In order for the engine to run smoothly in the first minutes after starting, the idle speed stabilization valve opens the air channel for air intake bypassing the throttle valve, and the air-fuel mixture corrector increases the amount of fuel supplied for injection.
As the engine temperature increases, the idle stabilization valve gradually closes the channel for additional air flow bypassing the throttle valve. At the same time, the amount of fuel sent to the injectors for subsequent injection gradually decreases.
When the engine is idling, to ensure its smooth operation and soft fuel injection, air is admitted to the combustion chamber at the moment of injection, ensuring a high degree of atomization of the injected fuel. Air enters the injectors through the intake valve on the cylinder head and then through a special air channel. The idle stabilization valve provides additional air bypassing the throttle valve in the event of a decrease in the idle speed.
When the engine is running in the design operating mode and acceleration is performed (acceleration), all the listed components fully meet the engine's needs. No additional elements are needed. Fuel is supplied depending on the position of the shut-off valve on the intake air flow meter. The required air-fuel ratio is adjusted automatically.
At full engine load, the throttle position sensor tells the electronic control unit that the accelerator pedal is pressed all the way down. In response, the air-fuel mixture corrector receives an instruction to increase fuel supply.
When driving in forced idle mode, the fuel supply is blocked if the car is moving downhill and the driver does not press the accelerator pedal.
The regulated catalyst can only operate correctly when the value (lambda) is 1, which corresponds to a fuel-to-air ratio of 14.7:1.To ensure this, the KE-III-Jetronic system has a lambda value adjustment mechanism.
For this purpose, the lambda probe measures the oxygen content in the exhaust gases, thus generating an initial value taken into account when forming the air-fuel mixture. If the value obtained by the lambda probe does not correspond to the nominal value, the control unit requires the air-fuel mixture corrector to make the appropriate adjustments. Thus, the lambda regulation mechanism works flexibly, because only in the range of λ=0.8-1.2 is the catalyst able to ensure the combustion of harmful substances.
The lambda probe is able to send the corresponding signal to the electronic control unit only when heated to a temperature of 350°C. For this reason, it has electrical heating (see illustration 12.0).
Until the lambda probe warms up, the electronic control unit uses the average lambda value in its calculations. The same thing happens when the engine is running at full load, and the electronic control unit ignores the lambda probe signals.
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