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`1
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`PAICE 2105
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`Ford v. Paice & Abell
`IPR2014-00579
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`1
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`PAICE 2105
`Ford v. Paice & Abell
`IPR2014-00579
`
`

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`2
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`
`Imprint
`Published by:
`© Ruben Bosch GmbH, 1996
`Postfach 30 02 20
`D-70442 Stuttgart
`Automotive Equipment Business Sector,
`Department for Technical information
`(KHNDT).
`Management: Dipl.-|ng.(FH) Ulrich Adler.
`Editor in chief:
`Dipl.-lng.(FH) Horst Bauer.
`Editors:
`lng.(grad.) Ame Cypra,
`Dipl.—|ng. (FH) Anton Beer,
`Diplxlng. Hans Bauer.
`
`Production management:
`Joachim Kaiser.
`
`Layout:
`Dlp|.~lng.(FH) Ulrich Adler,
`Joachim Kaiser. '
`
`.
`
`Translation:
`Editor in chief:
`Peter Gifting
`Translated by:
`lngenieurbiiro for Technischeund
`Wlssenschattliche Ubersetzungen
`Dr. W.—D. Haehl GmbH, Stuttgart
`Member of the ALPNET Services Group
`William D. Lyon
`
`Technical graphics:
`Bauer 8L Partner GmbH, Stuttgart.
`Design, front cover, front matter:
`Zweckwerhung, Kirchheim u.T., Germany
`Technisohe Publikaticn, Waiblingen
`
`Distribution, 4th Edition:
`SAE Society of Automotive Engineers
`' 400 Commonwealth Drive
`Warrendale, PA 1509643001 U.S.A.
`[SBN 1—56091—91 8-3
`
`Printed in Germany.
`Imprime en Ailemagne.
`
`4th Edition, October 1996.
`
`Editorial closing: 31.03.1996
`
`Reproduction, duplication and translation
`of
`this publication,
`including excerpts
`therefrom,
`is only to ensue with our
`previous written consent and with parti-
`culars of source.
`Illustrations, descrip-
`tions, schematic diagrams and other data
`senre only for explanatory purposes and
`for presentation of the text. They cannot
`be used as the basis for design, installa-
`tion. and scape of delivery. We undertake
`no liability for conformity of the contents
`with national or local regulations.
`We reserve the right to make changes.
`The brand names given in the contents
`sewe only as examples and do not repre-
`sent the classification or preference for a
`particular manufacturer. Trade marks are
`not identified as such.
`The following companies kindly placed
`picture matter, diagrams and other infor~
`mative material at our disposal:
`Audi AG, Ingoistadt;
`Bayerische Motoren Werke AG, Munich;
`Behr GmbH ti Co, Stuttgart;
`Brose Fahrzeugteile GmbH 8‘ Co. KG,
`Coburg;
`Continental AG, Hannover;
`Eberspacher KG, Eatingen;
`Filtemrerk Mann und Hummel,
`Ludwigsburg;
`Ford—Werke AG, Cologne;
`Aktiengesellschaft Kohnle, Kopp und
`Kausch, Frankental;
`Mannesmann Kienzte GmbH,
`Villingen—Schwenningen;
`Mercedes-Benz AG. Stuttgart;
`Pierburg GmbH, Neuss;
`RWE Energie AG, Essen;
`Volkswagen AG, Wolfsburg; '
`Zahnradfabrik Friedrichshafen AG,
`Friedrichshafen.
`Source of information for motor-vehicle
`specifications: Automobil Revue Katatog
`1995.
`
`(4.2)
`
`ea
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`DUDE-h-'j'Tn\r"FhKH’Hnl—-_..___
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`3
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`
`Foreword to the 4th Edition
`This “Automotive Handbook" is a handy,
`concise, pocket-Sized technical reference
`manual. Its primary purpose is to provide
`the automotive engineer and mechanic,
`as well as all those interested in technical
`matters, with a wealth of reliable technical
`data and an insight
`into present-day
`state-of—the-art automotive technology in
`Germany. With this assignment in mind,
`the scope of
`the theoretical chapters
`dealing with passenger cars
`and
`commercial vehicles, as well as the
`remaining contents, have been kept to
`the practical and necessary level.
`Within the framework of a pocketbook,
`it is impossible to present detailed cover-
`age of individual technical subjects. On
`the other hand, bearing in mind the very
`wide range of readers, we did not want to
`dispense with generally applicable tepics
`and data.
`We recommend that you teat through
`this
`"Automotive Handbook"
`before
`attempting to use it. This will prove to be a
`help when you subsequently want
`to
`refer to a particular subject.
`The addition of new technical subjects
`and the expansion and up—dating of
`existing material are reflected in the fact
`that this 4th Edition is 40 pages longer
`than its predecessor.
`Simitar to the 2nd and 3rd Editions, this
`4th Edition was to a great extent revised
`and up-dated by specialists from the
`Bosch Group, but also by experts from
`other companies. At this point we would
`like to express our appreciation to all
`concerned.
`
`The editors
`
`fuels,
`
`lubricants,
`
`For your information:
`Compared to the 3rd Edition, We have up-
`dated the following subiects:
`Strength of materials, acoustics
`Electronics:
`Microhybrids, circuits, pc-board techniques,
`sensors, actuators
`Materials science:
`Basics, materials,
`brake fluids, antifreeze
`Joining and bonding techniques:
`Punch misting
`Tribology
`internatcombustion engines:
`Reciprocating-piston engines
`Engine management (spam-ignition engines):
`Spark plugs, electric fuel pumps,
`fuel
`supply (L-Jetronic},
`Molronic, exhaust emissions, LPG systems
`Engine management (diesel engines):
`Axial'radial plunger distributor pumps, unit
`pump system, unit-injector system, com-
`mon-rail, nozzles and nozzle—holders, ex-
`haust emissions, auxiliary starting devices
`Electric drives
`Drivetrain:
`ASH for pass. cars and commercial vehicfes
`Braking systems:
`Basics. brake-circuit configurations, ABS
`for passenger cars, ABS and ELB for com-
`mercial vehicles
`Lighting
`Reflectors, FEE-PLUS headlamps, Litronic,
`lights and lamps
`Theft-deterrent systems
`Communicationfinformation systems:
`Car radio, parking systems, navigation sys-
`tems, mobile radio,
`Board Information Terminal (BIT)
`Safety systems:
`Front and side airbag systems
`Comfort and convenience systems:
`Power sunroofs and power windows, seat
`and steering-column adjustment
`Automotive eiectricai system:
`Circuit diagrams, energy supply, CAN
`Electromagnetic compatibility (EMC)
`Motor-vehicle specifications
`Following subiects have been introduced:
`Vehicle dynamics control (VDC)
`and the following have been dropped:
`Rear-wheel steering, vehicle-monitoring sys-
`tem {Check-Control), trip computer, tire—pres-
`sure monitoring system (RKS)
`
`4
`
`

`

`4-
`
`Contents
`
`Contents
`
`Physics. basics
`Quantities and units
`Conversion tables
`Vibration and oscillation
`Mechanics
`Strength of materials
`Acoustics
`Heat
`Electrical engineering
`Electronics
`Sensors
`Actuators
`Electric machines
`Technical optics
`Mathematics, methods
`Mathematics
`Quality
`Engineering statistics,
`measuring techniques
`Reliability
`Data processing in motor vehicles
`Control engineering
`Materials
`Chemical eiements
`Terrninoiogy and parameters
`Material groups
`Material properties
`Lubricants
`Fuels
`Chemicals
`Corrosion and corrosion protection
`Heat treatment
`Hardness
`Machine elements
`Tolerances
`Sliding and rolling bearings
`Spring calculations
`Gears and tooth systems
`Belt drives
`Threaded fasteners
`
`1o
`17
`39
`44
`52
`so
`66
`7O
`85
`102
`122
`130
`135
`
`142
`150
`
`156
`164
`156
`170
`
`1 74
`1 73
`1 80
`1 84
`224
`232
`244
`250
`260
`266
`
`271
`274
`282
`286
`293
`302
`
`Joining and bonding techniques
`Welding
`Soldering
`Adhesives
`Riveting
`Pressurized clinching
`Punch riveting
`Sheet-,rnetal processing
`Tribology, wear
`
`311
`313
`314
`315
`316
`317
`318
`321
`
`Motor—vehicle dynamics
`Road-going vehicle requirements
`Fuei requirements
`Dynamics of linear motion
`Dynamics of iaterai motion
`Evaluating operating behavior
`(as per ISO)
`Special operating dynamics
`for commercial vehicles
`Agricuiluraivtractor requirements
`Environmental stresses
`
`Internet-combustion (lC) engines
`Operating concepts and classification
`Thermodynamic cycies
`Reciprocating-piston engines
`with internal combustion
`The spark-ignition (Otto) engine
`The diesel engine
`Hybrid processes
`Gas exchange
`Superchargingfturbocharging
`Power transfer
`Costing
`Lubrication
`Bnpirical values
`and data tor calculations
`Reciprocating-piston engine with
`external combustion (Stirling engine)
`The Wankel rotary engine
`Gas turbines
`
`Engine cooling
`Air and water cooling
`Charge-air coolingl'intercooling
`Oil cooling
`Intake air, exhaust systems
`Air filters
`Turbochargers and superchargers
`Exhaust systems
`Engine management for Spark-
`ignition (SI) engines
`Control parameters and operation
`
`ignition
`Basics
`Components
`Ignition coils
`Spark piugs
`ignition systems
`Conventional coil ignition (Cl)
`Transistorized ignition (Tl)
`Capacitor-discharge ignition (CDI)
`Electronic ignition (ESA and DLI)
`Knock control
`
`326
`327
`330
`342
`
`346
`
`351
`354
`355
`
`358
`.359
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`361
`364
`368
`373
`374
`376
`3132
`398
`398
`
`400
`412
`
`414
`418
`
`413
`420
`421
`
`422
`424
`430
`
`434
`
`436
`
`439
`440
`
`445
`448
`450
`451
`454-
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`'i'
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`5
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`

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`
`
`Contents 5
`
`Fuel supply
`456
`Electric fuel pumps
`458
`Fuel management
`459
`Carburetors
`Single—point fuel-injection systems (TBl)452
`7 Mono-detronic
`462
`Multipoint fuel-injection systems
`464
`K—Jetronic
`464
`KE-tletronic
`466
`L-Jetronic
`465
`LH—detronic
`471
`
`479
`480
`483
`483
`484
`
`Other engine—control functions
`473
`lots-speed control
`474
`Electronic throttle control (ETC)
`474
`Electronic boostApressure control
`475
`Variable-geometry intake manifold
`Evaporalive-emissions control system 477'
`Exhaust-gas recirculation (EGR)
`477
`integrated engine-management
`system, Motronic
`Detection and processing ot
`measured variables .
`Motronic system
`System configuration
`Racing applications
`Engine test technology
`Exhaust emissions from spark-
`ignition (Si) engines
`486
`Combustion products
`487
`Emissions control
`490
`Lambda closed-loop control
`Testing exhaust and evaporative
`494
`emissions
`496
`Test cycles and emission limits
`500
`Exhaust-gas analyzers
`internal-combustion (l0) engines for
`alternative fuels
`501
`LPG systems
`504
`Alcohol operation
`505
`Hydrogen operation
`Engine management (diesel engines)
`Fuel metering '
`505
`Fuel—injection pumps, in-line
`508
`Fuel-injection pumps, control sleeve 514
`Fuelriniection pumps. distributor iype515
`Fuel-injection pumps,
`distributor-type, solenoid-controlled 518
`Time-controlled single-pump systems 519
`Common-rail System
`521
`injection-pump test benches
`523
`Nozzles and nozzle holders
`524
`
`
`
`
`
`ii
`,i
`"i't
`
`541
`544
`
`545
`551
`
`554
`556
`559
`559
`571
`573
`574
`
`Exhaust emissions (diesel engines)
`Emissions control
`530
`Emissions testing
`531
`Test cycles and exhaust-emission
`533
`iim‘rts in Europe
`Exhaust-emissions testing equipment 535
`Auxiliary starting devices (diesel engines)
`Sheathed-element glow plugs
`538
`Glow control unit
`539
`Starting systems
`Starters
`Starter protection devices
`Alternative drive systems
`Electric drives
`Hybrid drives
`Drivetrain
`Basics
`Ciutches and couplings
`Transmissions and gearboxes
`Final-drive units
`Differentials
`All-wheel drive (AWD)
`Traction control (ASH)
`Chassis systems
`Suspension
`Suspension linkage
`Wheels
`Tires
`Steering
`
`580
`588
`592
`596
`506
`
`Braking systems
`Definitions, principles
`Legal regulations
`Design and components of a
`braking system
`Braking—system design
`Brakingsforce apportioning
`Braking systems for passenger cars
`and light utility vehicles
`Control devices
`Wheel brakes
`Braking-force distribution
`Antilock braking systems (ABS)
`for passenger cars
`Braking systems
`for commercial vehicles
`System and configuration
`Braking-force metering
`Wheel brakes
`Parking-brake systems
`Fletarder braking systems
`Components for compressed-
`air brakes
`
`612
`516
`
`620
`521
`522
`
`524
`524
`525
`526
`
`E527
`
`640
`640
`B41
`64-4
`548
`648
`653
`
`6
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`

