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KGS_HF5eKGS_H5Se

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KGS_HF5eKGS_H5Se

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     All rights reserved by Robert Bosch GmbH, even in the event of registration of industrial property right. All rights of disposal, such as rights of copying and passing on, reserved by Robert Bosch GmbH K3/EZS3-Fi 16762 K3 Division

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     K3/EZS5

     Dr.Konzelmann

     3/22/2000

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     Version 1.0 Revisions Creation This application note is a new version from KGS_HF5E and KGS_H5SE. General review and correction of errors General review and correction of errors Chapters all Processed by K3/EZS5Konzelmann K3/EZS2-Gebers reviewed: K3/EZS5 approved: K3/EZS K3/EZS5-Fischer reviewed: K3/EZS5 approved: K3/EZS K3/EZS -Fischer, -Schulz reviewed: K3/EZS5 approved: K3/EZS Date 3/13/98 3/13/98 3/13/98 3/16/98 8/10/98 9/25/98 10/6/98 3/22/00 3/22/00 3/24/00 3/24/00 Signature Ko Ge Ko Le Fi Ko Le Fi Sz Ko Le

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     All rights reserved by Robert Bosch GmbH, even in the event of registration of industrial property right. All rights of disposal, such as rights of copying and passing on, reserved by Robert Bosch GmbH

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     Dr.Konzelmann

     3/22/2000

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     6.1 AERODYNAMIC REQUIREMENTS 6.1.1 MINIMUM REQUIREMENTS 6.1.2 FAVORABLE INSTALLATION CONDITIONS 6.2 PROTECTION AGAINST SOILING 6.2.1 CAUSES OF SOILING 6.2.2 INSTALLATION GUIDELINES 6.3 FURTHER BOUNDARY CONDITIONS FOR INSTALLATION 6.3.1 VIBRATION ACCELERATION 6.3.2 TEMPERATURE LOAD 6.3.3 ELECTRICAL INTERFERENCE 6.4 ELECTRICAL INTERFACE 6.5 EVALUATION IN THE CONTROL UNIT 6.6 HARNESS FASTENING

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     7.1 AIR-FILTER CHARACTERISTIC 7.2 REVERSE-FLOW CHARACTERISTIC 7.3 ADAPTATION OF THE REVERSE-FLOW CHARACTERISTIC

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     8.1 DEMANDS ON THE SHAPE OF THE MEASURING SECTION 8.2 SELECTION OF THE CROSS-SECTION AREA 8.3 FLOW RECTIFIER 8.4 INSTALLATION CONDITIONS 8.5 CHARACTERISTIC

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     3/22/2000

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     The HFM5 measures the air mass taken in by the engine, independently of the air density and temperature. The measured air mass and the fuel injection quantity derived from this value ensure optimum utilization of the fuel and good emission values in the vehicle. In the case of diesel engines, exhaust-gas recirculation is controlled using the HFM5. Reliable functioning is ensured if a size suitable for the application is selected and stable flow conditions exist in the inlet to the HFM5. The HFM5 must be installed so that it is not contaminated by dirt, water or oil within the measuring tube. High vibration acceleration values and high temperatures must also be avoided. This application note includes a checklist (refer to page 18), which permits a rapid

    examination of the planned or existing installation situation.

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     The HFM5 consists of a so-called plug-in sensor integrated in a measuring tube (also referred to as a cylindrical housing; refer to Fig. 4.1). By varying the measuring-tube diameter, it is possible to adapt the HFM5 to different engine sizes. The HFM5 plug-in sensor can also be integrated directly in the air filter without cylindrical housing if certain boundary conditions are observed (refer to chapter 8).

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     )LJ Design of the HFM5

     All rights reserved by Robert Bosch GmbH, even in the event of registration of industrial property right. All rights of disposal, such as rights of copying and passing on, reserved by Robert Bosch GmbH

     K3/EZS3-Fi 16762

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     Dr.Konzelmann

     3/22/2000

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     Fig. 4-2 shows the design of the plug-in sensor. The sensor chip CMF and evaluation hybrid SHF are fitted on a sheet metal. This sheet metal is installed in the plug-in housing, which is closed with covers. The sensor chip is installed flushed with the wall in the part of the sheet metal that projects into the metering duct.

