo Voll vo has, in recent years, co mp l et ely replaced it i t s r elatively simple, microprocess rocessors ors an mechanically-controlled, mechanically -controlled, contact-breaker sys tems with sophisticated systems controlled by microp and d electronics.. electronics Equ ipping system control units with various additional program functions, and integrating them with other control systems system s and componen ts , has enabled traditional ignition systems 10 be augmented by features such as temper ature-eompensated timing fo r faster engine warm-up, improved exhaust gas composition and lower working tem perature . Other functions which ma y be co n troll trolled ed by an electronic i gnition sys te tem m control unit include fuel cut-off and d igni tion retardation in individual cylinders to eliminate knock knock.. under engine braking (deceleration) conditions an Volvo markets a wide range of models with a series of engine options. This This,, combined with rapid developments in the th e field of electronics , means that a wide variety of electronic ignition systems of different types an d degrees of re exist.. finement no w exist Systems of th i s type impose completely ne w demands on fault-tracing procedures . A certain basic understanding of the th e input an and d ou tput signals, the manner in which th the e componen t s are connected an and d th the e fu n c tion/purpose of each is essential to an understanding of th the e types of fault which may arise arise,, an and d to ensuring that th e co rrect diagnosis is made in each case. case . Sensors and pick-ups providing fa fast st an and d precise info rmation on the prevailing running conditions are vital to ensure the e electronics co con n trol t he working componen ts of th the e system rel iably and accurately. that th ignitt io n sys tems used by Volvo on it s 700 series models, in terms of design This manual deals with th the e electronic igni systems and function , as well as fault tracing, repa i r an and d maintenance. Th The e fi r st part of th the e manual consists of a description of the th e features, components an and d compensation functions common to the various systems, followed by a description of each individual system and some of th the e special functions peculiar to each. The appropriate wi ri ng d i agrams ar e i n cluded.
3
Group 28 Ignit;on systems Design an d function - Overview
Review o f electronic ignition systems - I
A TZ-TZ
B
C
D
E
F
G
H
J
28" IlENIX F
descrii be below.. The above figure shows th e major componen t s of each of the systems descr bed d below
Summary Control system ded d to compute th Th e control unit (A ) houses the electronic circuits and t he various program functions ne ede The the e timing . The Th e power stage (B ( B l cont r ol s the pr i mary current in t he ignition coil in response to con t rol signals f rom the con t rol unit. The power stage may either be an integra separate rate unit assembled with it. The func integrall part of the control unit or a sepa t ion of the distr i butor (e ced d in the secondary winding of the ignition coil to (e)) is to deliver t he high-tension pulse i ndu ce the correct spark plug . The distr i butor ma may y be dr iven e ither by bevel ge aring whii c h case it is ins talled vertically) or wh horr izontally i nstalled units) . In systems directly from th e camshaft ( ho the only moving part which the rotor ar arm m (such as types which employ inductive speed p ic ick k -ups ) the li m i ng ca nnot be varied by alteri ng the po pos s it io n of the distributor .
Sensors The rema ining components in the table (D- E) comprise part of the senso r system. Togethe r with th the e con tr tro o l un it, these supply i nformat io n on prevailin prevailing g engine running c onditions .
Bas Ba si c parameters Th e con trol unit is supplied with information on en The eng g i ne spee speed d an and d c rankshaft position ( D) either by a Ha Hallll generator ac tivated by a trigger rotor (with four vanes) moun pick-- up mounted c lose to mountt ed on the rotor s haft or by an inductive pick th is case, the periphery of the flywheel /c arrier plate is pr the flywheel (on manuals ) or ca rrier pIa I e (automatics) . pro o detected detec ted by the p ick-up an ind d ic icated ated in the form of electrical signals signals.. and d in vided with a se r ies of holes whose passage measured either by means of a vacuum l i ne anached t o th e i ntake manifold or, if th e en eng g i ne is The Th e eng i ne load (E) LH -J etron ic fuel i n jec jectt io n system (i. (i.e e . most engine s eq equ u i pped with EZ EZ-- K i gnit i on systems equipped w ith an LH-J systems). ). by an ai r mass meter (see next il l ustration speed,, crankshaft posi tion an ). Th e var ious signals - engine speed and d enQine load ustration). tim m i ng . ise e information which is used by ignit ignitii on systems o f com pr is types to compu te the ti
4
Group 28 Ignition systems Design an d function of electronic
Overview
ignition systems - I
the e function performed by contact breaker points An electronic ignition system in which th conventional sys outt by an induc tive pulse generator. (Roughly translated, th the e abbreviation TSZ - which stands fo r tems is carried ou Transistor Spolen lundung - means 'Transisto 'Transistorized rized coil ignition'.) The pulse generator signals are transmitted to a the e coil charging period. Th e syste 'co ntrol unit' unit ' which regulates th sys tem m also inco rporate s a cen t rifugal generator and a baltast resistor. Designated TSl-4, th the e variant for 6-cylinder engines (B28A1Ei (B28A1EiF F) wa was s used on 700 series cars from 1982 to 1986.
TSZ TS Z:
the e signals As the designat designatii on indicates , this is a trans transiistor ized system employ i ng a Hall generator to supply th the e p r i mary current i n th the e ig n i tion coil. A vacuum advance un it on th e distributor to c ontrol th used by the ' control varies the timing with engine load . Although t he sys syste te m wa was s used on some 70 0 series models produced in 1984 1984,, it was wa s almost completely superseded by other systems in 1985 as th the e ne w family of engines entered production . (Un like other systems discussed in this con text , TZ-28H is not fully electronic the e electronic;; indeed. is usually regarded as on e of th group of transistorized systems . ) TZ·28H:
the e contro l unit. power stage and ignition Th e name i s a trademark o f the Bendix company The company.. In this system , th equ u i pped with th the e B 200 K engine and Salex coil comprise a single uni un i t . Si nce '985 , Ren Renii x-F has been used on 7405 eq . •
used in th e deS i gnations 01 th the e var iou s sy s tems are u sually usually denote th e ve antt de des s i g n ation . and/or or vari an verr Si on and/
fro fr o m th the e maker 's na t i ve l anguage. wh ile th the e fi g
5
Group 28 Ignition systems Design a nd function - Overview
Review o f electronic ignition systems - II (Type EZ-K a n d Rex-I) A
B
C
0
E
F
G
H
EZ-EZ 102K
EZ-EZ 117K
EZ-EZ 118K
EZ-EZ 115K
EZ-EZ 116K
REX-
I The illustration shows the main components of type EZ - K and Aex-I ignition systems .
Common features :
An abbreviation of th the e German term Elektronischer Zundung m i t Klo pfregulung (roughly, ' Electronic ignition with ') th knock sensor EZ-- K describes a group of systems manufactured by the Bosch company. The various the e designat io n EZ sensor') systems i n the EZ EZ--K group are relati relat i vely similar i n terms of functions and components. All feature microprocessor control and inco incorporate rporate a memory which is programmed with a family of ideal timing curves for the particular en gine. Each system also includes a sensor which detec detectt s engine knock and retards the ignition in respon se to a mem individu ory program which is indiv idu al to each cylinder. This means that the timing in each cylinder may vary at any given instant. As column E indicates, systems i n this group are normally supplied w i th engine load information by an air mass meter located in the in take system. A measure of the quantity of air supplied to the engine , the ai r mass meter signal is transmitted to the LH-Jetron ic control un it (in which it is converted and used to determine the quantity of fuel to be injected) and then to the ignition system control un i t .
Differences - Within the EZ -K group, the individual systems are distinguished by t he timing curves used fo forr different engine va r - p osition pick-up is used, and by when the ignition compensa iants, by whether a Hall generator or inductive speed/ position tion functions are activated.
6
Group 28 Ignition systems Des ig n a nd
function - Overview
Review of electronic ignition systems - II ntroduce ced d in 1984 in conjunction with th the e launch of th the e 760 Turbo with th the e 82 3 FT engine an and d lH 2. 2.1 1 EZ-l02K was i ntrodu fuel injection system on the American market. EZ-102K is with a thermostat which transmits a signal to one on e of th the e control unit terminals when th the e engine temperature becomes excessive excessive.. commanding it to advance th the e timing the throWe i s closed. Th Volvo,, EZ- 102K remained in production only for a The e f i rst EZ-K system to be used by Volvo year before be i ng superseded by more up-to-date variants according as th the e ne new w family of engines was introduced. EZ-117K is very similar to EZ- 102K in configuration, although designed fo r th the e 8230 F an d 8230 FT engines with th the e lH..Jetronic 2.2 fuel injection system. The system wa The e was s introduced with the new family of engines in 1985. Th features s a knock-controlled fuel enrichment function . predecessor,, EZ-102K 102K,, th the e turbo engine its it s predecessor 8230 FT variant feature i s w i a thermostat which activates a timing advance protect the th e th to variant equipped function engine from over heating . the th e group group.. du the e other systems due e to th the e fact that it depends on a vacuum connec connection tion be EZ-118K differs most from th the e intake manifold an and d control un i t to supply engine load i nformation nformation,, rather than on a load signal supplied tween th the e fuel system control unit. The system also em the e by an ai airr mass meter via th emp p loys an idling switch mounted on th the e B 200 E. th r o tt the e throttle housing . EZ- 118K was introduced in 1985 on th ttll e pulley rather than a s witch mounted on th 8230 E an and d B 230 K engines . Tw Two o idling compensa compensati ti on functions may be used on EZZ-1 1 18K varian t s. The 82 30 K va r iants ar a r e equipped with a temperature sensor, while th so l enoid valve which in te rr up the e co ntrol unit opera t es a sol uptt s the th e fuel supp l y under engine braking conditions. Most of th the e differences are attributable a ttributable to th e fact t ha t th e system used on carbura t ed engines (now with Pierburg carb carburettor the e CI system ( K-Je tronicl. s) and on E engines with th urettors) the e 8280 engine. Its features EZ- 115K has been designed especially fo forr th forr each bank two tw o kn oc k sensors (one fo knock-controlle trolled d fu fuel el enrichment function and an induct ive of cylinders), a position detector for No . 1 cylinde r , a knock-con inductive speedJposition pick-up mounted at the flywheel. Depending on th the e temperature sensor t he control un i t ca can n apply ti the e coolant tim m i ng compensation by retarding the ignition when the engine is cold t o achieve faster heating of th coolant.. and by advancing when the engine tends to ru n to o hot. The sys ion n of th syste tem m appeared in 1987 with th the e in troduct io the e 8280 engine to replace the B 28 28,, an and d is, therefore , used only on the 760/780 . EZ-1 15K is used in combination w i th LH Jetronic 2 .2 on both the E and F variants. EZ-116K is a refinement of other EZ- K systems. However However,, it features advanced self-diagnostics which facilitate fault tracing and monitoring . Th The e control unit continuously mo mon n itors th the e various sensors an and d functions functions,, and any faults present ma isplayed played w ith th agnostic tic un it mounted in the engine compartment. EZ- 116K was in may y be d is the e aid of a d iagnos in Unl Un l other G lT ke i n 1988 the th e used in the th e 7 4 0 . i EZ-K 4-cyl inder troduced systems used on 8234F engine on engines in th the e 700 series, EZ - 116K equipped with an induc speedJposition osition pick-up mounted close to th the e fly inductt ive speedJp the e distributor the e very latest fuel in wheel instead of a Hall generator in th distributor.. The system is used in combinati on with th in (LH·Je tronic c 2 .41. jection system (LH·Jetroni Manufa c tured by 8endix Manufac 8endix,, th the e Re Rex x -I system is equi equ i pped with th the e same type of diagnostic system as EZ-116K EZ-116K.. Used in USA A. conjunction with th the e Regina fuel injection system, Rex-I was introduced in 1989 on 8230 F engines sold in th e US
Compensation functions However, most electronic ignition systems are equipped w ith addi ti on ona a l senso rs which enable th e con tr ol unit t o ad the e timing to compensate fo may y be regarded as p r oviding th e just th forr unusual running conditions. Thus. sensors (FF-H H ) ma compensation / air ai r ignition system with compensa tion functions. In t he even t of engine knock phenomenon whereby th e fuel / mixture is ignited by a source other than th the e spa rk plug), the kn ock s ensor (FI (FI moun mountt ed on the engine wi l l transmit a knock signal to the control unit commanding it t o retard the igni t ion. Complete closure of th the e throttle is indica ted by a throt tle switchlidling switch (G). When th the e engine is idling. t he control unit regulates the t iming in accordance wi t h an 'i dling program ' to ensure optimum co mfort , while th ons s is controlled to mini the e t iming under engine braking condi ti on mize exhaust emissions. Th The e signal supplied to th the e temperature sensorhhermostat enables th the e control unit by th the e the e appropriate t i ming co mpensat io n when th the e engine temperature is unusually h igh o r low. un it to apply th
7
Group 28 Ignition systems De sign s ign and fun c c t t ion ion
Overview
IGNITION SYSTEM
ENGINE
YEAR
TSZ-4
B 28 A B 28 E B 28 F
82-85
TZ-28H TZ -28H TZ-28H
B 19 E B 23 E B 230 A
84
MOTRON'C MOTRONIC MOTRONIC MOTRONI C
B
B4
RENI X-F REX--I REX
B 200 K
EZ- l02K
B 23
EZ- l17K
8230
F
EZ· l17K
B 230
FT
EZ- 118K
B 200 E
EZ - 118K
B 230 E B 230 K B 230 K B 280 E
EZ - 11 8K EZ·'18K
EZ-- 11 5K EZ EZ· 115K EZ-1 16K EZ - 116K EZ·116K
23
ET
82-86 82-86
B4
8200 ET
B 230 B
B
ET
230 F FT
280 B 234 B 230 B 204
89 -
84 (USA)
85-86
87-87
87-
F
87-87
F
88-
F E
89 89-
N .B. Due to d ifferences in model specificat ions from country to country country.. the number the various ignition systems and eng ines may exceed that l isted above .
8
of
contro l unit variants used for
Group 28 Ignition systems Design an d function - General
General
o
B
A
c
Function o f ignition system; combustion theory i n brief Correct ignition
ti m ing
A . The function of the ignition system is to ignite the compressed fuel/air mixture in each cylinder at exactly t he cor ontt through the combustion chamber until the comthe e propagation o f a flame fr on rec re ct instant . Ignition is followed by th mix xt ure, genplete c h arge ha s been burned. The combustion pressure. whi c h is higher than that of the comp r essed mi the e pis t on downwards in the cylinder. (A erates a high f orce wh (A l thou gh a proportion of the energy released whii c h drives th is converted into mechanical work by the crankshaft, most of the energy in the fuel (approx. is dissipated in the losses .) form of cooting losses, exhaust gas losses and mechanical losses.) as close as possible to the 'c 'co o rrect ' setting under all runn i ng conditions, th the e timTo ensure that the igni ti on timing ing must be adjusted continuously to take account of variations in the conditions. In other words , the optimum timnott a fixed sett i ng fo a ir ratio and temper i ng is no forr each eng i ne, but varies with factors such as engine speed speed,, load, fuel fuel / / air ature. Furthermore, the t i m i ng may be ad ad jus jus ted for optimum comfort, maximum torQue or maximum power as ap propriate .
tim m i ng shall be taken to mean a setting which takes account of all the In the rest of this discussion , the term optimum ti low w fuel the e ignition. In other words , it is a compromise between the demands of high power, lo factors influenced by th consumption and the cleanest possible exhaust emissions. The emergence of ever-stricter emission standards has the e development of igni t ion systems designed to optimize the combust ion process under all been the main factor in th running condit ions.
Earlv ignition B . Early ignition prevents efficien t expansion of the fuel / / air air mixture since the piston is sti ll travelling upwards tow ards TO TOC C as the pressure r is ise e occurs, generating an abnormally high pressure accompanied by an excessive tem perature rise rise.. As a consequence of /a ir mixture may i gnite spontaneously, ignition, part of the unburnt fuel /a the e engine to knock. causing th In general, early ignition also has an adverse effect on the exhaust emissions. The Quantity of unburnt hydrocarbons the e pressure and temperature rises cause the nitrogen in th the e trapped a i r to react w i th the (HC ) increases, while th Of NO oxides of nitrogen) . oxygen to fOfm greater quantities of nitrogen monoxide (NO) and nitrogen dioxide
9
Group 28 Ignition systems s ign a n d function De sign
A
late
General
B
c
ignition
C. Late ig ign n it io n reduces engine power since th e pi pis s t on is t ravelling downwards from To C when th e pr essure r ise oc curs. As a result , th e engine does not u t i lize t he full energy content o f th e fuel . Although th e concentrations o f unde sir ira a bl ble e constituents such as HC, CO, NO an and d are lower under these conditions, th e engi n e require s more fuel t o deliver the same producing a greater tota l volume of exhaust gases.
and d exhaust gas temperatures Effects on cylinder an fuel /air /air mixture when th e pi pis s to n is further from To C ) Advancing the ignition (i.e. generating th e spark to ig n ite th e fuel Advancing ces s a h igher combustion temperature an d a lo w er exhaust ga gas s temperature than when the ti m in g is r et a rd ed. produ ce Thi s is du e to th e fact that th e compression produced by upward movement of th e pi pis s t on reinforces th e pressure w ave developed by t he flame front, causing th e cylinder pressure and temperature to increase. Th hau u st The e lower ex ha gas temperature is explained by th e somewhat longer in terval between th e completion of combustion an d th e open i ng o f th e exhaust valve.
to TD C) produces a l o we r comb u sti o n t em pe r Retard tardin in g th e igni t io n (gene rating t he spark when the piston is ature , bu t a higher exhaust ga gas s temperature than when th e timing is advanced. Under t hese condi t io ns , a h i g he r pro r educin g th e portion of t he energy is released during th e expansion stro ke (when the piston is moving exhaustt gas t emperature is explained b y th e s h o rt e r in t erval between maximum temperature somewhat. The higher exhaus opening ng of th e exhaus t valve. th e comple ti o n o f combustion an d t he openi -NOTE;; It is important that the foll owing term -NOTE terms s be c learly u nderstood in o rder to avoid con confusion fusion : a) Advan cing the ignition timing means t hat the igni ignition tion pulse is delivered when the piston is at a point funher from TOC. b) Retarding the ignition means that the ignition pulse is delivered when the piston is at a point closer to TO TOC C.
• Under normal conditions, the aim to develop 'peak' pressure in the cylinder about 10" after TOC. Under idling conditions, the timing is advanced (t o appr approx. ox. 10-15 10-15"" before TOC) to ensure smooth runn ing ing.. • The foregoing discus discussion sion of how the emissions ar are e affected by th e igni tion timing is somewhat simplified, sin since ce there are natural· Iy many other factors wh ich influence th e composition of the exhaust gases.
10
Group 28 Ignition systems Design an d function - General
B
A
c
o
II I 1 11
Ignition systems
-
basic parameters
Th e ignition system control unit must be supplied with certain basi The basic c information in order to compute th the e frequency o r r at e at w h ic ich h HT ignition pulses must be delivered to the spark plugs, when (i (in n relation to th the e position of t he par t icula icularr piston before TOG) each pulse must be generated and to which plug th the e pulse is to be delivered. T he signals requi r ed for this purpose are derived from th the e engine speed (A), engine load (B) and crankshaft position (G).
Speed information A . T he engine speed provides information on th the e number of ignition pulses which must be generated per unit of time. T he number of high-tension (HT) pulses delivered to the plugs must be increased as th the e engine speed rises. control unit. Fo The speed signal is th the e most vital piece of information supplied to the control Forr example, th the e engine cannot be started in this signal is unavailable.
T he control unit a ls the e engine speed to determine th the e point at which th the e ignition pulse must be delivered in lso o uses th r elation to th the e position of the piston before TOG. Ignition must take place earlier at higher speeds since th the e upward the e pistons is faster under these conditions. As a result, th and d ownward movement of th the e time available fo r combus ai r mixture is less and th the e fu the e timing must be advanced to ensure that the mixture is burned as comple tion of th fue e l / / air complett e l y as possible.
Load information the e vacuum in th the e intake manifold. A t lo w l oads, th the e B . Except in turbocharged engines, th e engine load varies with th th r ot ottt l e is only partially open and th airr is low, resulting in a high vacuum. At higher loads, th the e the e flow of induction ai ttll e opens wider and more ai airr is supplied to th the e engine. Under these conditions, th the e vacuum in the manifold ap thrott ap the e load is incr p roaches closer to atmospheric pressure as th increase eased. d. It follows from this that a greater quantity of fuel/ airr mixture is available fo ai forr combustion as engine load increases and that the higher volume o f ga gas s produced rein due e to compression. Since th the e rate of combustion is accelerated by higher ga the e f o r ces t he pressure du gas s compression, th the e timing ma t iming is retarded as engine load is increased increased.. At lo w engine loads, on th the e other hand. th may y be advanced t o compensate for the lo wer rate of combus combustt io ion n and to improve fuel utilization.
Crankshaft po s ition information C . The crankshaft position (i.e. angle ) provides information on th relatt io the e position of each piston in rela ion n to TOC. This system m control functions. which compute th the e timing continuously on this basis. essential ial to th e syste formation is essent
Group 28 Ignition systems ig n Des ig
io n - General an d funct io
Fig. 1 'Ho 'Hot't'
Fig. 2 'Cold'
• Spark plugs : Use o f th e correct type o f spark correctly in and d replaced at th e re commen d ed in tervals tervals,, ins s ta lled an is essential to t he satisfactory operation o f th e system. Assuming th e engine to be in good co ndition , ad herence to these recommendations ensure maximum plug life, making th e component on one e o f th the e most re tem m. th e ignition sy s te liable In this context, ma y be of in t erest to consi de r some of th and d to discuss a the e demands impose d on th e spark plugs an conceptt s. number of concep As the means used to igni te the mixture in th e combustion chamber, th the e spar k plug in it ia iatt es th the e co m b us t io ion n pro cess . Th The e plugs are designed to supply up to approx. 25 sparks pe perr second pe perr cylinder at 6000 rlmin in a 4 -c ylinder engine , from a high-tension source which, in th e case of electronic ig nition systems, often operates at over 30 kV . - Spark plugs must be capable o f withstanding t he extremely rapid temperature an s which oc oc and d pressure fl u ct u ation ations the e combustion chamber. During th e combustion process, th e temperature rises at in terval s t o a value of cu r in th perhaps psi).. Almost immediately, during the induction stro ke,, th e plug an d th e pressure to approx . 60bar (87 0 psi) stroke co mes in contact with th airr mixture the e cold, un co mpressed fuel l ai mixture,, which is likely t o be at th e same temperature as th the e airr . outside ai - To e nsure operation within th e correct operating temperature range range,, spark plugs ar are e made w it h different heat ra ratt · i ng s (o r ranges) fo r different engine types types.. If the operating temperature is to o lo w (i.e. below about 40 400 0 C), th e plug w i l l rapidly become coated with combustion residues . This type of fouling weakens the spark an and d ca causes uses the e n gine t o miss. On th e other hand, if th the e opera ti ng temperature is t oo hi th e fuellair mixture hig g h (ove r approx . ma y be ignited by th e i n candescen t plug surfaces, initiating uncontrolled combust ion. Every engine manufacturer sp ecifies th e ap p r opriate heat ra ratt in g on th the e basis of parameters such as s p ecific engi ne output, probabl probable e runn i ng and d clima t ic conditions. conditions an Q
- A plug with a ratt in g has a grea t er thermal retention capacity an and d conducts less heat away from th heat ra the e co m bustion chamber. This type is normally used on low-speed engines operating at relatively lo w co m bustion te m peratures. Plugs of are e also known as 'hot' plugs and ar are e provid provided ed with a long insula to r nose as shown in type ar Fig . 1. - A spark a lo w heat rating has a lower thermal retention capacity an d conducts a grea greatt e r amount o f heat normally used on eng in es with high specific outpu t s operating at away from th the e combus t io n chamber. This type rela re latt ively high combustion temperatures . Plugs of th i s ty p e a re also kn ow n as 'c 'co o ld ' plugs and feature a short in · sula t or nose as shown in Fig . 2. - Fitting a plug with th e recommended heat rating will ensure that th the e correct working temperature is reached quick within th e speci fied limit s, since ly w i thout t he overheatt ing. This also assumes that the t ig of overhea igh h t ening torque th e thermal conductivity will be dependent on th e degree of contact be tw een th e head an d plug . Th The e spark ga p should also be checked; an excessive ga p will cause th e engi n e to miss.
