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Service
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52 53 54 55 56 57
Ottomotor 2,0 l/85 kW mit Ausgleichswellengetriebe und 2-stufigem Schaltsaugrohr ŠkodaFabia; 1,4 l TDI-Motor mit Pumpe-Düse-Einspritzsystem ??? ??? FSI-Ottomotoren; 1,6 l/85 kW und 2,0 l/110 kW Direktschaltgetriebe Dieselmotor; 2,0l/100 kW TDI Pumpe-Düse, 2,0l/103 kW TDI Pumpe-Düse
Nur für den internen Gebrauch in der ŠKODA-Organisation. Alle Rechte sowie technische Änderungen vorbehalten. S00.2003.57.00 Technischer Stand 01/04 D © ŠKODA AUTO a. s. http://partner.skoda-auto.com
Diesel engine 2,0 l/100 kW TDi Pump-Injector 2,0 l/103 kW TDi Pump-Injector
Self-Study Programe ❀
Dieses Papier wurde aus chlorfrei gebleichtem Zellstoff hergestellt.
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The times are long past, where diesel engines were slow acting, woke up the whole neighbourhood during morning start-up, and black smoke was trailing out of the exhaust when driving at full speed. The driving performance, dynamics as well as vehicle comfort, economy and emissions have been significantly improved through further development of all engine components, combustion procedure, materials and machining procedure as well as the injection pressures. In order to comply with strict exhaust gas emission regulations and to lower the fuel consumption at a high performance, Škoda Auto a. s. relies on the TDI Engine generation with 4-valve technology.
2
GB
Contents Introduction
4
Engine mechanical components
6
Cylinder head
6
Supporting frame
7
4-valve technology
8
Roller rocker arm
10
Valve seat rings
11
Piston
12
Toothed belt drive
14
Tandem pump
15
Unit injector
17
Engine management
20
System overview
20
Control unit at CAN data bus
22
Engine speed sender
23
Hall sender G40
24
Clutch position sender G476
26
Accelerator pedal position sender G79 and G185
28
Exhaust gas recirculation system
33
Glow plug system
36
Function diagram
40
Notes
42
Service
Service
Service
Service
Service
Service
Service
OCTAVIA IIII OCTAVIA
OCTAVIA II
OCTAVIA II
OCTAVIA II
OCTAVIA II
OCTAVIA II
OCTAVIA II
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You will find notes on inspection and maintenance, setting and repair instructions in the Workshop Manual.
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Introduction 2.0 ltr./103 kW or 100 kW* TDI Unit Injector Engine with 4-valve technology
SP57_01
The 2.0 ltr./103 kW or 100 kW* TDI Engine is the first representative of the new generation of TDI Engines with 4-valve technology from VOLKSWAGEN. A 100 kW version of the engine has already been fitted in the Volkswagen Touran. It has been developed from the 1.9 ltr./96 kW TDI Engine. The enlargement of the displacement in comparison to the basic engine was achieved by increasing the size of the cylinder bore.
*
4
The new 2.0 ltr/103 kW or 100 kW* TDI Engine has a newly developed crossflow aluminium cylinder head with two inlet and two exhaust valves per cylinder. Other technical highlights are: • switchable radiator for exhaust gas recirculation, • crankshaft sealing flange with integrated sensor rotor for engine speed, • new glow plug system.
The 2.0 ltr./100 kW TDI Engine is only intended for the Belgium market. GB
Technical Data Engine code letters
BKD
Design
AZV 4-cylinder inline engine 1968 cm3
Displacement Bore
81 mm
Stroke
95.5 mm
Compression ratio
18.5 : 1
Valves per cylinder
4
Firing order
1–3–4–2
max. power output max. torque
103 kW at 4000 rpm
100 kW at 4000 rpm
320 Nm at 1750 to 2500 rpm
320 Nm at 1750 to 2500 rpm
Engine management
Bosch EDC 16 with Unit injection system
Fuel
Diesel at least 49 CZ
Exhaust after treatment
Exhaust gas recirculation, Oxidation catalytic converter
Emission standard
EU4
Power output/torque diagram
360
100
360
80
320
80
320
70
280
70
280
60
240
60
240
50
200
50
200
40
160
40
160
30
120
30
120
20
80
20
80
P (kW)
M (Nm)
P (kW)
100
SP57_79
SP57_02 0
1000
2000
3000
4000
5000
6000
M (Nm)
2.0 ltr./100 kW TDI – AZV
2.0 ltr./103 kW TDI – BKD
0
1000
2000
3000
4000
5000
6000
n (min–1 )
n (min–1 )
M = Torque; n = Engine speed; P = Power output
At a speed between 1750 rpm and 2500 rpm the 2.0 ltr./103 kW TDI Engine has a torque of 320 Nm. It reaches its maximum power output of 103 kW at a speed of 4000 rpm.
GB
At a speed between 1750 rpm and 2500 rpm the 2.0 ltr./100 kW TDI Engine has a torque of 320 Nm. It reaches its maximum power output of 100 kW at a speed of 4000 rpm. 5
Engine mechanical components Cylinder head vertically positioned, centrally mounted unit injector Valve lever for unit injector
Valve-lever shaft
Inlet camshaft
SP57_03
Exhaust camshaft
Inlet duct Full floating axle
Roller rocker arm for valves
Outlet duct
Valves in vertical position
The cylinder head of the 2.0 ltr. TDI Engine is a crossflow aluminium cylinder head with two inlet and exhaust valves per cylinder. The valves are positioned vertically. The two overhead camshafts (D-OHC) are driven together via a toothed belt.