     Housing cov er

     M etering duct cov er Sensor chip Sheet m etal

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     Plug-in housing

     O -R ing Tem perature sensor

     )LJ Design of the HFM5 plug-in sensor The sensor chip consists of a thin diaphragm produced using a micro-mechanical method. A heating resistor in the center of this diaphragm is heated to an overtemperature, the magnitude of which depends on the ambient temperature. Temperature sensors are located upstream and downstream of this heating resistor. Their temperature difference depends on the passing air flow and serves as the airmass signal. The flow direction can be determined by the sign of difference between the temperature sensors. In combination with the responsive sensor chip (the thin diaphragm has a low thermal inertia

    value), it is therefore possible to measure the pulsating flow with reverse flow at the engine correctly. The characteristic of each finished HFM5 (plug-in sensor installed in the measuring tube) is checked and calibrated before delivery to ensure the greatest possible measuring accuracy.

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     HFM5 sizes are classified according to the nominal air mass mnom (the size designation is approximately the nominal air flow in [kg/h] divided by 100). Each size includes the following air mass values: * Nominal air mass mnom * Minimum permissible mean air mass mnmin

     * Maximum air mass indicated in dynamic operation mdmax * Minimum air mass indicated in dynamic operation (reverse flow) mdmin

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     K3/EZS3-Fi 16762

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     Dr.Konzelmann

     3/22/2000

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     Approximate relationship: mnmin = 0.016 mnom mdmax = 1.3 mnom mdmin = -0.06 mnom The following table includes an overview of the most important measuring tubes: Size 3.5 4.7 6.4 8.5 9.7 mdmin [kg/h] -20 -30 -40 -50 -55 mnmin [kg/h] 6 8 10 12 15 mnom [kg/h] 370 480 640 850 970 mdmax [kg/h] 480 640 800 1100 1250

     In the air-mass range between mnmin and mnom, the characteristic tolerance is generally ?À3%. Larger tolerance values exist outside this range. The HFM5 size is selected according to the criteria below: * Maximum mean air mass required by the engine mMotor/max * Minimum mean air mass required by the engine mMotor/min * Pressure drop ?p * Air-mass limits during dynamic operation. 6HOHFWLRQ SURFHGXUH: a) Selection of the size; criterion: mMotor/max ?Ü mnom. b) Check whether mMotor/min ?Ý mnmin. A smaller measuring tube must be used if the value is less than mnmin. If other reasons (refer to section a) and sections c) to e)) prevent the use of a smaller measuring tube, an expanded characteristic tolerance below mnmin must be expected (?À 4% as opposed to ?À 3%). c) Check whether the lower indication limit of the air-mass range is passed. It is not necessary to select a larger measuring tube if the actual value is only slightly less than mdmin (at values < 10

    kg/h in the case of a large reverse flow). An unfavorable effect on air-mass measurement can be avoided by adapting the reverse-flow characteristic (refer to chapter 7). d) Check whether the upper indication limit of the air-mass range is passed. If mdmax is exceeded, the output voltage of the HFM5 might exceed the upper diagnostic limit for evaluation in the control unit. Therefore it is necessary to select a larger size in this case. e) If a particularly low pressure drop is an important criterion in engine projects, a larger HFM5 size than results from a) must be selected.

     All rights reserved by Robert Bosch GmbH, even in the event of registration of industrial property right. All rights of disposal, such as rights of copying and passing on, reserved by Robert Bosch GmbH

     K3/EZS3-Fi 16762

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     Dr.Konzelmann

     3/22/2000

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     The table below serves as a guideline for the applicable displacement range in the case of normally aspirated spark-ignition engines: 6L]H 3.5 4.7 6.4 8.5 9.7 P

     >NJK@ 370 480 640 850 970

     9ROXPH RI HQJLQH >FP @ <1400 1400-2200 2200-3000 3000-3500 >3500

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     The HFM5-catalogue of variants (K3/EZS-3400) provides an overview of all available sizes. It also describes the different connector versions possible.

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     The HFM5 must be installed between the air filter and throttle valve or charger. Please take the following installation guidelines into account to ensure optimum function and low measurement drift over the service life.

