Training Service
Self-Study Programme 522
The 2.0 TSI engine from the 162/169 kW
Design and function
We would like, in this self-study program, introduced the 2.0 TSI engine the 162 kW / 169 kilowatts range EA888. This is t he 3 e g eneration of this engine. The 2.0 TSI engine the 162 kW / 169 kilowatts, which already meets the requirements of the future EU6 emissions standard and is manufactured at the plant in Györ, Hungary. This engine is designed to be integrated in the modular transverse engine platform (MQB) and can therefore be used universally within the Volkswagen Group.
s522_777
For more information on the petrol engines of 1.8 l and 2.0 l, 337 self-study programs see "The FSI engine of 2.0 liter turbocharging in" and • 401 "Engine 1.8L TFSI V 16 118 kilowatts."
This Self-Study Programme presents the
For current instructions control, adjustment and repair, please
design and operation of innovations •
refer to the documentation of Customer Service.
Recent techniques! • Its content is not updated.
2
Warning Note
We would like, in this self-study program, introduced the 2.0 TSI engine the 162 kW / 169 kilowatts range EA888. This is t he 3 e g eneration of this engine. The 2.0 TSI engine the 162 kW / 169 kilowatts, which already meets the requirements of the future EU6 emissions standard and is manufactured at the plant in Györ, Hungary. This engine is designed to be integrated in the modular transverse engine platform (MQB) and can therefore be used universally within the Volkswagen Group.
s522_777
For more information on the petrol engines of 1.8 l and 2.0 l, 337 self-study programs see "The FSI engine of 2.0 liter turbocharging in" and • 401 "Engine 1.8L TFSI V 16 118 kilowatts."
This Self-Study Programme presents the
For current instructions control, adjustment and repair, please
design and operation of innovations •
refer to the documentation of Customer Service.
Recent techniques! • Its content is not updated.
2
Warning Note
At a glance
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Overview of technical data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
motor mechanics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
The cylinder block. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 The moving equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The chain drive. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The cylinder head 8 with switching of the valve stroke. . . . . . . . . . . . . . . . . 11 Recycling of crankcase gas and degassing the crankcase. . . 19
Circuit oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 Overview of the oil supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The oil pump 22 to outer gear to two levels of regulation. . . . 23 engageable piston cooling injectors. . . . . . . . . . . . . . . 25
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 cooling system overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Innovative thermogestion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . thirty
Air Supply and overeating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 Overview of the supercharging system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The turbocharger 40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
feeding system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 Overview of the power system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 The packaging of the mixture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
engine management. management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Overview of the system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Special tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 New component blocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Check your knowledge! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
3
Introduction
Key development targets for the development of the recent range of EA888 engines were fundamentally respect the EU6 emissions standard and the possibility of use of motors in modular transverse engine platform (MQB). Other development objectives were:
-
Reduction Reduction of of CO CO CO 2
-
Loss oss of of en engine ine we weigh ight
-
Decrea Decreasin sing g frictio friction n inside inside the engine engine
-
Optimi Optimizat zation ion of of power power and and torque torque with with respec respectt to fuel fuel consumption
-
Impr Improv oved ed driv drivin ing g stab stabil ilit ity y
Overview of technical data
s522_123
engine mechanics The development of the engine range 2.0 TSI is expressed in the following characteristics of the engine mechanical:
4
-
tota totall wei weigh ghtt gai gain n of of 7.8 7.8 kg
-
Cylinder head with integrated exhaust manifold
-
balanc balancer er shafts shafts mounte mounted d on on bearin bearings gs
-
Journa Journals ls small smaller er more more with with just just four four counte counterwe rweigh ights ts
-
Turbochar Turbocharger ger with with electr electrical ical actuation actuation of the the dischar discharge ge valve valve flaps
-
redu reduce ced d oil oil pre press ssur ure e leve levell
-
separate separate oil sump sump portions portions (Aluminium (Aluminium top and bottom bottom plastic plastic))
-
Oil filter filter and and oil oil cooler cooler integ integrated rated in the the suppor supportt of auxili auxiliary ary bodies bodies
engine management
The characteristics of the engine management engine range the 2.0 TSI are: -
A timing timing variat variator or sha shaft ft intak intake e cam cam and and exha exhaust ust