The exhaust camshaft ensures besides the exhaust valve control also the drive of the unit injectors. The inlet camshaft ensures besides the control of the inlet valves also the drive of the tandem pump. The valve actuation is performed via the roller rocker arms, which are located on the full floating axles.
6
GB
Supporting frame The supporting frame is a compact pressure casting out of aluminium. It takes over the following functions: • Mounting of the camshafts • Mounting and guidance of the valve-lever shaft for the drive of the unit injectors • Location of the central plug for the current supply • Location of the cable duct for the unit injectors and glow plugs. SP57_04
Crossbar Axle mounting of inlet camshaft Cable duct
SP57_05
The whole structure of the supporting frame with its triple force crossbars reinforces not only the cylinder head but also clearly improves the acoustics of the engine.
Axle mounting of exhaust camshaft Central plug
Bearing support of the valve-lever shaft
Supporting frame
Cylinder head
Cylinder head bolt
SP57_06
GB
Screwed connection concept “Screw in Screw” The supporting frame is directly bolted with both inner rows of bolts into the bolt heads of the cylinder head bolts using the so-called “Screw in Screw” connection. This spacesaving screw concept of the supporting frame and cylinder head with cylinder block is an important prerequisite in achieving a short cylinder distance.
Cylinder block 7
Engine mechanical components 4-valve technology Two inlet and exhaust valves per cylinder are mounted vertically. Shape, size and location of the inlet and outlet ducts ensure an improved volumetric efficiency and a better gas exchange.
The vertically positioned, centrally mounted unit injectors are directly located above the middle piston combustion cavity. This structure enables a good mixture formation. As a result, a low fuel consumption and reduced exhaust emissions are achieved.
Outlet duct
Inlet duct
SP57_07
In order to achieve optimum flow characteristics in the inlet and outlet ducts turn the valve star 45° towards the engine longitudinal axle.
Conventional positioning of the valves
Inlet duct
Outlet duct
SP57_08
8
Valve star turned around 45°
SP57_09
GB
Drive of the inlet and exhaust valves Exhaust camshaft
Both camshafts for the control of the inlet and exhaust valves are driven via a toothed belt. The valve actuation is performed via the roller rocker arms, which are located on the full floating axles.
SP57_10
Full floating axle
Inlet camshaft
Because of the installation conditions, the four roller rocker arms differ in shape and size.
Roller rocker arm
Full floating axle SP57_11
Exhaust valve Full floating axle Inlet valve
GB
9
Engine mechanical components Roller rocker arm Roller rocker arm Oil duct
Sliding shoe Valve stem Valve clearance balancing element
SP57_12
They are moveable parts which are mounted on the full floating axle. The valve clearance balancing element is located directly above the valve stem. The oil is supplied from the full floating axle via an oil duct in the roller rocker arm to the valve clearance balancing element. A sliding shoe, which is located between the valve clearance balancing element and the valve stem is moveable and ensures an equal fuel distribution.
Full floating axle
Structure and function of the valve clearance balancing element
Camshaft Roller rocker arm
Piston
Oil storage chamber
The valve clearance balancing element consists of two moveable parts related to one another: the piston and the cylinder. Oil duct
High pressure chamber
Piston spring
Both parts are pushed apart by the piston so far until there is no more play between the roller rocker arm and the camshaft. The nonreturn valve is used for filling and sealing the high pressure chamber.
Cylinder SP57_13
Non-return valve Valve stem
10
GB
Valve stroke If the cam presses onto the roller rocker arm, the non-return valve closes and there is a pressure build-up in the high-pressure chamber. The valve clearance balancing element acts like a rigid element when opening the inlet or the exhaust valve, as the oil cannot be compressed in the high pressure chamber. SP57_14
Balancing of the valve clearance
Play
The cam does no longer press onto the roller rocker arm and the inlet and the exhaust valve is closed. The pressure in the high pressure chamber drops. The piston spring presses the cylinder and the piston so far apart until there is no more play between the roller rocker arm and the camshaft. The non-return valve opens, so that the oil can flow into the high pressure chamber.
SP57_15
Valve seat rings Additional conductor
Valve seat width
SP57_16
Valve seat ring
Valve seat
The seal to the combustion chamber is made possible through the valve seat. In order to increase surface pressing and at the same time the tightening force in the contact area between the valve seat and the valve seat ring, the valve seat width is reduced by an additional conductor. This additional conductor ensures also a good swirl generation of the suctioned air.
Note: The valve seat rings must not be reworked, otherwise the swirl of the streaming in air and thus the mixture formation is altered significantly. Only refacing is permissible.
GB
11
Engine mechanical components Piston Valve pocket
Combustion chamber cavity
Top land
Cooling duct
The pistons of the 2.0 ltr. TDI Engine have a centrally positioned combustion chamber cavity. A good swirl formation and thus an optimum mixture formation is achieved by this combustion chamber cavity. The dead space and thus also the low emissions are decreased through reducing the valve pocket depth and a top land width of only 9 mm.