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     A thermal air-mass meter with the functional principle of the HFM5 measures a small cross-section of the air flowing through the measuring tube. There is a good correlation between the measured signal and the air mass if the velocity distribution across the measuring tube cross section is uniform and rotationally symmetrical. This velocity distribution depends on the geometric dimensions of the inlet to the HFM5. The use of a flow rectifier (plastic grid and wire grid) in the

    measuring tube of the HFM5 eliminates most of the geometric influences. Physical explanation: Flow separation upstream of the HFM5 will likely cause difficulties. Zones of separated flow are unstable. In the case of strong flow pulsation in the intake pipe, such flow separation can result in higher indicating errors of the HFM5. Small disturbances (geometric tolerances, temperature fluctuations and vibrations, etc.) can lead to perceptible changes of the separating zone and thus in the indicated air mass. Separation zones furthermore act as disturbance generators. Markedly higher flow turbulence can be expected downstream of these disturbances. This is the direct cause of increased signal noise at the HFM5.

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     In order to avoid flow separation zones, observe the following points regarding direct flow to the HFM5 (also refer to Fig.6-1): ? 1R FURVV VHFWLRQ LQFUHDVHV LQ WKH IORZ GLUHFWLRQ (e.g. diffuser used for noise reduction on the clean-air side of the air filter), ? QR EHQGV (radius of curvature kr < 5d; d = diameter of the measuring tube) XSVWUHDP RI WKH +)0 )XQGDPHQWDO SULQFLSOH $ VKRUW VWUDLJKW LQOHW LV EHWWHU WKDQ D ORQJ FXUYHG LQOHW SDWK

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     A favorable flow configuration will result if the notes below are observed:

     All rights reserved by Robert Bosch GmbH, even in the event of registration of industrial property right. All rights of disposal, such as rights of copying and passing on, reserved by Robert Bosch GmbH

     K3/EZS3-Fi 16762

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     Dr.Konzelmann.

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     ,QOHW VLGH ? Straight inlet (radius of curvature kr>5d, curvature angle kw<30?ã, L = 0 is still permissible). ? Intake in air filter with inlet funnel (length LE < 0.25 LL , LL = length of the air filter, inlet radius approx. re =0.1d, lateral clearance from wall at least 0.1d, d = inner diameter at the measuring point), inlet flush with the wall in the air filter is permissible if the spec. inlet radii are used. ? Uniform cross section (diameter variation < 0.05 d ) ? If bends or an inlet flush with the wall or inlet funnel LE > 0.25 LL is unavoidable: ?

    Continuous diameter reduction (factor 1.2 to 1.5, min. length L=1d) after or in the bend or at the inlet point. The diameter can also be reduced between the grid and the HFM measuring point. ? Flow rectifier (honeycomb grid or plastic grid) directly in front of the bend or at the inlet point. 2XWOHW VLGH A bend is permissible behind the measuring tube ( kr > 3d, kw < 90?ã; kr > 1.5d is also permissible if inlet length L1 > 2d).

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     d Measuring point LE

     LL

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     Further examples of favorable and unfavorable installation configurations are introduced in the appendix (pictures according insatallation aspects 1-7).

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     The characteristic of thermal air-mass meters depends on the heat transition between the sensorand the air, on the heat conductance in the sensor and on the aerodynamic inlet-flow conditions. Soiling of the sensor affects heat transition and heat conductance, and soiling in the vicinity of the sensor affects the inlet-flow conditions. A small amount of soiling always occurs during everyday driving, but this does not have any consequences for operation of the HFM5. Only in the case of heavy soiling can the characteristic be expected to drift. If one of the types of soiling described below should occur during the application work, problems of this kind must be expected during subsequent series use as well. Suitable countermeasures therefore have to be taken as early as during the application phase (also refer to chapter 6.2.2).

     All rights reserved by Robert Bosch GmbH, even in the event of registration of industrial property right. All rights of disposal, such as rights of copying and passing on, reserved by Robert Bosch GmbH

     K3/EZS3-Fi 16762

     $SSOLFDWLRQ 1RWH +)0 .*6B+)( .*6B+6(

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     K3/EZS5

     Dr.Konzelmann.

