Original-Equipment Information

Lambda Sensor

HC
HC NOx

NOx

CO

CO CO

HC HC

US

0,9 0,95 1,0 1,05 1,1 λ

Application The Lambda sensor is screwed into the Lambda is the dimension used to define
exhaust system. It is a detecting element the mixture's A/F ratio.
Together with the 3-way catalytic conver- for measuring the residual oxygen in the
ter, the Lambda oxygen sensor and the exhaust gas which, since it provides a instantaneous A/F ratio
λ=
Lambda closed-loop control represent precise indication of whether combustion stoichiometric A/F ratio
today's most effective exhaust-emis- is complete or not, is highly suitable as
sions control system for the spark-igni- the measured quantity for closed-loop Referred to the stoichiometric ratio λ = 1,
tion (SI) engine. At present, there is no control of the A/F ratio. a lean mixture (λ > 1) contains more air,
alternative available which even approa- The Lambda-sensor output signal not and a rich mixture (λ < 1) contains less
ches the low exhaust-emission figures only provides an indication of instan- air.
obtained with this system. taneous A/F mixture composition, but it Heated or unheated Lambda sensors are
also follows any A/F mixture changes. used depending upon exhaust-system
Since 1976, Bosch has been producing The mixture-formation system controls design and operating conditions. The ex-
the Lambda sensor for exhaust-emission the supply of fuel to the engine in accor- tensive Bosch Lambda sensor program
control systems in the USA and Europe. dance with the signal from the Lambda covers a wide variety of variants.
The Bosch Lambda sensor was the sensor so that a stoichiometric A/F ratio
world's first oxygen sensor to go into "Lamda" of λ = 1 is maintained. The Lamda sensor is also used outside
operation, and played a decisive role in the automotive sector. For instance, for
the breakthrough of exhaust-emissions the closed-loop control of gas engines or
control using the closed-loop-controlled of gas/oil burners.
3-way catalytic converter. In the mean-
time, this sensor has proved itself in mil-
lions of vehicles.
 2 Lambda Sensor A B

Design (Fig. 1) Fig 1: Arrangement of the Lambda sensor in Fig. 2: Voltage characteristic of the Lambda

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the exhaust pipe (schematic) sensor at 600°C working temperature
1 Sensor ceramic, 2 Electrodes, 3 Contact, a Rich mixture (air deficiency)
The Lambda sensor operates according 4 Housing contact, 5 Exhaust pipe, 6 Ceramic b Lean mixture (air surplus)

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to the principle of a galvanic oxygen con- protective layer (porous), 7 Exhaust gas, 8 Air.
centration cell with solid electrolyte mV
a b
(Nernst principle). The solid-state electro-

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lyte comprises a gas-impermeable cera- 5 7 6 4 8 1000
mic element of circonium dioxide which is

voltage US US
stabilized with yttrium oxide and closed at

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800

Sondenspannung
one end.
The ceramic element's inside and outside 600
surfaces are provided with electrodes

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composed of a thin, gas-permeable, po- 3
400

Sensor
rous layer of platinum which on the one
side has an influence on the sensor cha-
200
racteristic due to its catalytic effects, and
on the other serves for electrical contac- 1 2
0
ting. On the outside surface of the sensor 0,8 0,9 1 1,1 1,2
ceramic which protrudes into the exhaust- Excess-air λ λ
factor
Luftzahl
gas stream, the platinum layer is itself
coated with a highly porous ceramic layer.
This robust layer prevents the catalytic Fig. 3: Engine with exhaust-gas system
1 Exhaust-gas system with catalytic converter, 2 Lambda sensor(s)
platinum layer being attacked by the cor-
rosive and erosive effects of the deposits
in the exhaust gas, and thus ensures
long-term sensor stability.