SP57_17
Dead space valve pocket
Dead space top land
Dead space The dead space is the chamber, which the flame front cannot reach easily during the combustion cycle. In this area the fuel is only burned partially.
SP57_18 SP57_34
Cooling duct
Cooling duct The piston has a waveshaped cooling duct. When the oil is flowing through, the temperature in the area of the piston rings and piston crown drops. The wavy shape results in a larger surface of the cooling duct and therefore an improved heat transfer from the piston to the oil. As a result, the cooling effect is improved.
SP57_19
12
GB
Piston pin decentralization
Piston pin decentralization
Piston pin decentralization means, that the piston is mounted off-center. This measure is intended for noise reduction, because the piston tilting in the top dead center is reduced.
Cylinder axle Piston pin axle
SP57_20
During each inclination of the conrod piston side forces occur, which press the piston alternately against the cylinder wall.
SP57_21
In the area of the top dead center the piston side force changes its direction. There the piston is tilted towards the opposite cylinder wall and through this noise occurs. In order to reduce it, the piston pin axle is mounted offcenter.
GB
SP57_22
SP57_23
By decentralizing the piston pin axle, the piston already changes its side before top dead center as well as before the pressure increase and it rests on the opposite cylinder wall.
13
Engine mechanical components Toothed belt drive
Camshaft
Both camshafts as well as the coolant pump are driven via the toothed belt by the crankshaft.
Toothed belt
Coolant pump
Crankshaft
Toothed belt The 30 mm wide toothed belt is provided with a back fabric out of polyamide. The wear of the toothed belt edges is reduced through the back fabric.
SP57_24
Base material out of rubber
Back fabric out of polyamide
Cover fabric out of polyamide
SP57_25
Cords out of glass fiber
Toothed belt guard For noise insulation, the toothed belt guard has on the inside a velvety flock material out of polyamide fibers.
Toothed belt guard
Polyamide fibers
SP57_26
Plastic
14
SP57_27
GB
Tandem pump
Vacuum pump
Because of the new cylinder head, the tandem pump has a new structure. It includes the vacuum pump and the fuel pump. The tandem pump is driven by the inlet camshaft.
SP57_28
Fuel pump
Vacuum pump The vacuum pump consists of a rotor which is mounted off-center and a slideable vane positioned vertically to the rotor axle. The vane is out of plastic and it separates the vacuum pump in two chambers – suction side and pressure side. The vane constantly changes its position due to the rotary movement of the rotor. As a result, one of the chambers increases and the other chamber decreases.
The air is suctioned on the suction side out of the vacuum system, which is pumped on the pressure side via a flutter valve in the cylinder head. The vacuum pump is supplied with oil via a duct to the cylinder head. The oil is used for lubricating the rotor and as a precise sealing of the vane to the pump housing.
Air inlet from vacuum system Vane Drawn in air
Suction side Rotor
Vane
Rotor Air outlet to cylinder head (flutter valve)
Compressed air
SP57_29
SP57_30
Delivery side Oil duct
GB
15
Engine mechanical components Fuel pump
Fuel feed pressure control valve
Return flow to tank Feed from tank
Strainer Pressure control valve Fuel return flow Return flow of the unit injectors Feed of the unit injectors SP57_31
The operation of the fuel pump is based on the principle of a crescent pump. The suction and delivery diagram of the fuel is shown in the individual illustrations on the movement of the red marked partial quantity within the pump. The fuel pressure is regulated by the pressure control valve in the fuel feed.
SP57_32
16
Its maximum fuel pressure is 1.15 MPa at an engine speed of 4000 rpm. The pressure control valve in the fuel return flow maintains the fuel pressure in the return flow at approx 0.1 MPa. This ensures a uniform force ratio in the solenoid valves of the unit injectors.
SP57_33
GB
Pump-nozzle unit For the 2.0 ltr. TDI Engine with 4-valve technology, the unit injector was further developped. Features of the unit injector: • slim and compact structural shape, • fastening to the cylinder head with two screws, • increase of the injection pressure in the partial load range, • reciprocating piston-brake for reducing the injection noise, • newly formed, cone-shaped support of the unit injector in the cylinder head.
SP57_35
Fitting location The unit injector is located in the cylinder head. It is positioned vertically und mounted centrally directly above the piston combustion cavity.
Fastening The fastening of the unit injector is performed with two screws. This screwed connection without nearly any radial stress reduces the structure-borne sound transfer from the unit injector to the cylinder head. SP57_36
Fixing screws
GB
17
Engine mechanical components Conical seat The newly formed, cone-shaped support of the unit injector in the cylinder head makes it possible to achieve an optimum centering of the nozzle. As a new sealing concept between the injection nozzle and the cylinder head, the flat support with sealing washer has been modified to a conical seat.
Cylinder head
As a result, the previous heat shield gasket and the lower O-seal are no longer needed (see SSP 52, page 17).