-
electr electroni onic c swit switch ching ing of the the valve valve stroke stroke
-
double injection system with injectors injectors TSI (Turbo Stratified Stratified Injection) Injection) and SRE (Saugrohreinspritzun (Saugrohreinspritzung) g) (combination (combination of direct injection injection and multi-point injection)
-
Thermogestion Thermogestio Thermoge Thermogestio stion n with with innovative innovativ innovative e regulation regulati regulation on by by by rotary rotary distributors distrib distributors utors • (Engine temperature control actuator N493)
-
enga engage geab able le pist piston on coo cooli ling ng noz nozzl zles es
-
adap adapti tive ve lamb lambda da cont contro roll
-
Mappin Mapping g contro controlle lled d ignitio ignition n high volta voltage ge distrib distributi ution on
-
Inta Intake ke mani manifo fold ld flap flaps s
-
Regulatin Regulating g the oil press pressure ure at at two levels levels by oil pump pump external external gear
-
Full electroni electronic c manage management ment engine engine with with electric electric throttle throttle SIMOS SIMOS 18.1
-
Power Power versions versions of of 162 and and 169 kilowa kilowatts tts are produ produced ced via via engine engine manage management ment
Technical characteristics motor letters benchmark Type
Diagram of torque and power CHHA
CHHB
[Nm]
[KW]
Engine 4 cylinders in line
220
1984 cm 3
Displacement
bore
82.5 mm
Race
92.8 mm
200
180
Qty valves per cylinder
380420460500
4
340
Compression ratio Maximum power
160
9.6: 1 162 kilowatts to 4
169 kilowatts to 4
500-6 200 rev /
700-6 200 rev /
min
min
350 Nm •
350 Nm •
1500 - 4400 r /
1500 - 4600 rev
min
/ min
140
120
max torque
Aftertreatment of exhaust exhaust gases
100 60
140
40 80
SIMOS 18.1
engine management
Fuel
180220260300
Super unleaded 98 RON Trifunctional catalyst, oxygen
[Tr / min]
100 1000
sensor upstream wide band lambda
3000
5000
7000
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probe voltage jumps downstream of the catalyst
emissions standard
CHHB - 162 kilowatts CHHA - 169 kilowatts
Euro 6
5
engine mechanics
The cylinder block It was possible only at the level of the cylinder block to achieve a systematic overhaul of the architecture of the cylinder block, a weight gain of 2.4 kg over the previous model. The cylinder wall thickness was reduced by approx. 3.5 mm to approx. 3 mm. The crankcase oil coarse particle separation crankcase vent has been integrated into the cylinder block.
Separation of coarse particles of oil
Cylinder Block Cast gray
thickness wall of the
sealing flange
cylinder 3 mm
Part sump baffle with higher oil
gear oil pump outside and to control the volumetric flow rate
Insert Bee sump nest
Gasket
Bottom plastic oil pan
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6
The moving equipment Measures taken on the moving described below have improved internal fr iction while reducing weight.
the crankshaft
pistons
The diameter of the pins was reduced from 52 mm to 48 mm. The
The piston running clearance was enlarged to reduce fr iction during the
number of counterweights from eight to four. •
engine warm-up phase. An additional carbon coating serves to reduce wear. •
The upper and lower half shells are bilayer execution and lead free. • The top piston ring is designed as segment of rectangular cross Weight gain at the crankshaft amounts to
section, the central piston ring is a conical portion supported and the
1.6 kg.
third piston ring a scraper ring spiral spring in two parts for scraping oil.
rods The connecting rods are fractured. The connecting rod head is provided, such as pins, bilayer unleaded half shells. The bronze bushing in the connecting rod has been removed. Instead, the piston
Bearing crankshaft
axes are equipped with a special surface coating of carbon.
bearing caps are screwed to the top of the oil sump. This results in an improvement of the motor mechanical properties in terms of acoustics and vibration resistance.
piston pin with carbon coating Coated piston carbon s522_108 spiral spring scraper ring in two parts
connecting rod without bronze bushing
fractured connecting rod
s522_005 crankshaft • 4 counterweights
Half shell unleaded in the composition s522_052
of the alloy
Screwing the bearing caps • the upper oil pan
7
engine mechanics
The chain drive The fundamental design of the chain drive was taken from the previous model and perfected. As the engine oil needs are less important, the driving power of the chain drive could be reduced. The chain adjusters have been adapted to the reduced oil pressure.
Exhaust camshaft with switching of the
•
Fuel pump •
valve stroke
high pressure Tree timing variator exhaust camshaft
Tree timing variator Order intake cams by silent chain
Coolant pump drive by coolant pump belt
Chain tensioner
drive chain oil pump
balancer shaft • with bearings
oil pump external gear and to control the volumetric flow rate
8
s522_007
One of the novelties of this engine is a control program for the diagnosis of chain elongation. • The diagnosis elongation of the chain is used to detect an elongate command string in the engine. The chain elongation is detected using the camshaft sensors based on the relative displacement of the camshaft relative to t he crankshaft. •
A check of the lengthening of the chain following a record in the log is done by visual inspection at the chain tensioner. •
If the offsets exceed many times a specific threshold camshaft, an entry in the log is generated.