`

`6
`
`Contents
`
`Antilock braking systems (A88)
`for commercial vehicles
`Electronically controlled
`braking system (ELB)
`Brake test stands
`
`Vehicle Dynamics Control (VDC)
`Task
`Vehicle handling
`Control system
`System realization
`Road-vehicle systematics
`Overview
`Classification
`
`659
`
`653
`666
`
`668
`669
`670
`676
`
`673
`679
`
`680
`684
`685
`
`Vehicle bodies, passenger car
`Main dimensions
`Body structure
`Body materials
`Body su rface,
`686
`body finishing components
`688
`Safety
`692
`Calculations
`Vehicle bodies, commercial vehicles
`Commercial vehicles,
`694
`delivery trucks and vans
`Medium and heavy~duty trucks
`695
`and tractor vehicles
`696
`Buses
`698
`Passive safety
`Noise reduction in commercial vehicles 699
`Lighting
`700
`Legal regulations
`701
`Main headlamps
`714
`Headlamp range adjustment
`715
`Fog lamps
`Auxfit'ary driving lamps, lights and lamps716
`Visual signalling devices
`722
`Headlamp aiming deviCES
`723
`Bulbs
`724
`
`Signaiing devices and alarm systems
`Acoustic signaling devices
`726
`Theft—deterrent systems
`727
`Windshield and headlamp cleaning
`Windshield—wiper systems
`730
`Rear-window wiper systems
`731
`Headlamp cleaning systems
`732
`Drive motors
`732
`Washing systems
`733
`Windshield and window glass
`734
`Heating, ventilation,
`and air-conditioning (HVAC)
`Heating systems using engine heat 736
`
`737
`739
`
`740
`743
`746
`748
`750
`752
`
`753
`753
`755
`757
`
`Air conditioners
`Auxiliary heater installations
`Communications and information
`systems
`Automotive sound systems
`Parking systems
`Trip recorders
`Navigation systems
`Mobile radio
`Board information Terminai (BIT)
`Safety systems
`Seatbelt—tightener systems
`Front airbag systems
`Side airbag systems
`FlolEover protection system
`Comfort and convenience systems
`758
`Power windows
`759
`Power sunroof
`Seat and steering-column adjustment 760
`Central locking system
`761
`Automotive hydraulice
`Basics
`Gear pumps and motors
`Piston pumps and motors
`Vaives
`Cylinders
`Tractor hydaultcs
`Hydraulic accumulators,
`auxiliary drives
`Hydrostatic fan drives
`Hydrostatic drives
`Automotive pneumatics
`Door operation (buses)
`Radiator louvers
`Electrical system and power
`supply
`780
`Symbois
`784
`Circuit diagrams
`792
`Conductor~size calculations
`Electrical power supply in the vehicle 794
`Controller Area Network (CAN)
`800
`Starter batteries
`803
`Battery chargers
`807
`Alternators
`808
`Electromagnetic compatibility (EMC) 815
`and interference suppression
`Passenger car specifications
`Road trafiic legislation
`Miscellaneous
`Alphabets and numbers
`Index of headings
`
`762
`763
`764
`766
`769
`770
`
`7'73
`774
`776
`
`778
`779
`
`822
`852
`
`862
`863
`
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`7
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`