Reciprocating piston-brake The reciprocating piston is located between the pump and the nozzle and controls the quantity as well as the duration of the preinjection. In order to reduce the injection noises, the unit injector is fitted with a reciprocating piston brake. For the unit injection system, injection noises can be caused by:
SP57_35
SP57_38
Conical seat
• the steep pressure build-up and pressure drop in the reciprocating piston-pressure chamber, • the cavity formation (cavitation) after pressure drop, • the mechanical stop of the: – Reciprocating piston, – Solenoid valve needle, – Noozle needle.
As an effective and pratical measure for noise reduction, the reciprocating piston must brake before its mechanical stop, the so-called “reciprocating piston brake”. The reciprocating piston brake reduces the hydraulic presssure via the reciprocating piston before the reciprocating piston reaches its mechanical stop.
18
SP57_35
Alternative piston SP57_39
GB
Guide cylinder of reciprocating piston Trihedron
Control edge
Working mode For the reciprocating piston brake, the guide cylinder of the reciprocating piston is equipped with three even surfaces (trihedron) and a control edge. The reciprocating piston is in a closed condition before the reciprocating movement.
Alternative piston
Pump-nozzle unit
SP57_41
Large reciprocating piston diameter
Immediately after the commencement of the downward movement there is a high pressure build-up at the large reciprocating piston diameter and this enables a fast end of the preinjection.
SP57_42
Reciprocating pistonpressure chamber
GB
SP57_43
As soon as the guide cylinder reaches the control edge via the three even surfaces, the feed to the reciprocating piston-pressure chamber is blocked. This immediately reduces the pressure at the large reciprocating piston diameter. As a result, the reciprocating piston strikes more slowly and the striking noise is reduced.
19
Engine management System overview Sensors
Engine speed sender G28
Hall sender G40
Diesel direct injection system control unit J248 (engine control unit)
Accelerator pedal position sender G79 Accelerator pedal position sender -2- G185
CAN Drive
Air mass meter G70
Fuel temperature sender G81
Intake air temperature sender G42 Charge air pressure sender G31
CAN Diagnosis
Coolant temperature sender G62
K-wire
Coolant temperature sender (radiator outlet) G83
Brake light switch F Cruise control system brake pedal switch F47 Diagnostic connection
Clutch position sender G476
Auxiliary signals: Vehicle speed signal CCS switch AC generator – terminal DFM Terminal 50 – starter signal AC compressor ON 20
GB
Actuators
Unit injector solenoid valve cyl. 1 - 4 N240 - 243
Valve block consists of: • Solenoid valve for exhaust gas recirculation N18 • Solenoid valve for charge pressure control N75 • Exhaust gas recirculation cooler change-over valve N345
CAN combi
Data bus diagnostic interface J533 GATEWAY
30
km/h
20
Fuel pump relay J17 Fuel pump G6
Control unit with display in dash panel insert J285
120 1 40
35
25
Intake manifold flap motor V157
16
0
15
180
5
10
200 220
0
24 0
Radiator fan control unit J293 Radiator fan V7 Radiator fan, right V35 Glow period warning lamp K29
Fault indicator lamp for selfdiagnosis K83
Oil level/oil temperature sender G266 SP57_44
GB
Automatic glow period control unit J179 Glow plug 1 Q10 Glow plug 2 Q11 Glow plug 3 Q12 Glow plug 4 Q13
21
Engine management Control unit at CAN data bus The diagram illustrated below shows the linking of the diesel direction injection system control unit J248 to the CAN data bus structure of the vehicle.
J217
J104
J248
Information is transmitted via the CAN data bus to the control units. For example the diesel direction injection system control unit receives the speed signal from the speed sensor via the ABS control unit.
J743
J533 J285
J527 J519 J234 SP57_45
J104 J217 J234 J248 J285 J519 J527 J533 J743
22
ABS with ESP control unit Automatic gearbox control unit Airbag control unit Diesel direct injection system Control unit with display in dash panel insert Electrical system control unit Steering column electronics control unit Data bus diagnostic interface J533 (Gateway) Direct shift gearbox mechatronics
CAN data bus “Drive” CAN data bus “Convenience” CAN data bus “Infotainment”
GB
Engine speed sender G28 Sealing flange
The crankshaft sealing flange on the flywheel side is combined with the sensor rotor for the engine speed. The sealing ring in the sealing flange is made out of Polytetrafluorethylene (PTFE). The engine speed sender is a Hall sender. It is screwed into the housing of the crankshaft sealing flange. The sensor rotor is exactly positioned and pressed onto the crankshaft flange.
Engine speed sender G28
SP57_46
Reference mark Engine speed sender G28
SP57_47
North pole South pole
The sensor rotor consists of a steel ring which is spray-painted with a rubber mixture. This rubber mixture contains a large amount of metallic swarfs, which are magnetized alternatively towards the north and south magnetic pole. As reference marks for the engine speed sender, two larger areas magnetized towards the north magnetic pole are located on the sensor rotor. It results in a 60 – 2 – 2 sensor rotor.
Sensor rotor
Use of signal
Effects of signal failure
The engine speed and the exact position of the crankshaft is detected by the engine control unit through the engine speed sender signal. The injection quantity and the commencement of injection is calculated using this information.
In case of failure of the engine speed sender, the engine continues to run in the emergency mode. At the same time the engine speed is limited to 3200 rpm to 3500 rpm.
GB
23
Engine management Hall sender G40 Sensor rotor
The Hall sender is attached to the cylinder head below the inlet camshaft. It scans a sensor rotor, with which the position of the camshaft is detected.