Operation (Fig. 2)
The Lambda sensor is installed in the en- 1

gine's exhaust-gas system at a point

2
which throughout the engine's complete
operating range provides the temperature
which is necessary for efficient sensor
functioning. The sensor protrudes into the
exhaust gas, design being such that one
electrode surface is surrounded by the ex-
haust gas and the other is connected to
the atmosphere. Even under excess-fuel 2

conditions, there is always residual oxy-

gen in the SI engine's exhaust gas (at
λ = 0.95, approx. 0.1 ... 0.3% by volume).
The use of porous platinum electrodes internal resistance depend upon tempera- The Lambda closed-loop
means that at the electrode surface, cata- ture. Reliable closed-loop control takes (feedback) control
lytic conversion of this residual oxygen place at temperatures above 350°C (for
can take place with the carbon monoxide the unheated sensor) and above 150°C The control loop comprises the engine
(CO), hydrocarbons (HC), and the hydro- (for the heated sensor). (controlled system), the Lambda sensor
gen present in the exhaust gas. The resi- (measuring element), the controller in the
dual oxygen remaining after complete Installation (Fig. 3) ECU, and the injectors (actuators).
conversion is a function of the exhaust- The controlled variable is the residual
gas Lambda value, and is measured by The Lambda sensor is installed in the ex- oxygen in the exhaust gas. The object of
the Lambda (oxygen) sensor. During tran- haust system at a point which, besides the closed-loop control is to generate an
sition from a lean mixture (high residual- featuring exhaust-gas composition which optimal A/F mixture by adjusting the
oxygen content) to a rich mixture (very is representative for all cylinders, must quantity of fuel (manipulated variable) in-
low residual-oxygen content), the resi- also be hot enough (at least 350°C for the jected by the injectors (actuators).
dual-oxygen content reduces abruptly by unheated sensor and 150° for the heated The Lambda closed-loop control automa-
several powers of 10 in the stoichiometric sensor). A sensor life corresponding to tically takes into account special modes
region λ = 1 of air-fuel mixture. This re- more than 160,000 km as driven by the such as start, acceleration, and full load.
sults in the sudden jump of sensor voltage vehicle can be achieved if the specifica-
output at λ = 1. The sensor voltage and its tions for sensor loading are complied with.
 B A Lambda Sensor 3

Unheated Lambda sensor LS Fig. 4: Unheated Lambda sensor LS

1 Connection cable, 2 Disc spring, 3 Ceramic support tube, 4 Protective sleeve, 5 Contact element,
(Fig. 4) 6 Sensor housing, 7 Active sensor ceramic, 8 Protective tube.

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The sensor's active ceramic body is held
in position and sealed in the housing by

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means of a "finger-shaped" ceramic sup-



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port tube and a disc spring. 1 2 3 4 5 6 7 8

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A contact element between the support


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tube and the active ceramic body is used

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to provide contacting from the inner elec-

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trode to the connection cable.
The outer electrode is connected to the
sensor housing by the metal seal ring.




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The sensor's internal elements are fas-




tened and aligned by a protective metal
sleeve which, apart from serving as a sup-
port for the disc spring, also protects the
interior of the sensor against contamina-
tion. The cable is crimped to the end of the
contact element which protrudes from the
sensor, and is sealed off against damp-
ness and mechanical damage by means Fig. 5: Heated Lambda sensor LSH
1 Connection cable, 2 Disc spring, 3 Ceramic support tube, 4 Protective sleeve, 5 Clamp connection for
of a temperature-resistant PTFE cap. the heating element, 6 Heating element, 7 Contact element, 8 Sensor housing, 9 Active sensor ceramic,
In order to keep the exhaust-gas combus- 10 Protective tube.

,
tion deposits away from the sensor cera-
mic, the end of the housing which pro-
trudes into the exhaust-gas flow is protec-
ted by a specially shaped tube having 1 2 3 4 5 6 7 8 9 10
slots designed to provide highly effective



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thermal and chemical stresses.
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Heated Lambda sensor LSH

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(Fig.5)
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Design
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Basically, the heated Lambda sensor is

identical to the unheated version.

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The active sensor ceramic is heated from

the inside by a ceramic heating element
so that it remains above the 350°C func-
tion limit independent of the exhaust-gas
temperature. The ceramic heating ele-
ment has a PTC characteristic so that it
heats up quickly and needs only very little Versions Advantages
power when the exhaust gas has heated
up. The heating-element connections are Bosch has a number of versions of its – Efficient closed-loop control even at low
fully decoupled from the sensor signal line heated Lambda sensor available: exhaust-gas temperatures (e.g. at idle),
(R ≥ 30 MΩ). – 3-pole version, – Flexibility of installation, considerable
In contrast to the unheated version, the – 3-pole version with additional ground- latitude regarding mounting method,
heated sensor is equipped with a protec- ing by cable, – Efficient functioning depends less on
tive tube with small slots for exhaust-gas – 3-pole version with additional ground- exhaust-gas temperature,
passage. ing by cable for lean-burn applications – Lambda control comes into effect more
This increases the protection against con- (LSM11), and quickly after engine start,
tamination and prevents the sensor cera- – 4-pole version, isolated ground. – Improved exhaust-gas figures due to
mic cooling down excessively when the improved sensor dynamics,
exhaust gas is still "cold". – Reduced danger of contamination
leads to longer service life.
 4 Lambda Sensor A B