12
Group 28 Ignition systems function -- General Design an d function
A
2
1
' 0· 0·1 -10
-2 0
-30
°
Contact-breake r versus electronic systems forr a con tact - breaker ignition system, wh i le (BI illustrates th e settings with wh ich Figure {AI shows th e ti m in g curve fo and d an electronic system is programmed , i n the form of a three -dimensional ma In each case, both engine speed an map p _ In load are taken into account when determining the setting . However, in co ntrast with th the e electronic system, which the e t iming, th con n ta ct-breaker system controls it w i thin a specified range range.. computes th the e co Th e timing must be co The con n trolled to a high degree of accuracy to meet th e demands of th the e modern engine fo r th the e clean clean and d high performance under fl est possib l e exh exhau au st emissions, maximum fuel economy an flu u ctuating condi t ions. Neither ma may y th the e se requirements be permitted to vary, even following an extended period of driving driving..
Timing curve symbols the th e manner in wh i ch th the e t iming ang le {al varies w ith the engine speed ( n) an and d th e vacu um (p i Both figures The e an ang g le (a) increases the e fu ion n of th in the in take ma n ifo l d . Th inc reases with speed ; in other word s, igni t io fue e l/ a i r mixture takes pl p l ace The e angle the e intake manifold i.e. as th eng g i ne load falls earlier as th rises . Th increases w ith the vacuum in th the e speed rises. the e en the e fuel/air charge supplied to the engine becomes smaller . and th
Contact-breaker ignition systems the e timing with th the e aid of a centrif and d a vacuum ad A . Co nt act -breaker ignition systems con trol th centrifugal ugal governor (1) an the e governor advances th the e ignition as the spee vance un it (2). (Being a speed -dependent device , th speed d increases increases,, while the th e vacuum advance unit retards it as th the e engine load increases the e vacuum signal from the in take response to th Overall , this means that manifold .) The tw o devices operate independently w ithin a to l erance band of approx . the system controls th the e setting is th e su sum m of the angles in the e ti m in g with i n a to leran ce range of approx. since th in dicated by th the e tw o curves. Furthermore , th e variat i on wh ich results from wear of th e breaker points th e over all t iming.
ignition systems : The e co ntrol unit (3) of an electron ic ignit B. Th i s programmed w ith a series of specific settings ignitii on system, by f or a number of defined speeds and engine loads loads.. This means that the timing can be controlled to an accuracy as igh h 8S 8 fraction of a degree and tha t each ignit io n pulse is de h ig dell ivered as close as pos sib l e t o th the e op ti m u m point. Thii s high level of accuracy is achieved partly by the fact that the con trol unit interpola te s between th (Th the e programmed and d load points . In other words , it is capable of computing an intermediate setting.) Furthermore , th the e timing speed an nott restricted by the type of linear functions ty can be co m pu ted over a wider range and is no typ p ic ical al of a centrifugal go v ernor . Th e t iming is computed with th e a i d o f sensors wh ic The the e engine load and speed. Th is in format ich h determine th formatio io n is and d load comthe e control unit electronics transmitted electrically t o th electronics,, in wh ic ich h details o f a number of d i fferent speed an binations, together with th e appropriate t iming se tt ings, are stored . to each igni t i on pulse , th e control unit comthe e precise instant . prevailing g at th putes a setting wh ic h is perfectly ma tc he hed d to th e engine running co nd i tion s prevailin
Adjustments required by the various timing co mpensat mpensation ion fun ctions are added to th e three - dimensional map.
13
Group 28 Ignition systems Design a nd function - Components
c B
Components Control u n it The control unit in an electronic ignition system continuously computes th e optimum t i m i ng based on information supplied by th the e various sensors, which combine to provide th the e unit with an extremely accurate picture o f engine run The e co con n tr o l unit receives immediate notice of any change in th the e conditions under which th the e engine n in g co nditions. Th new w setting instantaneous is powering th instantaneously. ly. Once this ha has s been completed (i (in n an oper the e car, enabling it to compute a ne the e unit delivers an ignition pulse to th the e power stage. ation taking as as a thousandth of a second!), th The control unit consists o f a number o f electronic components. In simplified terms, these consist of four main ele (C)) an d output unit (D). ments - converter (A), memory (B), microprocessor (chip) (C
Co n ve rt er The e converter (A) receives information from th the e sensors an d converts the signals into digital (n umerical) form. A . Th Some of the sensors supply analogue signals (such as th the e temperature-dependent change in resistance typical of a the e temperature sensor), while the signal transmitte transmitted d by others depends on whether or no nott a voltage is present (as in th case of a throttle switch). The sensors ma may y also transmit signals in th e form of voltage pulses (like an inductive pick pick up)) or a variable-frequency voltage (like a load signal vacuum converter). Al up Alll of these electrical signals, wh e t he r in the th e form of a single, variable voltage or a series of voltage pulses, are converted into standard digital form by th the e the e outputs from which are used by th converter, th the e microprocessor an d memory.
Memory the e memory (B), in which all possible values o f para B. Al Alll programs an d pr pre e-programmed values are stored in th meters such as engine load an d speed are available for immediate use by th e microprocessor.
Micropr o ce ssor The e microprocessor (C (C)) receives th the e c. Th the e digital signals from th e converter. Depending on th e signal configuration, th the e needs o f the prevailing running conditions. device selects th e memory program which best meets th
14
Group 28 Ig n i i t t ion io n systems e sign an d function D esign
- Components
Output unit forr conversion in to th the e output unit (D) fo the e ignition D . Th e digital information supplied by th e microprocessor is fe fed d 10 th pu lses fe fed d to th e power stage . (This ma y either be an integral part of t he control unit or a separate un i t .) Depend in g on th e program selected at t he particular instant, t he co con n trol unit de t ermines th the e p oi n t at which t he igni· tion pu l s e must be delivered to t he power stage. The la tt er co n t rols th e current in th the e primary winding of th e ignition coii l in re sponse t o th co the e signa l s f ro m th e output unit.
Voltage stabilizer powered by a 12 V supply. However to o high fo r th However,, since th Th e co n trol unit The the e ba he ry voltage the e internal integ rat ed circuits , a vo l ta tag g e stabilizer is used t o produ ce a stabilized 5 V supply for these . • Engine
type of speed limiting function. On Bend Bendix ix systems, the limitation: A ll control units are programmed with stage to reduce the Ignition coil charging period. producing a weaker spark unit normally commands the limils the eng ine output. On EZ-K systems, Ihe conlroi unit uses Ihe power slage 10 interrupl l he spark 10 second plug. The r/min. speed limiting funct ion normally inlervenes at aboul
function controlled by Ihe ignition syslem control unil In t he case of o f cars equipped with F engines, the speed set to op eratt e 81 a higher level than thaI controlled by its fuel system coun l e r part. T his prevents unbu rnl fuel from reaching Ihe catal yti c era converte r, with the a nendant risk of overheating.
• The control unit memory is programmed with a range of speed and load values. The unit improves the accuracy of control by in terpolating between Ihese values, performing up to about computation compu tations per minute to ensure t hat optimum l imi ng is maintained under all conditions. As many as 4000 individual settings may be computed as required . • Built from components such as integrated circuits, transistors, diodes and electronic componen components ts like the control unit are relatively fragile . Since the electronics in cars are exposed to a diversity of operating conditions, they ar are e subject to particularly arduous demands. The equipment mUSI be designed to withstand vibratio vibrations. ns. moisture moisture,, w ide temperature fluctu at i ons , variable voltages and other sources of outside interference (e.g. from rad iosl to which the electrical system is unavoidably exposed.. exposed • In th e c ase of certain internal fault s, the control unit regulates the ignition in accordance w i t h a fixed. pre-programmed timing c urve urve.. • In Ih e absence of a load signal, Ihe con trol unit modifies the timing on basis of s peed signals which it re receives, ceives, and ope r ates in accordance with the pre-programmed. full -load timing selling when th the e idling switch has opened. •
the th e k nock sensor signal is lost. the con l rol unit com putes the timing setting on Ihe basis of o f a 'fail-safe' retardation of approx. 10" 10"..
• The control unil electronics must not be to excessively h ig h temperatures . For example, removal of the unit prior to the may result its destruction . Because of its sensitivity to temperature, the completion of the stoving process during unit is normally installed in location well protected from engine heal.
15
Group 28 Ignition systems Design a nd function - Components
A
B , JD
c
D JI -
Control unit, power stage a n d ignition coil configurations and d ignition coil configuration ma y take on e of four different forms . The control unit. power s tage an As a general rule , th the e co con n tr o l unit delivers ignition pulses to the power stage (which co ntrols th e current in th the e pr prii . the e igni tion coil) in response to signals from the various sensors an and d pick-up mary w in ding of th pick-ups. s. A high high·· tension voltthe e secondary and fed to the distributor, wh ic the e appropriate spark plug, generating age is induced in th ich h delivers it to th the e eleClrodes an and d igniting th the e fuel / air a spark across th air mixture.
may y all be separate components. This app l ies to EZ A . The control unit , power stage and ignition coil ma EZ-- K sy sys st ems. con n trol unit an and d power stage ma y be combi ne B . The co ned d 28H H. TZ·· 28 TZ and d ignition C. The power stage an
a single unit. with a separate ignition coil. This applies to
may ma y be co m b ined, with th the e co con ntrol unit separate. This applies to Rex-I.
and d ignition coil ma y compr is O. The control un it , power s tage an ise e a single unit . does inco rp o rate a number of Ci r CUits additional to those used i n TZ - 28H 'control TZand d the term 'con lrol mary funct ion is closer 10 thaI of a power stage. an is somewhat misleading.
16
s lages , ils pr i
ion n systems Group 28 Igni t t io
Design an d function - Components
Power stage a n d ignition coil Function of power stage functions as an electronic switch controlling th Th e power st age the e current in th the e ignition coil on command from the e Renix-F system, the power the control unit (31. (The illustration shows th e components of an EZ-K system. In th principle the e same stage is integral with th e control unit, although the same.. I of operation is th Th e function of th e power stage analogous to that of th mechanicall ignition system, in that it alternate the e points in a mechanica ly opens an and d closes the coil primary ground connection. Each time a cylinder fires, th the e power stage interrupts the the e primary, inducing a high-tension vo current in th voll tage in t he secondary.
Control signal Once th sett tt ing, based on the signals from th the e control unit has computed a timing se the e various sensors, th e value is con forr th verted into a control signal fo the e power stage stage.. When this signal goes high (+ 5 VI, th the e power stage permi t s the igni tion coil to charge. When th the e signal again falls power interrupts the th e current in th the e ignition coil pr i 0 Vl, th the e stage the e stored energy is released in th the e form of a high-tension pulse i n th e secondary. mary an d th
Constant charge the e EZ which continuously monitors th In th EZ-K -K an d TZ-28H systems systems,, the power stage incorporates a the e primary cu rrent used to charge th the e igni tion coil an and d ensures that the charging current remains cons tant , regardless of engine speed o r battery voltage. This feature is designed to ensure that th the e ignition coil (2) receives a constant charge at all times,, irrespective of these parameters. As a result, th times the e charge in th the e coil is always a maximum an and d th e ignition volt age remains constan t ly high.
Standing Standin g current protection To avoid overheating of th rest,, th the e ignition coil if th the e ignition is sw i tched on with the engine at rest the e control unit in the e control corporates a circuit which operates th e standing current protection function vi via a the power stage. Since th unit no longer receives signals from t he Hall generator o r speed pick-up (whichever is applicablel when the eng i ne has been stopped stopped,, commands th the e current in the primary winding of th the e power stage to interrupt th the e coil.
Power stage cooling the e unit is mounted on a heat sink attached to th e body. Secure Since operation of th the e power stage generates heat, th contact between th the e unit and heat sink is essential to ensure that th the e working temperature is maintained w i thin ac ce pt able l im genera t ed by the power circuit which ac t s as t he 'w o rk ing' sec tion of t he power st age, imii t s. Th The e heat is generat making the 'control' circuits vulnerable t o destruction. In systems in which th the e power stage is integral with th the e co con n trol unit, th e former is mounted on the inside of the control unit frame to ensure adequate cooling.
Ignition coil The primary winding of th the e ignition coil in an electronic ignition system (w h i ch generates extremely high voltages u p to a co ntinuou s 30 kV compared with an average of 15-18 kV in a conventional coil) has a relatively lo w resist Consequently,, coils of this type are fitted with a plug (4) which opens to ance.. Consequently ance the th e pressure in the unit in the event of over heat heatin in g and prevent deformation . NOTE: The plug muat be f i tted with a cap ca p in th o f a coil the e case of ins in stalled vertically in t he engine compartment .
17
s i tion sy s te Group 28 Ig Ign n ition te m s D esign e sign a n d funct io io n -
Components
1
2
REX-I
General Since i t is no nott technically pract ic al to us e the control unit to regulate the relatively h i gh current in the ignition coil pri· mary , this function is performed by a power stage wh ic h employs control signals from the control unit to vary both t he charging time of the coil and the instant at which delivers it s high-tensio pulse.. The power stage opens and ion n pulse closes the primary circuit , in du cin g a high -tension voltage in the secondary each time the primary cu rrent is in in terru p t ed.
Construction are e assemb assemble led d by means of screws (enabling t he units to be rep la laced ced indi The p ower stage (1) and igni tion coil (2) ar vidually) . The power st age receives control signa l s from the unii t (g re en lead) across th e tw un two o - pole centre con thrree-pole co nnector (4) on the right supp l ies th nector (3 the e power (3)) (which is also used to ground the signal). The th stage and igni t ion coil wilh battery voltage, grounds th the e coil and supplies the rev counter with a signal. The connec tor (5) on the left is not used. The power stage ( 1) i ncorporates the electrica electricall circu its which control the primary current in th the e ignition coil. Mount Mount ed on a bracket in the eng i ne compartment, the power stagelignition coil assembly is provided with a large contac t area with the suspens io iSSipated ated.. ion n strut hous i ng to ensure that the heat generated is d iSSip
The ignition coil (2) is of th the e convent ion al type w ith a pr prii mary and secondary wi r ing. The high-tension induced in the secondary is fed to the distributor from t erminal (6). As on most modern igni t ion systems, th the e HT voltage is of th the e order of 30 kV.
Standing current protection A functi on known as 's tand preventt overhea ti ng of th e igni t ion coil when the ig tanding ing curren t prote ction' is provided 10 preven nition is s witch ed o n with the en gine at rest. When the engine is st opped, the control unit receives no spee speed d signals -a nd de l iv e r s a 'low' cont r ol signal to the power stage, whi ch responds by opening the p rimary circui t of the
18
em s Group 28 Igni t t ion sys t t ems Design an d function - Components
A
Distributor Function
Th e function of th The the e distributor is to conduct th e high-tension pulse from th the e ignition coil to th e appropriate spark the e trigger plug . A distributor fitted with a Hall generator also provides information on engine speed with th e aid of th rotor driven th e distributor shaft. Construction Constru ction and varian variants ts
Th e distributor consists of a ca The cap p and d trigger rot or ar m (2), shaft (3 generatt or (4 ) an (3)) and, in applicable cases, a Hall genera genera t or.) rotor (5). (Older systems employ either contact breaker points or some form of pulse generat A. 'Vertical' distributors are driven by an intermediate shaft through bevel gearing. th e camshaft, minimizing th the e play in th e transmission mechan B . 'Horizontal' distributors are driven directly from the This,, in turn , affords more accurate control of th e timing in systems in which speed information is supplied ism. This by a Hall generator. the e 740 with th the e B230A engine) are fitted with camshaft 700 series models from 1985 on (with the exception of th driven units. the e case of distributors which are no t equipped with a Hall generator an d , as a result, are fitted only with a rotor In th arm ar m , th the e timing cannot be varied by rotating th the e unit. In systems of th is type , since crankshaft position signals are the e flywheel , only th the e position of the rotor in relation to th e contacts in th the e ca cap p is supplied by an inductive p ick-up at th altered by this procedure . •
TZ-28H system employs
with
advance advan ce un i t to supply
load in fo rmation .
'9
Group 28 Ignition systems Design a nd function - Speed an d crankshaft position information
Speed and crankshaft positi position on informat information ion
A
N
8 Hall generator Function an and d location Th e Hall generator (1) supplies th The the e control un unii t with information on engine speed an d crankshaft position. The de vice is mounted inside th e distributor cap.
Construction : Th e generator is based on th e principle o f th The the e Halt effect, whereby th the e flow o f current in a semiconductor is deflected the e componen t is exposed to a magnetic field. This causes a potential difference (i .e. an excess of e l ec tr o n s on one if th producing a voltage known as th e Hall vo l t age. Following side of the semiconduc to r an d a deficiency on th e con n trol th the e timing . amplification, this voltage is employed by th e cont rol unit as a signal to co The Hall generator (1) is a U-shaped element w i th an opening fo r th e trigger ro to r (2). Th The e number of rotor vanes is th e same as th e number of cylinders in th e engine. Th e generator consists o f a Hall -I e element (3) co mprising a Hall effect detector an d a transistor amplifier. A magnet The (4) with a three three-- pole connector (5) is located on the opposite side of th e rotor t o th the e Hall · IC element . Th The e connecto r are e connected respectively to a 12 V supply (+), a 5 V reference signal from the control unit (01 an d ground term inals ar (-)-
Signal A . In th is position, th e magnetic field is blocked by th e tr igger rotor vane an d th e Hall effect is absent. No voltage is induced in th the e Halt-IC element an d th the e ground connection rema in present atter ins s open. As a result, a 5 V signal minal (01. B . In this position, th e rotor exposes th the e Hal l· IC e le ment to th e influence of the magnetic f ie ield ld and the resultant Hall voltage The e 5 V signal at terminal (0 fed to th e transistor amplifier. Th (0)) is then connected to ground across th e terminal an d th e voltage at (0) falls to 0 V. the e form of a square-wave signal, the control Thus, th e signal from th e Hall generator varies between 0 an d 5 V in th the e duration o f the alterna alternating ting half waves. its s engine speed information from measurement of th unit deriving it adjusting ng th e basic se crankshaft position signal is obtained by adjusti ing g of th ive e sett tt in the e distributor to coincide with th e posi t iv flank o f th e Hall generator signal (i.e. th half-wave ve generated when th e rotor blocks th e magnetic field) a fe w the e half-wa cranksha ft degrees before TDC. 20
Group 28 Ignition systems func ncti tion on Design an d fu
5V OV
Js ,
A1
At
A2 8 C
Signal increases from 0 to 5 V. Control
from 5 to 0
V.
I Ie , A2
Spee Sp eed d an d crankshah position information
I I
L
starts to compule ti m ing of ne)(l ignition pulse pulse..
Conl ro l unit commences ignition counldown and
ignition pulse as computed .
Posii t iv Pos ive e flank flank.. Hall el el ement unaffected by magnetic f i e l d . flank.. Hall element flank
by magnetic field.
EZ-l02K, EZ· 117K an d EZ - 118K sys tems . A Hall generalor is used on TZ TZ·· 28H (with a 12 V reference si s i gnal) gnal),, EZ-l02K,
21
Group 28 Ignition systems e sign a nd D esign
function - Speed an d crankshaft position information
Inductive speed/p osition pick-up
Function and location The purpose o f th e speed/position pick- up (1) is to supply th e control unit (3) with information on engine speed and the e crankshah position. Th The e pick -u p is mounted close to the flywheel (2) (o r carrier plate on automatic models), th periphery of which is provided with a series of drilled holes the e pick -u -up p such that it is in fl holes.. The location of th flu u enced by this co con n figuration of holes .
Construction the e magne eld d a t the end A . The Th e pick pick--up ( 1 ) cons i sts of a permanent magnet (4 ). a pole ti p (5) which co ncentrates th magnett ic f i el and d a coil (6 ). The magnet creates a magnetic field wh i ch varies in strength depending on whether a of th e device an hole or 'too th ' is passing th the e ti p .
Operation pro o jec the e pick-up coil when on one e of the pr the e fl the e An alternating voltage is induced in th jections tions or ' teeth ' on th flywhee ywheell passes th by control unit. the e tip. This variable signal is transmitted a lead to th
In effect, therefore. th e pick-up supplie electt rical ' picture ' of supplies s t he control unit with a unique al t ernatin ernating g vol t age - an elec the e unit can determine both th the e engine speed an and d crankshah position. the flywhee flywheell from which th
Signal of th e signal the th e period between tw o successive voltage peaks) i s a measure of th e engine B. The frequency one e or more ' t eeth' (o ne or tw o in th the e case of 4 speed spee d . To p r ovide a reference signal fo r the crankshah position , on and d three on 6-cylinder un i ts) on the flywheel / carrier cylinder cy c arrier plate are made longer than th e othe linder engines an otherr s. Th e the e c rankshaft position by sensing th the e interruption i n signal (8 ) which occurs as a long tooth con tr ol unit detects th the e pick-up. This reference signal is used to determine th the e to p dead centre (TOC) position. passes th
Group 28 Ignition systems io n - Speed an d crankshaft position information Design an d fu fun n c c t t ion Advantages Ignition systems employ in g inductive speed/position pick-ups (o r pulse generators as they ar e also known) provide more accurate speed an d crankshaft position signals than th os e equipped w ith Ha l l generators du e to th e fact that t h e former have fewer mechan ic al components ( which ar e invariably subject to some degree o f play) and that a crankshaft position signal is generated on revolution of th e shaft. speed/position pick-ups are used on
EZ-115K.
EZ - t 16K
and Rex-I systems systems..
must When in the vicinity of th e flywheel. to avoid strikin striking g the pick-u p ick-up p w ith tools or d isma ntled co mp o gap p It and d t he toothed nents.. The accuracy and nents between the ti p an of th e signal is dependent on maintaining the ga devic c e is designed. In addition. the mu st be mounted at right -angles to the profite. profite . profile fo r which the devi
The greatest care must be taken when replacing the flywheel/carrier plate if the component has been dismantled (e.g. as part of gearbox replacement). replacement). On 4-c -cylinder ylinder eng ines. it is possible to replace the component in the wrong thereby alter alterii ng the timing.. timing The ti m ing will •
be
altered
approx.
3"
if the pick·up leads are reversed reversed..
increase with flywheel speed speed,, the voltage regulator in the co n trol unit en en th e magn itude of th the the e in duced voltage sures that th e voltage supplied to the Ie ci rcu its remains cons consta ta nt .
23
Group 28 Ignition systems
n format ion ig n an d fu n c t t io io n Des ign io n - Speed an d crankshaft position i nformat
-
TOC TO C
TOC TO C
A
I, c·
B
c
Flywh eel/ c a rr rriier plate profi les Th e above figures show th e three different ' Ioothed ' or drilled crankshaft/carrier plate profiles which ar are e used used.. (The section.) .) Unlike th e starter motor ring gear, which is moun t ed on th e flywheel. th e profile used profiles afe shown in section fo r signal generation is usually an integral part of th e component. Bendix,, France Volvo ignition systems ar are e supplied mainly by tw o manufacturers - Bosch of Germany an d Bendix France.. Among other factors. this means that several different profiles must be used. while th e method whereby the control unit tects an d processes th e induc tive pick-u pick-up p signals ma y also differ. Th e electronic circuit (which ma y be likened to a frequency divider or 'mul tiplier' ) in wh ic h th e signal is f i rst received The an d processed, also varies in design . The frequency of th e incoming voltage pulses is divided by a certain factor to i mprove signal resolution. Th is, in t urn, means that the cont rol unil ca can n regulate t he t iming in more precise steps, for example, when re-advancing t he t iming afte r knock in a cylinder has been elimina t ed ed.. A . Ignition systems supplied by Bendix employ a type 4412 toothed profile. The figure 44 means t ha t th e flywheel is provided with 44 dr illed holes leng t h to tw o sh o rter holes,, an and d t he figure 2 that i t has tw o ' long ' teeth , each equal teeth. In o th er w ords, th e profile provided with 40 (44 44-- 2x2 ) sh o rt t eeth an and d tw o l on g t ee eeth th . T he angular pitch be be 44 ). ). Th eeth th (X O) is 8. 18 18° ° (360 ° / 44 The e tw o long teeth prise e th e c rank s haft position co m pris tw een tw o adj a cen t short t ee referen ce points ar are e located 180 180° ° apart (angle a ). Th The e con tr ol unit identifies TDC as as th e 90° 90 ° after th e passage o f a l on ong g tooth . Th e type 44/2 profile is used on Ae ni x -F an d Rex -I sy sys s t ems. In each case, th e control unit applies a factor o f 8 . 18 t o th e signal resolution. This means th a t can it adjust th e timing in steps of improve 8 . Ign i ti on systems supplied by Bos c h fo r Vo l vo 4-cylinder engines f ea eature ture a type 60/1 t oothed p r o f i le . This means long t ha t th e profile is provided with 60 holes and with on e ' ' t ooth of tw ice th e length of a 's hort' t oo th . In 1x2) 2) short teeth and one long tooth wh i c h represents the crank other words , th e pr ofile is provided w it h 58 (60- 1x shaft posit reference e point . Th e angular p it ch between tw o adjacen t sh o rt t ee t h is 6 .0" Th e con positio io n referenc trol un i t i dentif i es TDC as th e point oott h. after th e passage of the long t oo Th e type 6011 t oo t he d profile is used on th e EZ -1 -116K 16K system . This means that the co n trol unit applies a factor of 16 to improve th e resolution of th e pick-up signal. In effect, th e control unit can adjust th e t iming in steps of C. Th e EZ-1 15 K igni ignition tion system fo r B280 engines is designed for a flywheel with a type 6013 toothed profile. Th e holes an d 3 'long' teeth file is provided with 60 teeth,, each of which twice th e length of a 'sho 'short rt ' tooth . In other words, th e profile is prov ided w i th (60-3x2 (60-3 x2 ) short leeth and 3 long teeth as th e crankshaft position reference (360 °/ 60). 60). Th e t hree long t eeth ar The e angular p it ch between tw o adjacent short teeth (ZO) is are e located points . Th after th e passage of a reference tooth . 120" 12 0" apart la ngle cl. Th e control unit iden ti f ies TOC as th e point Th e co n t ro l un i t applies a f actor of 16 t o im prove th e resolut io n of th e pick-up signa l . In o th er words , th e unit 0.375° °. adjust th e ti ming in st ep s of 0.375
24
Ig n n i i t t i i on Group 28 Ig on systems
f ormat io n Design an d func t t io io n io n - Engine (oad in format
Engine load information Intake manifold vacuum The control unit is supplied with information on engine load through the load
information
th rough
line ( 1) from th e intake manifold.
vacuum line
When the engine load is low. the throttle is only panially open and the vacuum in the manifold is high la pprox . 60 kPa ). As th e engine lo ad increases. the throttle opens furt her and t he vacuum in the manifold gradually falls .
may y re and d process the load The ignition syst em ma receive ceive an in order t o adjust/compu t e th the e t iming se tt in g.
from
old d by on e of three basic methods in t ake mani f ol
Vacuum advance unit A . On th a vacuum advance unit (3) on t he distribu t or. The unit the e TZ -28H system, the vacuum line is connected one e side of which is open to vacuum in the manifold an and d h ouses a diaphragm, on other to atmosphere. A s low w engine load with a partially-open thr o ttle ), the vacuum increases (a t lo distributor plate is ro t ated to advance t he t iming.
El ectrical vacuum converter B . The vacuum line on the Renix-F sys te tem m is connected to a vacuum con"erter integral with the con trol unit. A l though vacuum converter is designed specifically fo forr a particular system, th e principle o f operation is the cases. The vacuum is applied t o one side of a spring-loaded diaphragm (4 ). th the e other side of which car same in iron core (5) inside a coil (6) ries (6).. The coil connected to an oscilla to r ci rcui t in the con tr ol unit, th the e fre ich h varies w it h the position o f the core and. as a result. is proportional to engine load. quency in wh ic
Electronic pressure switch C . On the EZ -1 18K system. th e vacuum line IS connect ed to pressu r e switch (7) insi de th the e control uni t . The device and d a semiconducto r element. The diaph rag m is actuated by the vacuum on consists of a diaphragm. a magnet an one side. while th the e other att ached to the magnet. The po si sitt ion of th e magnet influences the curren t flow in the resul sul t . the value of t he i nduced Hall voltage. semiconducto r and. as a re Thus. the voltage is proportional to th e posi t ion of o f the magnet and, by extension . t o t he engine load . The load sig and d used to compute the t iming. nal received by the convert rter er in the con tr ol unit an 25
sys s t t ems em s Group 28 Ignition sy ig n Des ign
an d fu n c t t io io n
n gine load in f ormation o rmation E ngine
1
4
Fue l injection system control unit (LH-2.1. LH-2.2. LH-2.4) unii t (2 ion n on engine load. Th is The fuel sy st em con t ro roll unit (1 (1jj supplies the ignition system control un (2)) with info rmat io based on signals from an ai airr being used as a measure of th e l oad. airr mass meter (3), th e quan t it ity y o f induc t io ion n ai
Signal The ai the e quant it airr mass mete r con t inuously measures th ity y of air drawn in t o the engine and delivers a variable signa l to th e injection system control uni t , i n which th in t o digital f o rm and used t o compu te th e quantity the e signal is conve rt ed int compute of fuel to be injec t ed. The signal the e ignition sy st em cont rol uni t . The digital signal co nsists o f a also relayed to th series of o f current pulses (4 ) of a durati on (5) proportional to th the e load.
Advantages Th is type of load info r ma t io ti on and Rex-I systems w i th th e Regi ion n is used in E2-K systems with LH-Jetronic fuel injec injecti fr om the in t a ke manifo ld . In addition, injecti ti on system, and is more accurate than that supplied by a vacuum na injec den n airr mass meter responds more quickly and is no t subject to measurement e rr o r s caused by variations in ai airr de the ai sity. (In o ther words, it is independent of air temperature and heigh t above sea leveL) • Should the fuel system control unit fail. for any reason. to supply th e igni ignitt ion system control unit with a load signal, the latter w ill computte the timing on the basis that max. load conditi compu condi ti ons prevail when the throttle ha opened d. has s opene
26
Group 28 Ignition systems Design a n d function
Regina fuel injec t t io io n
3
1
REGINA
REX-I
REX-I
Regina fuel injection system General The i nj supp l ies the ignition system control unit nje ec tion system con tr trol ol unit acting, in other words, as a 'sensor' fo forr the latter.
with information on engine load-
/ a i r m i xture is The gas pressure in the cylinders du durri ng the compression stroke will rise as a greater charge of fuel / supplied to the engine , and the ignition system will retard the t i m ing according as eng i ne load increases. S ign al alss
Regii na co ntrol unit The electronic pressure sensor (3) and air temperature sensor (4 ) supply voltage signals to the Reg Taken together, these si s i gnals provide a measure of eng i ne load and are processed by the Regina control unit to injectt ed. Once th the e load signals have been converted into digital form (i.e. into com pute the quantity of fuel t o be injec square-wave pulses) pulses),, they are transmitted to the Re Rex x - I control unit (2). The digital signal consists of current pulses
of a duration (6 (6)) proportional to the engine load .
load signal from the • Should be lost for any reason reason,, the ignition system control unit w i ll compute control ing on the basis of loa d conditions, provided that the sw it ch is not closed. swi
t im
27
Group 28 Igni r i o n sysrems rion Design a n d function - Compensation functions
Compensation
functions
A
Il
B Theory o f
c
1/
knock
Knock is caused by de t onation of the fuel/air mixture in the combustion chamber.
What is knock the e either case, the Detonation may occur either aher la las s in A la r before (as in 51 th has delivered a spark. two o or more points in th ture is ignited at tw the e chamber and combustion progresses from these po i nt nts s Ie). Th is in the simultaneous propagat io n of tw two o or more flame fronts , causing abnormally rap i d and uncontrolled combus combustion, tion, accompanied by an explosive rise in pressure which produces the typical, metallic sound known as ' pinking' or 'knock 'knoc k' .
' Compression ' knock A . In the case i n wh ich knock occurs aher the has delivered a spark. detonation is cau sed by the fact that the the e point at which detonation is compresses and heats the unignited m ix ture to th flame front i n i tiated by the knock.. unavo idable. A relatively high eng i ne load is requ i red to produce this type of knock
' Glow ignition ' knock B. In the type o f knock which occurs before the plug has delivered a spark, detonation of the mixture may be due to incandescent carbon part icles or gasket edges, edges , fo fou u le led d spark plugs or other areas of the combustion chamber which absorb heat more easily. I Th is phenomenon is sometimes known as 'g lo w ignition'.)
Effects of knock C. The abnormal pressure rise which accompanies knock subjects the piston, gudgeon pin. co nnecting rod, cr cr ankrmo o re shah and bear ings t o abnormally high mechanical stresses . Furtherm re,, the t emperat ure ri se caus caused ed by th e phe phe nomenon is so high t hat the cylinder wall . piston and spark plug may easily suffer damage , while the energy con tent of the fuel is poorly utilized. The unusual engine resonance caused by knock is detected by a knock sens sensor or mounted on the cylinder block. The sensor signal i s transmitted to th the e control unit .
28
io n sys r em em s Ig n n i r i r io Group 2 8 Ig Design an d function
Compensa t t io io n functions
Knock ' threshold ' Under certain condi t ions, however, the combination of high perlormance and lo w fuel con sumption demands that the engine runs as close as possible t o the knock threshold. The closer the curve to the threshold , Ihe higher the efficiency of fuel utilization. In other words . the knock threshold is not a fixed limit, but varies depending on run n i ng conditions.
Methods of preventing knock Knock may be prevented by retarding the ignition. Since detonation of the mixtu r e occurs when the piston is closer temperature ature in the cylinder are t hereby lowered, reducing the r is t o TOC, the pressure and temper isk k of detonation . Knock is mixture,, which has th also p revented by enriching the mixture t h e effect of reducing the combus t io n t em p e r ature. owing : • Knock may be caused by the fo llllo
Use of a fuel with an octane ra ratt in g ing fue fu e l/ai r ratio . pression ratio. A lean -
ratt io of Ihe engine . is too lo w for t he compression ra
mixture is too lean,the temperature In the combustion chamber be h igh despite a conslant com· tow w fuel pressure or may be due 10 a such as to lea ka ge into the induction system.
the rate of heat dissipation, high combustion temperature. Carbon deposits in Ihe combustion chamber resulting in high temperature creat cre at ing the risk of glow IgnitIon). DefiCient cooling (due, for example, to a water pump, radiator or thermostat , or to deposits the cooling passages). Will have the
- Incorrect or worn spark plugs . The fisk of detonation or is it IS fouled . is
be
greatly mcreased if the plug IS o f the wrong
if the heat rating
timing. The resista resistance nce to knock Will be im pa ired if ignition takes take s place too early. since the cylinder pressure an and d temw ill be higher under these conditions.
- A sudden i nc r ease in engine speed. What is known as 'transitional" kno c k w ill occur if the engine speed an and d l oad are suddenly in· running unde underr normal con conditions ditions of speed and load {with the timing fairly weI! advanced), sudden de creased. If the engine p ression of the accelerator will produce an ins tantaneous increase in the quantity of mixture admitted before the system has had time to adjust the t iming accordingly. Fo Forr a brief period, therefore. the timing will be too advanced for the amount of mixture i n programmed ed limits the scope of timing adjustment to a of the fun ct ions with which the control unit is programm the number of degrees per cran crankshaft kshaft
29
Group 28 Ignition sy s t t em em s D esign e sign a nd
function
Compensation funct i i on ons s
B
c
D
Knock sensor Function The knock sensor ( 1) is used to detect engine knock, enabling t he con tr ol unit (2) t o take the appropriate action by re igniti tard ing the igni ti on. Construct i on
The knock sensor (see p ic ture C) consist s of a casing {3) housing a p ie iezoelectric zoelectric crystal ( 4 ) mounted on a threaded (7)) and spring sleeve (5) between tw o connector strips (6). One side of the assembly is fi tt ed with a damping weigh t (7 tted washer (8) secured by a nut (9 ).
Operation knock.. Since the dev ic e employs a piezoMounted on the cy l in der bloc k, the sensor detects the vibration caused by knock crysta l li n which a potent i a l gradient is set up when the material i s subjected to strain), the sensor develops 'own wn ' signal. The vibrations caused by kno ck produce an in its 'o ins stantaneous pressure o n the bottom of the sensor, wh ic ich h responds by generating an output voltage. Signal consists ts o f a con t inuous, variable voltage of a frequency co rrespond The signal delivered by th e piezoelectr piezoelectric ic crystal consis i ng to the engine vibrations. The signal is fed to the control unit wh i ch co mputes a mean or ' referen reference ce'' value.
Sensing of signals The control unit is programmed specifically to detect signals of the frequency generated by k nock {approx. 7.5 kHz) z).. The unit is provided wi t h a ' measurement window ' in effec effectt, a specific range of cranksha ft angles wi th in w h ic ich h t he sensorr (approx. before TOC to app r ox. 55 after TOC TOC)). Immedia t ely unit is 'o pen' t o receive signals from the kno c k senso on detecting knock in a cylinder, the devi ce generates a signal whi c h deviates significantly from the compu t ed 'reference' signal. This is in terpreted by the control unit as confirmation that knock has ha s occurred. After an interval of th ree ignit i on pulses (in the case of 4 -cyli nder engines), the con tro l unit ret ards the ignition, thereby correct i ng the condi t ion in i n the individual cylinder concerned. 0
30
Group 28 Ignition systems Design an d function
B
c
Co mpensation io ns m pensation funct io ns
D
Varii ants Var
T he three different types of knock sensor used are
above.. above
systems s from 1985 t o 1986 Type ( B ) is used on EZ -102K. and on EZ-117K and EZ-118K system 1986.. EZ-102K.
Type (C) is used on EZ-116K systems from 1987 on, as well as on EZ -l17K and EZ-118K, and on Rex -I from 1989 on. EZ-l17K variant ing g fo a sleeve (5) which ensures that th e mount in fined forr ce is less easily A refinement o f ( B ), the e unit less sensitive to the effec transmitted to th e piezoelectric crys ta l, making th effectt of th e ti gh t ening torque torque.. the e B 280 eng ine. which Type (0) is u sed on the EZ fitted with a knock sensor f or each bank of EZ-- 11 5K system on th cylinde r s. T he only d i ff erence between th is va varr ian t and type (C) that th the e connec t io ion n lead is integ r a l w i th th the e unit unit.. and d igh h ten in ing g torque than earlier Type IC) an sensors are less sensitive t ig to 25 Nm '1 1- 18 ft.lb) w it hout any adver on the performance of Ih e adve r se inu u ed in 1986 interchangeab l e w i lh type t in 1986,, it is Particular care muSI to l i ghten Ihe tion.. torq ue wrench must be in po si tion
be
The design permits the torque to vary from 15 Although production of type was wa s d iscon taken when fining th e older type 01 a
ndivii dual cylinde r in the evenl o f knock may vary by as much as ap ap • Since th e ignition ma y be retarded i n each indiv knock.. the tIming I n prox . 10--15 10--15·· , from th e that knock control i s i nherently major advantage advantage.. the facility of eliminating i t an individual means Ihat fu in relation to the knock Ihre shold in each fue e l ut i lizat lizatii on can be each.. ThIS importanl since condi ti o ns walls.. in cylinders rs may differ somewhat in terms of combustion temperature , fuel residue deposits on cylinder walls in the various cylinde jector design , an d so on on.. ion n of t he ig nition in each indivi dual cylinder is a f eature o f all systems equipped w it • Re lardat io ith h knock senso r s dealt with in th is manual. kn o c k sensor be lost for any reas • Sh ou ld the signals fro m th e kno reason on.. most of programmed 'fa i l -safe' value 01 approx .
control units w ill retard th e ignition by a pre
31
Group 28 Ignition systems D esign e sign a n d function - Compensation functions
0'_2 0
_3 · 0'_4 0
r--0'
_60
_7 0 0' _6 0
r---
O' _ g O
r---1 6 o
..1
Knock control ion n process contin uo usly. If knock occurs, the devi device ce delivers a special sig. The kno c k sensor moniiors th e combus t io nal to th e control unit, which takes corrective ac actt io ion n by retard in g th e ignition th e cylin de r affected.
Knock control characteristic sensors. rs. (AI· The principle o f knock control is more o r less th e same in th e case of all systems equipped with knock senso though the kn ock cont ro l characteristic shown is that fo r th e EZ·115K system, the description is generally applica ble.) The vertical coordina te shows th e ignition setting in degrees in relation to th e basic timing (i ndicated here by eng g i ne speed). while th e horizontal coordinate is th e time scale (which normally varies wi th en th e an g l e
Stepped control Th e control unit continuously compu t es th e optimum t iming on the basis o f th e running conditions. On detecting The knock, th e unit retards th e ignition by a ste p of a fe th e cylinder affected. few w degrees depending on the system) If th e phenomenon persists, th e setting is retarded by a further step, an d so on until th e condi tion ha has s been correct ed. Th The e maximum retardation in relation to the basic t iming i s approx. in th e case of EZ - K systems.
Ae-advance following correction of knock After knock h as been eliminated, th e control unit maintains th e retarded setting fo r a speci fied number of engine re rev v o lu t ions, depending on th e speed (app lies to EZ-K before re-advancing th e igni t io n in small steps (0.1-1 °), eithe r until th e original characteristic has been restored o r until th e engine again starts to knock . • T he maximum retardation must no nott deviate excessively from th setting if an excessive rise in exhaust gas is to the e Informatt io and d fo be avoided . Informa ion n on engine speed an fo r load is also essential to enable th the e cont r ol unit to impose th the e maximum retarda tion,, if necessary tion necessary..
32
Group 28 Igni t t ion io n systems Design a nd function - Compensation functions
b
a
·••,, , I I
,, ,, ,, ,
__
I
r '47
Timing compensation applied b y different ignition systems t o correct knock Fig. 3: a b c d
= basic timing as computed = max . knock-controlled retardation knock retardation step re-advance step re-- advance interval re
var io us systems in the event of knock The Th e following is a summary of the compensation values applied by the vario knock:: EZ-l02K:
EZ-l17K:
EZ-118K:
knock-controlled ontrolled retarda retardation: tion: Ma x . knock-c Max Knock retardation step: Re-advance step: Re-advance interval:
retardation: Ma x . Max Knock retardation step: Re -advance step: Re-advance interval:
Re-advance step: Re-advance interval: revolutions depending on speed
EZ-116K:
Max . knock-controlled retardation: Knock retardation step : Re-advance step: Re-advance interval:
Max . knock-c knock-controlled ontrolled retardati retardation on : Knock ret re t ardation step:
Re-advance step : Re-advance interval:
Rex-I :
number of engine revolutions depending on speed (B230F);
{ B230FT)
0.37 ' 0.37' Specified number of engine revolutions depending on speed
lvalues fo r B230K, 1985-8 6 ; 8230E an and d B200E respectivelyl Max . knock knock-c -controlled retardation: Knock retardation step:
EZ- 115K:
0 . 35 35''
Max . knock-eontrolled retardation: Knock retardation step: Re- advance step : Re-advance interval:
(depending on speed!. 2.8", 0 .3 .35 5" in all cases Specified number of engine
11-15" depending on variant 3"
Specified number of engine revolutions depending on speed
2.6" at n < 4895 r / mi 2.6" mi n and 2.3"" at n > 4895 rfmin 2.3 0.375" Specified number of engine revolutio revolut io ns depending on speed
-3 "
,"
at n > 4895 r /min
Specified number of engine revolutions depending on speed
33
em s Group 28 Ignition sy sys s t t em De sign s ign an d fu n c t t io n -
Compensation fu nc t i i ons on s
0
I a
b
D
_3°° _3
Ii"
I
I I
D
I
•
_7 0
D
I I
D
.....
I
_ •
p-
r I
-
-•
.. REX-I
Rex-I On th e Rex-I sys t em em,, th ock k are somewhat d i ffer the e program functions which co con n t rol th the e tendency of th the e engine to kn oc ent to th o se i n th the e EZ EZ-K -K sys t em s. The Th e differences are de sc ribed in th the e following pages pages..
Knock characteristic ing g Th e figure shows th The the e 'n o rmal ' ignition se tt in assuming, in th is case, that speed and load a r e cons consta ta nt (hence th the e extremely simplified 's traight ' yellow line). Th The e vertical axis in d ica icatt es th the e ex extt en entt to wh ic ich h th e timing has been ret ard ed in relation t o th the e normal se sett tt ing, The horizonta horizontall axis indicates th the e t i m e, as defin define e d by a ce rtain nu mber o f en · gine revolutions . Knock ret a rd ation is illu s trated by th the e downward steps (red) and re · advance by th the e sm sma a ll e r upward st eps upwards (blue) (blue).. Th here deno - 15' 5'.. The e maximum retardation is denott ed by
Knock-controlled retardation When th and d load the e engine is running, th the e control unit co mputes t he optimum igni tion t iming on t he basis of speed an signals . Th ich h retards th e ignition b y a step of 3" The e occurrence of knock in a cylinder is detected b y th the e control uni t, wh ic in th sistt s , th the e cylinder in question . I f th e phenomenon pe r sis the e co n trol unit re ta r ds th the e ignit i on by a further step of In an d so on, until knock i s e li minated .
Ae-advance a t different rates Re-advance of th the e ignit i on to the normal sett i ng (a), or until knock again occurs, takes place at d ifferent rates depending in g on engine speed. However , th e steps are equal in magnitude i n all cases , representing an advance of at a t ime. Once th succeedii ng re-advance steps (b ) are performed tw ic ice e as the e t i ming has been retarded (to a the e succeed or morel (a ), th fast.. Thus fast Thus,, th e in terva l ' a ' in th the e f i gure is tw ic ice e as long as ' b '. At high en eng g i ne speed, the interval ' a ' du ri ng which t he ti m i ng is retarded (to -3 " or more) is re la latt ively long . I m i n) . terval is e qu i valent to approx. 80 revolutions at an engine speed of abou aboutt 6000 r I m At lo w en speed , th eng g i ne speed, the e corresponding interval speed of about 1000 rlmin }.
igh h speed lapprox. 35 revolutions at an engine aboutt half that at h ig abou
The re -advance rates vary across th the e speed range range,, becom i n g sl slo o w e r as e ngine s peed i n c rea reases ses..
34
i n
Group 28 igni t t ion systems si g n De si n a nd
funct io io n n
t ions Compensa t t io n fu fun n c tions
Reason fo r different re-advance ra t es ' Faste Faster' r' re- advance rates ar are e possible in th the e lower speed ranges since ig n it io n then takes place when th the e piston is closer t o TDC an d t he risk of knock is, consequently, lower . Fast re-advance is more advantageous since it serves t o i n crease th e mean value of th the e t iming angle . (As a l ready described, advancing th the e point im proves t he effi ciency of fuel utilization .) ' Slower' re re--advan ce ra ratt es ar are e chosen at higher speeds since igni ti on then t akes place relat iv el y early as th e piston greaterr ). Increasing th e ra ratt e o f re re--advance un de r move s upwards towards To Toe e (and th e attendant r is k of knock greate t hese condi t ions wo u ld g r ea tl inc c rea rease se t he likelihood of recurring knock . tly y in EZ--K system EZ tems s employ more o r less the same method of varying the re re--advance rates following knoc nock k-controlle -controlled d retardation.
35
Group 28 Ignition sy em s sys s t t em gn a n d funct io io n f unctions u nctions D es es i i gn io n - Compensa t t io
_8 °
_ REX-I
Load-controlled retardation Function incorpo Since a sudden increa increase se in load greatly in inc c reases th knock,, th rates s a fu corpo rate fun n ct io n which the e risk of knock the e control un it in brief nder tion ti m tards t he these condit io ions ns.. Th The e fu of load load--controlled re rett ardation is to in g sharply f o r a period u fun nc duce the th e li ke li h oo d o f knock when th the e accelerator is suddenly depressed depressed..
Backg Back g ro un d High engine lo loa a d (equiva (equivall en entt t o th the e injection of a la larr ge quanti t y of mixture) is a prerequis i te to th e occurrence of th the e more co com m mon type s of kn oc k . Thus, fo r examp unii t ma exampll e , when t he accelerator is s uddenly depressed, t he co ntrol un may y be unab le (by virtue o f it s design) to retard t he ignition quick increase.. the e l oa quickll y enough by an amount equiva equivall en t to th oad d increase For th is reason , certai certain n c ars ma y be su bje ct to what is known as ' transitional transitional'' knock if driven in to o high a gear with the th e accelera acceleratt o r to th the e fl oor.
Sharp retardat ion problem em , th e con trol unit incorporates a program -co nt ntrr o lled fu To overcome this probl fun n ction w h ich retards the norma l in response t o a lo by t iming loa a d signallfrom th the e fu fue e l co ntrol unit) in d ic icating ating a s udden pr ess ur ure e drop the th e in take manifold.
Rapii d re Rap re·a ·a dvan dvance ce car ried ou t in ste p s o f unii t t hen restores t he t im i ng very rapidly t o th e normal value, 0. . This is carried Th e co The con n t rol un every five engine revolut revolutions ions (bo th values approx i mate) mate).. regardle regardless ss of whether th e higher load condi t io n i s o f longer dur ation.. ation Should th e ra pen n i ng of the throttle,, th e co ol unit will have sufficien sufficientt t im e t o rap p id pressure drop be fo llowed b y full o pe th e throttle con n tr trol aga in retard th e basic ti m in g by a sufficien t amount w ith ou t an y significant ri sk of f u rther knock knock.. systems 8re equipped w ith 8 similar
36
contrrol cont
Group 28 Ignition sy s t t em em s ig n Des ig
c tion an d fu fun n ction
I I'
Compensation functions
--
a
-
_1 ·
_ 4·
_7 0
-4
•
• •• •
••
•
•• •• •••
REX-I
Adaptive timing retardation f unct io n Background / Background / funct eng g i ne load is exceeded fo forr longer than usual (fo forr example , when th e car is dr i ve If normal en ven n up a long i ncl i ne , is pull in g a trailer or i s running on lo low w -g rade fuel) fuel),, knock-controlled retardation wi ll intervene more often. The adaptive re ion io n function other tardat the e t iming by a small amount fo r a longer pe hand , retards th perr io d to redu ce th the e the e r isk o f , on th and d load . knock at specific combina t ions of engine speed an aft er a time, the e fact th at the th e con tr ol M eaning roughly 's elf-learning', th e term ' adaptive ' is used to describe th ' tearn tearns' s' that running condi t io ns have changed more or les less s permanently, The fu fun n ctio n is applied individu ally to each cylinder.
Conditionss Condition ion n on th and d the e upper curve (green) the e vertical axi the e upper posi On th green),, th positt io ax i s represents a combina tion o f engine speed an load which exper ience has shown to be particularly susceptible to knock the e t im e scale knock.. The ho ri zon t al axis i s th scale,, cal i brated in this case in ten s o f minutes . of a 'p ermanent ' nature (Le. th at it has lasted fo forr a specific If t he con tr o l unit detects that t he load/s load/speed peed increase time ), it will adopt th the e adaptive retardat io n mode when kno c k occurs occurs..
Actiiva t io n Act the e pract ical effect of adaptive perr iod of approx , 10 Th e lower curve illustrates th The retardation. Representing a pe minutes during wh ic the e ' active adaptive the e function i s activated, ich h th activated , in terval la l is termed th
ure e before th the e adaptive If th e control detects that the speedlload i ncrease is of a permanent na natt ur is reached reached,, th e bas the e even basic ic timing will be r et arded by 1°, The function is activated in th eventt of knock i .e . th e basic ti m in g is retarded as indicated by th the e start o f interval (a) in t he figure. ing g is retarded by 4° (to the e ti m in following wh i ch it In this ca se, th o r 1° mo r e than under 'nor ma l' kn oc ock k the e usual manner (at a rate which varies w ith engin e speed) t o 1° below ' t he basic setting' is re -advanced in th _' 0).
37
Group 28 Ignit io io n systems e sign a nd D esign
c tion - Compensa t t ion fu n ction io n functions
the e adaptive retardation period (e If th e load t empo ra ril y re verts to normal (b (b)) during th (e..g . th e tr tra a iler uncoupled o r the th e road becomes downhill) , th e ti m i ng will be returned to th the e basi basic c sett settii ng (a). If engine speed an d load sub knock-sensitive tive zone (c), 10-mii nute period) so that cond itions once more fall within th e knock-sensi sequently change (w i thin th e 10-m the control unit aga ag a i n automati cally retard th e timing by knock.. without th e occurrence o f knock If knock persists desp the e intervention o f th e despiite th steps)) i. i.e e. by indicated b y th e dashed downward steps
retardat i on funct i on , th e ti m i ng w i ll be retarded as usual (as retardati each time kn o ck occurs occurs..
adaptii ve mode (at th e en end d of i nterval ( a )) after a predetermined i nterval (approx. The control unit always leaves th e adapt 10 mini regardless o f load . If th e load remains high, a ne w adapt adaptiive period w i ll commence if knock recurs and the cycle will be repeated from th e start o f interval (a ).
Advantages On average, this mode o f knock control permits a more advanced timin g setting t o be used - an advantage terms the e fact that fewer knock combustt ion, fuel economy , an d so on - du e t o th o f combus knock--controlled retardation operations are re the e function is activated. Stated prevented by detecting th e in c reased r is k of quired when th simple terms, knock th e phenomenon.
38
Group 28 Ignition systems func nctio tion n Design an d fu
Comp Co mpen ensa satio tion n functions
101
Knock-controlled fuel enrichment Knock-contro l le the e fuel/air mixture, led d fuel enrichment means that the injector opening period is extended to enrich th reducing th e combustion temperature an and d b r in ging th the e uncontrolled combustion under control. Th The e function i s acti ignitt io the e igni ion n system control unit detects that knock is occurring in all cylinders above a certain threshold vated if th value. and d having established that knock On re receiving ceiving a signal from the knock sensor (2) an present in all cylinders, th e con trol unit connects a terminal on the fuel injection system contro to ground, causing th the e latter to transmit a controll unit the e injectors to extend th the e opening period. signa l to th
EZ-- 117K o n th and d of al Kno Kn o c k-con trolled fuel enrichment is a feature of EZ the e B230FT engine, an alll variants o f EZ-11SK and EZ -1 16K. * The function is activated only w ith in a certain spee speed d and load range, in addition to which a certain average knock -con -controlled trolled retar dation must already have been applied in all cylinders. The following conditions ar knock are e requ ired for the intervention of the knock controlled fuel enrichment function on the various ignition system systems/eng s/engines: ines: -
EZ- l17K on
-
EZ- 115K
3800
-
B230FT:
retardation in all cylinders in response to knock detector signals.
on B280E /F: Retardation of at least 10° in all cylinders r /m in and above a certain minimum load.
EZ- 116K on
234 4 F: Retardation of at least 3--4 8 23 3--40 0 in r /min and above a certain minimum lo ad.
cylinders
in
in
response to knock detector signals
at
engine speeds above
response to knock detector signal signals s at eng engine ine speeds above 3800
39
Group 28 Igni t t io io n systems
io n e sign an d funct io D esign
Compensation functions
Throttle switchlidling (air control)
switch
and d location Function an
The throttle swi tch (1) sup plie s a signal to the ignition system c ontrol unit when the throttle is fully closed. The si gnal whii ch is sui t able for idli ng an is u sed t o enable th e con t rol unit (4) to selec selectt a t im ing setting wh and d engi n e braking con d i ti ons. The th r ott le swi t ch detects the throttle positio position n (2) by measuring the rotation of t he spindle (3). Signal Thr o tt le closure (for example under idling and engine braking condi condition tion sJ grounds one o f the sw it ch terminals, al lowing a cu rrent to flow from one o f th e term i nals on the con tr ol uni t . The ground current is interpreted by t he con trol unit to determine , on the ba bas s i s of engine spee speed d info are e those of idling or engine informat rmat ion, whether the conditions ar braking. brak ing.
Idling At speeds close to idling , the signal causes the control un i t to adopt a ' f i xed ' igni t ion setting in with the nott required to develop a specific power when idling , t he timing is determined idling program . Since the engine is no ma i nl y on the basis of max i mum comfort. Th is means t ha hatt the sett i ng is well re tarded (between approx . 10" and ToC maximum) before chamber ber during the combus t ion ) to minimize the peak (i.e. pressure in the c ombustion cham phase,, ensuring smoo t h , st eady running. phase
Engine braking
Since th e s p ee eed d is h igher under e n gine braking co nditions, t he control unit timing cha ra ct eris eristt ic is speed spee d -dependent rac only. In general , t he cha ra lowe we st p ossi bl e emissions and rac c teri teris s t ic represent represents s an o p t imum compromise between th e lo mi ni mum fuel cons umpt io n . (M os t of t he elec electt ronic fuel i njection s y st ems used fea featt ure a fuel cu cutt -o ff f u n cti on which intervenes und er eng ine b r ak ttll e signa l and keeps i ng con d iti ons. In t his case, the fuel system control unit is also su pplied with a fUlly-closed th ro tt the i n ject ors f ully closed under these condi t ions.) Throttle switch types type s
A . Prac Practt ically all fue l·inject ed models i n the 700 series are f i ned with the type of throttle switch i llustrated . The sw it ch is mounted on the thrott le spindle (3J, which actua t es cam plate (5) and an arm (6). The arm opera tes a microswitch (7) which closes to g round a terminal in the connecto 8).. torr (8) (Apart from supplying a signal to the control unit when the throttle is closed, the type of switch used on some en gine variants i ncorporates a se In th is case, a sett of full·load contacts (9) wh ich close when the t hrottle is fully tru u ct ing it to extend the injector opening period. However, full -loa -load d signal is fed to the fuel system control unit , in ins str this feature is not used on turbocharged engines.) C . The EZ-118K sys tem employs an idling switch (12) mounted on th the e throttle ca ble pulley to indicate w hen the thr ottle is fully closed . The con tr ol units us use e t he signal t o establish a com fortable t iming setting when idling and to activate th e fue l cu t -off function under engine braking con di ditt ions. The EZ EZ-- 118 118K K control uni t also uses the s i gnal ti on when dr ive posit io n is se ion n for advancing the ti m ing for idl ing speed compensa compensati as a condi t io sell ec ted on an autt omatic mode l or th e AC compressor is switched in. au rec c tly adjusted before chec kin It is extr emely imponant that t he thr thro ottl ttleswi eswitt Ch be co corrre ing g the timing, to t o ensure that the idling setting is correctly meas measured ured.. Electron ic ign ignit it ion systems not not equipp equi pped with a throttle switch or idling (air con control) trol) sw itch ar are supplied w ith inf nfo o rmation on sig g na id ling conditions in the form of a si nall representing the vacuum in the intake manifold. 40
Group 2 8 Igni t t ion io n s s y y ste m ste m s s Design an d function
i ons Compensation funct ions
[]
3
Temperature sensor Function and location forr engine temperature with th e ai d of th Th e control unit (1) compensates th the e ti m in g fo the e temperature sensor (2). This function is used to adjust the t i ming at t emperatures deviating from the normal operating range (i.e. outside approx. to The Th e temperature sensor is normally mounted in th the e cylinder head an d is co mpletely immersed in th the e coolant.
Construction Th e temperature sensor consis consistt s of a connector (3) and a body (4 ) provided with a male thread and enclosing one or injectt ed engines, tw o temperature -sensitive resistors (5) w it h a negative temperatur e coefficient (NTC). On most fuel -injec sys st em control unit t o provide a fuel the th e de v ice is equipped with two resistors , on e of which is connected to the fuel sy enrichment signal when th cold an d th e o ther to th e ignition system control unit . (Twin-resistor temper the e engine while th ature are ar e normally grounded to th e cylinder the e single-resistor type is grounded through the control unit .)
Signal The resist resistance ance o f the temperature sensor varies in direct pr o p o n io n to th the e coolant temperature temperature.. falling as th the e te m Since th e control unit cont i nuously supplies th perature the e sensor w ith a constant current, th e va riat io n in resist ance is reflected by th e voltage drop across th the e device. enabling the control unit t o determine when th the e various tem peratt ure-dependent timing adjustments must be made. pera Before cons considering idering the beneficial effects of tempera t ur e compensation on t he ti m ing, some effort should be made t o gain an understanding of th e effects o f variations in t iming on the cy l inder, exhaust gas and coolan t temperatures temperatures..
41
Group 28 Ignition systems Design a n d fu nction
Compensation functions
Theory of temperature-compensated timing advance Advancing th the e ignition timing increases th e cylinder temperature while reducing th the e exhaust gas temperature. Un derr certain conditions, this al so yields a reduction de coolan t temperature. The higher cylinder t emperature is du e to fuel / / ai ai r mixture as it is ignited, while th e lower exhaust gas temperature is du due e to th e rela the th e higher pressure o f th e fuel tively l ate scavenging of th the e gases at th the e en d of th e combustion process. Th e lower coolant temperature achieved by advancing th the e timing when idling is partly du e to th e fact that th e setting is already retarded and that a re l atively high proportion of th e fuel does as a result. produce mechanical work, th e energy being dissipated in th e form of heat losses. Advancing th greatl tl y the e timing under these conditions grea improves the efficiency o f combustion, increasing th e amount of energy converted into mechanical work an d reduc ing in g th e amount of heat discharged to th e coolant.
Theory of temperature-compensated timing retardation Although reduces th e cy cyll inder temperature, retarding the ignition increases the exhaust gas an d coolant temper atures. Th e lower cylinder temperature is du due e to th e reduced pressure o f th e mixture when is ignited, while th e rise the e gases closer to th e exhaust valve opening point. Th e higher in exhaust gas t emperature is du e to scavenging of th coo co o l an the e fuel is converted into mechanical antt temperature is attributable to th e fact that less o f th e energy content of th work, a higher proportion being dissipated in t he form of thermal losses. As a result, a higher quantity of heat is transferred more quickl quick l y to th e cyl i nder exhaust gas port, intake manifo l d an d coolant passages passages..
Timing compensation
on
cold engine
Temperature compensation of th the e timing on a cold engine usually i nvolves advancing th e ti ming to shorten th e used.. warm - up period. However, temperature-controlled functions which retard th e timing in a co l d engine are also used One of th e effects o f this is to bring the catalytic converter up to working temperature more quickly, while another is ing g th e defrosting action of th e c l imate con t rol system. to increase th the e coolant temperature, accelera t in
The temperature sensor signals ma may y also be used by t he control unit to determine when t he knock sensor signal should be switched in. Bl Bl ocking this signal when th e engine is cold ensures that the control unit is unaffected by spu up.. rious signals caused by th e mechanical no i se typically emilled by the engine as it warms up
Timing compensation on hot engine Temperature compensation of th e timing on a ho hott engine means advancing the timing to reduce th e coolant temper at ure. This prevents th e engine from boiling (although th e cooling water will not begin to boil while th e t emperature is below approx. 120-125°C, du due e to the fact that the sys systt em is pressurized). pressurized) . The timing advance is normally applied only when idling, since t he setting is normally fairly retarded under these conditions .
•
42
Group 28 Ignition systems Design an d function - System descriptions
m
5
n
TSZ
B28AJEJF TSZ is a type of electronic ignition system which an inductive pulse generator performs th e function of the contact points. (Roughly translate translated, d, th the e abbreviation TSZ means 'Transistorized coil ignition' . ) The pulse generator transmits information t o a 'con trol unit' which controls the charging period of th the e igniti on coil. The system also incorporates a centrifugal generator an and d a ballast resistor. The variant used on 6-cylinder engines (8 28A1E/Fl is designated TSZ · 4 and is used on 1982-86 700s.
43
Group 28 Ignition systems e sign an d function D esign
System descriptions
30
5
o
o
o
o 15
3
+
210
6
0 5 6 3 4
15
2 1
0 1
TZ·28H
TZ-28H B19E1ET,
B23E, B230A
ntrro l unit' (210) consists of a number of electronic circuits operating a power circuit wh The 'c whii c h contro 'co o nt controll s th the e pri mary c urrent in the ignition coil. The 'control unit' interrupts the current on receipt of an ignition pul se from t he generator in th fully cha rged between pu l ses. The 'c the e distributor (5) and ensures that the ignition coil 'co o ntrol unit' fun n ct io ion n wh ic ing g of the ignition co il by interrupting the offf fu also feature s a stand ing cu currr ent cu cutt -of ich h prevents overhea t in no speed signals are present . cu rrent
' Control unit' connections : ion n coil (4 ) primary cu rrent 1. Controls igni t io 2. Ground terminal generator ground term terminal inal 3. 4 . Power supply ( 12 V) 5. Hall generator power supp ly ( 12 V I 6. Rece Receives ives engine speed and crankshaft position signals fr om Hall generator
44
t ion s Group 28 I g n g n i i tion s ystems ystems Design an d function
em descriptions Sys Sy s t t em
3
\ 4 RENIX - F
RENIX-F B200K (The above illustr at io n an and d t he following text are based on th the e B 200 K engine used in th the e 740) Th e sys te m consis The consistt s o f an electronic co ntrol u ni t ( 1 ) w hi ch is supplied with engine speed an d c r ankshaft position sig nals by an i nd u cti v e speed/position p i c k- up Th e pick pick-u -up p detects th the e passage of a number of ' te eth' o n th the e fl y wheel (3). Th The e co ntro l unit is a l so su sup p pli ed with i n for mation o n eng in e load through a vacuum l ine (4 (4 ) co nn e cted to the th e intak intake e manifold, th e pressure in which actu ate tes s a vacuum advance un it (5) in tegr al with th e unit . Th e s p eed an The and d l oa oad d signals are pr pro o cessed by th e co nt rol unit electronics and compa red with th the e timing se tt ings stored in th the e memory. Hav in g used th the e information t o compute the op timum timing , th the e unit t ransmi t s co ntrol sig nall s t o an integral power stage w h ich makes an na and d breaks t he current in the primary w i nding of th the e ignition at generatin rating g a high -tension curren currentt secondary.. Th The e HT pulse fed fe d to t he d i s t ribu t or (7 ) fo r th e correct in s tant , gene the th e secondary del ivery t o th e appropria t e spark plug (81. con n tain tains s no mechanical or electronic co mponents , it s sole funct io n being to dis Apart from the rotor, th e distri butor co tribute th e high -tens io n cu r rent to th e co rre c t plug . m in, the cont • At idl ing speeds of less than 1000 r I I m contrrol u nit t he t iming by is switched on or when a drive position is selected on an automatic automat ic mod mode el.
t o prevent adrop i n
when whe n the AC system
45
Group 2 8 Ignition systems D esign e sign a nd function - System descriptions
so
IS
2 , '
•
86
,
RENIX-F
Control unit connections 1. Supplies speed signa signals ls to rev counter (86). 2. Co nn nne e cts con trol unit (406) to ground. 3. 4.
5.
6. 7. 8. 9.
Receives supply f ro m battery (1) via igni t io n switch {21. Receives engine speed an and d crankshaft position signals from speed/position pick-up (407 ). Receives engine speed an and d cran kshaft position signals from speed/position pick-up (407) 407).. Receives signal from idling advance relay (293) on ca rs with automat automatic ic transmis transmission sion and/or AC. Spare. Spare. Connectt ed to radio interference suppressi Connec suppress i on capac itor (D).
Group 28 Ignition systems Design an d function - System descriptions
1
10
9
4 7
EZ - 102K
EZ-102K 823FT (760,1984 with 823FT) the e control the e engine running conditions The sensors supply th ( 1) with a series of signals which descri be th conditions.. The control unit uses the signals to compute th the e optimum timing an the e necessary ignition pulses to th the e and d transmits th the e current in the primary winding of th the e i gnition coil (3 The e high power stage (2), which makes an (3). ). Th and d breaks th dell ivered to the appropriate spark plug (4) by th tension current thereby induced in the second secondary ary winding is de the e distributor (5). The Th e timing is computed by th the e control unit on th the e basis o f th the e following i nformation :
- The Th e Hall generator in th the e distributor (5) supplies a signal indicating th the e engine speed an and d crankshaft position. The e engine load signal is supplied by th the e LH - 2. 2.1 1 in - Th in j jection ection system control unit (9) which, in turn , is supplied with a the e air mass meter (10) (10),, load signal by th - An y tendency of th the e engine to run ho t is indicated by a thermostat (8). (Th The e throttle must be closed an the e engine and d th the e control unit advances th the e timing . Under these conditions, th the e ther temperature must be above 103 103° °C before th the e setting by 13 mostat will close, an 13° ° and switch in th e electric radiator fan. ) and d th e control unit will both advance th - Engine knock is indicated by th the e knock sensor (7 ), the e throttle switch (6). - Throttle closure is indicated by th
47
Group 28 Ign ition systems D esign e sign a nd function
System descriptions
..
4
60 EZ - 102K
Control Con trol unit
connections
1. Receives Rece ives power from battery ( 1) l h rough ignition switch (2). 2 . Transm its speed signal to fuel system control unit (217) 4 . Connected to ground by throttle switch (19 8) when throttle closed.. closed 5. Transmits fault signals t o test terminal (267) when fault tracing with t est diode. (5).. 6. Receives engine speed and crankshaft position signal from Hall generator in distributor (5) signall from knock sensor (218). 8. Receives signa its s igni tion pulses to power stage (133). 9. Transm it 10. Rece ives 12 V supp ly on closure of thermostat (2 24). 11 . Grounds con lrol unit (260). 12 . Grounds screen of lead from Hall generator in distributor (5). 13 . Supplies power t o Hall generator in distributor (5). 14.. Re 14 Rec ceives load signal from fuel system control unit (217) 217).. 15. Grounds screen of knock sensor (218) lea d . Power
1. 2. 3. 4. 5.
48
stage connections
Controls current in igni t io n coil (4 ) primary w in d ing. Grounded. Grounds screen of l ead connected t o termina l 5. Receives power from battery across igni tion switch (2 ). ignition Receives ignition pulses from co con n trol unit (260).
Group 28 Ignition systems
and d function - Syste Design an System m descriptions
2
24
EZ - 117K
EZ-117K B230FIFT (740:: B230 F / FT (740 FT ; 760 : B230 The control unit (1 computes th e op timu m timing based on signals from the various sensors an and d tran smits ignition tant.. At this point point,, th the e right in stant the e power stage interrupts th the e current in the pulses t o the power stage (2) at exactly th (3).. Th high--tension cu r rent induced in th e secondary is delivered to th primary winding of th e ignition coil (3) The e high the e appro by the distributor (4). priate spark plug The timing is computed by the contro l un i t on the basis of th the e following information : - The engine load signal is supplied by th in j j ection system (l H · 2.21 control unit (12) wh ic h , in turn , is supplied the e fuel in with load signals by the meter.. mass meter - A H all all generato generatorr in th the e distributor (4) supplies an engine speed an d crankshaft po s ition signaL - Knock is indicated by th e knock sensor (2 4). throttle Closure o f th le is in d ica ted by th the e thrott the e throttle switch ( 19). of engine the osta tatt (20). In th is event con n trol - An y tendency t o overheat is i ndicated by a therm os event,, th e co advances the timing by if th the e throttle is closed . (Th i s applies only t o B 230 FT variants.!
49
EZ-117K
Control
3. 4. 6. 7. 8. 9. 10. 12. 13. 15. 16. 17. 20. 24.
connection s
Supplies fault indication signals to test term i nal (267) when test di d iod e i s connected . Supplies power to Hall generator in distributor (5). supply from battery (1) across igni ti on switch (2). Grounded by throttle sw i t ch (198) when thrott throttle le is closed . Receives load signal from fuel system (L H-2.2) cont r ol unit (217). Receives 12 V su pply when thermostat (224) closes (B 230 FT on ly ), d s sc r een of lead fr om Hal l gene rat or in distributor (5) (5).. Ground Groun generat 218).. Grounds scr een of lead from knock sensor (218) Rece i ves signal from knock sensor /2181. fuel enrichment s i gnal to i n j jection ection system control un it (217) ( B 230 FT on l y) y).. Transmits Transm its ig n it ion pulses to power stage (4191. Transm its speed signa l to fuel system (lH - 2.2) control unit Grounds control unit (2601 . Receives engine speed/crankshaft po s it io n signa signall from Hall generator in d i stributor ( 5) .
Power stage connections
1. Controls current in ignition co i l (4 ) primary w i nding . 2 . G rounded . connectt ed to t erminal 5. 3. Grounds screen of l ead connec 4. Receives p ow e r from battery ( 1) across ignition switch con n tr ol unit (260). 5. Receives igni ti on pulses fr om co
50
Group 28 Ignition systems Design a n d fu fun n c c t t io n io n
System descriptions
4
E Z - 118 K
EZ -118K B200E , B230E
a nd B230K
the e bas is of informa t io the e various sensors and trans (11 1 computes the op t i mu m t imin g on th The con tr ol unit (1 ion n from th trol mits the necessary ignition pu ls lses es 10 t he power stage /21. wh ic ich h con trol s Ihe curren t in the primary wind i ng of the ig ig nition coil (3). The high -tens io ion n current induced in the secondary w inding by interruption of the primary is fed to the distributor for delivery to the appr opri ate spark plug
Variants for the B 230 K e ng in ine e also sup pl ply y signals to a solenoid valve (25) controlling the fuel cut-off function under engine brak ing conditions. The timing selting compu t ed by th the e con tr ol unit is based on the following information : supplied by a vacuum line ( 12 ) between the control unit and the intak e manifold. An engine load signal A Hall generator in the distr i butor (4 ) supplies an eng i ne speed/crankshaft position signal. Eng in ine e knock is indic indicated ated by a kno ck sensor (26). Closure of the throttle is i ndicated by a throttle switch ( 19 ) mounted on the th ro ttle cable pulley. On models equipped with AC AC,, operation of the comp res so sorr (2 8) is indicated by a si gnal from the electromagnetic clutch. swi t ch - The selection of a drive position on automatic models is indic ated by a signal from the starting via a a relay. (27) vi relay . - Engine temperature is measured by a temperature sensor (201 in the c ylinder head ( B 230 only).
-
5'
Group 28 Ignition systems Design an d function - System descriptions
23
I
•
A EZ-118K
B
EZ-1 1 8 K -Idling compensation EZ-118K ma y be provided with on one e or tw o idling compensa t io n funct functii on ons s ifthe car is equipped with automatic trans mission and/or ai airr conditioning. ei t he herr function is activated, [he control unit will advance th the e timing at i d ling by to compensate fo r th the e higher engine load. A . Certain models equipped with automatic transmission are provided with a function which advances th e timing converterr . when a posi t io ion n is selec selected ted , to compensa t e fo r th e increased load imposed by th the e torque converte Th e starting interlock switch (2 (21) 1) opens th the e relay coi l (22) ground connec tion when the gear selec selectt or is moved t o ly in g 12 V t o th position R. D, 2 or 1. This closes th supply the e relay contacts, supp the e timing advance terminal on the control unit (1). Th The e co con n tr ol unit will advance th the e t iming if th the e idling (air co con n trol) switch ( 19) also indicates that the engine is idling . ing g when th B . Certain models equipped with ai airr conditioning are provided with a function which advances th the e ti m in the e AC compressor is switched in , thereby preven t in ing g a fall in idling speed while maintaining the capacity of th e AC system.. system Th e timing advance terminal on th The the e control unit (1) is connected to the electromagneti electromagnetic c clutch circuit on th e com (23),, an and d receives a 12 V supply when th the e pressure switch 124 24}} closes to energize th the e clutch clutch.. Th e control unit pressor (23) then advances th e timing if th e id l in g sw itc tch h also indicates that the engine is idling . On th the e B 230 K en eng g i ne , th e above compensat ion functions i ntervene on l y if th e engine temperature exceeds 75 75"" C on variants o r 85 variants.. 85""C on 1987 and later variants Idliing compensat ompensatiion operated bv the i gn gniiti tio o n system control uni un it is not requir required ed on eng engine ines s on which the idl ing valve is .. Idl to the fuel system contr ontro o l un uniit (CIS system) system ) or to a sp speci ecial al CI CIS cont control rol uni unit. On engines of this type . the CIS valve ensures that ai r, 85 well as add addiit iona onall l uel, is suppl uppliied to the eng engiine to compen ompens sate for the in inc c reased load load..
52
Group 28 Ignition systems ion n - System descriptions Design an d fu fun n c c t t io 1
19
EZ-118K
EZ·118K ( B 230 K
Fuel cut-off only)) only
the e eng in condition tion s (when th ine e The control unit (1) a signal to the sole soleno no id (25) under engine braking condi the e i dling switch (19) simul tane ously indicates that the throttle is close d . Th The e solenoid speed is high) prov i ded that th operate opera te s to cu the e supp ly of fu the e aid of a vacuum the e carburettor. mounted on th fue e l with th cutt of f th The con trol un i t grounds th e solenoid valve, thereby acti vating th e fuel cut-off function when th e engine speed the e higher than approx. 1650 r / mi models)) and th mi n ( 1610 r / min mi n on 1985-86 model s and 1700 r l l mi n on 1987 and later models idling switch is closed. The ground connection is opened and th the e fuel supply r / m i m i n n or when the accelerator is depressed . The fu fue e l c ut -of f fu fun n c tion o p e rates only uell cu The f ue cut-off t-off
rest o red when the eng i ne speed has fallen to approx. 1550
the th e engine temperature
h ig igh h er than approx. 85°C.
ion n and , as a result, the th e fuel consump t io result , th the e volume of
gases.. gases
the e thronle pulley in 1987 The i dling sw it ch wa s tran s ferred from the accele rator peda l to th 1987.. t he same year in wh ich the EZ- 118K control un it fo r the B 2 3 0 K eng i ne was p r ogrammed with ne w t im i ng Curves as part of th the e redesig redesign n of th the e combus t io n chamber. its s i ntroduct ion, t he new engine was des igna On it ignated ted B 230 KH , t he H st anding l o r ' He Hero ro n '. In t he servic service e literature, K eng ines are no w identified bV stat statii ng the year, fo r B 230 K, K, 1987 -.
53
Group 28 Ignition sy s t t em em s D esign e sign a nd
i ons function - System descript ions
,.
• "
,
.
•
,
•
"
"
,
., ,
EZ - 118K
Control Cont rol unit connections
3. 4. 6. 7. 9. 10 . 11 . 12.. 12 13.. 13 14.. 14 16.. 16 20. 24. 25.. 25
Supplies fault indication signals to te tes s t terminal (267) when test diode is co con n nected. Supplies power to Hall generator in distributor ( 5 ). Receives supply from battery (1) across ignition switch (2). Grounded by idling sw swii t ch (27 (272) 2) when throttle is closed. ssur (81 Receives 12 V supply from AC pre ss ure e switch (8 1) and/or idling compensation r elay (293) (293).. distributor (5). Grounds Hall generator (B 230 K only) . Grounds temperature sensor (273) (B (218 kno o c k se nsor (2 18)) term i n a l 2 . Grounds kn Receives signa signals ls from knock sensor (218 ). Grounds fu el c ut -o ff solenoid valve (271) ( B230K only). Supplies ignition pulses t o power sta tage ge (419 ) term in al S. ). Grounds co unit con n trol (260 Receives Rece ives engine sp ee eed/cran d/crank kshaft position signal from Hall gene generr at or in distri butor (5). Receii ves engine temperature signal from temperature sensor (273). Rece
Power stage connect ion s 1. 2. 3. 4. 5.
0
00
•
Controls cu rrent in i gnition coil (4 (4 ) p rim ar y w i nding . Grounded . connecte ted d to term i nalS. Grounds screen o f lead connec Receives p o w er from battery ( 1) across ignit io n switch (2 ). Receives Recei ves ig nition pu ls lses es from co ntrol unit (260).
•
14 1114
Group 28 fgnition systems Design a n d function - System descriptions
EZ-115K
EZ-115K B280EIF Th e co ntrol unit (1) computes th e optimum timing on th e basis o f information from the various sensors an d delivers an ignition pulse at exactly th e co r rect in ins stant to the power stage which responds by making an d breaking the current in th e primary winding o f the ignition coil (25). The high-tension cu rrent induced in th e secondary winding by interruption o f th e primary current is fe d to th e distributo r (28) fo r delivery to th e appropriate spark plug (29). Th e co n trol unit computes th e timing on th e basis o f th e following information:
-
Engine speed an d crankshaft position signals are suppl supplied ied by th e speed speed / / positi p ositi o n pick-up (2) (2).. detected by th e knock sensors (7) Engine knock (7).. Ignition in NO NO.. 1 cylinder is indicated by th e No.1 cylinder detector (15) (15).. Engine load signals are supplied by th e fuel injection system control unit (19). Eng i ne temperature is indicated by th e t empera ture sensor (23) (23).. Closure o f th e throttle is in d icated b y th e throttle switch (2 (24 4 ).
The ignition pulse is interrupted by the control contro l unit at a speed of approx. 6300 r/min. TDC C to approx 60° ° before TD approx.. " . after TDC. Th e control unit can vary the timing from approx. 60
55
io n s y Group 2 8 Ign em s Ign i i t t io y s s t t em io n - Sy i ptions D esig esig n n an d fu n c t t io Sys s t t em r iptions em desc r
EZ - 115K
EZ-115K - No . 1 cylinder detector Since the B 280 eng i ne i s equipped w ith tw i n kno c k sensor s (o (one ne f o r each bank of cy li nders ), the control un it mu mus s t be a b le t o dis t inguish be tween the two in o rder to de t er m i ne wh i c h cy l inde r is kn kno o ck ckii ng . For this purpo se se.. t he high t e n sio n lead t o No. 1 cylinder is fin fi n ed w i t h an induct ive detect detec t or ( 15). Th e device cons i st s of a coi l ( 16 The 16)) w ou n d on a core (17 (17)) surro unding the igni t ion lead ( 18 ). Th The e cu rr en entt p ulse in d u c ed i n th the e coi l by the HT cu rr e nt in th e l ea d as t he cy l inde r f ires is the signal u sed by t he con tr ol unit t o m ai nt ain the co r es.. Th e s i gn al is also u sed to i d e nt ify an indivi d ua l cyli nd e r aff ec t ed by kn oc k , e n a bling th e re c t firin g order at all ti tim m es ntrro l unit t o ret ar d t he i g n it io co nt affe ct ed . ion n in th e cyl i nde r affec
56
Group 28 Ignition s ystems Des ign ig n an d function - System descriptions
1
2
••
+
•
417
6
• 5
" 419 41 9
•
• ,
,
3
2
, ' . 7 1 11
EZ-115K
Control Contr ol uni t
2. 3. 4. 6. 7. 8. 10.. 10 11 . 12 . 13.. 13 16.. 16 17.. 17 la . 19.. 19 20.. 20 21 . 23.. 23 24. 25.. 25
Receives signal from temperat ur e sensor (84 84)) (7 / 16 16 ). st term inal (417 ode e is connected Tr ansmi t s fault s ignals to te test 417)) ( 17/ 4 ) when test di d iod connected.. unii t (217) (418) . Transmits knock knock-c -co o ntrolled fuel en r ic hment signal t o fuel sys te m control un Rece ives s up p ly from battery (1) (1 (1 / / 1 1 ) across ignition sw i tch (2) (31 (311 1 ) ).. Receives i d ling sign signal al from throttle switch (198) (3/ 49 49 ). controll unit (2 17) ( 418). 418) . Receives toad si g nal fr om ai r mass me t er (284 (284 ) (7/17) vi via a fuel sys ystt em contro /positt io n pi (7/2 5) 5).. Receiv eceive e s signals fr om speed speed /posi pic c k- up (41 3) (7/2 osii t io ), ion n pick-up (4131 (7125 ), G rounds screen of lead from s peed peed / / p p os Grounds screen of lead fr om knock sensor I ( lH ) ( 218) (7/23) (7/23).. Receives signal from kn ock senso sensorr I ( lH 181 1 (7123) . lH)) (2 18 Transm it s ignit io n pulses t o p owe r stage (419 ) (4115 ). 21 7 )1 )1 418 ). Transmi t s speed in f orma t io n to f ue uell system co ntrol unit ( 21 Receives signal from N o. 1 cylinde cylinderr detector (416 ) ( 7126 ). 7126 ). Receiv ceives es signal fr om No . 1 cylinde cylinderr de t ec ectt o r (416 ) (7126) . (41 1 10) Grounds control un it (260) (4 0).. G round s sc ree een n of lead from N o. 1 cy l i nd e r detector (416) (7 (7/ / 26 26 ). Receives signals from speed speed / / p osi tion pick pick--up (413 ) (7/25). (7/25) . Grounds sc scre reen en of lead fr om knock sensor II (RH ) (2 18) (7 / 24 ). Receives signal from kn kno o c k sensor I I ( RH ) (2 (218 18)) (7/ 24 24 ).
Power 1.
2. 3. 4. 5.
stage connections
Controls current i n i gnition coil (4 ) (21 / / 1) 1) primary w in d i ng . Grounds power stage (41 9 ) ( 4115 4115 ). ). Grounds screen of lea ead d from co ntrol un i t (2601 {41101 termina l 16 16.. Receives supply fr om battery (1) ( 1 / / 1) 1) across ignition swit ch (21 Receives igni t io n pu lses from control un i t (26 260 0 ) (4110 ).
57
Group 28 Ignition systems Des ig ign n a n d funct io io n
System descriptions
8
II I
EZ-116K B 23 4 F, B 2 0 4 E a n d B230F Th e control un i t ( 1) computes th e optimum timing on th e ba bas s is of information from the arious sensors . Th The e power response t o ignition pulses stage (2) makes an and d breaks th e cu rrent in th e primary winding of th e ignition co il (3) Th e tension th e e con . in is from th high current thereby induced secondary supplied to th e appropriate spark trol unit plug (5) by th e distributor (4). Th e con tr o l unit also supplies signals to th e diagnostic un unii t
used f o r fault tr tra a cing an and d monitoring purposes.
The ignition setting computed by th e control un it is based on t he follow i ng i nformation : the e speed/position pick-up (6). - Eng in ine e speed an and d crankshaft position are indicated by th - Eng i ne kn kno o c k is by th e knock sensor (8 ). The fue l the e ai airr mass meter. system ( lH -2 .4 ) control unit (9 ) transm i ts en eng g i ne load s i gnals from th - Engine temperature indi cated b y th e temperature sensor - Closure o f the throttle . in d icated b y th e throttle switch
• The control unit ca can n vary the t iming from approx .
58
55·
before TOC t o
after
TOC TO C.
Group 28 Ig io n systems Ign n i i t t io Design an d function - System descriptions
1
•
•
,
•
o
•
,
413 41 3
• •
, ,
.
, EZ-116K
Control unit connections 1. 2. 4. 5. 6. 7. 8. 10 . 11 . 12 . 13 . 16 . 17. 20 . 23 .
Transmits signals t o diagnostic unit (482) during fault trac ing. Receives analogue engine temp e rature si g nal from t emperature senso sensorr (8 4 ). Transmits knock knock--co ntroll e d fuel enrichment si g nal to fuel sys syste tem m con tr ol unit (4 721. Receives Receive s power d i rectly from battery ( 1). ignitii on sw switch Receives Receive s power from battery ( 1) across ignit itch (2) terminal 15. Receive s signal from throttle switch ( 198 198)) when throttle is closed . via a f uel system control uni t (472) Rece ceives ives engine load signa l fr o m ai r mass meter (28 (284 4 ) vi 472).. po sition pic k- up (41 3). spee d and c ra nks haft pos ition signal from speed speed / / po Rece ives e ngin e speed Ground s sc po s iti on pi c k-up (413 ). screen reen of le ad from s p eed/ pos from om knock se Grounds sc scrree een n o f lead fr sens nso o r (2 18 ). Rece ives signa l s fr om kno c k se n so r \218). Tran s mi ts ig nition pulses to power stage (419 (419 ). Transmit s speed i nformati on to fuel system co nt rol (472). Grounds con trol unit (260) (260).. om speed p osition p ick-up (413) from Rece ceives ives engine speed and cranksha ft position sig nal s fr speed / / position (413)..
Power stage connections 1. 2. 3. 4. 5.
Contro ls p r i mary current i n ignition coil (4 ). Grounds power stag e (41 9). Grounds sc screen reen o f lead from co nt ntrrol unit (260) t ermi na l 16. Receives p o w e r fro m battery ( 1) ac r oss i gni t ion swi t ch (2). Receives Receiv es igni tion pulses from con tr o l unit (260).
59
Group 28 Ignition systems Design an d function - System descriptions
__
•
,
•
•
19 8 84
86
REX-I
Control un it conn ecti ection ons s
1. Transmits signals to diagnosti c un it (482 ) when fault traci traci ng . Signals are transm i ne d by diagnosti c un it when ap propriate diagnost ected ted . diagnostic ic funct i ons are sel ec engine temperature signal from temperature sensor (84 Controll 2. 84)) fo r ti m i ng compensation. i f required . Contro and d measures resulting voltage level i n unit supplies on e of NTC resistors i n s ensor with constant voltage an ternally.. ternally 3. Grounds connection when certain types of fault are present in system system.. Ground i ng closes ci cirr c ui t to combined strument, illuminating 'Check engine' warning lamp (1217) . 4. Spare. self--diagnostic program memory. 5. Receives supply from battery (1) fo r self 6. Receives supply from battery (1 (1)) across ignition switch ( 2) terminal 15 15.. 7 . Receives signal from throttle switch ( 198) when throttle i s fully closed . Control unit respond by selecting timing curve which is speedspeed -dependent only . 8. Receives engine load s ignal from Regina control un i t (473 ) f o r computat ion o f timing . 10.. 10 eng en g i ne speed and crankshaft po pos s ition sign gna a l s from s pee d/ position p osition p i ck ck-- up (413 413)) fo r computat ion of ti m in g . 11 . Connection fo r screen o f lead from speed/p speed/po o s i t i on pick pick--up (413 ). 12.. Grounds screen o f lead from knock sensor (218 ). 12 13.. 13 signal from kn knoc oc k sensor ( 218 218)) fo r retardation of t i m i ng in cy cyll i nder affected by knock knock.. 14.. Spare 14 Spare.. 15.. Spare 15 Spare..
6'
Gro Gr o u g nition systems u p p 28 I gnition D esign e sign a n d function - System descriptions
,
•
, • 5
1 Banery 2 5 Distributor 6 Spark plug Check engine warning lamp 84 Coolanttemperalure sensor 86 Speedometer
n
,.
.
42
t9 8 t98 218 21 8 260 41 3 420 473 47 3 482 48 2
switch Knock sensor contrr ol u n i t cont Speed/position p ick-up Power sta tag g eligni elignitt ion coil Regina control unit Diagnostic Diagnosti c unit
16. Transmits ignition pulses to power stage tage /ig /ig ni t io coii l (420). Power stage inte r rupts supp suppll y to coil wh e n signal ion n co goes lo w (0 V). 17.. Transmits engine speed signals to Reg i na control unit (473) terminal 1. 17 18.. Spare 18 Spare.. 19.. Spare 19 Spare.. 20.. Grounds co ntrol unit (260) 20 260).. 21.. Spare 21 Spare.. Spare.. 22 . Spare 23.. 23 4131 1fo r computation of ti m engine speed and crankshaft po pos s ition signals from speedlposi t io ion n pick-up {413 ing. 24.. Spare 24 Spare.. 25.. Spare 25 Spare..
