Documentos de Académico
Documentos de Profesional
Documentos de Cultura
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EL-JET2 Variantes de los sistemas
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EL-JET2 Variantes de los sistemas
MED-Motronic
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EL-JET2 Instalación general
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EL-JET2 Sistema de generadores de señal
Generadores Hall
Captadores inductivos
5
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EL-JET2 Sistema de generadores de señal
Sensores inductivos
Sensor activo
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EL-JET 2 Sistemas de detección de carga
Masa de aire
HFM 6
HFM 5
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EL-JET 2 Sistemas de detección de carga
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EL-JET 2 Medidores de masa de aire
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EL-JET 2 Comprobación HFM 5
Comprobación:
Alimentación entre pin 2 y 3: 12 Voltios
Señal de referencia entre pin 3 y 4: 5 Voltios
Tensión de salida en el pin 5 1,00 ± 0,02 Voltios
10
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EL-JET 2 Sensores de presión del colector de
admisión
GM
Ford
11
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EL-JET 2 Sistemas Controlados por la unidad
de control
12
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EL-JET 2 Sistemas Controlados por la
unidad de control
13
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EL-JET 2 Sistema de encendido
14
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EL-JET 2 Sistema de encendido
(ángulo de cierre)
Angulo de cierre
Angulo de cierre
15
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EL-JET 2 Sistema de encendido
(ángulo de encendido)
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EL-JET 2 Adaptación del ángulo de
encendido (1)
17
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EL-JET 2 Adaptación del ángulo de
encendido (2)
Grados
¿Por qué depende el ángulo de avance de la del
Cigüeñal
temperatura del motor?
18
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EL-JET 2 Adaptación del ángulo de
encendido (3)
19
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EL-JET 2 Adaptación del ángulo de
encendido (4)
Cambio de carga
Durante la marcha cuesta arriba, el motor tiende a funcionar
ligeramente a sacudidas. Por ese motivo, la unidad de control
atrasa el ángulo de encendido después de un cambio de marcha
20
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EL-JET 2 Adaptación del ángulo de encendido
(Reg. de picado)
Regulación de picado
21
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EL-JET 2 Adaptación del ángulo de encendido
(Reg. de picado)
22
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EL-JET 2 Distribución de alta tensión (1)
23
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EL-JET 2 Distribución de alta tensión (2)
Bobinas individuales
24
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EL-JET 2 Distribución de alta tensión (3)
25
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EL-JET 2 Control de fallos de encendido
M3.3
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EL-JET 2 Sistema de inyección
27
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EL-JET 2 Regulación de ralentí (IAW)
1: Cojinete
2: Tuerca de guía
3: Arrollamiento
4: Imán
5: Tornillo
6: Ranuras antigiro
7: Cono
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EL-JET 2 Regulación de ralentí (IAW)
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EL-JET 2 Sistema de ventilación del
depósito de combustible
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EL-JET2 ME7. sistema de ventilación del depósito
de combustible
31
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EL-JET 2 Sistema de ventilación del
depósito de combustible
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EL-JET 2 Sistema de insuflado de aire secundario
33
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EL-JET 2 Sistema de recirculación gases de escape
34
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EL-JET 2 Sonda Lambda
1: Cerámica
2: Electrodos
3: Contactos
4: Contactos
5: Gases de escape
6: Protección
35
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EL-JET 2 Sonda Lambda calefactada
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EL-JET 2 Sonda Lambda LSU
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EL-JET 2 Sonda Lambda LSU
1: Gases de escape
2: Tubo de escape
3: Calentador
4: Sistema electrónico de regulación
5: Aire de referencia
6: Ranura de difusión
7: Célula de Nernst
8 :Célula de bombeo
9: Capa de protección
10: Orificio de acceso de gases
11: Barrera de difusión
Los gases de escape llegan a través de un orificio a la cámara de medición (ranura de difusión) de la
célula de Nernst. Para poder ajustar el coeficiente de aire en la ranura de difusión, la célula de
Nernst compara los gases en esta ranura con el aire ambiente en el canal de referencia.
Mediante la aplicación de una tensión a los electrodos de platino de la célula de bombeo través de la
célula de bombeo, a través de la barrera de difusión se puede bombear oxígeno de los gases de
escape a la ranura de difusión o viceversa.