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`
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`increases.
`the battery discharge current
`Therefore the lower the temperature, the
`less powar the battery can supply. In addi—
`tion to the engine design characteristics,
`the minimum temperature at which the en—
`gine will start is a central factor in determi-
`ning starting-system power.
`Starters
`
`A starter comprises the following major
`components:
`— Electric motor
`— Pinion-engaging drive
`— Overrunning clutch.
`The functions these components must
`perform can be seen in the following
`description of the starting procedure.
`The pinion must initiaily engage the ring
`gear. When the engine starts and runs up
`.Vto speed, it spins the pinion faster than
`the starter does and would eventuatly de—
`stroy the starter due to centrifugal force.
`To prevent this, an overrunning clutch is
`installed between pinion and armature
`shaft which breaks the connection bet-
`ween them as soon as the engine "over-
`takes" the starter.
`
`
`
`Starting systems
`
`541
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`Starting systems
`Most starting systems for K) engines
`comprise 'a batteryrdriven DC motor (star-
`ter motor), switchgear, controi units and
`
`the associated wiring. The rotational
`speed required to start the engine (8]
`engines: approx. 60
`100 min-1; diesel
`
`engines: approx. 80
`200 min*1 ) are far
`
`lower than the starter speed. The starter
`cranks the engine via a gear pair (starter
`
`pinion and engine ring gear) with a suit-
`able step~down ratio (between approx.
`
`'10 : 1 and 20 : 1).
`
` fluencing variables
`The crankshaft torque and the minimum
`tational speed required to start the en-
`
`gine depend among otherthlngs upon en-
`
`glne type, engine swept volume, number
`' fl'c'ylin'ders, compression, bearing fric-
`
`tion, additional
`loads driven by the en-
`
`gine, the fuel-management system, en-
`
`gine oil and temperature.
`
`The torque and rotational speed requi-
`d for starting both increase with decli-
`
`
`ng temperatures, with the resuit being a
`higher demand for starter output.
`
`The battery internal resistance increases
`
`as its temperature and its state of charge
`
`drop”. The battery no~load voltage decrea-
`ses as temperature drops. The higher the
`
`battery output current and the lower the
`
`temperature, the lower is the battery tenni-
`.'nai voltage. In addition, the battery capacity
`
`decreases as temperature decreases and
`
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`Electric motor
`In most cases, a DC series-wound motor is
`used, whose initial torque is high enough to
`begin cranking the i0 engine, and which
`is characterized by a high no-load speed
`which supports engine run-up. in starters
`whose starting power is higher, an additio-
`nal shunt winding promotes smoother
`starter operation as the starter engages
`the ring gear, and limits starter no-load
`speed during the starting process.
`Progress made to date in ferrite tech-
`nology permits the use of demagnetiza‘
`hon—resistant starter motors with p,e_rrn_a;
`WW.
`Starters with amiatures which rotate at
`a higher speed but deliver lower torque
`can be made lighter and smatler. For such
`a starter to become a practicai proposi-
`tion, the crankshaftistarter-arrnature gear
`ratio must be increased. The ring-gear
`diameter cannot be increased, so the in-
`creased gear ratio is achieved through
`the use of an additional
`transmission
`stage which is in an integral part of the
`starter (reduction-gear starters).
`
`Permanent field starter with reduction
`gear
`' i Engaging shift Jet/er, 2 Engagement scie-
`' mid and solenoid switch, 3 Overrunnlng
`ciutch with pinion, 4 Reduction gear
`(pianetary gear), 5 Armature, 6 Permanent
`magnets.
`
`
`
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`
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`
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`
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`
`
`8
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`

`

`544 Starting systems
`
`Fiadiai~tooth overrunning clutch
`The radial-tooth overrunning clutch is also
`used in large commerciai vehicle starters.
`The entire clutch system is coupled to the
`armature shaft, on which it slide axially
`(meshing), by means of spur toothing in
`the dirt steeve. The outer surface of the
`dirt sleeve has a helical spline, and trans— '
`mits the torque to a clutch nut which
`further transmits the torque to the pinion
`by means of the steep flanks of the saw-
`tooth-shaped radial
`teeth. During over-
`run,
`the pinion pushes the clutch nut
`backwards by means oi" the shallow
`flanks of the radial teeth, and interrupts
`the transmission of force. The disenga-
`ging ring is also moved backward. and
`held in the disengaging position by the
`flyweights. The centrifugal force develo-
`ped bythe flyweights at low pinion speeds
`no longer suffices to keep the overrunning
`Muiripiate cvermnning clutch
`1 Drive shaft (connected to pinion),
`2 Compression spring, 3 Driver with outer
`pistes, 4 inner clutch race with inner plates,
`5 Helicar‘ spiine, 6 Drive end (connected to
`armature).
`
`
`
`
`
`
`
`
`Radial-tooth overrunning clinch
`1 Pinion, 2 Fir/weight, 3 Radial teeth,
`4 Disengaging ring, 5 Ciutcn nut, 6 Spring,
`7 Helical spine, 8 Rubber buffer; 9 Dirt
`sleeve, to Spur rooming.
`
`12 3 45673910
`
`
`
`
`
`Clutch in its disengaged position, and the
`spring again pushes the clutch nut into
`the pinion.
`
`Starter protection
`Starter power is also a function of the size
`of the vehicle battery. Thermal toads in
`the current-carrying parts and mechanical
`loads in the torque transmission parts in-
`crease as battery size increases. lt is for
`this reason that a maximum permissible
`battery size is usually specified for each
`starter type. Although the starter is de»
`signed to operate for only short periods of
`time,
`its design must allow for longer
`cranking
`times
`and
`thus
`increased
`thermal load at low temperatures.
`This is why extended periods of starter
`operation should be followed by cooiing-
`oft periods. In the case of larger starters,
`excessively tong operating times are pre-
`vented by buiit—tn thermo-switches (e.g..
`in the carbon brushes). In remote controt
`starting systems (e.g., rear-engine buses,
`emergency power generator sets, diesel
`railroad cars, etc.) on the other hand. the
`starting procedure cannot always be
`monitored by the driver.
`Operating errors can damage the star-
`ter or ring gear.
`
`Start—locking relays
`Startwlocking relays keep the starter from
`engaging an already running engine and
`running for too long after the engine has
`started. The start-locking relay uses the
`alternator voltage, which increases as the
`engine runs, as an indicator of engine
`operation. As the engine slows down after
`the ignition switch is turned off, the alter-
`nator no longer produces a usable voi-
`tage “signat”; in this case a timer in the
`start-looking reiay blocks any repeated
`attempt to use the starting system for a
`few seconds.
`
`Start-repeating relays
`Start—repeating relays intermpt the star-
`ting procedure ii the pinion is still unable
`to engage the ring gear, but the starter re-
`mains switched on. These relays prevent
`the windings from being energized for too
`tong without the starter operating.
`
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`9
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`

`

`
`803
`Automotive electrical systemslBatteries
`
`Starter batteries
`
`ger cars, and 24 V for large utility vehicles
`(achieved by connecting two 12 V batte-
`ries in series).
`Batteries must be specifically designed
`to meet individuai system requirements
`for starting power, capacity and current
`consumption at
`temperatures
`ranging
`from approx. —30...+70°C. There are also
`additional specifications which must be
`satisfied for particular applications (e.g.,
`maintenance—tree
`batteries,
`vibration-
`proof batteries).
`
`Requirements
`Modern vehicles are placing increasingly
`exacting demands on their batteries: En-
`hanced cold-starting power (higher cur-
`rents, especially at low temperatures) is
`needed with dieset engines, white ve-
`hicles equipped with large numbers ct
`sophisticated electrical accessories re-
`quire Earge amounts of electrical energy,
`not oniy when driving, but also when sta-
`tionary. Maintaining a positive charging
`Battery design
`balance is especially difficult with frequent
`The 12-volt automotive battery contains
`town and commuter driving because
`these are always accompanied by sub-
`six series-connected, individually partitio-
`ned cells in a polypropylene case. Each
`stan’a'al current consumption.
`sys—
`Within the automotive electrical
`ceti consists of a positive and negative
`plate set. These sets;
`in turn, are com-
`tem, the battery assumes the role of a
`posed ot the plates (lead grid and active
`chemicai storage unit for the electrical
`energy produced by the alternator. The
`mass) and the microporous material (se-
`parators) which insulates the plates of op-
`battery must be capable of limited-dura-
`posite polarities. The electrolyte is a solu-
`tion high—current delivery for starting
`tion of sulfuric acid which permeates the
`(especially critical at low temperatures),
`and it must be abie to furnish some or all
`pores in the plates and separators and
`the voids in the cells. The terminals, the
`of the electrical energy for other important
`cell connectors, and the plate straps are
`system components for limited periods
`with the engine at idle or off. The lead-
`made of lead; the openings in the par-
`titions tor the cetlular connectors are
`acid storage battery represents the usual
`means of meeting these demands. Typi-
`tightly sealed. A hot-molding process is
`
`cal system voltages are 12 V for passen- employed to permanently bond the one-
`
`Melntenance-free automotive battery
`1 One-piece cover
`2 Tenninal~pcst cover
`3 Cell connector
`4 Terminal post
`5 Frit
`6 Plate strap
`7 Case
`8 Bottom mounting ref!
`9 Positive plates, inserted into
`envelope separators
`10 Negative plates
`
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`10
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`10
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`