Power s t a g el ignit ion co il conn ecti on s a Grounds power stageJignition coil 142 420 01(sig 1(signa na l ground). b ig nition pulses from co ntrol unit (260)lerminaI16 . Control unit permits charging of coil through power stage wh ite sig nal remains h ig h (5 V) . Power stage opens terminal B ground connection when signal goes lo w (0 VI VI.. Resultant high tension generated in ignition coil is distributed by distributor (5) to appropriate spark plug (6}.
A Recei Receive ves s supply from battery (1) across ig nition switc switch h (2). B G r ounded (supp (supplly ground). C T r ansmits signals co speedome t e r (86) in combined inst ru me nt . corr r esponding to number of ig ni tion pu l ses t o speedomet instru
62
Group 28 Ignition sy s tems t ems Design a n d function - System descriptions
EZ-116K
EZ-116K e n d Rex-I - Oiegnostic system which grea The EZ- 116K1Rexex-1 1control unit (1) incorporates a diagnostic greatl tly y facilitates fault tracing and monitor ing in g of the system. Th e system features tw o separate tes testt functions - a self-diagnostic function whereby the diag nostic nost ic circuit continuously m o ni tor ors s the operation of the ignition system system,, and a funct functio io nal test program which en diagnostic ostic unit (2l, mounted beside th the e left -hand suspension ables th e operation of certai n switches to be tested tested.. A diagn the e con tr o l unit. strut housing i n th e engine co com m partment, is used t o communicate w i th the diagnostic circuit in th
Oi8gnostic
unit
The diagnostic unit is provided with a coding cable (3), (3), wh i ch is used to select the sys systt em (ignition or fuel injection) to be tested by inserting the plug in th e a ppropri at e socket under th e cover (4). The sockets are numbered fr from om 1 to 7, top p of the unit is used to selec the ignition system being te tested sted using socket No . 6. The pushbutton (A) on to selectt th e test function .
Oispl8y
codes
A red LED ( B) i s lo c ated on the diagno stic unit beside the pushbutton . The LED d isplays a se serr ies of flashing codes to any y faults wh ich ma may y be present in th the e system when the appropriate test function ha indicate an has s been activ ated ated.. The the e code consists of a 3-digit number, ea ch digit of ion n shows, th code i s illustrated in Fig Fig.. C above above.. As the illustrat io wh ich is indicated by flashing of the LED in rapid succession (a t intervals of approx approx.. 0.5 seconds). The interval be be which digit of tween each series fla shes co m prises an individual is approx. 2.5 seconds. NOTE : Once th e self-diagnostic function ha NOTE: has s been selected, selected , a fault code w ililll be displayed if a system co m ponent its s wiring is faulty the e other hand, or it the e functional test program is selected , th e LED will display a code faulty.. On th hand , when th confirming that the switch an and d wiring under test ar are e fault - free free..
the e same types of fault as those stored in th the e con tr ol unit memory. (The con The self-diagnostic functio n monitors th con and d st ing g an trol unit continuously monitors a number of the components and circuits co connected nnected to it, detecting an sto o r in any y may y occur.) The memory accommodates a total of three different faults, although the LED on th the e diag faults which ma nos osti tic c unit can display up to seven 3-digit fault codes.
NOTE: The memory will be erased and th e fault codes cancalled if the battery is d isco isconnectedl nnectedl
63
G r r o o up Ig n n i i t t ion em s up 28 Ig i on sys t t em D esign n d function - System descript i i ons on s e sign a n d Functiion Funct ona a l t e st
program
tion of th e items question . When The system m on certa rta i n compo nent nents s an d sw operation onii tors the operat operatio io n of ce swii l ches by opera the co co mponent or switch operated acco accordan rdance ce with a se sett procedure procedure,, the LED displays a 3-digit code in confirma tion.. Fa i lure to display a co tion code de indicates that th e con trol unit has fa ilile ed to detect operation of th e co tch h. componen mponen t/ sw sw itc In th is event th e th e connections. connections event,, fault ma y tie either i n itself,, or in th e associated wiring an d . item itself The funct functional ional test program provides an ideal means of checking that the sw itches are c orre orrec c tl tly y w i red e .g . on co m pletio plet ion n o f repa ir o n Ih e eng en g i ne ne.. As an example. it ma may y be used t o check whether th e speed/position pick-up andJ tac c t th the e engine fails 10 slart slart.. or w i ring in ta
Some major
differences
The EZ- 116K1Rex-1 diagnostic system differs from other EZ -K systems in th the e following respe respec c ts when used to pe perr the e same type of faull trac i ng : form th - T he use of a test diode is unne unnecessary. cessary. Th is has been superseded by the diagnostic unit which , in effect, is an ex tension of Ih e ignition sys systt em . - T he engine must be switched of f during fautt t r acing. - Si n ce t h e diagnostic sys systt em can di dis s p lay a greate greaterr number of faull co des, it it cove rs a wider r ange of po pott e nt i a l f au lt s, enabll i n g them 10 be ident enab iden t if ied mo re quick quickll y. - The sy syst stem em includes a ' f aul t -free' code. fault codes ar e of Ih e 3-digit type. - The lechnician when the nexi faull code is to be displayed . - The system includes a functional test program program,, providing a fasl an and d reliable means of checking that certain switch switch-the e engine. es have been reconnected correctly following re pair work on th - Switching of f th e ignition and Sloppin Slopping g th the e engine no nott sufficienllO erase th the e memory . In this case , th the e memory predetermii ne ned d sequence . be erased on completion of work only by operaling th e pushbutton in a predeterm
64
Group 28 Ignition systems Design a nd function - System descriptions
2
4
1
EZ-116K following preliminary steps must be carried ou outt to ensure
LED displays
codes:
coding cable must be connected to socket 6. ignition must be switched on without starting th the e engine (i.e. the key must be turned to switch position II).
-
Pushbutton A must then be once or for not longer than 3 seconds. One diagnostic function and operations operat ions the functional program.
the th e
following fault codes are displayed when the self-diagnostic function is selected:
1-1-1 1-4-2 1-4-3 1-4-4 2-1-4 2-2-4 2-3-4
No faults. I nt nt er er na na l control unit fault ; engine runs with timing retar retarded ded to 'fail-safe' setting. Faul Fa ulty ty kno knock ck sensor; engine runs with timing retarded to 'fail-safe' setting. No load signal from fuel system control unit. Faulty speed/position pick pick--up signal. Faulty temperature sensor signal (engine runs as thoug though h hotl. Faul ty ty throttle switch signal; engine runs with timing retarded to 'fail-safe' setting.
Once a fault code has been displayed, the pushbutton must be operated again to display th Once the e next code. In this case, a repeat of one e fault is stored in the memory. Th The e memory function must be previous code indicates that only on accommodates when any memory erased faults present have been corrected. Since th the e a maximum of three faults, if any, cannot be displayed until the first three have been been corrected and th further the e memory erased. This is car ried ou outt as follows: -
Switch on th the e ignition without starting th the e engine turn key to position II). forr at least 5 seconds. Depr De pres ess s pushbutton A fo W ai ai t for the LED to light (approx. 4- 5 secondsl. Operate pushbutton A once more fo forr at least 5 seconds.
th e engine up to normal working temperature. Stop th the e ignition an Start an and d ru run n the the e engine, switch on th and d operate the e memory. The LED should display the code 1-1-1. pushbutton A to check that no further faults are present in th
the e preliminary steps have been car functional test program is selected by operating pushbutton A twice after th ried out. The LED will flash continuously at a frequency of approx. 6 flashes flashes per second, indicating that th the e control unit is in the functional test mode. Th The e following acknowledgement codes may then be displayed : 3-3-4 1-4-1
Throttle switch Speed/ Spe ed/pos positi ition on pic pick-u k-up p
Th e acknowledgement code indicating that th The the e throttle switch and its wiring/connections are intact is displayed by pressing th releas the e accelerator to th the e floor. The speed/position pick-up acknowledgement code is then displayed by releas ing in g the accelerator and starting the engine.
65
Group 28 Ignition systems ig n a n d function Des ig
•
System descriptions
R
A
I
A
D unit
-
Construction an d
signals
The above figures illustrate th e construct constructii on of the diagnost ic un i t (1), i ts connections connections,, an and d th the e sequence of events which occurs i n th e course o f commun ication between th e un it and th e i gn ition system contro controll unit (2 ) during fault tracing .
Construction and connections (Picture AI The diagnostic unit c onsists of an LED a resistor ( R) and a normally-open switch (push button A) . Terminal 8 is con n ected to ground when th e switch is closed closed.. A co nne nnec c tion point for the coding cab le (3) is provided between th e resistor resi stor and switch. Soc Socket ket No.6 is connected to terminal 1 on the ignition system co ntrol unit . Grounding of terminal 1 is monitored by a signal transistor (4) (actually a transistor network, although symbolized by a single component in the figures) which alternately opens and closes the ground connection across control unit ter· mina! 20 20.. The signal transistor is controlled by the diagnostic circuit (5) in the control unit. The battery supplies power to control unit terminal 5 and to the diagnostic circuit i n the control unit . This ensures that the memory is no t erased when the ig n it ion is switched of offf.
steps ( Picture B) Power is supplied to c ontrol unit term i nal 6 across ig ign n ition sw i tch term termii nal 15 when the key is turned to posit positii on II . Voltage i s present at termina terminall 1 on th e control unit when the coding is inserted in socket No No.. 6 on the diagnostic unit .
Signal from diagnostic: unit (Picture C l of signal The control unit must be supplied with some which of th the e test functions is to be activat activated. ed. This information is supp lied across the normally-open switch (pushbutton (pushbutton A) A).. supplied (The direction of the arrows in this picture shows that the signal flows from the diagnostic unit to th e cont ro l unit .) contro The switch is closed by depressing the pushbutton pushbutton,, grounding terminalS on the diagnostic unit. Current then flows switch 15,, through the diagnostic unit an ig n tion from the battery, battery, across i terminal 15 and d finally to ground across terminal 8. This causes the LED to light light,, while th the e voltage normally present at control unit terminal 1 falls falls to 0 V. The control se lf-d i agnostic functi funct ion or funct functiional test program has been selected by detecting unit determines whether the sel to zero once or twice . whether the vo ltage at term termii na nall 1 has 66
Group 28 Ignition systems
Design a nd function
System descriptions
t12V
A
II
Signels
to
'
I
0
0
5
D
diegnostic unit (Picture 0 )
In this mode, the diagnostic circuit in the control unit reads the sele selec cted test function program an d determines, as ap propriate,, which fault/acknowledgement code is to be displayed by the LED to report a fault stored in th propriate the e memory or confirm operation of a switch. the e control unit to the diagnostic unit.) (The arrows in th is picture indicate that th the e direction of signal flow is from th controls th transistor . To produce a flash, the circuit activates th The diagnostic the e operation of th the e the e tran sistor, connecting terminal 1 on th the e control unit to ground across terminal 20. Current then flows through th the e ignition switch an and d diagnostic unit to control unit terminal 1 an d to ground across terminal 20, causing the LED to light (i.e (i.e.. to LED D has been extinguished , the signal produce on e flash of th the e particular digiti . Immediately after this this,, when th the e LE transistor opens the terminal 1 ground c onnection and the c ycle i s repeated until th the e three-digit code for the partic ular fault or acknowledgement code has been completed . the e self-diagnost the e d iagnostic must be suppl i ed w ith information on when If th self-diagnostiic function has been selected selected,, th fault code i s to be disp l ayed the form of the new signal which is the th e ayed.. Th The e c ontrol unit rece receii ves this informat io n initiated when the voltage at termi nal 1 falls to zero as pushbutton A is agai aga i n depressed. depressed .
67
Group
28
I g n it ion i on s y s yss t e m s
T e st equ i pm e nt
Test equipment 99 9
Description· application
.280
diode - f o r connect ion to diagnostic unit to indicat e certain types of o f fau l t Voltmeter / ammeter - fo forr vol t age and currenl measurement - for voltage. currenl and res resii stance measurement Ohmmeter / diode forr resistance measurement - fo Volvo - for measurement of timing angle forr checking timing fo Plain reader - for displaying fault codes in plain text
64SO
652. 9724
992' .......
68
Group 28 Ignition systems General instructions
Instructions f o r work o n ignition systems Resistance measurement leads must be alsconnected from the terminals of items to be tested. (68·FI.. values apply at approx. approx. 20"C (68·FI NOTE: The tion coil must be
plug on on 8 venically installed a cap.. cap
Electronic ignition systems WARNING'
Electron ic ignition sys system tems s ope operat rate e at volt voltages ages in addition n, the power developed excess of 30000 V.ln additio is such that contact w ith live components may be poten t ially fatal. The presence of a dangerous voltage the th e symbo l
by
and d model year ar e included Thee engine variant an Th in t he type designation
No., USA/Canada Engine type
69
C
T
Model year
Identification No .• other markets
...L r
------------68 c T
Engine 820CK B19E, B200E 819ET, B20CH
828A 68 = a28E, B28aE 69 B28F, B200F 7S - 024TIC 024T 71 02 4 62
Engine type
Model year
Model year C
K
1982 1983 1984 1985 1986 1987 1988 1989
L
1990
0 = E F G= H=
J
YV1
744 68 68 2 C 1 0 0 1 2 3 4
69
Group 28 Ignition systems General instructions
Important
Warning! The Th e sys sy s t e m o pe and d pe r a t es at hig high h powe powerr an the e lo w an dangerous voltage l evels in both th and d high tension ci cirr c uits . Dangerous voltages are present at al the e alll points of th system, i ncluding connectors e t c .
Switch off t h e ignition: nnectii ng an and d disconnecting test instruwhen co nnect ments co n trol - when d i sc onnect onnectii ng an and d reconnecting th e con un it connector sconnect necting ing and reconnecting th e ignition when d iscon co i l an and d spark plug leads leads..
Battery the e leads when th the e engine is run- Do no t disconnect th n i ng . the e lead - Di sconnec sconnectt th leads s when using a boost charge r . - Do no t use a boost char charger ger or a voltage source higher than 16 V when ju m p starting.
Control unit the e co con n tro - Remove th rry y in ing g o ut a troll unit e.g. when ca rr ope e ration . Th e u ni stoving op heated ted ni t m u st st no t be hea above + 80 80° °C. the e co ntrol unit connectOr when carrying Disconnec Disconne c t th outt electric-arc welding . ou the e control unit when carrying ou t electric - Remove th arc welding in its vicinity. the e cont Do no t repla ce th contrr ol unit without checking al alll wiring and componen t s, otherwise th e replacement the e same damage. unit may suffer th
Battery voll tage be normal (i.e. It essentiial that th e ba tt er essent ery y vo no t to o lowl when test testii ng th e various co mponents. A battery charger ma y be connected, connected , as required, during testii ng . Ma x . permissi bl e charg i ng test 12 A an and d 16 V . NOTE:: Do no t use a boost charger NOTE charger..
70
Group 28 Ignition systems Specifications
Group 2 8 Ignition system Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . • . . . . . . . . Breakerless Firing order : B28, B280 1-6-3-5-2-4 Other engines . . . . . . . • . . . . . . . . . . • . . . . . .... . •... .. 1-3-4-2
Ignition timing ( BTDC with vacuum advance unit disconnected)
Engine type
12.5 rls 750 rlmin
41 .7
B19E 819ET B23E
10" 10 "
28-33° 23-26°
B23ET B23FT B200K
10°1) 12°2)
-
15" 15 "
22_26° 22_26 °
B200E B200ET
12°21 14021.
-
B230A B230K B230E
7"
17-23°
B230ET B230F B230F B230FT
10021.
15" 15 "
r ls ls 2500 r /min
' 0"
B204
27-31 ° 12°21 -
B234F
B28E
10°21
25-29" 25-29"
B28F B280E B280F
-
23" 23 "
B28A
II
At idling = 14 14.. 1 rls (850 r / / m m i n) At 15 rls /900 r / minl m inl At 13.3 rls /800 r / min} m in} At 15 rls (900 r /m in) for Japan AC system Not adjustable
11
Rex-I
0) 5)
-
7'
Group 28 Ign Ign ition ition systems Spec i i f f ica ica tions t ions
Ignition coil resii s t ance (across term i nal s 1 and 151 Primary w i nding res Primary 8l9E, B19ET. B23E. B23FT. B230A B23ET B 20 200 0 E, E, 8 200
B 230 E. B 23 230 0 F, F, B230 K, B 230 FT FT.. B280 B280.. B
. .
. E, . .
B2OOET, B230ET B2OOET, . B230F Secondary winding re res si stan stanc ce (ac ro ss term i nal 1 and HT term i nail . B19E, B19ET. B23E. B23fT. B230A B23ET . .
B 20 200 0 E. E. B200K B200K,, B 23 230 0 E. E. B 23 230 0 F, F, B 23 230 0 K, B 230 FT FT.. B280 B280,, B . B200ET,, B230ET B200ET . . II . . . . . . .. . . . . . . •. . . •.......• .... . . . . . B230F
E. .
0.6 -0 ,90 0, 50 0. 50 0.6 -0 ,90 0. 50 0,35-0 35-0,,65 0
6,5 -8 ,5 kO 6,0 kO 9,5 kO 6,5-9,0 kO 6,0 kO
plugs
Designa Des igna tion
Part No .
B 19E 819ET 823E
W6DC W6DC W6DC
1 306 604604 -8 1 306 604604-8 1 306 604-8
273596-7 273596-7
B23ET 823FT 828A
W70C WA7De HA6DC HA6D C
1 306 605-5 1 346 54 541 1 -4 1 2699 15-3
273 597-5 271 27 1 409409- 5 273 599599- 1
828E 828F B2 00K
HA6DC HA6DC HA6D C WA7DC
1 2699 15 15--3 1 269915 269915-- 3 1 367 528· 528 · 5
273 599-1 273 599 599-- 1 270746 -1
B200E B200ET 8204 - 1989
WA7DC WA7DC WA7D C WA6DC
1 367 529· 529· 3 1 367 528-5 1 367 52 9 -3
270 747 -9 270746-1 270 747747- 9
8230A B230K -1986 B230 K 1987 1987--
WA7DC W7DC W6DC
1 367 528-5 1 306 605605-5 1 306 604604 -8
270746-1 273 597597 -5 273 596596-7
B 230E 8 230 ET 8230F
WA6De WA7De WA70C
1 367 529529 -3 1 367 528· 528· 5 1 367 528528-5
270 747 747--9 270746-1 270746-1
8230FT Eur o ther . ......... 8234F - 1988
WA60C WA70C W A6 D C
1 367 529529-3 1 367 528528- 5 1 367 529-3
270 747 -9 270746- 1 270 747747 -9
8280E No r other 8280F
HA6De HA5DC HA6DC HA6D C
1 269915-3 1 389 896-0 1 269 915 915·· 3
273 599599-1 270 590-3 273 599·1
lug g ga Spark p lu 230.. 8234 F. 8204 . gap p : 81 9 , 82 3 . 82 0 0, 8 230 82 8 . 8280 . Tightening Ti ghtening torque (unoi (unoile led d plug ): . 81 9,823.8200,8230, 8234F. 8204 82 8. 8280 , ..•.... . ..•..... 72
No _
0 .7 -0 .8 mm {.02 {.028 8 -.00 2 1 0 .6 -0 .7 mm ((..024024-..028) (18 8 ± 3 .5 h . fbi 25 ± 5 Nm (1 12 ± 2 N m (9 ± 1 .5 ft . lb)
Group 28 Ignition systems Specifications Distributor Engine
Ignition system Volvo part No .
Distributor No . Bosch part No.
B19E , B23E B19ET B23ET
TZ- 28 TZTZ-28 H Motronic 11
1 336 689 1 336 694 1 317298
0237020075 031 1 o 23 237 7 020 03 o 237 50 501 1 003
B23FT B200E, B230K B230F B230E, B 230 F, B23 B2 30 FT
EZ _K 11
1 332 1 336 087 132 2 1 336 13 1 336 08 087 7
0237506001 001 1 o 237 502 00 0237502002 0237 502 00 1
B200K B 200 ET, B230ET B230A
Renix ll Motronic 11 TZ-28 TZ -28 H
1
132 2 336 13 1 336 132 1 336 690
0237502002 0237502002 02370240 13
B 28A, B 28E B28F 8280
TSZ SZ·· 4 TSZ·· 4 TSZ
02374020 13
EZ _K 11
191 1 1 269 19 1 269 380 -
-
B 204,8234F
EZ·K"" EZ·K
1 367
0237502003
21
EZ-K Z-KlI lI Rex-I, EZ _ K 11 EZ-K 11
197-9
0237402017
dis s Mi croprocesso r-controlled. System is no t equipped with centrifugal or vacuum advance unit. See test values below fo r other di tributors.. tributors distributors have same values as 1 336690 (B230A)
B19E, B23E B19E, Bosch part No .. . . . . . . . . .. . . . . .... . ...... •. .. . . . . •. . . . . . . . . . Vo l vo part No . . . . . . . . . . . . . . . . . . . . . • . . . . . .. ...•.. .. . . . Direction o f rotation . . . . . . . . . . . . . . .... . ...•. ......• . Pulse generator coil resistance. o hm .. . .. . . . . • . . . . • ....... Airr gap, rotor- s tator, mi Ai min n . .. . . . . . . . . . . . . . . • .. •. . . . . . . • . . . . . . .
819ET Bosch part No ...... . . . . . . . . . .. . . . . . . . . . . . . . • . . . . . . . • . . . . . . . Volvo part No . . . . . . . . . . . . . . . . . . . .... . . . .... . . ...... .• . Direction of rotation . . . . . . . . . . . . . .. . . . . . . . . . . • . . • . . . .. . . . .... Pulse generator co coii l re resis sistan tan ce, oh m . . . . . . . . . . . .•.......• . Ai r gap, rot o r- stator, . . . . . . . . . . . . . . . . . . .... .• . .. . .. .• . . . .
o 237 020 075 1 336 689 Clockwise
031 1 237 7 020 03 o 23 1 336 694 Clockwise
828A/E Bosc Bo sch h part No . .... . . . . . . . . . . . . .. . . . . . . . . . . . . . . • . . . . . Vo l vo part No . . . . . . . . . . . . . . . . . . . .... . . . . . . • . . . . . .. • . . Direc Dire c tion o f rotation . Pulse generator coil resistan resistance, ce, ohm o hm ..... . . • . . . . . .. • . . . . . . . . . A i r gap, rotor-stator, min. . . .. . . . . . . ...•.... . .. • . . . •.....
0237 402 0 13 1 269191 Cloc kwis kwise e 540-660 0.3 mm (. ( .01 " )
828F Bosch part No . . . . . . . . . .. . . . .. . . . . . . . . • . . . . . . . • . . • ...... Volvo part No .. . . . . . . . . . .... . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . ion n of rotation . . . . . . . . . . . . . . .... . .... . ..•... ....• . ..... Direct Dire ct io Pulse Pul se generator coi l re resistance, sistance, oh m . . . . . . . •..•.... •. .• . . . . . . Ai r gap, rotor-stator rotor-stator,, mi n . . . . . . . . . . . . . . . . . .. .. • . . . .... . .... . .