Con ayuda de la célula de Nernst, un circuito electrónico en la unidad de control regula la tensión
aplicada a la célula de bombeo, de manera que la composición de los gases de escape en la ranura
de difusión se mantenga constante en =1
38
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EL-JET 2 Catalizador
1: Colector de escape
2: Sonda Lambda
3: Catalizador
4: Silenciosos
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EL-JET 2 ME .. Motronic
40
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EL-JET 2 ME.. Funciones del sistema
41
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EL-JET 2 ME .... Acelerador electrónico
42
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EL-JET 2 ME .... Sistema orientado al par motor
43
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EL-JET 2 ME .... Sistema orientado al par motor
44
© Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties
EL-JET 2 ME .... Sistema orientado al par motor
45
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EL-JET 2 ME .... Determinación del para motor
Dinámica de la
conducción Coordinación de las
solicitudes de entrega de par
y rendimiento en la unidad de
control
Confort de la
conducción Presión de sobrealimentación
Angulo de encendido
Programador
de velocidad Supresión de cilindros
Tiempo de inyección
46
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EL-JET 2 ME .... Acelerador electrónico
(visión del sistema)
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EL-JET 2 ME .... Módulo del pedal del acelerador
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EL-JET 2 ME .... Sensor de posición del pedal del
acelerador
49
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EL-JET 2 ME .... Unidad de mando de la mariposa
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EL-JET 2 ME .... Unidad de mando de la mariposa
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EL-JET 2 ME .... Regulación de la mariposa
52
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EL-JET 2 ME .... Sensores de la unidad de
mando de la mariposa
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EL-JET2 ME 7. Sistema de encendido
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EL-JET2 ME 7. Acelerador electrónico
55
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EL-JET2 ME7. Sistema de inyección
56
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EL-JET 2 ME .... Señales adicionales
57
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EL-JET 2 Sistemas adicionales
58
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EL-JET 2 Sistemas adicionales
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EL-JET 2 Sistemas adicionales…
Refrigeración electrónica
60
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EL-JET 2 Sistemas adicionales…
Refrigeración electrónica
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EL-JET 2 Sistemas adicionales…
Refrigeración electrónica
62
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EL-JET 2 Sistemas adicionales…
Sistema de carga eléctrica
63
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EL-JET 2 Sistemas adicionales…
Regulación de árbol de levas
64
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EL-JET 2 Sistemas adicionales…
Regulación de árbol de levas
Valvetronic (BMW)
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EL-JET 2 Sistemas adicionales…
Motor de compresión variable (Saab)
1600 cc.
305 Nm
225 Hp
66
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EL-JET 2 Sistemas adicionales…
Motor de compresión variable (Saab)
67
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EL-JET 2
68
© Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties
EL-JET 2
69
© Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties
EL-JET 2
70
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EL-JET 2 Modos de funcionamiento
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EL-JET 2 Carga homogénea
72
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EL-JET 2 Carga estratificada o por capas
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EL-JET 2 Carga estratificada o por capas
74
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EL-JET 2
Inyección en colector
BDE
Cantidad de inyección
Plena carga
Ralentí
75
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EL-JET 2 Visión general del sistema
76
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EL-JET 2 Circuito de combustible
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EL-JET 2 Bomba de alta presión de émbolos axiales
Conexión de
alta presión
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EL-JET 2 Bomba de alta presión de émbolos axiales
La bomba de alta presión (HDP) tiene como función generar la presión de 50 ... 120
bar necesaria para inyectar el combustible a alta presión. La bomba de alta presión
ha de ser refrigerada y lubricada con combustible para evitar que el combustible
pueda mezclarse con el agente lubricante
79
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EL-JET 2 Válvula reguladora de presión
1:Conexión eléctrica
2: Muelle de compresión
3: Arrollamiento
4: Armadura del electroimán
5: Juntas tóricas
6: Orificio de salida
7: Bola de válvula
8: Asiento de válvula
9: Entrada con tamiz
80
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EL-JET 2 Válvula reguladora de presión
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EL-JET 2 Bomba monocilíndrica
82
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EL-JET 2 Funcionamiento de la bomba de alta
presión monocilíndrica
83
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EL-JET 2 Funcionamiento de la bomba de alta
presión monocilíndrica
84
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EL-JET 2 Funcionamiento de la bomba de alta
presión monocilíndrica
85
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EL-JET 2 Válvula reguladora de presión
86
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EL-JET 2 Válvula reguladora de presión
87
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EL-JET 2 Inyector
88
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EL-JET 2 Señal de activación
89
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EL-JET 2 Regulación de picado
90
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EL-JET 2 Sistema de emisión de gases
Catalizador principal
Sonda lambda
Recirculación gases de LSF
escape Sensor de temperatura
de los gases de escape
Precatalizador
91
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EL-JET 2 Sistema de emisión de gases
Precatalizador
92
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EL-JET 2 Catalizador
93
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EL-JET 2 Sensor de temperatura de gases
de escape
1 Aislante
2 Soporte de conexión
3 Al2O3 Sustrato
4 Material de soporte
5 Elemento sensor
6 Carcasa con orificios
1
2
3
4
5
6
94
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EL-JET 2 Sensor de temperatura de gases
de escape
Está situado delante del catalizador acumulador de NOX Informa a la unidad de control de la
temperatura existente en el catalizador acumulador de NOX. La unidad de control necesita esta
información para:
Cambiar al modo estratificado, pues el catalizador acumulador de NOX sólo puede acumular
los óxidos de nitrógeno entre 250°C y 500°C.
Liberar el catalizador acumulador de NOX de las partículas de azufre. Esto sólo es posible
cuando el motor está trabajando con mezcla rica y teniendo el catalizador temperaturas
superiores a 650°C. Esto se consigue pasando al modo homogéneo y retrasando el ángulo
de encendido
95
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Final de la presentación.
© Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties