Fileshare_Manual Service Dacia Nova GT Si GTI (1)
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CUPRINS GENERAL
Cuprinsul este interactiv, cu un clik pe denumire veti ajunge la capitolul respectiv si de acolo
la diverse subcapitole tot cu un clik pe rubrica.
GENERALITATI
MOTOR
ECHIPAMENT ELECTRIC
AMBREIAJ
CUTIE DE VITEZE
TRANSMISIE
DIRECTIE
PUNTE FATA
PUNTE SPATE
SUSPENSIE – AMORTIZOARE
SISTEM FRANARE
CAROSERIE
ECHIPARE CAROSERIE
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1. PRINCIPIUL DE FUNCTIONARE
Sistemul de injectie MONO – MOTRONIC, realizat de firma BOSCH, este de tip (, n), unde:
= unghiul care indica pozitia clapetei si recunoaste sarcina motorului,
n = turatia motorului.
Acestea sunt informatiile principale pentru unitatea de control electronica (calculator), ce determina
timpul de injectie de baza ( tI ); valoarea acestui timp de baza este corijata in functie de variatia
parametrilor cu evolutie lenta: Tlichid racire, Taer, valoarea Lambda ( ), tensiunea bateriei.
La sistemul de injectie MONO – MOTRONIC, calculul avansului la aprindere si comanda bobinei de
aprindere sunt realizate de unitatea de control electronica si tinand cont de evolutia parametrilor: Tlichid
racire, Taer, n (turatie motor).
Sistemul este fiabil si nu necesita reglaje; este un sistem de tip autoadaptiv, care isi efectueaza corectiile
necesare ale parametrilor in timpul exploatarii motorului, tinand cont si de uzura acestuia in timpul
exploatarii.
Figura 1
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DESCRIEREA SISTEMULUI SI A ELEMENTELOR COMPONENTE,
CARACTERISTICI SI MOD DE DIAGNOSTICARE
Componentele sistemului de injectie MA 1.7 sunt (Fig.1):
1. Pompa electrica de combustibil;
3. Filtru combustibil;
4. Regulator presiune combustibil;
5. Injector;
6. Senzor Taer;
8. Potentiometru pentru clapeta;
9. Motoras pozitionare clapeta;
10. Electroventil recirculare vapori combustibil;
11. Canistra cu carbon activ;
12. Unitate de control electronica (calculator de injectie si aprindere)’
13. Bobina de inductie;
14. Senzor Tlichid racire;
15. Senzor turatie si pozitie arbore cotit;
16. Senzor oxigen (Lambda);
17. Convertor catalitic;
18. Cablaj comanda injectie cu priza pentru diagnosticare sistem.
Pe acest desen se mai pot identifica: 2. Rezervor de combustibil; 7. Filtru de aer.
Circuitul de alimentare cu combustibil este format din: rezervor, pompa electrica de combustibil, filtru
de combustibil, unitate centrala de injectie, conducte de alimentare si retur.
POMPA ELECTRICA DE BENZINA
Pompa electrica de benzina este fixata in rezervor, fiind
imersata in benzina si este comandata de calculator, prin
intermediul releului R1. La punerea contactului, cu cheia in pozitia
M (motor), dar fara a se porni motorul, pompa va fi alimentata cu
curent numai pentru 3-4 sec. Pompa va debita permanent numai
Corp clapeta injector
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atunci cand calculatorul primeste semnal de la senzorul de turatie si trebuie sa asigure un debit de min.
65l/h si presiunea de 1-1,1 barr la 12 V. Cauza unui debit insuficient poate fi tensiunea mica de
alimentare a pompei sau filtrul de combustibil murdar.
ATENTIE: In sistemul de alimentare combustibilul ramane sub presiune si dupa oprirea
motorului; in cazul debransarii furtunelor tineti o carpa in apropierea racordului pentru ca
benzina sa nu ajunga pe zonele fierbinti ale motorului.
Masurarea debitului se face astfel:
- Se branseaza returul de la corp-clapeta injector la un furtun ce va debita combustibilul intr-un vas
gradat de 2000 ml.
- Se alimenteaza pompa direct, pentru 1 minut pornind motorul, sau prin scurtcircuitarea bornelor 30
si 87 ale releului R1, cu motorul oprit.
FILTRUL DE BENZINA
Filtrul de benzina (Fig. 3) este amplasat in circuitul de alimentare cu combustibil, dupa pompa de
benzina si se afla sub caroserie in imediata apropiere a rezervorului.
Elementul filtrant este din hartie cu porozitatea de
0,01 mm. si are rolul, foarte important de a retine
impuritatile ce ar ajunge la regulatorul de presiune
si injector.
Figura 3
ATENTIE: Filtrul de combustibil este prevazut la iesire cu o sita metalica foarte fina ce poate
retine eventulele particole de hartie filtranta desprinsa, de aceea se va tine cont de sageata de pe corpul
filtrului, care indica sensul de curgere al combustibilului. Filtrul va fi schimbat la maxim 30000 km.
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UNITATEA CENTRALA DE INJECTIE (CORP CLAPETA INJECTOR)
Unitatea centrala de injectie (Fig. 4) este alcatuita din:
1- Partea superioara (partea hidraulica);
2- Partea inferioara (corp-clapeta);
3- Regulator de presiune;
4- Injector;
5- Senzor Taer;
6- Intrare carburant;
7- Retur carburant;
A. Conector pentru senzor Taer si injector;
B. Conector pentru potentiometru clapeta;
C. Conector pentru intrerupator si motoras pozitionare clapeta. Figura 4
REGULATORUL DE PRESIUNE
Este un regulator mecanic cu membrana ce asigura presiunea de injectie de 0,9-1,1 barr.
Masurarea presiunii se face astfel:
- Se branseaza un racord T si un manometru de 0-4 barr la racordul de intrare carburant in corpul
clapeta.
- Se alimenteaza pompa pornind motorul, sau prin scurtciruitarea bornelor 30 si 87 ale releului R1, cu
motorul oprit.
SENZORUL TAER
Senzorul Taer (5) – (Fig. 4) masoara temperatura aerului apirat de motor. Cunoscand ca
densitatea aerului scade la cresterea temperaturii, unitatea de control electronica va corecta timpul de
injectie (tI), pentru mentinerea raportului (aer/combustibil) optim.
Senzorul Taer este de tip NTC = coeficient de temperatura negativ, adica la cresterea temperaturii
rezistenta interna a acestuia va scadea. El este alimentat la U = 5V (pin 13 calculator).
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INJECTORUL
Injectorul (4) este situat deasupra clapetei, pentru a realiza o alimentare optima si un amestec
omogen al carburantului. Functia de baza a injectorului este realizarea unei pulverizari foarte fne si
omogene a carburantului. Pentru aceasta carburantul se loveste de peretele conic al injectorului (camera
de pregatire a injectiei) si apoi trece prin mai multe orificii (3-6) de dimensiune mica, obtinandu-se
astfel un jet de carburant de forma conica. Acesta este pulverizat prin spatiul in forma de semiluna dintre
clapeta si perete, fara a lovi clapeta, ca in cazul unei pulverizari drepte care se intalneste in cazul
carburatorului.
Pentru a putea doza exact cantitatea de carburant, partile in miscare ale injectorului sunt usoare,
putand reliza o deplasare rapida. Ventilul este scaldat in permanenta de carburant, evitandu-se astfel
incalzirea acestuia si formarea bulelor de combustibil. Timpul cat injectorul ramane deschis, reprezinta
timpul de injectie (tI) si este cea mai importanta marime intr-un sistem de injectie.
Functionarea injectorului este comandata de unitatea de control electronica (pin 35).
Timpul de injectie (tI) depinde de tensiunea bateriei de acumulatori; daca in timpul functionarii
apar fluctuatii de tensiune, unitatea de control electronica va corecta timpul de injectie, astfel incat
raportul aer – combustibil sa fie optim ( = 1). In cazul unei tensiuni scazute la pornire, valoarea tI va fi
marita pentru a compensa debitul mai mic al pompei electrice de combustibil.
O testare simpla a injectorului se realizeaza cu ajutorul lampii stroboscopice. Se demonteaza
filtrul de aer, se porneste motorul si cu ajutorul lampii stroboscopice se vizualizeaza forma conica a
jetului de benzina.
Partea superioara (hidraulica) a unitatii centrale de injectie nu se repara, ci se inlocuieste
ansamblul corp clapeta injector.
Daca se defecteaza injectorul sau senzorul Taer, se inlocuiesc ambele.
Conectorul pentru senzorul Taer si injector are urmatoarele
legaturi (conexiuni):
1. Senzor Taer (pin 13 calculator);
2. Alimentare (+) injector;
3. Comanda injector (pin 35 calculator
4. Masa (pin 27 calculator)
Figura 5
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Verificarea functionarii injectorului se face cu osciloscopul, care
se va bransa conform pozitiei “ A ” (Fig.6), deci in paralel cu
masa. Nu se va bransa ca in pozitia “ B “ in paralel cu injectorul,
deoarece va influenta tranzistorul si da erori de semnal.
Figura 6
Pe ecranul osciloscopului va apare un semnal de forma
urmatoare (Fig.7), din care putem afla valoarea
timpului de injectie = ti.
Valoarea timpului de injectie creste cand tensiunea
bateriei este sub 12 V.
Figura 7
POTENTIOMETRUL CLAPETEI
Este fixat pe unitatea de injectie in capatul axei clapetei si este constituit dintr-un potentiometru
cu dubla pista. Acesta este alimentat cu + 5 V de la pin calculator, iar la actionarea clapetei de
acceleratie trimite un semnal de tensiune proportionala cu pozitia acesteia. Calculatorul va comanda
apoi injectorul si bobina de inductie.
Potentiometrul are urmatoarele componente:
1. Masa;
2. Potentiometru I;
3. Potentiometru II;
4. Alimentare (+)
5. Perii;
6. Izolator.
Figura 8
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Potentiometrul este de fapt un dublu – potentiometru: primul lucreaza in intervalul (00 – 22
0), iar
al doilea intre (190 – 90
0). Se observa existenta unei zone comune, intre (19
0 – 22
0), realizata pentru o
citire mai buna a necesarului de sarcina in zona sarcinilor partiale, care este cea mai utilizata in
exploatarea unui motor.
Conectorul potentiometrului clapetei are urmatoarele legaturi (fig.9):
1. Masa (pin 27 calculator);
2. Potentiometru I (00 – 22
0);
3. Liber;
4. Potentiometru II (190 – 90
0);
5. Alimentare (+, pin 25 calculator).
Verificarea se face cu osciloscopul, procedand astfel:
- punem contactul motor;
- rotim cu mana parghia de comanda a acceleratiei;
- se branseaza osciloscopul la pinii 1 si 2 ai conectorului; daca semnalul vizualizat apare ca o
succesiune de linii drepte orizontale, fara intreruperi, potentiometrul este bun (Fig.1)
In cazul defectarii, potentiometrul nu se repara, ci se va inlocui partea inferioara a unitatii
centrale de injectie.
MOTORASUL
Motorasul (9) – Fig.1) serveste la pozitionarea clapetei pentru obtinerea turatiei de ralanti. El se
afla intr-o carcasa impreuna cu un intrerupator. Regimul de ralanti este recunoscut in momentul
inchiderii contactelor intrerupatorului (4) si este necesar mersului normal la ralanti sau la frana de
motor.
Figura 9 Figura 10
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Calculatorul, prin pinii 32 si 34, va transmite un semnal electric motorasului, care va pozitiona
clapeta pentru obtinerea turatiei de ralanti (850 50 rot/min).
Componente (fig.11):
1. Motoras pozitionare clapeta;
2. Melc;
3. Roata melcata;
4. Contact intrerupator;
5. Burduf protectie.
Figura 11
Conectorul pentru intrerupator si motoras are urmatoarele legaturi (12):
1,2. Alimentare motoras (pin 32, pin 34 calculator);
1. Intrerupator ralanti (pin 8 calculator);
2. Masa.
Bransand un ohmetru la pinii 3 si 4 ai calculatorului; se va observa ca
intrerupatorul are doua stari:
- inchis – in stare de functionare, continuitate
- deschis – in stare de repaus, R = .
Figura 12
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SENZORUL DE TURATIE
Senzorul de turatie (Fig.16) este de tip inductiv
si se compune din:
1. Magnet permanent;
2. Corp izolator;
4. Miez ferita;
5. Bobina;
Pe desen se mai disting:
3. Carter ambreiaj CV;
6. Volant cu danturare pentru senzor turatie.
Figura 16
Volantul are o danturare de 60 dinti echidistanti, din care 2 lipsesc. Spatiul celor 58 de dinti
serveste la recunoasterea turatiei, iar spatiul celor 2 dinti lipsa serveste la recunoasterea pozitiei de
referinta a arborelui cotit corespunzatoare cilindrilor nr.1 si 4 la PMS.
Din acel moment incepe calculul pentru fiecare ciclu motor al tI, astfel incat sa se afle la 1 0,5 mm. de
varful danturii de pe volanta.
Conectorul pentru senzorul de turatie are urmatoarele legaturi:
1,2. Captare semnal turatie;
3. Ecranare.
Pentru a verifica functionarea senzorului se branseaza pinii 1 si 2 ai conectorului sau pinii 3 si 21
ai calculatorului, la un osciloscop. Un senzor bun va genera un semnal de forma urmatoare (Fig.18):
A = Zona danturata;
B = Zona celor 2 dinti lipsa;
C = Zona aparitiei primului dinte.
Senzorul de turatie nu se repara, ci se va inlocui.
Figura 17 Figura 18
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IMPORTANT: Daca monitorul nu porneste se verifica daca avem semnal la senzorul de turatie si
valoarea semnalului Uss 2,5 V.
La montare, senzorul se impinge in locasul din carterul ambreiaj, cu mana nu cu ciocanul; surubul de
fixare se va strange la un cuplu de 8 2 Nm.
SENZORUL TMOTOR
Senzorul Tmotor (Fig.19) este de tip NTC =
coeficientul de temperatura negativ, deci la cresterea
temperaturii, rezistenta interna a acestuia va scadea.
Se verifica cu ohmetrul conectat la bornele
senzorului, sau mai sigur cu un voltmetru, in timpul
functionarii motorului. La motorul rece U = 5 V si
scade cu cat motorul se incalzeste. Daca tensiunea
scade lent, apoi scade brusc, inseamna ca este un
scurtcircuit. Aceasta este o diagnosticare exacta,
deoarece se face in regimul de functionare. Senzorul Tmotor
nu se repara , ci se va inlocui; se strange la un cuplu de 18
Nm.
Corespondenta R senzor = f (T)
T [0C] -10 0 10 20 40 60 80 100
R [] 9200 5900 3700 2500 1180 600 325 190
BOBINA DE INDUCTIE
Bobina de inductie (Fig.20) este de tip dubla – bobina cu distributie stationara de tensiune, fara
elemente in miscare. Tensiunea din circuitul secundar al bobinei atinge 30 kV, distanta dintre electrozii
bujiilor trebuie sa fie de 0,8 mm, iar fisele de bujii au o constructie speciala, fiind realizate dupa un
concept nou in privinta deparazitarii electrice.
Fig.19
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Dupa ce s-a pus contactul motor, bobina este alimentata
cu tensiune (+ D.C); ea este comandata prin (-) de unitatea de
control electronica, astfel: pentru bujiile 1 si 4 prin pinul 1 si
pentru bujiile 2 si 3 prin pinul 19. Circuitul secundar se inchide
prin cele 2 bujii, la cilindrul aflat in faza de compresie tensiunea
scanteii este de aproximativ 20 kV, iar la cilindrul aflat in faza de
evacuare, tensiunea auxiliara este de 250 – 300 V si de polaritate
inversa.
Exemplu:
pistonul 4 la compresie scanteia de aprindere ~ 20 kV;
pistonul 1 la evacuare scanteie auxiliara ~ 300 V.
Folosind un oscioscop se pot vizualiza cele doua tensiuni:
Figura 22 Figura 23
Figura 20
Figura 21
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UNITATEA DE CONTROL ELECTRONICA
Unitatea de control electronica se afla in compartimentul motor si este fixata de tabla de
inchidere a cutiei de climatizare. Ea este prevazuta cu 35 de pini si se branseaza la cablajul c-da injectie
printr-un conector cu 35 de pini. Intre unitatea de control si componentele sistemului, informatiile
circula conform schemei urmatoare:
ATENTIE! In cazul efectuarii lucrarilor de sudura electrica la autoturism, se vor debransa
bateria, alternatorul si unitatea de control electronica. In cazul efectuarii lucrarilor de vopsitorie de retus,
la peste 850C, unitatea de control electronica va fi demontata de pe autoturism. La remontare, suruburile
de fixare ale unitatii de control vor fi bine stranse pentru a asigura un contact perfect cu sasiul
autoturismului.
Nu se va bransa sau debransa conectorul cablajului la calculator, decat dupa debransarea bornei (-) a
bateriei.
Corespondenta electrica dintre cei 35 de pini ai unitatii de control electronice si elementele
sistemului este conform Tabelului nr.1, (pag. 15) si a schemei corespunzatoare.
Pompa electrica
benzina
Electroventil recirculare
vapori benzina Senzor turatie
(n)
UNITATE DE
CONTROL
ELECTRONICA
Incalzire sonda oxigen Bobina inductie
Taer
Tlichid racire
Ubaterie
Senzor oxigen
Injector
Potentiometru
clapeta ()
Intrerupator clapeta
Motoras pozitionare
clapeta
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Avand in vedere constructia speciala a conectorilor folositi la acest sistem de injectie,
debransarea lor se va face (numai dupa ce s-a intrerupt contactul motor) apasand siguranta si apoi
debransand; la fel se va proceda si la bransarea acestora.
Mod de debransare (conform instructiunilor):
- la calculator – (vezi Fig.a) se trage siguranta 1 in sensul sagetii, se rabate conectorul si se
debranseaza;
- la sonde, bobina inductie - (vezi Fig.b) se apasa siguranta (2), apoi se debranseaza conectorul.
Pentru bransare se apasa siguranta si apoi se realizeaza bransarea.
- la legatura cu cablajul fata - (vezi Fig.c) se roteste caseta de cuplare.
Pinul 16 – este foarte important, deoarece asigura alimentarea calculatorului cu (+) permanent,
pentru memorarea defectelor ce pot apare in timpul functionarii si pentru a introduce corectiile necesare
la pornire, deci este un sistem autoadaptiv. De asemenea el tine cont de uzura in timp a motorului,
introducand factori de corectie pentru a readuce functionarea motorului la paramrtri nominali. La
rebransarea bateriei, calculatorul rememoreaza toate datele si eventualele defectiuni din sistem, dupa
aproximativ 20 de minute de functionare a motorului.
Pinul 33 – este foarte important, deoarece asigura masa calculatorului cu caroseria; de asemeni si
pin 18.
Fig.22 Fig.23
Figura a Figura b
Figura c
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Tabelul nr. 1
Pozitie
consum.
Pin
calculator
Componente
(elem. sistem)
Pozitie
consum
Pin
calculator
Componente
(elem. sistem)
1 Calculator (scanteie
aprindere cil. 1,4) 1
Bobina
aprindere (ZSK) 30 Calculator 30
Releu aer condi-
tionat (clema 86)
2 -
2 -
31 Calculator 31 Martor injectie
(TS-2)
3 Calculator 3 Trad. turatie
(N/BM) 31/1
Martor injectie
(TS-2) - Jonctiune E
4 Calculator 4 Priza
diagnosticare 32 Calculator 32
Motoras poz.
clapeta
5 - 5 - 33 Calculator 33 Masa motor
6 - 6 -
34 Calculator 34 Motoras poz.
clapeta
7 - 7 - 35 Calculator 35 Injector (EV)
8 Calculator 8 Motoras pozitie
clapeta 36 Injector (EV) - Jonctiune D
9 Calculator 9 Sonda oxigen
(LSH) 37
Valva purja
canistra - (+) baterie
10 Calculator 10 Sonda oxigen
(LSH) 38 - - -
11 Calculator 11
Potentiometru
clapeta (DKP) 39
Sonda oxigen
(LSH) - Siguranta 10 A
12 Calculator 12
Potentiometru
clapeta (DKP) 39/1 Jonctiune D - Siguranta 10 A
13 Calculator 13 Sonda Taer
(NTC I) 40
Sonda oxigen
(LSH) - Masa motor
14 Calculator 14 Sonda Tapa
(NTC II) - - - -
15 - 15 - - - - -
16 Calculator 16 (+) baterie
43 Motoras pozitie
clapeta - Masa motor
17 Calculator 17 Jonctiunea E - - - -
18 Calculator 18 Jonctiunea C - - - -
18/1 Masa motor - Jonctiunea C 46
Releu pompa
benzina (clema 87) - Siguranta 10 A
18/2 Ecranare pt. 3 si 21 - Jonctiunea C
18/3 Ecranare pt. 9 si 10 - Jonctiunea C 46/1 Pompa electrica
benzina - Siguranta 10 A
18/4 Ecranare pt. 19 - Jonctiunea C 47 Releu pompa
benzina (clema 87) - Jonctiune D
18/5 Ecranare pt. 1 - Jonctiunea C
18/6 Priza diagnosticare - Jonctiunea C - - - -
19 Calculator (scanteie
aprindere cil. 1,4) 19
Bobina
aprindere (ZSK)
- - - -
68 Bobina aprindere
(ZSK) -
Jonctiune G
- 20 Calculator 20 Masa motor
21 Calculator 21 Traductor turatie 70
Releu pompa
benzina (clema 30) - (+) baterie
22 Calculator 22 Aer conditionat
23 Calculator 23 Masa caroserie 71
Releu principal
(clema 30) - (+) baterie
24 Calculator 24 Turometru (TS1)
25 Calculator 25 Potentiometru
(DKP) - - - -
26 - - - 73 Jonctiune G - Jonctiune A
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27 Calculator 27 Jonctiune B
73/1 Jonctiune G -
Releu pompa
Benzina (clema
85) 27/1
Potentiometru
(DKP) - Jonctiune B
27/2 Senzor Tapa
(NTC II) - Jonctiune B
73/2 Jonctiune G - Releu principal
(clema 85) 27/3
Senzor Taer
(NTC I) - Jonctiune B
28 Calculator 28
Releu pompa
benzina (clema
86)
74 Releu principal
(clema 86) - Masa motor
75 Jonctiune A - Contact aprind.
(clema 15) 29 Calculator 29 Valva purja
canistra
CIRCUITUL DE RECIRCULARE AL VAPORILOR DE COMBUSTIBIL
Circuitul de recirculare al vaporilor de combustibil
(Fig. 24) are drept scop reducerea poluarii mediului cu
vapori de benzina si se compune din:
1. Rezervor combustibil etans;
2. Canistra cu carbon activ;
3. Electroventil recirculare vapori benzina;
4. Priza aer curat.
Vaporii de benzina sunt absorbiti din rezervorul (1) in canistra (2) cu granule de carbon activ si
apoi ajung la electroventilul (3). Deschiderea electroventilului este comandata de unitatea de control
electronica (pinul 29), in anumite conditii de functionare a motorului.
Se va verifica acest circuit in privinta etansarii lui, a functionarii electroventilului cat si a
circulatiei libere a vaporilor de benzina intre rezervor si canistra de carbon.
La montarea electroventilului se va tine cont de sensul de circulatie al vaporilor de benzina,
conform cu sageata inscriptionata pe corpul acestuia, de la canistra la galeria de admisie.
Figura 24
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SENZORUL OXIGEN (LAMBDA)
Senzorul oxigen (Lambda) (Fig. 25) este fixat pe tubul de coborare primar, inaintea convertorului
catalitic si are rolul de a determina continutul de oxigen din gazele de esapament, a carui valoare este
functie de dozajul amestecului carburant. Se compune din urmatoarele elemente:
1. Elementul ceramic (ZrO2);
2. Tub protector cu trei fante;
3. Corp metalic filetat;
4. Carcasa protectie;
5. Conexiune electrica;
6. Element de incalzire a sondei.
Modul de functionare al senzorului se bazeaza pe proprietatea ceramicii de a conduce ionii de
oxigen, la temperaturi intre 300 – 8000C. Suprafata exterioara a elementului ceramic este in contact cu
gazele de esapament arse, iar suprafata interioara este in contact cu aerul curat. Ca urmare, intre cele
doua suprafete ale ceramicii va apare o variatie de tensiune, ce va fi transmisa la unitatea de control
electronica (pin 9, pin 10). Aceasta compara valoarea primita cu cea din memoria sa, corespunzatoare
raportului stoichiometric λ = 1, conditie esentiala pentru a realiza depoluarea cu ajutorul convertorului
catalitic.
Principiul de reglare in bucla inchisa cu sonda Lambda este conform schemei:
Pentru ca senzorul de oxigen sa intre in functiune cat mai repede dupa pornirea motorului, acesta
este incalzit cu o rezistenta incorporata, de tip PTC = coeficient de temperatura pozitiv.
Traseul de evacuare al gazelor de ardere trebuie sa fie perfect etans pentru a nu avea erori de
masurare a continutului de oxigen din gazele arse.
Cuplul de strangere la fixarea senzorului este de 40 – 60 Nm.
Figura 25
Admisie Injector Imbogatire (saracire)
amestec carburant
Senzor oxigen Calculator
Tensiune de referinta
r
Evacuare
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IMPORTANT: Se va folosi numai benzina fara plumb; in caz contrar, senzorul si catalizatorul
vor fi distruse. Senzorul oxigen se distruge in cazul supraincalzirii cauzate de pornirea dificila sau de
functionarea defectuoasa a motorului.
Corelatia dintre valoarea λ si dozajul amestecului
este aratata in urmatorul grafic (Fig. 26).
Valorile limita ale tensiunii sunt Uλ = 0,9 V pentru
un amestec bogat si Uλ = 0,1 V pentru amestecul sarac.
Intre acestea exista valoarea Uλ = 0,45 V, tensiune
de referinta, ce exista in memoria calculatorului si pe care
o foloseste in cazul defectarii sondei λ, motorul continuand
sa functioneze.
Valoarea λ1 = 1 ± 0,02 este cea in zona careia are loc saltul de
tensiune caracteristic elementului ceramic, realizat in acest caz pe baza de ZrO2.
Pentru a masura tensiunea generata de sonda λ se utilizeaza un voltmetru ce are rezistenta interna
RI = 10 MΩ. Acesta se va bransa la sonda λ (pinii 3 si 4) sau la unitatea de control electronica (pinii 9 si
10).
CONVERTORUL CATALITIC
Convertorul catalitic (17) – (Fig. 17), este situat pe traseul de evacuare al gazelor arse, intre
tubul de coborare primar si detentor. Este de tipul cu trei cai, deoarece realizeaza transformarea
simultana a celor trei gaze prezente in gazele de evacuare, pe baza relatiilor:
Cm Hn + (m + n/4)O2 → m CO2 + n/2 H2O
2 CO + O2 → 2 CO2
2 NO + 2 CO → N2 + 2 CO2
Convertorul catalitic este format dintr-o structura tip fagure, compusa dintr-un material ceramic
imbracat cu un strat foarte subtire de substanta catalitica activa (Platina, Rodiu, Paladiu) ce accelereaza
descompunerea chimica a substantelor nocive din gazele de evacuare. Aceasta structura este protejata de
un invelis de otel inoxidabil, rezistent la temperaturi inalte si la actiunea agentilor atmosferici.
Utilizarea convertorului catalitic si a sondei λ (Fig. 27) reduce semnificativ continutul in substante
nocive, comparatia cu un sistem fara catalizator si sonda λ (Fig. 28) fiind urmatoarea:
Figura 26
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Valorile maxime admise ale emisiilor poluante, in cazul folosirii sondei λ si a convertorului catalitic,
pentru motor cald, trebuie sa se situeze la urmatoarele valori citite dupa ce turatia motorului a fost adusa
la 2500 rot/min. pentru aprox. 30 de secunde:
CO ≤ 0,3 % vol.
HC ≤ 60 p.p.m.
CO2 > 14 % vol.
MOD DE LUCRU IN CAZUL INTERVENTIILOR LA SISTEMUL
MONO – MOTRONIC
Inainte de pornirea motorului se verifica bransarea corecta a bateriei si strangerea buna a bornelor.
Tensiunea maxima de alimentare a sistemului = 15 V. Tensiunea de lucru a unitatii de control
electronice = 5 – 15 V.
Bateria se debransa numai dupa ce motorul va fi oprit si cheia de contact in pozitia “St” (contact luat).
La verificarea compresiei cilindrilor se va intrerupe alimentarea cu curent a releelor sistemului de
injectie.
Inaintea interventiei la instalatia de aprindere se va deconecta aprinderea.