SP57_48
Hall sender G40
The sensor rotor on the camshaft is newly designed. In combination with the Hall sender G40 (camshaft), there is an emergency function, which enables the engine to continue operating also in case of a failure of the engine speed sender. On the circumference of the sensor rotor there are 4 segments with segment widths of 6°, 24°, 12° and 18° camshaft angle for the cylinder assignment. Another segment with a length of 45° camshaft angle is used for the cylinder assignment in the emergency mode.
TDC cylinder 4
TDC cylinder 3
TDC cylinder 1 TDC cylinder 2
Sensor rotor SP57_49
Hall sender G40
Use of signal
Effects of signal failure
When starting the engine the exact position of the camshaft to the crankshaft is detected with the Hall sender signal. Determine together with the engine speed sender signal G28 which cylinder is located in the ignition TDC.
In case of signal failure, use the engine speed sender signal. The engine may not start immediately, because the camshaft position and thus the cylinders are not detected immediately.
24
GB
Emergency function In contrast to the previous TDI Engines, this engine continues to operate in case of failure or implausible signals of the engine speed sender. For the emergency function, the engine control unit only evaluates the rising sides of the segments of the Hall sender signal, because too many segment sides are detected and cannot be easily assigned by the engine control unit due to the vibrations caused during the starting procedure. The 45° segment is used as a reference mark for detecting the TDC cylinder 3. In emergency mode: • the engine speed is limited to 3200 rpm tp 3500 rpm, • the injection quantity is limited, • more time is required for the starting procedure.
Signal formation of the Hall sender G40 (camshaft) and the engine speed sender G28 in normal operation Camshaft rotation 18° CS
45° CS
6° CS
24° CS
TDC 3
TDC 1
12° CS
TDC 4
Crankshaft rotation
18° CS
TDC 2
TDC 1
Crankshaft rotation
CS = Camshaft
SP57_50
Signal formation of the Hall sender G40 (camshaft) and the engine speed sender G28 in emergency mode
45° CS
18° CS
TDC 1
CS = Camshaft
GB
6° CS
24° CS
TDC 3
12° CS
TDC 4
18° CS
TDC 2
TDC 1
SP57_51
25
Engine management Clutch position sender G476 The clutch position sender is clipped onto the master cylinder. It detects if the clutch pedal is operated.
Clutch with clutch position sender
Use of signal If the clutch pedal is operated • the cruise control system is deactivated and • the injection quantity is reduced briefly and therefore prevents the engine from jerking during gearshifts.
SP57_52
Tappet Bracket
Master cylinder
Structure The master cylinder is fixed via a bayonet connection to the bracket. When operating the clutch pedal, the tappet moves the piston with the permanent magnet into the master cylinder.
Clutch position sender SP57_53
Piston with permanent magnet
26
Pedal travel
GB
Working mode C l u tch pedal not ope rate d If the clutch pedal is not operated, the tappet and the piston with permanent magnet are in the off position. The analysis electronics in the clutch position sender sends a signal voltage to the engine control unit, which is 2 Volts below the supply voltage (battery voltage). The engine control unit then detects that the clutch pedal is not operated.
Piston with permanent magnet
SP57_54
Hall sender operating point
Clutch position sender
C l u tch pedal not ope rate d When operating the clutch pedal, the tappet is moved together with the piston with the permanent magnet towards the clutch position sender The permanent magnet is located at the front end of the piston. As soon as the permanent magnet overruns the operating point of the Hall sender, the analysis electronics only sends a signal voltage of 0 to 2 Volt to the engine control unit. It then detects that the clutch pedal is operated.
Tappet
Signal voltage to the engine control unit
Piston with permanent magnet
Tappet
SP57_55
Hall sender operating point
Clutch position sender
Signal voltage to the engine control unit
Effects of signal failure In case of signal failure of the clutch position sender, the cruise control system has no function and engine jerks can occur during gearshift.
GB
27
Engine management Accelerator pedal position sender G79 and G185 Both accelerator pedal position senders are components of the accelerator pedal module. In ŠkodaOctavia it is positioned vertically on the vehicle floor. In the accelerator pedal module are integrated: • Accelerator pedal, • Kinematics, • Kick-down force element (on vehicles fitted with automatic gearbox), • Lifter with accelerator pedal position senders G79 and G185, • Pedal stop. Besides the improved ergonomic properties, the new accelerator pedal module offers the advantage that no basic setting is required for the kick-down. The pedal stop is integrated at the module and through this the tolerances between the accelerator pedal and the stop on the side of the body no longer apply.
Accelerator pedal module
SP57_56
As a new feature, the pedal travel sensor is designed as a linear travel sensor. Both accelerator pedal position senders G79 and G185 operate contactless according to the induction principle. The kinematics of the accelerator pedal module converts the angle movement of the accelerator pedal to a linear movement. In the kinematics, the spring assembly ensures together with the frictional element the accustomed pedal touch.
