Economical, efficient, and fascinatingly quiet

Transcription

1 Economical, eicient, and fascinatingly quiet Bosch Mobility Solutions Natural-gas powertrains Powertrain systems and electrified mobility

2 Powertrain alternatives with potential for the future GROWING MARKET OPPORTUNITIES WITH NATURAL- GAS POWERTRAINS Global market forecasts for the coming years assume double-digit growth rates for natural-gas vehicles. There are some very good reasons for the increased use of alternative powertrain technology fueled by natural gas. Compared with liquid fuel, natural gas produces fewer emissions (CO₂ and particulate matter). Pure naturalgas engines are already helping automakers comply with the EU VI emission standard, and countries with their own natural-gas reserves can become less dependent on liquid fuel imports by increasing the use of natural-gas vehicles. Natural-gas vehicles are also an economical alternative in many countries, when natural gas is priced lower than gasoline or diesel. This cost advantage pays o particularly for applications with high energy consumption. Furthermore, commercial vehicles that run on natural gas are much quieter than those with conventional powertrains. This means, for instance, that natural-gas vehicles can also be used for nighttime deliveries in cities and towns. Against this backdrop, lawmakers are also beginning to support natural gas as an alternative fuel, giving manufacturers that oer vehicles with a natural-gas powertrain the opportunity to tap into newly emerging market segments. SYSTEM TECHNOLOGY FOR COMMERCIAL VEHICLES POWERED BY NATURAL GAS Bosch is systematically refining the natural-gas powertrain for commercial vehicles. This includes systems and components for engine management, fuel supply, fuel injection, ignition, air management, exhaust-gas treatment, starters, generators, and turbochargers. Bosch oers an extensive portfolio of natural-gas technology for a wide variety of engine and vehicle models, from compact cars to heavy commercial vehicles. In addition, Bosch oers comprehensive systems expertise, consulting services, and components that have been proven in large-scale production. AT THE HEART OF IT ALL: THE ENGINE CONTROL SYSTEM Bosch s electronic engine management is the central control unit of the powertrain system, connecting the individual functions into an overall system. This is where all the system information converges. The engine control unit uses its software to process the information and manage the various functions. FUEL INJECTION With central-point injection (CPI), the natural gas is fed from the natural-gas distributor (NGD) into the intake manifold. The mediumpressure sensor measures the pressure and temperature in the NGD. The natural-gas injectors supply the precise amount of fuel required. Alternatively, the injection can also be implemented without the NGD, through a direct arrangement of the injectors around the intake manifold. With multi-point injection (MPI), the gas is injected decentrally at the individual intake manifold ends in front of the cylinder intake valve. IGNITION The ignition coil and spark plug ignite the mixture of natural gas and air in the combustion chamber. Commercial vehicles with Bosch natural-gas systems start immediately and reliably even in cold weather. AIR MANAGEMENT For eicient fuel combustion, the amount of natural gas injected must always be exactly matched to the mass of air in the engine cylinder. The electronic engine management uses an air-flow meter and other sensors to determine the amount of fresh air intake and precisely adjusts this amount using an electronic throttle valve. EXHAUST-GAS TREATMENT The lambda sensors precisely modulate the residual oxygen concentration in the exhaust gas, thus supporting compliance with emissions and OBD requirements. TURBOCHARGING The exhaust-gas turbocharger uses the energy from the exhaust gas to compress the intake air. As a result, a larger air mass is fed into the engine and, accordingly, more natural gas can be injected. Engine power and maximum torque (in relation to engine displacement) increase. FUEL SUPPLY The compressed natural gas (CNG) is fed from a high-pressure tank via the fuel line to the pressure regulator, where the pressure is regulated. Bosch s high-pressure sensor constantly and reliably monitors the pressure. When liquified natural gas (LNG) is used, the cryogenic natural gas is heated and vaporized, then fed to the engine via the fuel injection system.