0237402017 1 269 380 Clockwise 540-660 0. 3 mm (.0 1")
8230A Bosch part No . .. . . . . . . . . . . . . . . . . . . . •. . . . . . . . . . . . . . Vo l vo part No . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . .• . . . . . . . . . . . . . . Direction of rotation . . . . . . . . . . . .... . . . . . . . . . .. . ..•... . . . . . . . . Pulse Pul se generator coil resist resistance. ance. oh m . . . . . . . . . . . . .• . . . .•.. . . . . Airr ga Ai gap p , ro to r-s tator, mi n . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . .
0237024013 1 336690 Clockwise
73
Group 28 Ignition systems Specifications
Centrifugal advance unit B19E,, B23E B19E Total advance advance,, distributor degrees Advance commences at distributor speed, r /s (r /mi n)
. .
12.5 ± 1.5 12.5± . (400-500)
S e ttings 5° at distributor speed speed,, r / s . . . . . . . . . . . . . • .. • . . . . • .. • . . . . . . . . . . (r/min) . . . . . . . . . . . . . . . . . . . . • . . • . . . . . . . 10" at distributor speed speed,, r / s . (r/minl .. . . . . . . . . . . . . . . . . . • . . . . . . . . . . advance at d i st ri butor speed speed.. rl s . . . . . . . . . . . . . . . . . . . . . . • . (r/min) . . . . . . . . . • . . . . • . . . . .
20-26 ( 1200-1560) 33.3-39 (2000-2340 ) 26 .7 ( 1600 16001 1
B19ET Total advance, distributor degrees . . . . . . . . . . . . . . . . . . . . . • . . . . . Advance commences at distributor speed, r/ s . m inl . . . . . . . • . . . . . (r / minl
12 .5±1.5 6.7-11.7 (400-700)
S e tt ing s 5° at distributor speed speed,, r / s . . . . . . . . . . . . . . .• . . . • . . . . . . • . . . . • . . . ( r / m in ) . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . 10" at distributor speed. r ls . . . . . . . . . . . . . . . . . . . . . . • . . • . . . . . . . . . (r/minl Ma x . advance at distributor speed speed,, r l s . . . . . . . . . . . • . .. • . . . • . . . . fr/min) . . . . . . . . • . . . . . . . . . . .
12.S-16 (770-960) 5--22..3 17 .5--22 (1050-13401 (24001
/ E E B28A /
Total advance, distributor degree degrees s Advance commences at distributor speed, rrll s (r / m i n)
. . ..
5" at distributor speed , r l s . . . . . . . . . . . . . . . . . • . . . . . . . • . . • . . . .. . ( r / m i n ) . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . 10" at distr i butor speed. r /s _. . . • • . . • . . . . . . . . . .... ( r / / m i n) . . . . . . . . . . . . . . . . . • .. • . . . . • . . . . Ma x . advance at distributor speed. r / r / s s . . . . . . . . . . . . . . . . . .. • . . . . ( r / m i n ) . . . . . . . • . . . . . . . • . . . .
B 28 F Tota l advance advance,, d i st strr i butor degrees . . . . . . . . . . . . . . . . . . . . . . • . . . . Advance commences at distr i butor speed, rls . . . . . . . . . . . . • . . . . m inl .. ( r / minl
13 ± 1 (450-575 )
12. 15--15.4 12. (750-9251 23.3-32.. 5 23.3-32 (1400--1950 1400--1950)) 40 (2400)
11 ±1
Settings 5° at distributor speed, rl s . . . . . . . . . . . . . . . . • . . . . . . • • . . . . . . . . . . ( r / m i n) . . . . . . . . . . . . . . . . . . . • . . . • . . . . . . . 10"" at d is tributor speed, r / 10 / s s . (r /min) . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . Ma x . advance at distributor speed, rls . (r /min) . . . . . . . . . . . . . . • . . . . .
12 .4-15 .3 12. (740-920 ) 30-50 (1800-3000) 33.3 (2000)
B 230A Total advance advance.. distributor degrees . . . . . . . . . . . . . . . . . . . . . • . . . . . Advance commences at d i stributor speed speed,, r /s . . . . . . . . . . . • . . . . . ( r / m i n ) .
12.5± 1.5 7.5--10 .5 (450-630 )
74
Group 28 Ignition systems Specifications Settings 50 at di st ributor speed,
r ls
..
.........•....
.
..•........
.....
(r/min) . . . . . . . . . . . . . •. . . . . . . . . 10 at dist r ibutor speed, rls ( r / / m ! n ) . . . . . . . . . . . . . . . . . . . . . . • . . . . . Max. advance at d is istt ributor speed , r ls . . . . . . . . . . . . . ( r / m in ) . . . . . . . . . . . . . . • . . . . . 0
16.5-2 0.5 ( 1000-1250 1000-1250)) 25-29 ( 1500--1750 1500--1750)) 31.7
( 1900 1900))
Vacuum advance unit B19E , B23E Direc Dire ct i on of a d v an c e Tott al advance . . . . . . . . . To . Advance commences at vacuum, mm Hg . . . . . . . . Sett ings : 50 at vacuum , mm Hg . 2 at vacu va cu um , mm Hg . . . . . . . . . Max. advance at vacuum , mm Hg . . . . . . . . . • . . •. Direction o f advan c e . dis s t ributor degree Total advanc advan c e, di degrees s . . . . . . . . . . . . . . . . . •. . . Advance commences at vacuum, mm Hg . Settings: 1 at vacuum , mm Hg . M ax ax.. advance at va vac c uu m , m m Hg . . . . 0
. . .
Positive 7.5 ± 1 105 - 140 (2 (2..03 - 2 .70 i n Hg) Hg) 1 75 - 2 15 (3.38(3.38 - 4 . 15 i n Hg Hg))
.
235 (4 (4 .5 4
Hg)
0
B19ET Direct io n of advan advanc c e . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . .• . Tott al advance To . Advance commences at vacuum vacuum,, mm Hg . . . . . . . . . .. . . • . . . . . . . Settii ngs : 50 at vacuum , mm Hg . . . . . . . . . . . .. . . . . . . . . . • . . . . . . . Sett . . 2 at vacuum, mm H g . . . . . . . . . . . . Max. advance at vacuum , mm Hg .. . . . . . . • . . . .. Direc Dire ct io ion n of advance . . . . . . . . . . . . . .. . . . . . . . . . . . . .. . . . . . • . . Total advance, advance , dist r ibutor d e g r e e s . Advanc Advan c e commences at vacuum . mm Hg . vac c uu m , mm Hg . . . . ........•.... . Settings : 1 at va Max Ma x . advance at vacuum, vacuum , m m Hg . . . . . . . . . . . . . . • . . . . .
Posi tive Posi 7.5±1 .70 0 i n Hg) 105 10 5- 140 (2 .0 3 - 2 .7 Hg ) 17 5 - 2 15 (3. 38 -4 . 15 in Hg Hg))
0
0
25 0 (4 .83 in Hg 250 Hg)) Negative 2.5±1 105 - 180 (2 (2..03 - 3. 4 7 in Hg) 3.4 1 35 - 2 10 (2 (2..6 1- 4 .05 i n Hg) 225 (4 (4 .3 4 in Hg)
B28A / / E E Direc t io Direct ion n of advan ce . Total advan c e . . . . . . . . .. . . Advance commences at vacuum, mm Hg . Settings: 50 at vacuum, mm Hg . 2 at vacuum , mm Hg . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . Max. advance at vacuum . mm Hg . Direc Dire c tion o f advance . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . • . . . . . . Tota l advan ce, distr distrii bu t o r degrees . Advance commences at vacuum , mm Hg Hg.. . . Settings: 1 at vacuum, mm Hg . Max Ma x . advance at vacuum vacuum,, m m Hg . 0
Po sitive 7.5± 7.5 ±1 60-- 2 10 (3 , 60 (3..09 09-- 4 .05 in Hg)
(3..8 6 -4 .63 i n Hg) 20 0- 2 4 0 (3 200 300 30 0 (5.79 i n Hg)
0
B28F Direction o f advance . . . . . . . . . . Total advance · Advance commences at vacuum, mm Hg . Settings: 50 at va vac c uu m , mm Hg . . . . . . . . . . . . . . . . . . •. . . . . . 2 at vacuum , mm Hg Max. advance at vacuum , mm Hg .. . . . . . .• . . . . . Direction of o f advance . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . • . . . . . Total advance, advance , distributor deg re rees es . . . . . . . . . .. . • . . . . . Advance commences at vacuum , m m Hg .... . . . . . . . . . . .• . Settings: 1 at vacuum , mm Hg . . .... . . . . . . . . . . • . . . M ax. advance at a t vacuum vacuum,, mm Hg .... . . . . . . . . . . • . . . . . . . • . 0
Pos i tive Posi 10± 10 ±1 Hg)) 105 - 135 (2 .0 3 - 2 .61 i n Hg
(2..22 - 2.80 i n Hg Hg)) 11 5 - 14 5 (2 2 10( 4 .05 i n Hg)
0
75
Group 2 8 Ignit io io n sy em s sys s t t em ic ations ci f ic a tions Spe Sp e ci
Ignition lead s Kitt N o . Ki
Engiine Eng
B19E B19ET
270
11984 )
B2 3 E
275690 -6 (1984) (1984 )
B23ET
270479 · 9 (1984)
B23FT
270479· 9 (1984 1984))
828A
275688-0 (1984 ). 270 560-6 (1985-87)
B2SE
275689 -8 (1984 ). 270
(1985-87 1985-87))
B2 8F
275689 -8 (1984 ). 270
(1985-87 1985-87))
B200 B2 00K K
270748 · 7 (1985-87 ). 270896-4 (1988-)
B2 00 E
270 7 48 48·· 7 (1985- )
B2 00ET
270749· 5 (1985-87 ). 270 897-2 (1988-)
8204
270880-8 ( 1988-)
B230A
270478· 7 (1985- )
B230 K
2 7 0 7 4 8 - 7 (1985--8 1985--871. 71. 270 896-4 (1988-)
B230E
270748-7 (1985--8 (1985--871. 71. 270 896-4 (1988- )
B2 30ET
270749 -5 (1985--87). (1985--87). 270 897897 -2 (1988-)
B230F
270748 · 7
B 230FT
270749 -5 (1985--871. 270 897-2 ( 1988-)
B234F
270880-8 ( 1988-1
B280E
270525· 9 ( 1985-1
B2BOF
270525-9 (1985-1
270 896-4 (1988-)
Ranix-F Engine
8200K - 198 1986 6
B200K 1987 987--
Control unit
1 367 072072 -4
1 389 533-9
Speed/posii ti o n Speed/pos pick-up
1 336660 -4
1 336 660-4
ine e Eng in
B 19E
B19ET
8 23E
B230A
tro o l unit Con tr
1 389939 · 8
1 389 939-8
1 389
1 389 939 939--8
T Z-2 8 H
EZ-- 102K EZ ine e Eng in
B23FT
Control un it Power stage Knock sensor Thrrottle sw Th swii tc h
1 332 580580 -8 1 332 584584 -0 1 326658 · 0 1 306 939-0
77
Group 2 8 Ignition systems Specifications
EZ-115K Engine
B2BOE
B2BOE Scandinavia
B2BOF
Control unit Power stage Knock sensors Temperature se n sa Throttle switch Speed/position p ic ick k -up No.1 cylinder detector
1 274 827-3 1 332 584584 -0 1 367 643643 - 2 1 346 030-8 1 306 938-0
1 389 597-4 1 33 332 2 58 584 4 -0 1 367 643-2 1 346 030-8 1 306 938-0
1 274828 - 1 1 332 584584-0 0 1 367 643-2 1 346030-8 1 306938-0
1 367 645645 - 7
1 367 645 645--7
1 367 645-7
1 367 188 188-- 8
1 367 188 188--8
1 36 188-8 -8 367 7 188
Engine
8230F
B 23 230F 0FT T
Control unit Power stage K no c k s e n s o r Throttle switch
1 1 1 1
1 346 1 332 1 367 1 306
EZ-117K 336 332 367 306
505 -1 584 -0 584644--0 644 938-0
469 -8 469-8 584-0 644-- 0 644 938 -0
EZ-118K Engine
B2 0 0 E
B230E
8230K - 1 986
8230K 1987-
Control unit Power stage Knock sensor Temperature sensa Mi c r o s w i t c h
1 336 800-6 1 332 584·0 584 ·0 1 367 644 644-- 0
1 336 503 503-- 6 1 332 584 584--0 1 367 644 644-- 0
1 35196-3 1 332 584-0 1 367 644-0 1 332 396-9 1 367 734-9
-
-
1 357 943-8
1 357 943-8
1 336 1 332 1 367 1 33 332 2 1 36 367 7
506-9 584-0 644-0 396-0 396 -0 734-9
8230F
8204E
8234F
1 367 178-9
3517608-8 USAIEU
921-5 644-0 030-8 068-7
3 50 501 1 921-5 1 367 644-0 1 346 030-8 3517 068·7
1 389399 · 7 1 398 703 -7
1 389 399-7 1 398 703-7
EZ-116K Engine Control unit
3 50 688--0 (Cal if if)) 501 1 688 3 517 402-8 Fed) Power stage 3501 921-5 Kno Kn o c k sensors 1 367 644-0 Temperature sensa 1 346 030-8 Throttle switch 3517 068 068--7 Speed/position , 389 399-7 pick-up Diagnostic unit 1 398 703-7 Rex-I
Engine
8230F
Control unit Power stage Knock sensor Temperature sensor Speed/position p ic k- up Throttle switch Diagnostic unit
1 389 567 -7 1 367 438-7 1 367 644-0 1 346030-B 1 389399-7 1 389 558-6 1 398703 7
3501 1 367 1 346 3517
Group 28 Ignition systems Fault tracing
Breakerless ignition systems
Contents Pa
Ignition coil a n d ignition leads Ignition Distributor - general
••
. .
A1-A3
81
81-811
82-86
arm m . . . . . . . . . . . . . . . . .... • .... .. .. . Distri butor cap and rotor ar Distri Timing advance .. . . . . . . . . . . . . . . . . . . . . • . . •. . . . • . . . . . . . . . . . . Static ti t i ming . . . . . . . . . . . . . . . .. . . . . . . . . •..•... . • . . . . . . . •. .. . Centrifuga l advance . . . . . . . . • . . . . •..• •. . .•... • . .. • ..•. . .... . Ignition t i ming Vacuum advance . . . . . . . . . . . . . . . . . . . . . ...•.. . . .. . • . . Timing retardation .
83-84
82
Distributor
overhaul
.
Replacement of vacuum advance un it . Replacement of d istri butor, 81 819 9 . 82 823 3 . Replacement of pu l se generator coil 81 819 9 , 82 823 3 . Replacement of distri butor, 82 828 8 . . . . . . . . . . . . . . . . . . . . . • .• . . . . lacement of pu ls lse e generator coil , 82 828 8 ... . . ........•.... Replacement Rep Checking air gap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. • . . .. • . .. . _.
Control unit replecement Distributor testing Replecement o f Hall generator
. .
82001230 , 8280 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . 82001230 , 819E,, 823E 819E 823E,, 8230A . . . . . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . .
Wiring Feult-trecing
. ..
85-811
85 86
83 83
87-810
84 85 86
811 81 1
C1- C28 (1-e2
87
C3-C4
87
(12-(21 C22-e 27
90-92
87-97
C28
92-94 94
C29
95
C30 C3 0
95
C31-e34
96-97
01 - 09 01010-016
100-102
'0 3 104
79
Group 28 Ignit io io n systems Fault tracing
13 7 S26
4· cylinder
80
6-cylinder (B 28)
Group 28 Ignition systems F ault tracing , TZ-28H ibu u t or in t o Place dis d is t r ib Remove rotor ar m.
soft
Remove trigger rotor c irclip.
112
Remove trigger rotor using tw o round-bladed sc re w (dia.. 5 mm / .2 0 '") '").. dr iv er s (dia screwdriver t i ps under rotor hu b an d prise full ly upwards . fu
NOTE: Do no nott press against rotor vanes or damage result.. m ay result Take care t o ensure that locking does no t fall in t o distributor.
•
Remove :
- Ha llll generat o r reta i n i ng screw s plastic - plast ic p i n (A ) securing
129
Group 28 Ignition systems
Fault tracing , TZ - -28H 2 8H Turn Hal Turn Halll gene genera ratt or countercloc kwise sible ible..
as
far
as
pos-
Release and remove vacuum advance unit. Hall generator unit and connecto r ou t o f distributor. lift
distributor
Install Hall generator uni t and connector i n d i stributor rew w s. Mount ci rclip. and secure loosely w ith two sc re
Screws are o f different l eng th s: 1 =8mm /. 31 " 2 = 6 mm /. 24 " 3 = 5 mm /. 20"
139 821
Turn generator el em ent counterclockwise. Hoo k va cuum advance unit ro rod d over spigot on Hall generator plate plate..
--_
130
,,
,
I
I
I
I
ystems Group 28 Ig n i i tion s s ystems Fault trB cing, c ing, TZ·28H
In sert an d t ighten all screws screws.. Insert connector secur securii ng pin
riggerr rotor (2) t rigge - locking pi n (3) circlip (4 ).
distributor Ensure that No . 1 eylinder
at TO TOe e.
Turn rotor ar m clockwise abou aboutt tribut or housing . Place dis d is tr i butor
BO°
from mark on dis-
position.
Rotor arm should n o w be aligned with mark on di Rotor dis s housing.. tributor housing Remove rotor arm .
InstaU : InstaU: moisture shield ( p las lastt ic cover) - rotor ar arm m - distributor cap.
131 13 1
t ion systems Group 28 Ig Ign n i i tion Fau Fa u l t l t tra c i n g ,
H . Fault tracing - EZ-102K ion n of th The following procedure provides a systemat ic check an and d inspec inspectt io the e complete i gnit i on system . If the engine can be started started,, commence fault tracing w ith the test di d i od ode e to establish the sour c e of th the e fault . Otherw ise. proceed to page 136 136..
Fault tracing with
tast
diode
Connect test diode (special to ol 5280) to test t ermi na Connect nall on left-hand wheel hou sing (yellow (yellow / red red leadl. Connect red lead to battery pos it iv ive e term i nal.
co
EZ . . . K
'3 9 96J
Switch on ignition. Di Dio od e shou in should ld li gh t . Start engine. in c rease speed t o above 3000 r / min mi n and r educe to ap prox . 1000 r / min. m in. This will i nitiate internal diagnostics.
One flash : Ma x. timing ret a rd ation 9.B". batt tte e ry voltage. Two flashes : Low ba flashes: Fault in co ntrol unit knock sen so r circ circui uitt. Replace con control trol unit unit.. Four nashes: nashes : Fault i n knock sensor or ( page 1461.
See H19
Five fl as hes : Faulty load signal from fuel system con trol un it .
13 5
Group 28 I g g ni t io n io n sy s s t t e e m m s s ng , EZ·1 02 K ci ng Fault tra ci K
Symptom: Engine does no t start
Fault tracing the e fau l t is in t h e igni t io First check whether or no t th ion n the e plugs. systt em by checking for a spark at one of th sys
Disconnect a plug lead lead.. connect it to a spare plug an and d operate th the e starter motor. nott take place in vicinity of N .B. Ensure sparking does no other wiring!
present?? Spark present Ves Ve s
Engine o r fuel system fault .
No
forr spark at ignition co i l : Check fo
Connect an ignitio n lead an and d plug directly t o the e plu operate te the the coil . Ground th plug g and opera starter motor.
Spark a t ignition coil? Yes
Ch ec k r o t o r, dist ri bu t o r cap a nd HT l ea d s. Co rr ec ectt fau lt s as requi red.
No
Ignition system f a ul t.
Sw it ch o ff igni t ion.
ala
136
Group 28 Ignition systems Fault tracing , EZ-102K
Fault tracing,
EZ-102K
H I Check secu r it ity y of ground leads at termina terminals ls on intake manifold (twin black leads).
H2
Check LT supply to ignition coil an and d power stage
15
Switch on ignition. Measure voltage between ignition coil terminal 15 and ground. Voltmeter reading shou ld be approx. 12 V.
If vottage =
0 V:
Open-circuit in lead from central electrical unit. (See wiring diagram.)
V 12 V
H3
Disconnect power stage back con nector sleeve and connect inst rument to connector. tor. Measurement from front ma rear of connec may y dam age terminal s, resulting in lo oseness and poor contact. Check that voltage across each of connector terminals 1 and 4 and ground is approx. 12 V. Measure individu ally between each terminal and ground.
1
I
If vottage =
I
4 I
0 V:
Open-circuit lead from central electr electrical ical unit. (See wiring diagram,)
Switch of offf ignition. 143
I
137
Group 28 Ig io n systems Ign n i i t t ion ng , EZ - 102K ac i ng Fault tr aci - 102K H4
1
ignition coil primary winding an d leads Measure Measur e resi s ta tan n c e betwe betwee e n t e rmina l s 1 a n d 4 in power un it co nn nne ec t o r . (This is eq u i va len t o f measuring re sis sistance tance acros s i gn it io n co i l term i na ls 1 and 15, 15, i n c lu lud d i n g le lead ads.l s.l (See w i r i ng diagram .)
I I
I I Readii ng should be 0.6--0 Read 6--0..9 o hm . Other leads.. leads
Ignition
Measure resistance minals 1 an d 15.
faulty or short -c ircu it in between
coil ter
is correct (0 .6--0 6--0..9 ohm) : Fau lt in lead be If tween ignition coil and connector. connector.
If resistance
incorrect : Replace ignition c oi l .
1
..
H5
Check Chec k i gnition co coil il secondary winding
1
Mea s ure re Meas resis sis tan c e between HT terminal an d terminal 1 o n ig ign n ition c oi l. Resistance should be 6 .5 - 8 .5 kohm .
Oth Ot h er reading : Ign it io n coil faulty . Replace coil.
138
Group 28 ignition s y s yss t em em s Fault traci tracin ng, EZ·102K
I
H6 H 6
I
power stage ground lead and d M easure resistance between co nnector terminal 2 an ground . Resistance should be 0 oh m .
2
I
,
If readi ng is different: Check lead (s (see ee wiring diagram ). Ground term i na l is on i ntake manifold.
:J
H7
,
Check s creen connections
I 3
•
- -
I
I
I
--
---
-
--- --
Check that screen of l ead to t ermina l 5 is connected co nnected to terminal 3.
------
, ,
H8 Check signal from control
I
,
Mea sure voltage between t erminal 5 or 6 in p ower st age co nn ect o r an and d ground. Operate sta rt rte e r motor. Voltmeter should indicate approx. 2 V. V.
V
'J
power stage
ed!! Di sconnectt leads from ignition coil t erminal 1 ( red Disconnec w hite) and 15 (b l uel.