De exemplu, pentru: - schimbare componente motor;
- racordare la tester motor;
- racordare la standul de verificare.
Figura 27 Figura 28
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Verificati asezarea (pozitionarea) cablajului in compartimentul motor, pentru a nu fi in contact cu zonele
fierbinti sau partile in miscare ale motorului.
In cazul incarcarii bateriei de la un redresor, aceasta va fi mai intai debransata de la instalatia
electrica a autoturismului.
ATENTIE: 1. Pentru alimentare se va folosi numai benzina fara plumb, in caz contrar catalizatorul va
fi distrus. Nu folositi aditivi pentru benzina sau ulei, decat cei recomandati de constructor.
2. Convertorul catalitic va fi ferit de lovituri.
3. Motorul trebuie sa fie in buna stare (carburatie, injectie, aprindere) pentru a lucra in
conditii normale convertorul catalitic. Daca apar rateuri la aprindere, defecte de alimentare, pierdere de
putere atunci opriti autovehicolul, deoarece supraincalzirea motorului duce implicit si la supraincalzirea
convertorului catalitic; acesta poate fi deteriorat si datorita utilizarii prelungite a demarorului la pornire.
4. Daca s-a utilizat din greseala benzina cu plumb, inaintea schimbarii sondei λ sau a
convertorului catalitic, se recomanda efectuarea a doua plinuri cu benzina fara plumb.
5. Avand in vedere presiunea mare din sistemul de alimentare cu benzina, este necesar ca
toate imbinarile dintre conducte si furtune sa fie realizate cu coliere cu surub bine stranse, pentru
eliminarea eventualelor pierderi de combustibil care ar putea duce la incendierea autoturismului.
IMPORTANT: Sistemul de injectie este protejat din punct de vedere electric prin doua relee de
protectie si doua sigurante fuzibile amplasate pe un suport fix, pe partea fata a dublurii aripa fata stanga.
Releele protejeaza circuitele de alimentare astfel:
- un releu foloseste la alimentarea pompei electrice de benzina, a rezistentei de incalzire a
sondei de oxigen si a injectorului;
- al doilea releu alimenteaza calculatorul (pin 17) si martorul de injectie de la bordul
autoturismului.
Sigurantele plate sunt de 10 A si se afla pe circuitul de alimentare al pompei electrice de
combustibil si al sondei de oxigen.
APARATURA NECESARA DIAGNOSTICARII SI MASURARII
PARAMETRILOR SISTEMULUI
- Aparat masura V, Ω-metru, clasa 20000Ω
/V
- Manometru pt. lichide, 0 – 4 barr, cu racord “T”
- Tester KTS 300 sau AT 520, cu soft DACIA (MAI 1.7) si accesorii pentru diagnoza seriala
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- Vas gradat 0 – 2000 ml
OPERATIUNI DE CONTROL PRELIMINAR, INAINTEA
DIAGNOSTICARII
- Componentele circuitului electric de pornire sa
fie in stare buna: baterie, demaror, cablu
- Circuitul e vacuum pentru servofrana si supapa
acesteia sa fie buna
- Carburant conform (benzina fara plumb) si in
cantitate suficienta (minim 5 litri)
- Motorul sa fie in buna stare mecanica:
compresie, reglaj culbutori, calaj distributie,
etc
- Filtru de carburant corespunzator si montat
corect
- Bujiile sa fie de tip WR8BC si sa aiba aspect
uniform
- Circuitul de recirculare vapori benzina in buna
stare si neobturat
- Cablajul comanda injectie benzina sa fie fixat
ferm in punctele de masa (carter CV, coloana
directie) si + 12 V (demaror)
- Circuitul de alimentare aer: etanseitate intre
componentele circuitului, filtru de aer in buna
stare
- Etaseitatea traseului de esapament, (in special
intre galeria evacuare, tub coborare, sonda
- Cablul de acceleratie sa nu fie tensionat
- Cursa pedalei de acceleratie sa fie reglata astfel
incat sa permita deschiderea completa a
clapetei
MODUL DE OPERARE IN CAZUL INTERVENTIILOR SI
DIAGNOSTICARII SISTEMULUI DE INJECTIE MONOPUNCT
M.A 1.7 MONTAT PE DACIA NOVA
1. INLOCUIRE UNITATE DE CONTROL ELECTRONIC
DEMONTARE
Se debranseaza borna (-) a acumulatorului.
Se debranseaza conectorul de cuplare al unitatii la cablajul de comanda injectie benzina, astfel:
- se trage siguranta (1) in sensul sagetii;
- se rabate conectorul in jurul punctului (2) in sensul sagetii (a), astfel acesta debransandu-se;
- se demonteaza suruburile de de fixare a unitatii de control pe partea centrala cutie climatizare
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REMONTARE
Se strang suruburile ce fixeaza unitatea de control pe partea centrala cutie climatizare.
Se branseaza conectorul de cuplare la cablajul comanda injectie benzina, astfel:
- pozitionam conectorul in jurul punctului (2);
- rabatem conectorul in sensul sagetii (b), dupa care acesta trebuie sa fie asigurat cu siguranta
(1).
Se branseaza acumulatorul.
Probe functionale (testare sistem)
ATENTIE: La manevrarea unitatii de control electronic, aceasta va fi ferita de socuri mecanice si de
surse de caldura de peste 850 C. Se va evita depunerea de impuritati pe contactele calculatorului si ale
conectorului, pentru a nu apare erori de semnal.
Unitatea de control se va bransa sau debransa, numai dupa ce s-a deconectat borna (-) a bateriei.
2. INLOCUIRE CORP CLAPETA INJECTOR
DEMONTARE
Se debranseaza acumulatorul.
Se demonteaza tubul flexibil si capsula termostatica de la filtrul de aer.
Se demonteaza piulitele de fixare a semicarcasei superioare a filtrului de aer, se scoate elementul
filtrant, se debranseaza furtunul reaspiratie de la filtrul de aer si de la corp clapeta injector.
Se demonteaza piulitele de fixare a semicarcasei inferioare a filtrului de aer.
Se demonteaza cablul de acceleratie de la corpul clapeta injector.
Se debranseaza furtunele de alimentare si retur si furtunul de racordare la electroventil.
Se debranseaza conectorii de la corpul clapeta injector, astfel:
- se apasa siguranta (3) in sensul sagetii (a);
- se debranseaza conectorul.
Se demonteaza suruburile de fixare a corpului clapeta pe flansa.
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REMONTARE
Se efectueaza in ordine inversa demontarii; se va utiliza o garnitura corp clapeta injector noua.
Probe functionale (testare functionare corp clapeta injector).
ATENTIE: Pentru a nu fi deteriorate sonda de temperatura aer si injectorul, corpul clapeta injector
va fi ferit de lovituri.
Capacul de protectie al acestora se va indeparta numai dupa fixarea corpului clapeta injector pe flansa.
Se va evita murdarirea cu impuritati a contactelor conectorilor si a contactelor de la prizele corpului
clapeta, pentru realizarea unor conexiuni electrice perfecte.
Avand in vedere faptul ca in sistemul de alimentare, combustibilul se afla sub presiune si dupa oprirea
motorului, la debransarea traseului de alimentare cu combustibil se va avea grija ca benzina din
conducte sa nu ajunga in contact cu suprafetele fierbinti ale motorului, pentru a se evita posibilitatea
incendierii autoturismului.
Furtunele de alimentare si retur carburant se vor fixa la racordurile corespunzatoare ale corpului clapeta
cu coliere bune, care vor fi bine stranse, pentru a asigura etansarea sistemului de alimentare cu
combustibil.
3. INLOCUIRE SENZOR TURATIE
DEMONTARE
Se debranseaza conectorul de la senzorul de turatie apasand siguranta (3),
dupa care se debranseaza.
Se demonteaza surubul de fixare al senzorului pe carterul ambreiaj
REMONTARE
Se efectueaza operatia in sensul invers demontarii.
Probe functionale (testare functionare senzor turatie).
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ATENTIE: Pentru a nu fi deteriorat senzorul va fi introdus in locasul din carterul ambreiaj prin
impingere, nu cu ciocanul. Cuplul de strangere surub fixare = 8 ± 2Nm.
4. INLOCUIRE SRNZOR TEMPERATURA MOTOR
DEMONTARE
Se debranseaza cablajul comanda injectie de la senzor, apasand mai intai
siguranta (3) in ensul sagetii, dupa care se debranseaza aceasta.
Se demonteaza senzorul.
REMONTARE
Se efectueaza in ordine inversa demontarii. Se efectueaza aerisirea si verificarea nivelului lichid
racire in vas expansiune.
Probe functionale (testare functionare senzor temperatura motor).
ATENTIE: Se va feri senzorul de lovituri.
Strangerea senzorului la cuplu = max. 18 Nm.
5. INOCUIRE FILTRU COMBUSTIBIL
DEMONTARE
Se demonteaza colierele de fixare a furtunelor la filtru si se debranseaza furtunele de la filtrul de
combustibil.
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REMONTARE
Se face in ordine inversa demontarii.
Probe functionale (etansare sistem alimentare combustibil).
ATENTIE: La montare filtrul nou se va pozitiona cu sageata de pe corpul lui in sensul de curgere al
combustibilului.
Furtunele se vor fixa cu coliere bune, care vor fi bine stranse, pentru a asigura etanseitatea sistemului de
alimentare cu combustibil.
6. INLOCUIRE SENZOR OXIGEN
DEMONTARE
Se debranseaza conectorul de cuplare al senzorului la cablajul comanda
injectie benzina, astfel:
- se trage clapeta de blocare (1) in sensul sagetii (a);
- se debranseaza conectorul.
Se demonteaza senzorul de pe tubul de coborare primar.
REMONTARE
Se opereaza in ordine inversa; la fixarea sondei se va unge filetul acesteia cu 120 g. unsoare
antigripaj.
Probe functionale (testare functionare senzor oxigen).
ATENTIE: Se va feri senzorul de socuri mecanice. Strangerea senzorului se va face la un cuplu =
40 – 60 Nm, asigurandu-se astfel etansarea intre sonda si tubul de coborare primar.
Traseul de evacuare al gazelor arse trebuie sa fie etans, pentru ca senzorul oxigen sa preleveze valorile
reale ale noxelor.
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7. INLOCUIRE CANISTRA CARBON
DEMONTARE
Se scoate canistra din suportul de fixare, tragand in sus.
Se demonteaza colierele de fixare ale furtunelor la canistra si se debranseaza furtunele.
REMONTARE
Se procedeaza in ordine inversa demontarii.
ATENTIE: Se va tine cont la montare de sensul bransarii furtunelor (circulatia vaporilor de benzina
este de la conducta spre supapa purjare canistra carbon). Se vor folosi coliere bune, care vor fi bine
stranse.
8. INLOCUIRE ELECTROVALVA PURJARE CANISTRA CARBON
DEMONTARE
Se debranseaza conectorul de cuplare a cablajului comanda injectie benzina la
electrovalva, apasand siguranta (1), dupa care se debranseaza conectorul.
Se demonteaza colierele de fixare ale furtunelor la electrovalva si se
debranseaza furtunele.
REMONTARE
Se procedeza in ordine inversa demontarii.
Electrovalva purjare canistra se va monta astfel incat sageata de pe corpul acesteia, sa fie orientata
de le canistra spre corpul clapeta injector.
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9. INLOCUIRE BOBINA INDUCTIE
DEMONTARE
Se debranseaza conectorul cablajului comanda injectie benzina de la bobina,
astfel:
- se apasa siguranta (1) in sensul sagetii;
- se debranseaza conectorul de la bobina.
Se debranseaza fisele de bujii de la bobina.
Se demonteaza suruburile de fixare ale bobinei de pe placuta inchidere chiulasa.
REMONTARE
Se procedeaza in ordinea inversa demontarii.
Probe functionale (testare aprindere).
ATENTIE: Bobina de inductie se va pozitiona pe placuta inchidere chiulasa, astfel incat conectorul
acesteia sa se afle spre partea stanga a compartimentului motor.
Bransarea fiselor de bujii se face prin imperecherea intre numarul din dreptul fiecarui plot al bobinei si
numarul cilindrului corespunzator al motorului.
Tensiunea mare din circuitul primar al bobinei este periculoasa.
10. INLOCUIRE CABLAJ FATA
DEMONTARE
Se debranseaza bateria.
Se debranseaza cablajul fata de la cablajul comanda injectie benzina, rotind conectorul in sens invers
acelor de ceasornic, apoi se decupleaza.
Se debranseaza cablajul de la toti consumatorii din compartimentul motor.
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Se debranseaza cablajul fata de la cablajul plansa bord si cablajul spate.
Se debranseaza cablajul fata de la consumatorii din habitaclu.
REMONTARE
Se procedeaza in ordine inversa demontarii.
Probe functionale (testarea completa a sistemului de injectie si
echipamentul electric).
ATENTIE: Cuplarea cablajului fata cu cablajul injectie benzina se face astfel:
- se pozitioneaza cei doi conectori, avand sagetile de pe corpul lor in linie;
- se roteste unul din coectori in sensul acelor de ceasornic, pana se aude un “clic”, atunci cuplarea
fiind realizata.
11. INLOCUIRE SET FISE BUJII
DEMONTARE
Se deebranseaza fisele de bujii si de la bobina.
REMONTARE
Se branseaza fisele la bujii si la ploturile corespunzatoare ale bobinei de inductie.
Se branseaza acumulatorul.
Probe functionale (testare sistem aprindere).
ATENTIE: La montarea fiselor, acestea se vor bransa la cilindrul corepondent numarului imprimat
langa plotul de la bobina. Cuplul de strangere bujii = 20 - 40 Nm.
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12. INLOCUIRE POMPA ELECTRICA COMBUSTIBIL (nu necesita demontarea rezervorului de pe autoturism)
DEMONTARE
Se demonteaza suruburile de fixare ale capacului de vizitare rezervor combustibil.
Se debranseaza cablajul spate de la capacul rezervorului.
Se demonteaza colierele de fixare ale furtunelor si se debranseaza furtunele de la capacul
rezervorului.
Se desface prin rasucire in sens invers acelor de de ceasornic, inelul de blocare al capacului
rezervorului.
Se ridica putin capacul rezervorului, pentru a se permite deblocarea clemei de fixare a suportului
pompei in vasul protector; se deblocheaza clema si se scoate din rezervor capacul acestuia si
suportul cu pompa electrica de benzina si transmitatorul de nivel.
Se debranseaza cablajul de alimentare de la pompa si transmitator nivel combustibil.
Se demonteaza colierul de fixare al furtunului tur de la pompa.
Se demonteaza suruburile de fixare ale colierelor superioare si inferioare ale pompei de combustibil.
Se degajeaza pompa electrica din colierele cu garnituri.
REMONTARE
Se executa operatiile in ordine inversa demontarii.
ATENTIE: La montare se vor folosi coliere bune pentru fixarea furtunelor, iar acestea vor fi bine
stranse. Fisele cablajului de alimentare al pompei si transmitatorului de nivel combustibil, vor fi bine
fixate, pentru a se realiza un contact electric perfect. Forta maxima aplicata terminalelor conectorilor (+
si -) pe directia axiala a pompei sa nu fie mai mare de 80 N.
Inelul de blocare al capacului rezervorului va trebui sa asigure fixarea etansa a capacului rezervorului.
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13. INLOCUIRE SONDA NIVEL COMBUSTIBIL (nu necesita demontarea rezervorului de pe autoturism)
DEMONTARE
Se demonteaza suruburile de fixare a capacului vizitare rezervor combustibil.
Se debranseaza cablajul spate de la capacul rezervorului.
Se demonteaza colierele de fixare a furtunelor si se debranseaza furtunele de la capacul rezervorului.
Se desface prin rasucire in sens invers acelor de de ceasornic, inelul de blocare al capacului
rezervorului.
Se ridica putin capacul rezervorului, pentru a se permite deblocarea clemei de fixare a suportului
pompei in vasul protector; se deblocheaza clema si se scoate din rezervor capacul acestuia si
suportul cu pompa electrica de benzina si sonda.
Se debranseaza cablajul sondei de nivel de la aceasta.
Se demonteaza suruburile de fixare a sondei.
REMONTARE
Se executa operatiile in ordine inversa demontarii.
ATENTIE: La montare se vor folosi coliere bune pentru fixarea furtunelor, iar acestea vor fi bine
stranse. Fisele cablajului de alimentare al pompei si transmitatorului de nivel combustibil, vor fi bine
fixate, pentru a se realiza un contact electric perfect.
Inelul de blocare al capacului rezervorului va trebui sa asigure fixarea etansa a capacului rezervorului.
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14. INLOCUIRE CABLAJ SPATE
DEMONTARE
Se debranseaza bateria.
Se demonteaza garnisajele stanga.
Se demonteaza suruburile de fixare ale capacului vizitare rezervor combustibil.
Se debranseaza cablajul spate de la cablajul fata.
Se debranseaza cablajul spate de la: contactorul frana mana, lampa portbagaj, contact fix hayon,
lampile spate, capacul rezervorului.
Se demonteaza suruburile de fixare a masei din compartimentul portbagaj stanga.
Se degajeaza cablajul de pe autoturism.
REMONTARE
Se efectueaza operatiunile in sens invers demontarii.
Probe functionale, atat al sistemului de injectie privind alimentarea cu combustibil, cat si al
consumatorilor bransati la cablajul spate.
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