3 Advantages of natural-gas powertrains up to 0 % comfortable Powertrain systems and electrified mobility Bosch is energizing the powertrain this motto also applies to natural-gas powertrains, which are a quiet, cost-eective, and low-emission alternative to diesel. Bosch is systematically refining the natural-gas powertrain to fully tap the potential of natural gas as a fuel. less CO₂ than a pure diesel powertrain Commercial vehicles with a modern natural-gas powertrain are fascinatingly quiet. economical Depending on current fuel prices, vehicles with a natural-gas powertrain oer cost advantages in many countries System Benefits Lower emissions of CO₂ and particulate matter compared with liquid fuels Helps automakers comply with the Euro IV standard Quiet operation Cost advantages resulting from favorable natural-gas prices (prices vary, but in the past up to 0 % cheaper than gasoline or diesel) Starts quickly even in cold weather 9 8 Fuel supply High-pressure sensor for CNG Air management Electronic throttle valve Intake manifold and boost-pressure sensor Fuel injection (multi-point) Natural-gas injector Natural-gas medium-pressure sensor with temperature sensor Ignition 6 Ignition coil 7 Spark plug Engine management 8 Electronic engine control unit 9 Temperature sensor 0 Crankshaft speed sensor Camshaft position sensor Knock sensor Exhaust-gas treatment Two-point lambda sensor Wideband lambda sensor Turbocharging Exhaust-gas turbocharger with wastegate

4 Powertrain system High-pressure sensor for GDI and CNG systems PRODUCT BENEFITS High measuring precision and reliability Resistant to media, hermetic sealing of measured media Variation of plug connection, hydraulic connection and mounting position possible Low signal sensitivity to mounting torque Fault diagnostics using signal-range check Compact design, low height High-pressure sensor for hydraulic application High-pressure sensor with temperature sensing Single or dual high-pressure sensor

5 Powertrain system High-pressure sensor for GDI and CNG systems 0.9 % factor. Very high accuracy over lifetime High robustness against vibration with very low amplitude transmission factor TASK The high-pressure sensor measures the fuel pressure in the high-pressure fuel rail of engines with gasoline direct injection. This information is required by the engine control unit for the exact metering of the injected fuel mass. The CNG high-pressure sensor measures the pressure in the pressure control module. FUNCTION The sensing element consists of a metal membrane onto which strain gauges are mounted. When pressure is applied, the gauges are detuned and generate an electric voltage. This voltage changes proportionately with pressure. It is amplified and digitized by an electronic evaluation circuit. TECHNICAL CHARACTERISTICS Type PS-HPS (-HPS) PS-HPS (CNG) PS-HPS-Dual Mounting place DI-fuel rail CNG pressure control module DI-fuel rail Technology steel membrane with metal thin-film strain gauges on top steel membrane with metal thin-film strain gauges on top Circuit digital digital digital Output signal analog (digital) analog digital Connector pin (also with temperature signal) pin pin steel membrane with twin-metal thin-film strain gauges on top Characteristics V,. V (optional) V,. V (optional) V,. V (optional) Pressure range, 0, 6, 8, 0, 0, 60 MPa 6, 8 MPa 6 MPa Special feature optional with integrated NTC for fuel temperature sensing CNG type approved by KBA (Kraftfahrt-Bundesamt) absolute redundant signal generation and transmission for OBD requirement 6 7 Connector housing Glue Sensor element Thread part Hexagon Printed circuit board S spring 8 Connector housing 9 Sensor element 0 Thread part Negative temperature coeicient for temperature sensing Hexagon Printed circuit board Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PLK-06-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

6 Air management Electronic throttle valve DV-E/RKL-E Product benefits Engineering support and large-scale manufacturing capability available worldwide Best-in-class Hall IC (delay time, temperature-independent characteristic) Smooth engine shutdown and minimized NVH (noise, vibration, and harshness) DV-E/RKL-E.9 is weight/size optimized for medium-low displacement applications Robust against corrosive materials DC electric motor Hall sensor for contactless angle measurement Air channel with variable diameters

7 Air management Electronic throttle valve DV-E/RKL-E up to 0 % 00 million weight and size reduction due to the new DV-E/RKL-E.9 design as compared to the existing designs supplied units attest to significant production and field expertise and set the foundation for an optimized design. Task For eicient fuel combustion, the injected fuel mass must be perfectly matched to the air supply in the engine cylinder. In an IC engine, the air supply in the combustion chamber is regulated by the electronic throttle valve by reducing or enlarging the intake manifold cross-section. The air management system drives the electronic actuators to regulate the air mass supply with absolute precision. Function The throttle device comprises an elec tri cally driven throttle valve and an angular-position sensor for position feedback. The electronic engine management unit triggers the throttle valve electronically. The trigger input vari ables include the acceleratorpedal position and any system requirements that can influence the engine torque, such as cruise control, adaptive cruise control, or active safety systems such as the electronic stability program ESP. Technical characteristics DV-E. / RKL-E. DV-E.9(E) / RKL-E.9(E) Throttle valve 8 mm 6 mm diameter Temperature 0 to +80 C 0 to +80 C air duct Actuation time t 90 < 00 ms < 00 ms Excess torque <.0 Nm <.0 Nm Idle air leakage <. kg/h <. kg/h (Ø 7 mm) Interface analog or SENT analog or SENT Optional Stainless steel bearing, EMV package, Water heating pipes Stainless steel bearing, EMV package Cover Seal Hall IMC sensor Idle gear Bearing Gear segment and spring Shaft Throttle valve plate Screws Throttle housing Friction bearing Cover lid Cable clip DC electric motor Cover clips Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PGO-0-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