V
2
unit to
nne ect co No reading : See t op of page 146 146.. Reco nn coii l l eads.
con n nect power stage co nn ecto ectorr. Reco
12 V
V
Undo d is istr tr ibu t or co con n nector. Swi t ch on igni ti on . Mea sure voltage between pos it i ve term i nal ( red l ead ead)) an and d ground . Rea ead d i ng should be approx . 12 V.
'3
139
EZ-117K Ignition system (8230 FIFT)
Y
BL
A
260
2 17 •
, ,.
•,
•• "" " "
0
2 12
30
IJ
, jR
BL
D
Y
4
198 19 8 OR
OR BN R - W OR
OR
E
Bl . R· W
F
5
267
41 9 Y· R
GN BN
,
,
C
EZ-117K Ignition system (8230 FIFT) 202 Cl im at atee control 217 21 7 Fu Fue e l system control unit
1 Battery switch 2 Ignition co i l 5 Distributor 6 Spark plug s 11 Fusebox Positive term termii nal board 81 AC pressure s witch 86 Rev coun te terr 156 Rad iator fan mo t o r 198 19 8 Throttle switch co m press presso o r so leno id 200
218
8 C o E F
Knock sen sens sor
224 Radiator f an 224 an thermostat 260 Con1ro l unit 267 Test connector
Connector, Connector.
RH LH
A-post A -post
houling Connector 81 LH Ground term i na l on intake m. n i fold .t RH wheel housing at LH wheel housing
293
Idling compensation relay 419 Power stage
I
I
I
29
• 2 II
260 267
• ' A
B
217
y
•
8L l
8N
ON 8N
Y
)
y-,-o
6
• 0
12
"• "
•
156 15 6 ,224 ' - - 81,200
4
EZ-118K Ignition system (8230 K , 8200/230 E) A
BL
" , " • " , • " • "" " " "
2
260 26 0
"
.. ..
.. ..
• B
27 1
12
11 SB
OR
c
272
4
267 26 7
133 13 3
5
273
R· W
ON
OR
Bl.
S8
EZ-118K Ignition system (B 2 3 0 K , B 200/230 E) 1 2 4 5 6
224 Radia Rad ia to r fan thermostat 260 Con Control trol unit 267 26 7 Test connector 271 fuel cut-off so l en eno o id
Battery Ignition switch Ignition coil Distributor Spark plugs
272 Microswitch
273 Temperature sensor 273 293 Idling compensation relay
11
29 Po Poss it ive term ina l 81
86 156 200 202 218
board
419
pressure switch counter Rad i ator fan motor AC compressor solenoid Cl imate control Knock sensor
stage
29
R
I,
A B C o E
Connector, RH A-post Connector, Connector, LH A -post Connector at LH wheel Ground termina l on i ntake manifold at LH housing
EZ-116K Ignition system (B 2 3 4 F, B 2 0 4 E)
472
A
OR-R
260 26 0
"
" " " " " .. ..
•
BL
Y 0
•,
•,
•• "
• 2
JO
ISR
R R
R
JO
B
so
413 41 3
R
198 19 8
BL
, RN
2
C
F
0
BL
v-
R- W BN
so
8
84
R- W l L
EZEZ- 116K Ignition system system (B234F, (B234F, B204E)
, Battery 2 Ignition swi tc h 4 Ignition coil
218 260 4 13 4 19 472 482
5 Distr Distriibutor 6
plugs
11
Knock sensor sensor Control un i t Pulse Pul se generator
A B C o E F G H
stage Fuel Fu el system control unit
Diagnostic un it
29 Posi Pos itive term i nal board 84 Temperalure sensor
RH A -post
Connector,, LH A-post Connector at LH wheel Ground term in al on intake m .n i fo ld at bulkhead housiing hous at LH housii ng at RH wheel hous at LH housing
198 Throttle switch
1
R
. R- W'- - - {' OR
R
.
2
5
"R
,
6
B'
11 GR- W
A BL
,GR _ R
260 26 0
BL
"
BL
B
G
"
OR
198
I
,
Y- R
•
, OR
F
7
R
1 BL
R- W
II
D
S8
413
Group 28 Ig n ition Fault
N . Fault tracing - R ex- I
with
sy s t e m s
tracing, Rex · 1
self-diagnostics
B 2 3 0 F engine (Federal USA) the e functions of which are incorporated in th The Re Rex x - l ignition system features self-diag self-diagnostics nostics,, th the e control the e 30 supply is disconnected . The system featu r es th r ee different NOTE : All fault codes will be erased if th con tr ol functions.
Checking
N l l N
S ta rt an and d ru n en g ine up t o working temperature tf en gine no t star t : Check that fuse No . 1 is intact. If eng i ne s ti till l refuses to start, commence fault tracing ope e rations N5-N6 and proceed to N8 -Nl 0 . with op N2
Ch ec k t im ing before TO Correct TOC C. NOTE : Timing cannot be adjusted .
N 3 N 3
If timing is incorrect : swii t ch (see NS an and d N7) 1. Check throttle sw N7).. 2 . Check that pulse generator leads are wired correctly to c onnector at bulkhead (s ee w i ring diagram). 3 . Open diagnostic un it cover an and d co nnect lead to socket 6. 6. Swii t c h on igni Sw ignitt ion. Select c ontrol funct io n 1 an and d display fault codes (if any an y ). Press pushbutton fo r more than 1 second an and d and d press aga i n to count number of flashes flashes.. Record an d isplay next fault code (3 i n Consult table (N4 ) forr interpretation of fault codes. fo Code 11 present. Chec Check k 111 1 i ndicates that no faults fuel system . oes s no nott light when button is presse If d oe pressed d , or if no fault code is displayed , proceed to Nl l -N17 .
215
Ign n ition systems Group 28 Ig i ng, Fau Fa u lt trac ing,
R ex -' ' ex -
N4 Control Cont rol function 1
111 11 1
142 1 43 144 14 4 214 2 24
No fault Contr Con trol ol unit fault . Repla Replace ce unit. Kno c k sensor signal absent. See N25. Fuel system load signal absent . See N23. ermittentl tl y. See Pul ulse se generator sig nal absent in t ermitten N24. Engi En gine ne t emperatu re sensor faulty . See N21 .
Control function 2
N5 Switch on ignition. Depress button on diagnostic unit twii c e, each time f o r more than 1 seco nd . lamp should tw co mmence t o flash rapidly . If not, proceed to N11 - N18 .
N7 Operate throttle control in engine compartment lamp should f i rst go out and then display code 334 334,, in in dicating that throttle switch is opera ting corre c tl y in idling position. See N22 if code is not displayed but lamp continues to flash rap idly.
•
716
N6
3
1
sees
Operate start starter er motor
4
1
l amp should first go ou t and then display code 141 , i n dicating that pulse generator signa l is o kay. See N24 if butt lam lamp p continues to flash c ode is not displayed bu rapidly.
14 J
offf ignition. Switch of
216
Gr o u g nition s u p p 28 I gnition s y y stems s tems
e x-' tracin g g , R ex-'
Fa u u l t l t
Engine does not start N B
and d power stage ground Check control unit an connections and d b l ac k ) s h ould be t ig Gro u nd l eads (brown an igh h t e n ed secu sec u rely to terminals on i nt nta a ke m a ni fol d .
N 9 9
Check fo r spark at spark plugs Caution! Fue may y b e d estroyed if Fuell system cont r ol un it ma s p a rk str ikes injector or uni t wiri ng .
Disconnect HT lead fro m o n e s p a rk p lu g and con n ect t o spa re pl u g . Ground plug an and d opera t e st arter motor.
powerful blue-white spark is present : in e n gine or f ue uell sy sys st em .
Fa ul t
is locat loca t ed
Nl 0
Connec t plu g an d HT l ea d tf spark is weak or absent : Connect direc tl y t o i g n ition coil HT te r mi n al. Grou nd pl u g a nd o p erate starter motor.
"" ""
If spark is still weak or absent , f aul t is l oc at ed in ig n i. tion coi l o r igni t io (see N11·N N11·N36). 36). ion n sys t em LT powerful blue-w blue-white hite spark is no w present , check chec k If powerful rott or, distribu t o r c ap ro ap a n d HT leads leads.. Replace as re o q u i r ed.
217
Gr o up
io n 28 I g n it ion
sy st e m s
Fault tr acing , acing , Rex-'
e n d checking N71
un it
Undo
Th e ignit i on must be sw i t c hed off whenever The the th e connec to reconnect-torr is disconnected or reconnect ed. Remove panel under leh-hand side of instrument panel.. panel Release
connector catch an and d control un it .
connector from
N1 2
Remove protective cover from connector Cautii on ! Caut
insert ins t rument probes into front of co nnector terminal s. This may cause dam age which aggravate any faults present presen t .
Always connect probes to terminals through holes in connecto r side side.. tak in g care to avoid force.. force Terminal numbers are marked on side of connector.
N 13 N 13
,
that all terminal gh t i n connector h ei ght
,
, ,, , , , ,, , ,, ,
are ar e at
Poor co nta ct may result one terminal socket is lower than the others.
,
N14 N1 4
12 V
I
bushar 30 supply Measure volt age between control unit connector termi nall 5 ( brown) and ground . Read na Readii ng should be approx. 12 V.
.
,
s
2' 8
V
If no read readii ng is indicated, check lead between control un i t sleeve an d busbar 30 supply at .
sys s t ou p 28 I g n G r r ou g n i t i t ion t e e m s m s io n sy
Fault tracing , R ex- ex - I I
I
N15 N1 5
Checking diagnostic unit Switch on ig n it i on Connect test lead to socket 6. 6.
V
Measure voltage between control unit connector terminail (yellow / red red ) an d ground . Instrument should read approx. 12 V. Depress pushbutton. Voltmeter should no w read 0 V.
N I I B N B Measure at d i agnostic unit connector if voltage is no t present at control unit or instrument reads 1 2 V depressed.. with pushbutton depressed
NI l
A t d i agnostic unit betwee ee n connector blue Me . su re voltage betw Me. ground
a nd
Vol t mete meterr should read approx . 1 2 V.
an d ground Ohmmeter should read 0 oh m .
ign iti ition on NI B
Measure resistance between diagno sti c unit test lead an pin n (N and d pi (No o . 8) under function selector Ohmme t er s h ou ld read infi n it y Press function selector button.
Ohmmeter should no w read 0
V.
219
Gr o em s o up 28 Ignition syst ems
ul t F a ul
Rex - - I I
LED an d
diode tester between diagnostic test lead
Connec t red probe on diode tester t o pin under LED Connect and an d black probe t o t es t lead . LED LE D
is op e rating correctly if diode tester g ive ves s indica-
t ion . Repl ace diagnos l ic unit if no indica t io ion n is observed.
N1 9
12V
Sw i tc h on ignition tag g e between co con n trol unit connector termiMea sur voll ta ure e vo nal 6 (blue) and ground ground.. Vol tage should be approx .
, , ,, ' , , ,
•
Check fo forr voltage at control unit
I V
12 V.
Switch of f ignition.
:' .. .
,,,,22
N 20 20
Check co ntrol unit ground lead Mea s ur resii stan stance ce betwee ure e res between n connecto r t erminal 20 and d ground . (brown (b rown ) an Resis sistt ance should be 0 oh m .
on
,, , ,
:'
,, ,, ,
N21
20
Check temperature sensor M easure resistan c e between co nn nne e cto r t e rminal b l ack) and ground . ,"'813
2l r ed edll
Ohmme te r reading shou ld agree with adjoining chart .
istance ce directly Measure sensor r es istan If value is 10 determ i ne whether sensor or lead is faulty . Repla Replace ce sensor or l ead as appropriate.
...
--- ....
n
,"
.
....
.
,
....
..
.':
..
I 'L I
111
,_ · •• ·u ••
220
•
••
••
••
..
..
•• •
.. .
..
.. .
'"
•••
io n s Group 28 Ig em s Ig n n i i t t io s y y s s t t ems
ci n ex - Fault tr a a ci n g, g, R ex -J J N2 2 2
I
Check throttle switch Measure re resi sis s t an ance ce be bett ween co nt nectt o r ntrro l u ni nitt co n nec t e rmi nal 7 (oran g e) a n d groun d . Resistance sh s h ou l d be a ohm.
::
__ _ _
144
Dep ress acceler accele r at or un t il th ro tt l e sw swit it c h opens s light ly. Res i sta stan n ce should i ncrease to infinity. In c ase of fault : Measure Measure t h r o tt l e swi t c h r esi st a n ce rect l y t o es estt a bli sh whe th e r f au lt is it sel f . wiring or sw i tch it
necessary: Check throttle switch setting Open thrott l e slig sli g htl y and listen t o s w it c h . C li c k s h ou ld be heard (as i dling co n tacts ope n ) im m edi at ate e l y t h r o tt l e opens. Adjustment
Loosen mou nt i ng screws (3 mm Al scrrews). Alll e n sc Turn sw it ch slightly clock clockw w is ise e. Turn sw itch back counte r clockwi se unt un t i l cl ick is hea rd from con t acts acts.. Ti ghte n screws. Check adjustment.
N 2 2 3 3 Check load signal from fuel system control unit
IL
,
::
I I
: I I
Remove panel unde r ri gh t - h a n d s i de o f i n stru m e nt pane pa nell an and d pan panel el at right - han d side of b u l k hea head d . Re move mov e glov glove e com partmen t . Undo fuel sys system tem cont ro l unit connector. M easure resist resis t an anc c e between ig n it ion sys t em co n nec to r t ermina l 8 (yellow) and f uel sys t e m co nn ec ectt o r t e r Ins str ument should rea d 0 o h m, minal 25 (yellow ). In oth e rw ise lea le ad is open -circuited . Chec Check k connecto r s as per wiring diagram . If faul t pers persii st s al t houg h l ead is i nt act, int int e rn a l f a u lt is presen t in one of co n t r ol units. rtm m ent . Replace pane l s and glove compa rt
221 22 1
on systems g nit i i on Group 28 I gnit e x-' Fault tracing, R ex-' N24 Check pulse generator Measure r esistance between connector terminals 10 (red) an and d 23 (blue).
;:
Resistan ce shou ld be approx. 240 ± 25 ohm.
"T -
23
,,
,, ,
1 17
,, '
Check that screen is connected to terminal
:
11
'
10
,, ,, , ,, ,
11 .
• ,• 23
•
• •
1
,,
_- _
144 8 11
: ,'
N25 N2 5 Check knock sensor leads
1
Undo knock sensor connector an d bridge termin terminals als 1 and 2. 2.
2
Measure r esistance between terminal 12 (b (bla lack) ck) and 13 (green) in contro l unit connector. Resistance should be o ohm.
144 818
If resistance is to o high one on e or both leads is faulty (open-c (o pen-circui ircuited). ted). Remove jumper an and d measure each lead separately with ohmmeter. Replace damaged lead(s). If leads are intact. rep lace knock torque 20 20± ± 5 Nm (15 ± 3.5 ft Ib) Ib)..
se n sor.
Reconnect Reconn ect knock sensor connector connector.. 13 12
144 819
222
T ightening
Group 28 Ignition systems Fault tracing , Rex-I
N26 N2 6
ignition coil an d power
(4201
Undo connectors connectors..
coil from Remove both mounting screws with a Torx TX 215 screwdriver and l ift o ff ignition
N2 7
Measure resistance across ignition coil terminals Measure resistanc resistance e across LT terminals (+ and·) lustrated.. lustrated Resistance should be approx . 0.5 ohm.
as
Measure resistance between HT terminal and each terminal. Res istance should be approx . 5 kohm .
il
LT
N28 N2 8
Check for voltage a t ignition coil/power stage terminals Switch on ignition. Measure voltage between terminal A in 3-pole co nnec nnec to r and ground. Instrument should indica indicate te sys system tem voltage (12 VI." voltage is absent or I. to o lo w : Check supply lead connections at control unit and ignition coil/power stage stage.. Check that voltage does no t fall below starter motor is operated. Switch of f ignition .
10.5
V when
Group 28 Ignition systems Fault tracing , Rex-I N2 9 -OR -O R
Check ignition coil/power stage ground connections Measure resistance between terminal B in 3 - pole con nector an and d ground. Resistance must no t exceed 0.1 ohm. If resistance is to o high, clean ground connection required.. and / and / o r replace ground lead as required
146 729
Measure resistance between terminal A in 2-pole con nector an and d ground . Clean ground connection and/or place ground lead as required if resistance exceeds 0.1 o hm .
146 729
N30 N3 0
Check signal lead stage an d control unit 3
•
ignition
Connect buzzer between terminal B in 2-pole connec to r an and d terminal 16 in control unit connector. intact.. Buzzer should sound if lead is intact
N31 N3 1
of Persistent failure o f engine t o start despite faults o r correction of fault(s} which have been located indicates indica tes internal fault in control unit o r power stage stage.. installing ling new control unit o r n ew power Verify by instal stage. Rein stall ignition coil. Reassemble control unit connec Reins to r and reconnect to unit. connectors.. Reconnect ignition coillpower stage connectors Check that no n ew fault codes are displayed.
224
Rex-I
Ignition system (8230 F)
473 47 3
A
260 26 0
, •,
" •
Y
"
•
"
•
29
2
•
'" 30
R R
R
B
B
R- W
11
, BL
R
413 41 3
198
482 48 2
OR
OR
8N
C
• ,
E BL
420 42 0 218
84
BN
Rex-I Ignition system (8230 F)
198 218 260 413 420 473 482 48 2
Ba ttery 1 Battery 2 Ignition 5 Distr Distriibu to r 6 p lugs 11 Fusebox 12 Co mbined in strument (C EL ) 29 Posi tive term ina l board
84
A B C
Throttle switch
Kn ock Con tr o l unit Pu lse gener Pulse generator ator
coil
o E F G
Fuel system control unit Diagnosti agnosticc un it
sensor
Connector, RH Connector, Connector, LH A -post Connector 8t LH wheel housing . single--pole single man i fold Ground terminal on Connector at bulkhead Connector at LH wheel housi ng Connector at RH wheel housing
counter
86
1 •
6 OR
,
"R
"
420 42 0
11
"
B
86
R- W
I
BL
260 26 0
OR BN
BL
16
BN
D 11/31
G
,F
B BL
,• ,•,
•,
•
71
BL
' B
BL
I BL
198 R
]
.
BL II
58
D 473122
R
I
Index
Index
"g.
Adaptive timing ret reta ardati rdatio o n . . . . . . . . • . • . . . . . . . . . . 37 Ballast resistor: 81 . 107 6-cylinder er engine engines s AJEJF 6-cylind 11- 13 Basic pa parameter rameters s Centrifuga Centrifug al a dvan dvance ce · 74 -7 5. 97, 109 Co nt ntrro l unit 14-1 6. 77- 78 Diagnostic system . . . . . . .. . . . . . . . . . . . . . . . . . .. 63-67 Distributor 82--83.. 87- 102 19.73, 82--83 Distributor teste tester 96. 111 Fault trac tra cin ing g: Gene Gen eral pr pro o cedu durres .. . . . . . . . . . . . . . . . • . . . . . . . 79-104 Fault--tracing chart Fault 104 ········· Fault-tracing procedures: procedures:
"g. Renix -F RenixTZ-28H EZ-l02K EZ-115K E l - 117 / 1 18K EZ-116K ( B234 F, F,
8204 EJ EJ F) EZ- 116K (B230 F) Rex-I
El - E23 Fl - F26 G1-G 7 H l - H2 1 Jl-J45 K1 - K26
106-114 11 5 -124 125-134 135-150 151-168 169-186
Ll - L36
187-200 187-200 201-214 2 15- 226
M1 -
M38 Nl - N 3 1
Firing o rder 71 General instructions instruction s . . . . . . . .• . .. . • . . . . • . . . . . . . . . 69 Gro Gr o un und d t erminals : TZ-28H . . . . . . . . . . . . . . . . . . . • . • . . . . • . . . . . . . .. . .. . 103 TSZ 113 Ren ix -F.. . .. . . . . . . . . . . . . . . . • . . • . . .. • . . . . . . . . . . . 115 EZ-l02K . . . . . . . . . . . . • . .. . . . .. . • .. . . • . . . . . . . . . . . 137 161 16 1 EZ-115K EZ-117 K1118K 171 EZ-116K . . . . . . . . . . .. . . . . • . . . . • . . • . . . . . . . . . 189. 2 03 Rex-I . . . . . .. . . . . . . . . . . . . • . . . . • . . . . . .. . . . .. . . .. . 217
generato r generato 20-21 , 98-102 . 128-130 128-130.. 141-144 Ignition coil. 69, 72, 77 77-- 78 78.. 81 Ign ition co i l / / power 17- 18 p ower stage 71 . 84 Ignitio Igniti o n ti tim m i ng table Kno noc c k co control ntrol . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . 28-38 39 Kn oc k-c ontroll ed fuel enr i chm ent 3 0 -3 1 ock k sen enso so r Kn oc Lubri ca tion : 95 B19E-B23E.B28A - B28F S pa rk p l u g s 1 1 - 1 2, 72 Spee Spe ed / p os it i o n p ic ick k - up . 22- 24 24,, 78 78,, 157 157,, 194 194,, 208 208.. 222 Sys Sy st em de desc sc riptio ns: TSZ 43 TZ-28H . . . . . . . . . . . . . . . . . . . . . • . . . . • . . . . • . . . . . . . . . 44 Renix-F . . . . . . . •. . . • • • . • • • • . . • . . •. • • • . . • . . . . . . . . . 45 EZ- 102K . . . . . . . . . . . . . . . • . • . . • . • . . • . . . . • . . . . . . . . . 47 EZ-117K .. . .. .. . • . • . . • . • . . •. • . . . . • . . . . • . . . . . . . . . 49 EZ-11 8K . . . . . . . . . . . . . ..•. . . . . . . . . . . . . . • . . . . . . . .. 51 EZ-115K 55 58 EZ-116K Rex-I 60 Tempe Temp eratur rature e se sen n sor .. 41-42 . 155 155,, 178 178.. 192 192.. 206 206.. 220 Test eq uipment 68 Throttle Throttl e sw it ch / idlin itch ch 40. 146 146,, 156 156.. 177 177,, i dling sw it 193, 19 3, 207 207.. 221 T i ming re tardati tardatio on: B19E 86 Vacuu dvance ce 7 5uum m advan 5-7 76, 85 diagrams: s: Wiring diagram TSZ . .. . . . . . . . . . . . . . . . . . . • . . . . • . . . . • . . . . . . 113-114 Reni nix x -F . . . . . . . . . . . . . . . • . . . . • . . . . • ..•. . . . . . 123-1 24 TZ-28H . . . . . . . . . . . . . . . • . . • . • . . •. • . . • . . . . . . 133-134 EZ- l02K . . .. .. . . . . . . . . . . . • . . . . . . . . . . . . . . . . 148-150 167-- 16 8 EZ- 115K . . . . . . . . . . . . . . . • . • . . . . . . . . . . . . . . . . 167 182-- 186 EZ- 117K1118K . . . . . . . . . • . . . . • . . . . . . . . . . . . . . 182 198-200,, 213-214 EZ- 116K . . . . . . . . . . . . . . • . . . . . . . . . . 198-200 Rex -I . . . . . . . . . . . . . . . . . • . . . . • . . . . . . . . . . . . . . 225-226
227 22 7