Planar Lambda sensor (LSF) Fig. 6: Planar Lambda sensor LSF

1 Connection cable , 2 Protective sleeve, 3 Planar sensor element, 4 Ceramic support tube, 5 Sensor
(Fig. 6) housing, 6 Ceramic seal packing, 7 Protective tube.

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The planar Lambda sensor has been deve-
loped from the proven tube-type ("finger-ver- 1 2 3 4 5 6 7
sion") sensor. Functionally, with its voltage

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curve jump at λ = 1, it corresponds to the
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heated finger version, while at the same time
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providing the basic technology for further



ceramic-type sensors. In contrast to the



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finger sensor though, the planar sensor uses
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ceramic foils as the solid-state electrolyte.


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Screen-printing techniques are employed for
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producing the individual functional layers


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(electrodes, protective layers, etc.). The
printed foils are laminated one on top of the
other, and this principle enables a heater to
be integrated in the sensor element (Figs. 7
and 8).

From the construction viewpoint, the major

differences between the LSF sensor and the trol electronics for the pump and sensor Fig. 8: Planar Lambda sensor LSF
(layer build-up)
LSH sensor are as follows: cells as required for generation of the 1 Exhaust gas, 2 Reference-air passage,
– The LSF sensor element is fixed in the sensor signal, but also the control elec-

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3 Heater. US Sensor voltage.
sensor housing by means of a ceramic tronics for controlling the sensor's tem- 1

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seal packing. perature.
– The double-wall protective tube was spe- As a result, novel applications become pos-

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cially designed for the planar sensor and sible:
– Control also possible at λ > 1 and λ < 1,

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provides the sensor element with highly
effective protection against excessive – Continuous Lambda control at λ = 1,
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thermal and mechanical stresses. – Diesel-engine control, ,,,,,,,,,,,,,,,,,,
– Lean-burn concept for SI engines, ,,,,,,,,,,,,,,,,,,
Special characteristics: – Gas-engine control.
– Short start-up times for the Lambda 2 3
closed-loop control,
– Stable control characteristics,
– Lower heater rating, Fig. 7: Planar Lambda sensor LSF Fig. 9: Planar broadband Lambda sensor LSU
(functional layers). (layer build-up and curve)
– Small size, 1 Porous protective layer, 2 External electrode, 1 Exhaust gas, 2 Pump cell, 3 Diffusion gap,
– Low weight, and 3 Sensor foil, 4 Inner electrode, 5 Reference-air 4 Sensor cell, 5 Reference-air passage, 6 Heater,
– Isolated-ground design. passage foil, 6 Insulation layer, 7 Heater, 7 Sensor signal, 8 Controller. Ip Pump current.

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8 Heater foil, 9 Connection contact.
7

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1
1
2 Ip
Planar broadband Lambda

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2
sensor LSU 3

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3 4
The broadband Lambda sensor is a planar
dual-cell limit-current sensor. Its modular 5
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4
construction, combined with planar techni- 6
ques, makes it possible to integrate a num- 5
ber of additional functions. mA
The fact that the LSU sensor is a combina- 3,0
6
tion of a Nernst concentration cell (sensor
current Ip IP

2,0
cell) and a pump cell for oxygenion trans-
Pumpstrom

7
port, means that it can also measure accura- 1,0
tely in lean and rich regions, not only at 6 0,0
Pump

λ = 1 (Fig. 9). Each sensor is individually

calibrated. 8 –1,0

Special control electronics are required – 2,0

9 1,0 1,6 2,2 2,5
for the LSU sensor (evaluation circuit)
Excess-air λ λ
factor
Luftzahl
This contains not only the internal con-

Robert Bosch GmbH, Automotive Equipment Business Sector, Division K3,

Product Group Lambda Sensor (K3-LS/VKA), Postfach 30 02 20, D-70442 Stuttgart. K3-LS/VKA-D323E01 (08.95) En