8 Fuel injection and air management Intake manifold and boost-pressure sensor with temperature sensor DS-G-TF PRODUCT BENEFITS Precise value for intake manifold pressure and air temperature Precise control of the fuel amount Minimized emissions Excellent media and temperature robustness Developed and certified for natural-gas engines Covered electronics compartment Cable harness connector Pressure socket and temperature sensor

9 Fuel injection and air management Intake manifold and boost-pressure sensor with temperature sensor DS-G-TF minimal emissions due to optimum air-fuel mixture optimum performance due to precise control of fuel amount TASK The intake manifold and boost-pressure sensor with integrated temperature sensor enables a fast and precise measurement of intake air pressure and temperature, at natural aspirated and turbocharged internal combustion engines. The sensor so supports the precise control of fuel amount and minimized emissions. FUNCTION The sensor measures pressure by using a resistance bridge to evaluate the distortion of a silicon membrane. A gel covering the membrane protects the sensor against deposits. Temperature is measured with an NTC (negative temperature coeicient) resistor. The signals for pressure and temperature are transmitted to the control unit over two lines. TECHNICAL CHARACTERISTICS Temperature range 0 C to +0 C Pressure measurement range Max. operating pressure Operating voltage kpa 00 kpa V VARIANTS The sensor is available in various housings and for dierent pressure ranges. Electronics compartment O ring NTC (optional) Cable harness connector Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PL6-06-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

10 Fuel supply Natural-gas distributor PRODUCT BENEFITS Expanded Bosch product portfolio for natural-gas systems Integrated Natural-gas distributor (NGD) assembly simplifies the connecting interface on the customer end Natural-gas pressure and temperature sensor Natural-gas injectors

11 Fuel supply Natural-gas distributor up to,000,000 km up to 00 kw and 0,000 hours are the product lifespan of the NGD housing, thus demonstrating its excellent reliability of engine power can be achieved in combination with natural-gas injectors (NGI). TASK The natural-gas distributor is a component of the fuel supply system for natural-gas engines. By means of the pressure regulator, natural gas is fed from the tank to the NGD, which supplies it to the engine intake manifold. It adjusts the quantity to the engine's operation status. FUNCTION The NGD is responsible for supplying natural gas to the engine's intake manifold (CPI configuration). Once it receives the gas from the regulator, the NGD then uniformly distributes the fuel under stable pressure to all active NGI injectors. These then inject the exact amount needed into the engine's intake manifold. VARIANTS With percent more static flow, the NGI Plus allows for increased performance. TECHNICAL CHARACTERISTICS Fuel type CNG or LNG Operation pressure inlet: 7 ± bar outlet: max.. bar Temperature range 0 C to + C; short term 60 C to + C Add-on components NGI, pressure and temperature sensor Number of injectors Lifetime,000,000 km / 0,000 h Emissions standard EU V, EU VI Gas tightness < cm³ /h acc. ECE R0 Natural-gas system CAN, SENT LIN Diagnostic lamp Diagnostic interface Immobilizer Ambient pressure sensor 9 F 8 F 7 8 E 0 6 G F E 9 E F G 0 E F Air intake Exhaust gas Fresh air NG supply Electrical connection 6 7 Bosch components Boost pressure and temperature sensor Phase sensor Temperature sensor Knock sensor Speed sensor 6 Lambda sensor (wide band) 7 Lambda sensor (switching type) 8 NG high-pressure sensor 9 Engine control unit 0 Pressure-based air flow meter Throttle valve NG pressure and temperature sensor NG distributor NG injector Manifold pressure and temperature sensor 6 Ignition coils, spark plugs Other components 7 EGR valve 8 Pressure sensor 9 Temperature sensor 0 Electronic dump valve Waste gate NG gas tank and tank valve NG filter Pressure regulator Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PL8-06-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