Accelerator pedal Accelerator pedal stop
Kick-down force element (automatic gearbox)
Spring assembly
SP57_57
Metal plate SP57_58
Frictional element of kinematics
28
Kinematics Housing part with end cover and with the senders G97 and G185 located on the circuit board
GB
Structure and design The circuit board has four layers and possesses two sensors G79 and G185 which operate independent of each other. This multi-layered arrangement on a circuit board makes it possible to assign to each sensor, a respective excitation coil, three reception coils and a control and analysis electronics.
There are two excitation coils, six reception coils as well as two control and analysis electronics located on one circuit board. The reception coils of each sender have a rhomb shape and are assigned out of phase to each other. The metal plate is attached to the kinematics of the accelerator pedal module so that it moves at a short distance and in a straight line along the circuit board when operating the accelerator pedal.
Plug housing with Pins 1 to 6 Circuit board housing
Processors (control and analysis electronics)
Circuit board
SP57_59
Contact for pin connection Rhomb shape reception coils
Excitation coils
Pin assignment Pin 1 Supply voltage 5 V for G185 Pin 2 Supply voltage 5 V for G79 Pin 3 Earth for G79
GB
Pin 4 Voltage signal of G79 Pin 5 Earth for G185 Pin 6 Voltage signal of G185
29
Engine management Function The pedal electronics supplied by the engine control unit with a constant voltage of 5 Volt generates a high frequency alternating voltage, as a result an alternating current flows through the excitation coils. This generates an electromagnetic alternating field around the excitation coils and at the same time it is effective on a metal plate. As a result the inducted voltage in the metal plate evokes this time a second electromagnetic alternating field around the metal plate.
This is constant within the excitation coils, i.e., it is independent of the accelerator pedal position. Both alternating fields (of the excitation coils and of the metal plate) are effective on the reception coils and induct a corresponding alternating voltage.
Control and analysis electronics
for diesel direct injection system control unit J248
Metal plate Circuit board Excitation coils
SP57_60
Rhomb shape reception coils Electromagnetic metal plate alternating field
The position of the metal plate is a determining factor for the inducted alternating voltage of the reception coils. Depending on the accelerator pedal position, there is a varying overlapping of the metal plate to the reception coils. The amplitude sizes of the inducted alternating voltages in the reception coils differ depending on its position.
Electromagnetic excitation coils alternating field
An exact position determination is made possible through the rhomb shaped, out of phase location and varying direction of winding of the three reception coils. There will always be only one definable accelerator pedal position – refer to fig. SP57_75 on page 31. The varying direction of winding of the reception coils gives the resulting voltage signal in the reception coils a continuously changing direction. In the case of an identical overlapping of the reception coils a different voltage signal is received.
Metal plate in idle position Metal plate in full load position SP57_61
30
GB
Output signal The analysis electronics proportions the different alternating voltages of the three reception coils to each other (ratiometering), whereby only the differential voltages are measured. The two reception coils which amplitude shows the smallest voltage level are very significant. Thus, it is achieved that only the part of the sinus signal with the largest linearity and sensitivity is used.
In the present example (fig. SP57_75) it would be the red and blue illustrated reception coil.
After the voltage evaluation, the result is converted into a linear constant voltage (see fig. SP57_62 on page 32) and is made available to the engine control unit at the sender output.
Example: Accelerator pedal in partial load Metal plate
U2 U1 U3 SP57_75
U1 0
s
Voltage curve of reception coil 1
SP57_76
U2 0
s
Voltage curve of reception coil 2
SP57_77
U3 0
s
Voltage curve of reception coil 3
SP57_78
U1, U2, U3 – Voltage s – Metal plate path
GB
31
Engine management Advantage Besides the contactless and thus wear-free working method, it is advantageous for both senders to use the ratiometering procedure. Due to the ratiometering, the path proportional output signal becomes independent to a large extent from the component tolerances and electromagnetic interferences.
As magnetic materials are not necessary, there are hardly any deviations, which are caused by the decreasing magnetism. The output signals of both senders are generated in such a way that they are identical to the signals of the previous sliding contact senders.
Kick-down area (automatic gearbox) V 5,0 G79
G185
SP57_62 0
Accelerator pedal stop Accelerator pedal path in degrees Accelerator pedal stop up to kick-down force element (automatic gearbox)
Use of signal The engine control unit uses the constant voltage signals of both senders for accelerator pedal position to calculate the injection quantity. Effects of signal failure In case of failure of one or both senders, an entry is stored in the fault memory of the engine control unit and the fault lamp for self-diagnosis is switched on. The convenience functions, for example the cruise control system or the engine drag torque control are deactivated. In case of failure of a sender
In case of failure of both senders
the system operates first of all in idle. If the second sender in the idle position is detected within a determined test period, the drive mode is again enabled. At desired full load, the speed is only slowly increased.
the engine runs only at increased idle speed (maximum 1500 rpm) and no longer reacts to the accelerator pedal.
32
GB
Exhaust gas recirculation system During the exhaust gas recirculation one part of the exhaust gases is led back to the suction side and again passed into the combustion chamber. Because the exhaust gases contain very little oxygen, the combustion peak temperature and thus also the combustion maximum pressure is reduced. This has as a consequence a reduction of nitrogen oxide emissions.
The quantity of exhaust gases supplied to the combustion chamber is dependent on: – – – – –
the engine speed, the injection quantity, the drawn in air mass, the intake air temperature and the air pressure.