     06.12.1999

     Page

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     &DXVHV RI 6RLOLQJ

     The following causes of soiling are conceivable: D 'XVW SDUWLFOHV

    (QWU\ GXH WR ? air filter with insufficient separating efficiency, ? incorrectly fitted or defective air filter insert, ? improper handling when air filter is changed (e.g. of air cleaner cartridge and of air cleaner box by compressed air) ? leaking air filter (IIHFW Large, high-density particles (grains of sand, metal chips >60?Ìm) can destroy the sensor diaphragm in the case of large air-mass values (i.e. high flow speeds). The main effect of small particles is a change in the direct inlet flow (flow around the front edge of the metal sheet) to the sensor, with a relatively minor influence on the characteristic. Generally, entering particles also change the flow through the air-filter insert. This can also cause small changes in the characteristics. E 2LO (QWU\ GXH WR ? crankcase ventilation or charger (in the case of charged engines). ? Crankcase when engine stopped; if the sensor is powered when engine is stopped there will be oil on the sensor surface additionally caused by convection circulation ? exhaust-gas recirculation (IIHFW The thermal balance at the sensor is disturbed as soon as significant quantities of oil come into contact with the sensor. Depending on the oil quantity, large deviations in the characteristic can be caused by burned-on oil. Furthermore, oil helps dry dust to stick. F :DWHU'LUW\ :DWHU (QWU\ GXH WR ? penetration of water through the air filter. ? leakage in the intake duct. ? condensate. (IIHFW Pure water seriously falsifies the indicated air mass. For as long as water remains on the sensor the thermal balance at the sensor is distorted (the sensor attempts to ??boil off?? the water). However, a more serious problem is that water acts as a medium to transport dirt through the air filter insert. This dirt (particularly salt compounds dissolved in the water and road salt during winter operation) then remains directly on the sensor and causes a serious drift of the characteristic. Salt water and electrical operation can cause corrosion on the optional NTC thermistor. G $JJUHVVLYH PHGLD (QWU\ GXH WR ? positive crankcase ventilation. ? exhaust-gas recirculation. (IIHFW Similar to dirty water and/or oil. In addition, corrosion occurs on metal parts (sheet metal, NTC thermistor). ?

     All rights reserved by Robert Bosch GmbH, even in the event of registration of industrial property right. All rights of disposal, such as rights of copying and passing on, reserved by Robert Bosch GmbH

     K3/EZS3-Fi 16762

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     K3/EZS5

     Dr.Konzelmann.

     06.12.1999

     Page

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     ,QVWDOODWLRQ *XLGHOLQHV

     The following installation guidelines result based on the soiling possibilities described above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

     All rights reserved by Robert Bosch GmbH, even in the event of registration of industrial property right. All rights of disposal, such as rights of copying and passing on, reserved by Robert Bosch GmbH

     K3/EZS3-Fi 16762

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     Dr.Konzelmann.

     06.12.1999

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     )LJ Permissible installation position of the HFM5

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     The temperature and vibration acceleration must not exceed certain limits. Electrical interference should also be avoided. The following limits, which must be checked for each specific case, are specified for orientation purposes.

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     The maximum vibration acceleration is 100m/s . Installation of the HFM5 at the throttle valve involves high vibration acceleration values. If the max. acceleration is exceeded in this case, consultation with K3/EZS is necessary.

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     The maximum continuous unit temperature is: 120?ãC, during brief operation < 5min: 130?ãC. It is permissible to install the unit near an exhaust manifold or turbocharger only if effective thermal shielding is present.

     In order to avoid electrical interference, do QRW locate the HFM5 near the ignition system (ignition coil, distributor etc.) or solenoid valves if possible. The minimum distance is 10cm and must be checked in individual cases.

     (OHFWULFDO ,QWHUIHUHQFH

     All rights reserved by Robert Bosch GmbH, even in the event of registration of industrial property right. All rights of disposal, such as rights of copying and passing on, reserved by Robert Bosch GmbH

     K3/EZS3-Fi 16762

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     Dr.Konzelmann.

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     The pin assignment of the HFM5 connector is shown in Fig. . This pin assignment is identical for all connector versions. The pin for the optional temperature sensor is present even if the temperature sensor is not fitted. Connector is shown schematically! Refer to the quotation drawing for the connector type. Connections: 1: Temperature

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