12 Fuel injection Natural-gas injector NGI PRODUCT BENEFITS High flow rate with small packaging and weight reduction Can be used with ECU standard driver stages OEM warranty and quality Suitable for all regions Low emission levels due to very low leakage Connector Gas Inlet Manifold interface with specific low temperature O-Ring (also suitable for liquified natural gas, LNG)

13 Fuel injection Natural-gas injector NGI only 7.7 kg/h g The NGI allows for a high CH₄ mass flow rate. The NGI is small and has a very low weight. TASK The natural-gas injector NGI is used in intake manifold injection systems on naturally aspirated or charged engines for civilian automotive applications. The natural-gas injector sprays natural gas into the intake manifold at system pressure. FUNCTION The natural-gas injector NGI is solenoid controlled. The injection is triggered by the electronic control unit with the signal calculated by the engine management system, with precise metering of the quantity of gas required by the engine. TECHNICAL CHARACTERISTICS Gaseous fuels Static flow rate Lifetime Natural gas (NG) 7.7 kg/h with NGI-Plus: additional % flow rate years or 80 million switching cycles Temperature range 0 to + C short term: 60 to + C Rail pressure 00 to,000 kpa absolute Natural-gas system Bosch components 9 A 0 E A 6 7 A E E A Air intake Boost pressure and temperature sensor Phase sensor Temperature sensor Knock sensor Speed sensor Lambda sensor (wide band) Lambda sensor (-state) NG high-pressure sensor Engine control unit Pressure-based air flow meter Throttle valve NG pressure and temperature sensor NG injector Manifold pressure and temperature sensor Ignition coils, spark plugs CAN, SENT LIN Diagnostic lamp Diagnostic interface Immobilizer Ambient pressure sensor 8 G E A G Exhaust gas Fresh air Natural-gas supply Electrical connection 7 Other components 6 EGR valve 7 Pressure sensor 8 Temperature sensor 9 Electronic dump valve 0 Waste gate NG gas tank and tank valve NG filter Pressure regulator Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PLA-06-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

14 Fuel supply, oil circuit, transmission Medium-pressure sensor Product benefits Highly precise measurement of fuel and oil pressure Integrated temperature sensor optional Temperature sensor (optional) Screwed socket Connector housing

15 Fuel supply, oil circuit, transmission Medium-pressure sensor precise measurement for eicient management of fuel/oil supply in engine and transmission applications Task Bosch s medium-pressure sensor ensures rapid and highly precise measurement of fuel and oil pressure in every kind of combustion engine (gasoline, diesel, CNG, LPG) and transmission. This measurement is used to control the amount of fuel or oil supplied by the pump. An integrated temperature sensor is optional. Function The sensor measures pressure by using a resistance bridge to evaluate the distortion of a silicon membrane. It measures temperature with an NTC (negative temperature coeicient) resistor connected to the evaluation element in the sensor. Pressure and temperature readings can be transmitted as analog or digital signals (SENT). TECHNICAL CHARACTERISTICS Pressure range Accuracy Temperature measurement range to 0 bar (absolute or relative). % FS 0 to +0 C Robustness 0 to +0 C strong resistance to engine conditions variants The sensor can be equipped with a range of hydraulic interfaces and connectors. Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PLW-06-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

16 Engine management Electronic engine control units for powertrain management PRODUCT BENEFITS Common platform for gasoline, diesel, and alternative powertrains with increased performance and scalability for current and future customer requirements Long-term availability of microcontrollers and reusability of application software Supports functional safety requirements (ISO 66) and oers new kinds of access and tuning protection Electronic control unit MDCP Electronic control unit MDCE/EDC7CV Electronic control unit MDCS/EDC7C