J248 G28
G62
G70
G28 G62 G70 J248 N18 N75
Solenoid valve block
V157 N18
N345
N75
A
B
C
D
Engine speed sender Coolant temperature sender Air mass meter Diesel direct injection system Valve for exhaust gas recirculation Charge pressure control solenoid valve N345 Exhaust gas recirculation cooler change-over valve V157 Intake manifold flap motor A Exhaust gas recirculation valve B Vacuum unit C Radiator for exhaust gas recirculation D Vacuum pump E Catalytic converter
SP57_63
Note: The exhaust gas recirculation is influenced by a performance map in the engine control unit.
GB
33
Engine management Switchable radiator for exhaust gas recirculation The 2.0 ltr./103 kW or 100 kW TDI Engine has a switchable radiator for exhaust gas recirculation.
Coolant connection to exhaust gas recirculation valve
Radiator for exhaust gas recirculation
SP57_64
from exhaust manifold
Vacuum box
Function principle of the exhaust gas recirculation The combustion temperature is decreased through the cooling of the supplied exhaust gases and a large mass of exhaust gases can be drawn in. This results in very little nitrogen oxide. A switchable radiator for exhaust gas recirculation is used so that the engine and the catalytic converter can reach their operating temperature more rapidly. The supplied exhaust gas is cooled down after reaching its operating temperature.
34
GB
E x haust gas r e circula tion is switch e d o ff Up to a coolant temperature of 50 °C the exhaust gas flap remains open and the exhaust is guided past the radiator. Through this the catalytic converter and the engine reach their respective operating temperature within a short period of time.
Engine control unit J248
Valve for exhaust gas recirculation N18
Exhaust gas recirculation valve
Cooler
Exhaust gas recirculation cooler change-over valve N345
SP57_65
Vacuum box
Exhaust gas flap
E x haust gas r e circula tion switched o ff As of a coolant temperature of 50 °C the exhaust flap of the radiator is closed. Now the drawn in exhaust gas flows through the radiator.
Solenoid valve block
Cooler
Exhaust gas recirculation cooler change-over valve N345
SP57_66
Vacuum box
GB
Exhaust gas flap 35
Engine management Preheating system A new preheating system is used in the 2.0 ltr./103 kW or 100 kW TDI Engine.
The advantages of the new preheating system are:
The new preheating system is a diesel quick start system. It enables practically in all climatic conditions an “otto engine” immediate start without a long preheating. In combination with the 6-hole injection nozzle, which has a nozzle jet specially designed as an “ignition jet”, the new preheating system offers excellent cold start and cold running properties.
• Safe start at temperatures up to –24 °C • Extreme rapid heating-up time; within 2 seconds 1000 °C is achieved on the glow plug • Controllable temperature for preheating and afterglowing • Self-diagnosis capability • Euro-On-Board diagnosis capability
System overview Diesel direct injection system control unit J248 (engine control unit)
Glow plug 1 Q10
Automatic glow period control unit J179
Glow plug 2 Q11
CAN Drive
Engine speed sender G28
CAN combi
Data bus diagnostic interface J533 GATEWAY
Coolant temperature sender G62
Glow plug 3 Q12
Glow plug 4 Q13 Control unit with display in dash panel insert J285
SP57_67
30 1/m 1/
0
5
10
15
20
25
Glow period warning lamp K29
36
GB
Automatic glow period control unit J179 The automatic glow period control unit receives the information for the glowing function from the engine control unit. The glow duration, the glow period, the actuation frequency and the duty cycle for the glow plugs are thus determined by the engine control unit. SP57_68
The f unct ions of the a utom a tic glo w p e r i o d c o n tr o l u n i t a r e : 1. Switching of the glow plugs with a PWM signal (PWM = pulse width modulation) transmitted from the engine control unit • PWM-Low-Noise = Glow plug energized • PWM-High-Noise = Glow plug de-energized 2. Integrated excess voltage and excess temperature control unit deactivation, 3. Single plug monitoring • Detection of overcurrent and short circuit in glow circuit • Overcurrent deactivation of glow circuit • Diagnosis of glow electronics • Detection of an open glow circuit in case of failure of a glow plug
30
J317
=
= = = = J179 = J248 = J317 = Q10 - Q13 =
T94/3 T94/30
J179
T94/63
J248
Q10
Supply voltage Earth Control signal from engine control unit Diagnosis signal to engine control unit Automatic glow period control unit Engine control unit Voltage supply relay Glow plug
Q11 Q12 Q13 SP57_69
GB
37
Engine management Glow plugs The glow plug is a component for cold start support. It creates ideal ignition conditions for the injected fuel through the electrically generated heat energy which is inducted in the combustion chamber. On the basis of the 4-valve technology, the spaces available for the glow plug are very limited. This is why the glow plugs have a slim structural shape. Connecting bolt
The glow plug consists of a plug body, heating element and heating and control helix as well as a connecting bolt.
Conventional glow plug
Plug body
The glow plugs have a nominal voltage of 4.4 Volt. In comparison to the conventional self-regulating metal glow plugs, the helix combination consisting of the control helix and the heating helix is shortened to about a third and through this the glow period is shortened to 2 seconds.