17 Engine management Electronic engine control units for powertrain management reduced emissions Support to achieve current and future requirements of exhaust-gas legislation worldwide superior safety due to highest safety standards: Automotive Safety Integrity Level (ASIL) TASK As the main control unit, the electronic engine control unit is the heart of the engine management system. It controls fuel supply, air control, fuel injection, and ignition. Due to its scalability and enhanced performance, the control unit is also able to control the exhaust system, the trans mission, and/or vehicle functions. The electronic ECU was developed for use in diesel and gasoline engines as well as for those using alternative fuels. FUNCTION Software inside the electronic engine control unit processes the incoming system information and controls the various functional groups; the unit networks the individual functions to form an eicient overall system. To do this, it uses a new generation of high-performance microcontrollers. Introducing the multicore architecture into engine management opens up resources for innovative refinements. The software platform also guarantees maximum functional flexibility, as the previous-generation application software can be used with Autosar R-compatible basic software. Engine and chassis mounting are possible depending on the type. TECHNICAL CHARACTERISTICS μc technology /6 Nm multicore μc performance category dev. dev. CPU speed MHz Flash memory. MB 8 MB RAM 7 68 KB RAM Basis software Autosar R Block diagram μc electronic engine control unit device Safety Core I$ Performance Core D$ 6 kbyte RAM Main I$ D$ Core 6 kbyte RAM Crossbar n n Debug HSM 8 MByte Flash 8 kbyte RAM Ethernet EBU 8 kbyte EEProm Peripheral Core x CRC DMA 8 Ch ADC MPU Delta-Sigma Virtual S/H 0 60 AMU GTM Crossbar x USART x SPI x µs-bus x IC x PSIS x SENT FlexRay CAN 0 Message Buer CAN CAN CAN CAN TTCAN Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PAU-0-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

18 Engine and gearbox control Temperature sensor TF-W Product benefits Control during cold start, warm operation, fan actuation, etc. High resistance against various media (water, fuels, oil, etc.) Broad temperature range Sensor element with brass housing Screw threading Sealing ring Connector ( pronged)

19 Engine and gearbox control Temperature sensor TF-W reliable and safe For an eicient and trouble-free engine operation, the temperature sensor assists in the regulation of various functions, such as cold starting. Task The temperature sensor TF-W measures the temperature of various fluid media, such as water, fuel, or oil, over a wide temperature range. It is specially designed for automotive applications. Its signal is a key input parameter with respect to intelligent engine and gearbox control, for instance in the regulation of engine cold start and warm operation. Function Temperature measurement takes place by means of a negative temperature coeicient (NTC). The signal is transmitted in an analog format. Technical characteristics Temperature range: Standard Optional Supply voltage Type 0 C to +0 C +0 C V NTC element NTC resistor Screw threading Housing Electrical connection Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PJX-06-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

20 Engine management Crankshaft speed sensor PRODUCT BENEFITS High accuracy and large temperature range Robust design for long lifetime Wide air gap range Non-contacting measurement Helps to reduce emissions and fuel consumption Electrical interface (connector) Mounting flange Measuring unit

21 Engine management Crankshaft speed sensor Start-stop functionality via direction detection. Helps reduce fuel consumption and CO₂ emissions. TASK The electronic engine management enables precise, central control of all functions relevant for engine operation. This control is based on ongoing, exact information from the drivetrain. This information is provided by sensors. The crankshaft speed sensor measures the speed, position and, optionally, the rotational direction of the crankshaft. This data is used by engine management systems for controlling injection and/or ignition timing. The crankshaft speed sensor supports compliance with emission regulations as well as increased driving comfort due to smoother engine operation. FUNCTION The sensor is a Hall or inductive sensor. The crankshaft is fitted with a target wheel which the sensor scans using a non-contacting method. The reference point is determined by a missing element in the target wheel. TECHNICAL CHARACTERISTICS Functional principle Active dierential Hall with or without direction detection Inductive inductive Temperature range 0 to +0 C 0 to +0 C Air gap 0..8 mm 0..8 mm Target wheel steel or multipole target wheel PRODUCT VARIANT ADVANTAGES Active Inductive steel target wheel high electromagnetic compatibility (EMC), compact size, low weight, flexible design, direction detection for start-stop functionality high output signal at low speeds, twist insensitive mounting (TIM) 6 Mounting flange Engine block Measuring unit Trigger wheel (60 teeth) Wiring harness Electrical interface (connector) 6 Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PGQ-0-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

22 Engine management Camshaft position sensor PRODUCT BENEFITS High measurement accuracy and large temperature range Robust design for long lifetime High EMC/ESD protection Wide air gap range Flexible design Non-contacting measurement Compact design and low weight Twist insensitive mounting (TIM) Electrical interface (connector) Measuring unit Mounting flange

23 Engine management Camshaft position sensor economical Helps reduce fuel consumption and hence CO₂ emissions quick starting capability due to TPO function (true power on) TASK The electronic engine management enables precise, central control of all functions relevant for engine operation. This control is based on ongoing, exact information from the drivetrain. This information is provided by sensors. The engine control unit uses the camshaft speed sensor to record the position of the camshaft. The sensor s high precision enables exact injection/ignition timing and a precise variable camshaft phasing, which increases power and supports emission reduction at the same time. FUNCTION The camshaft position sensor is designed as a non-contacting Hall sensor. Due to the true power on function (TPO) the sensor is quick start capable: It provides a position information immediately after engine start. TECHNICAL CHARACTERISTICS Functional principle Starting function Installation single-hall technology true power on (TPO) twist insensitive mounting (TIM) Temperature range 0 C to +0 C (max. 0 hours at +60 C) Air gap 0..8 mm Electrical interface (connector) Mounting flange Measuring unit Trigger wheel Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PGR-0-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

24 Engine management Knock sensor PRODUCT BENEFITS Linear characteristics also at high frequencies Very high temperature resistance up to 60 C Robust and compact design Reliable signal output to trigger knock-control function at dierent circumstances (various fuel qualities) Knock sensor KS--K Knock sensor KS--S

25 Engine management Knock sensor up to 60 C more than,000 cycles Even at very high temperatures, the knock sensor operates safely and reliably. The knock sensor is extremely robust against changes in temperature. TASK Knocking occurs when the air-fuel mixture self ignites prematurely. Sustained knocking combustion causes damage primarily to the cylinder head gasket and cylinder head. The risk of knocking can be reduced by moving the ignition point toward late. The aim is to obtain the maximum energy yield from any fuel quality by starting ignition as early as possible. Engines with knock control can achieve up to 9 % fuel savings and % torque increase. FUNCTION The knock sensor is mounted on the crankcase and measures the structure-borne noise using a piezoelectric measuring element. Knocking is discernible by its higher sound frequencies. TECHNICAL CHARACTERISTICS Characteristics Operating temperature range Technology Type linear over a large frequency range 0 C to +60 C piezoelectric measuring element (ring-shaped piezo ceramic) direct connector or cable type Seismic mass Over-molding Pressure sleeve Disk spring Insulation ring Contact plate Direct connector or cable (optional) Shunt resistor (optional) Piezo ceramic element Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PLM-06-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

26 Exhaust-gas treatment Lambda sensor LSU.9 Product benefits Supports compliance with current and future emissions limits as well as OBD (onboard diagnostics) guidelines Regulates air supply so that the air-fuel mixture is optimized for combustion High measurement accuracy and soot damage resistance Robust sensor element design thanks to pumped reference High temperature resistance allows for improved installation options Connector interface Protective tube Sealing ring Wiring harness

27 Exhaust-gas treatment Lambda sensor LSU.9. % reduced emissions system accuracy due to improved signal accuracy Task The availability of precise, instant data from the exhaust system forms the basis for all functions from mixture formation to exhaust-gas treatment. Minimizing pollutants in the raw exhaust gas calls for a mixture formation that takes place inside the engine. This process is governed by the engine control unit. The wideband lambda sensor LSU.9 for gasoline and diesel engines assists in the regulation process for minimizing raw emissions gas tolerances by precisely identifying the residual oxygen content in the exhaust, thus supporting compliance with current and future exhaust and OBD regulations. It can be used in all vehicle classes that use a -volt or -volt electrical system Function At the heart of the lambda sensor is the planar sensor element, which is based on the operating principle of the Nernst sensor and features an integrated measurement cell and heater. This uses a zirconium dioxide membrane, a property of which is the ability to carry out electrolytic transfer of oxygen ions at high temperatures (approx. 60 C), which produces voltage. Owing to this property, zirconium-based oxygen sensors can determine the dierence in the oxygen partial pressures (the dierence in O₂ concentrations) between two dierent gases. With a lambda sensor, one side of the membrane is exposed to the exhaust-gas stream, while the other is exposed to an oxygen reference. Ambient air is often used as the reference in lambda sensors. Through an opening, the air is guided towards the sensor either directly or via a separate feed line, whereby there is a risk of reference air contamination from CO₂, CO, water, oil or fuel vapors. In contrast, the lambda sensor uses a pumped reference the oxygen reference is created within the sensor itself. To do this, the membrane is used as a pump, and a virtually oxygen-free reference is created within the sealed space. Variants The lambda sensor LSU.9 is available for diesel and gasoline engines. The LSU.9 TSP for gasoline engines also features thermo shock protection. Technical characteristics Lambda control range Max. exhaust-gas temperature (sustained) λ = 0.6 to air 90 C Peak temperature,00 C Type Heater voltage requirement Trimming resistor Emissions standards Nernst sensor V inside connector casing Euro /V, Euro 6/VI (0 model year) 6 Sensor element Seal packing Bonding Molded hose Sensor housing Protective tube 6 Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PK0-06-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