Glow plug with shortened helix combination
Heating element
Control helix
Heating helix SP57_70
SP57_71
Note: Never inspect operation of glow plugs with 12 Volt, otherwise the glow plug will melt! Caution! Tightening torque for the glow plugs with shortened helix combination is 10 Nm.
Glow plug Pump-nozzle unit
Function principle of the “ignition jet” The 2.0 ltr. TDI Engine has a 6-hole injection nozzle. One of the injection orifices is designed so that the “ignition jet” has an optimal distance to the glow plug. The cold start and cold running properties of the engine are improved through this “ignition jet”.
Ignition jet
SP57_72
38
GB
Preglowing
Temperature [°C]
To do so the engine control unit transmits a PWM signal to the control unit for glow plug actuation. The glow plugs are also actuated with a PWM signal by the control unit for glow plug actuation.
In the first phase of the preglowing, the glow plugs are operated for maximum 2 seconds with a voltage of approx. 11 Volt. After this, the glow plugs are supplied by the control unit for glow plug actuation with the necessary voltage which is required for the respective operating condition.
1100
35
1050
30
1000
25
950
20
900
15
850
10
800
5
750
0
5
10
15
20 25 Time [s]
30
35
40
Temperature pattern of the glow plug during glowing Voltage [V]
After switching on the ignition, the preglowing system is activated at a temperature below 14 °C.
Voltage pattern during the glowing
0
SP57_73
After-glowing If the coolant temperature is below 20 °C, after-glowing occurs after each engine start, which reduces combustion noises and at the same time decreases hydrocarbon emissions. The actuation of the glow plugs is set by the engine control unit dependent on load and engine speed.
When the engine is running the glow plug cools down through the air movemenent during load change. Furthermore the temperature of the glow plug decreases with increasing speed at a constant glow plug voltage. In order to compensate for the cooling effects, the voltage is increased by the engine control unit in line with a performance map which is dependent on load and speed.
Note: As of a coolant temperature of 20 °C there is no more afterglowing. The afterglowing is interrupted after max. 3 minutes.
GB
39
Function diagram +30 +15 S
J317
J29
S
S
S
S
V157 Q10 Q11 Q12 Q13 M
J179
31 T94/ T94/ T94/ T94/ 49 3 5 6
T60/ T60/ 25 60
T94/ 1
T94/ 2
T94/ 4
T94/ 30
T94/ 63
J248 T60/ T60/ 31 32
T60/ 46
T60/ 1
T60/ 47
T60/ 48
T94/ 76
T94/ 38
T94/ 78
T94/ 62
T94/ 84
T94/ 39
T94/ 83
T94/ 61
T94/ 17
T94/ 15
T94/ 20
J527
N240 N241 N242 N243
A B F F47 G6 G28 G31 G40 G42 G62 G70 G79 G81 G83
40
G42
CAN data bus Low CAN data bus High Brake light switch CCS brake pedal switch Fuel pump Engine speed sender Charge air pressure sender Hall sender Intake air temperature sender Coolant temperature sender Air mass meter Accelerator pedal position sender Fuel temperature sender Coolant temperature sender, radiator outlet
G31
G79
G185
G133 Fuel composition sender G185 Accelerator pedal position sender -2G476 Clutch position sender (only manual gearbox) J17 Fuel pumpe relay J179 Automatic glow period control unit J248 Diesel direct injection system J293 Radiator fan control unit J317 Terminal 30 voltage supply relay J329 Terminal 15 voltage supply relay J519 Electrical system control unit J527 Steering column electronics control unit N18 Valve for exhaust gas recirculation N75 Solenoid valve for charge pressure control GB
S
J329
S J519
J293
V7
V35
S
S
S
S
J17 G476
G70
N345 N18 N75
G6
T94/ 47
T94/ 72
T94/ 52
T60/ 57
T60/ 42
G28
T60/ 58
T94/ 40
T60/ 28
T60/ 27
T60/ 12
G40
T60/ 53
T94/ 60
T94/ 82
T60/ 52
T60/ 15
T60/ 10
G62
T60/ 13
F47
T60/ 29
T60/ 20
T60/ 5
T94/ 43
T60/ 39
T60/ 40
T60/ 38
G81
G133
T60/ 37
F
T94/ 65
T94/ 66
T94/ 87
T94/ 89
G83 SP57_74
N240 N241 N242 N243 N345
Valve for pump-nozzle, cylinder 1 Valve for pump-nozzle, cylinder 2 Valve for pump-nozzle, cylinder 3 Valve for pump-nozzle, cylinder 4 Exhaust gas recirculation cooler change-over valve Q10 Glow plug 1 Q11 Glow plug 2 Q12 Glow plug 3 Q13 Glow plug 4 S… Fuse V7 Radiator fan V35 Radiator fan, right V157 Intake manifold flap motor
GB
Colour coding Input signal Output signal Supply voltage Earth CAN data bus Bidirectional Diagnostic connection
41
Notes
42
GB
GB
43
47
Service Dieselmotor 2,0 l/100 kW TDI Pumpe-Düse 2,0 l/103 kW TDI Pumpe-Düse
Selbststudienprogramm For internal use only within the Š KODA-Organisation. All rights reserved. Subject to technical modification. S00.2003.47.00 Technical Status 10/01 GB © ŠKODA AUTO a. s. http://partner.skoda-auto.com
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