28 Exhaust-gas treatment Lambda sensor LSF. PRODUCT BENEFITS High functional stability and robust design Fast sensor readiness leads to reduced emissions for warm and cold starts High robustness against environmental factors, e.g water load, salt, oil, etc. High temperature robustness Low heater power Wire harness Connector interface Protection tube Sensor housing

29 Exhaust-gas treatment Lambda sensor LSF. up to,00 C less than sec high peak temperature robustness fast light-o time TASK At the stoichiometric point (l = : one part fuel to.7 parts air), the oxygen content of the exhaust gas is ideal for converting pollutants in the catalytic converter. The planar switching-type lambda sensor generates a signal during the tran sition from lean to rich or rich to lean operation thus precisely identifying the stoichiometric point. By measuring the oxygen content in the exhaust gas, the lambda sensor provides the ECU with the information needed to create the right air-fuel mixture. TECHNICAL CHARACTERISTICS Light-o time Max. exhaust-gas temperature Technology less than sec,00 C planar sensor element with integrated central heater FUNCTION The planar sensor element is the key component of the lambda sensor. Featuring an integrated measurement cell and heater, it ensures highly accurate measurement of residual oxygen present in the exhaust. This data forms the basis for precisely setting the airfuel mixture, which in turn helps achieve compliance with emission standards and OBD requirements Formed hose Cables Contacting Sensing element Seal packing Sensor housing Protection tube external Protection tube internal Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PML-06-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

30 Turbocharging Exhaust-gas turbocharger with variable turbine geometry and electric actuator PRODUCT BENEFITS Helps reduce fuel consumption and CO₂ emissions Supports compliance with emission standards Improved responsiveness for greater driving enjoyment (low-end torque) Outstanding longevity Optimum operating characteristic Compressor housing Compressor impeller Radial bearing Electric actuator Turbine wheel Variable turbine geometry Turbine housing Bearing housing

31 Turbocharging Exhaust-gas turbocharger with variable turbine geometry and electric actuator up to 0,000 rpm up to 70 C The speeds the exhaust-gas turbocharger s turbine can handle, thanks to excellent materials. The operating temperature that the exhaust-gas turbocharger can permanently withstand. TASK Exhaust-gas turbocharging makes it possible to increase maximum torque and maximum engine power. Turbocharging delivers a greater mass of air into the combustion chamber, so that more fuel can be burned. Compared to naturally aspirated engines, this leads to higher power output for the same engine displacement and therefore to greater low-end torque. Conversely, a smaller engine version can be selected for a particular engine performance (known as downsizing). Downsizing reduces fuel consumption and, in turn, CO₂ emissions. This reduction is achieved mainly by a general load shift to higher load factors resulting in engine operating modes with higher eiciency. TECHNICAL CHARACTERISTICS Rotational speed measurement Intake air compression Actuator Boost pressure control rpm sensor milled compressor impeller electric actuator variable turbine geometry (VTG) FUNCTION The exhaust-gas turbocharger (EGT) uses the energy from the exhaust to turbocharge the internal-combustion engine. Unlike mechanical turbocharging, the EGT does not need any mechanical drive power, thus resulting in lower fuel consumption in a direct comparison. The EGT consists of two turbo elements: an exhaustgas turbine (wheel and housing), which absorbs the energy from the exhaust, and a compressor (impeller and housing), which compresses the intake air. Further assemblies are the core unit with rotor and bearing and the boost pressure control unit with variable turbine geometry (VTG), which uses adjustable blades to control boost pressure independently of engine speed. Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PMY-06-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

32 Powertrain sensors Speed sensor for turbocharger RS-T PRODUCT BENEFITS Expands application boundaries for the turbocharger s compressor map Improved power output, even in high-altitude operation Optimal control of multistage or multiflow turbocharging layouts Prevents exhaust-gas turbocharger overspeed (component protection) Detection of leakage and air filter load Sensor housing with integrated electronics Mounting flange O-ring Sensor head Electrical interface (connector)

33 Powertrain sensors Speed sensor for turbocharger RS-T up to % up to 00,000 rpm greater engine power output through the use of the speed sensor for turbocharger the speed sensor can still reliably detect each compressor blade. TASK The RS-T speed sensor detects the rotational speed of exhaustgas turbochargers. By doing so, it provides a key input parameter for the eicient management of the turbo charging system. FUNCTION The RS-T speed sensor is an inductive measurement sensor with integrated electronics. It measures compressor wheel speed without the need for a through bore (blind hole) in the turbocharger s compressor housing. This avoids leakages and air turbulence while allowing the housing to be compact in size. A specifically developed ASIC amplifies the analog signal within the sensor and converts it into a frequency signal suitable for control units. A protection circuit integrated within the sensor enables optimum electromagnetic compatibility. TECHNICAL CHARACTERISTICS Speed range up to 00,000 rpm Mounting angle α = ± 0 Operating voltage V Sensor housing with integrated electronics Mounting flange Sensor head O-ring Electrical interface (connector) Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PK-06-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.

34 Bosch your strong partner for natural-gas powertrains GLOBAL PRESENCE TO MEET LOCAL REQUIREMENTS Global presence Bosch maintains a presence near its customers around the world, with experts in natural-gas systems as well as development and production locations in Germany, China, India, and the U.S. Bosch s proximity to automakers allows for close and flexible collaboration, and the short distances save time and help cut costs. Thanks to its local presence, Bosch knows the specific requirements of each market and caters to its particular features. MAXIMUM ADVANTAGE WITH COMPLETE SYSTEMS System and network competence As a systems supplier, Bosch knows exactly what requirements are placed on the various components and has an excellent command of the relationships within the complete system. Its systems expertise allows for optimum system integration of the individual components and thus maximum system benefit, and enables the company to implement and integrate powertrain technology in exact compliance with system requirements. In this way, Bosch helps automakers reduce their investment in development and testing, put models into production more quickly, and thus cut costs. FROM DEVELOPMENT TO PARTS Long-term partnership As a solid industry partner, Bosch oers end-to-end support throughout the entire lifecycle of vehicles with a natural-gas powertrain. Together with automotive manufacturers, Bosch works on developing new concepts for natural-gas engines, and tailors the powertrain technology precisely to customer requirements. Bosch operates test centers around the world for conducting joint testing with automakers. Having global logistics and mass production on all continents ensures that products can be shipped to customers quickly. Local contacts provide close customer support. Even after systems have seen years of service, Bosch provides eicient vehicle diagnostics and parts supply. Natural-gas SYSTEMS IN Original equipment QUALITY Ensuring quality and reliability Highly reliable and robust, Bosch products for natural-gas vehicles help ensure that automotive manufacturers can equip their vehicles with superior technology. Bosch oers natural-gas systems in original equipment quality that can be tailored to the requirements of each vehicle model. Natural-gas TECHNOLOGY AND EXPERTISE FOR ALL CLASSES OF VEHICLES Comprehensive portfolio and know-how Bosch s comprehensive portfolio enables automakers to leverage helpful synergies in relation to both the technology of the powertrain system and the knowledge shared as part of the collaborative approach. The company oers not only individual components for natural-gas vehicles, but also system solutions for a host of dierent engine and vehicle models: from compact cars to heavy commercial vehicles. With its NGI injector family, Bosch is the only supplier of naturalgas systems in the world to cover all low-pressure classes with one injector family. RESEARCH AND DEVELOPMENT FOR INNOVATIVE PRODUCTS Innovation driver and technology leader As an innovative industry leader, Bosch is continually honing natural-gas technology and implementing technical innovations in large-scale production. The company s strong commitment to research and development helps equip vehicles with innovative natural-gas technology and thus consistently improve vehicle characteristics. The NGI naturalgas injector is an innovative product that meets the particular demands of gas injection regarding metering and seals. Bosch is already developing tomorrow s generation of injectors today. Robert Bosch GmbH PO Stuttgart Germany Printed in Germany 9000PMW-06-DS Robert Bosch GmbH 06. All rights reserved, also regarding any disposal, exploitation, reproduction, editing, distribution, as well as in the event of applications for industrial property rights.