For the diagnostic functions properly once repaired, it must be updated after the following work on the engine:
-
Replacing the engine computer
-
Replacement of engine components neighbors command chain
-
Replacing the chain of command or the complete engine
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2 rings visible = •
chain tensioner with
in fair condition chain
regard to • diagnostic • chain length
s522_110
7 rings visible = • replace the string s522_124
Remember that the work steps for the assembly of the chain differ from the previous model. After working on the chain drive, proceed with the diagnostic drive to an adaptation of the elongation of the chain.
To work on the chain drive, refer to the detailed instructions and notes provided in ELSA.
9
engine mechanics
The balance shafts On balance shafts also, it was possible to gain weight over the previous model. • The guiding in rotation of the balancer shafts is ensured in part by the bearings. This measure reduces the friction power of the balance shafts, particularly in the low operating temperature range and therefore of low oil temperature.
•
Rolling silent chain
balancer shaft
Slide
tensioner pad with threaded tensioner
balancer shaft plain bearing
intermediate gear
Sprocket chain
Slide
crank shaft
s522_006
There is a repair kit f or repairing balance shafts. It consists of two balancer shafts and their bearings. Only the large central bearing may be replaced together with the balance shafts. Small rear bearings are mounted in the cylinder head and can not be replaced individually.
10
The cylinder head with switching of the valve stroke The cylinder head of the 2.0 TSI engine is a wholly new. The exhaust manifold is now integrated in the cylinder head, so that t he cooling of the exhaust gas and guiding the exhaust gas is also carried out inside the cylinder head. Camshafts of intake and exhaust have a shaft of variable valve timing cam. The exhaust camshaft has an additional switching of the valve stroke, to open and / or close the valves in two different cam profiles.
The coolant temperature sender G62 is screwed side box in the cylinder head. Positioned at the hottest point of the head, there can accurately record the thermal behavior and so avoids boiling coolant.
Intake camshaft Tree timing variator cam continuous intake up to 60 ° crank angle
stroke valve stroke switching Actuators
fluid temperature transmitter G62 cooling
Camshaft with exhaust switching valve the s522_008 Exhaust manifold
breech casing Tree timing variator continuously exhaust cams of 33 ° to 34 ° crank angle
valve stroke switching actuators are in the workshop documentation of the following designations: •
exhaust cam actuator A cylinder 1 N580, exhaust cam actuator cylinder 1 B N581, exhaust cam actuator cylinder A 2 N588, exhaust cam actuator cylinder 2 B N589, actuator A exhaust cam cylinder 3 N596, exhaust cam actuator cylinder B 3 N597, exhaust cam actuator A 4 cylinder N604, exhaust cam actuator B 4 cylinder N605.
11
engine mechanics
The integrated exhaust manifold The temperature of the exhaust upstream of the compressor of the gas turbine is significantly reduced by the use of a turbocharger. Through the combination with a turbocharger high temperature resistant, it is possible, in particular at high speeds, to give a large part in a full-load enrichment to protect the turbine. This reduces fuel consumption and CO 2. •
•
The exhaust channel are positioned such that the flow of exhaust gas from the cylinder occurs where the exhaust does not disturb the
Exhaust manifold
scanning of another cylinder. The full energy of the flow of exhaust gas s522_009
is thus available for driving the turbocharger turbine.
Another advantage of the integrated exhaust manifold lies in the more rapid warming of the coolant during engine warm-up phase. It is thus possible to switch to controlled cooling mode of the i nnovative thermogestion after a very short phase of rise in temperature. •
As the lambda probe is mounted directly downstream of the integrated exhaust manifold, it also quickly reaches the optimum operating
cooling channels
temperature. s522_080
12
The electrical switching of the valve stroke The electrical switching of the valve stroke on the camshaft exhaust ensures, in interaction with the variation of the timing camshaft intake and exhaust, an optimum control of the load change for each cylinder. The small cam profile is used only low speeds. •
The use of cam profiles is defined in a mapping.
These measures: -
Optimize the load change
-
To avoid rebreathing exhaust gas at the cylinder earlier in the exhaust phase (180 °)
-
Allow a higher fill rate with a time earlier admission opening
-
Reduce residual gas by a difference of positive pressure in the combustion chamber
-
Improve response
-
To achieve a higher torque at low revs and a higher boost pressure
Grand cam Exhaust camshaft Small cam
Roller rocker arm
Exhaust valve
Small valve stroke Piston
Large valve stroke
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13
engine mechanics
Design To allow the passage from one to the other of the two different valve lift races, this camshaft has four sliding blocks multicames internal gear. Multicame Each block has two pairs of cams whose exercise is different. Switching between the two lifts is provided by electric actuators which engage in a sliding groove on each block and move multicame multicame block on the camshaft. Multicame each block and has two actuators for the passage of a li ft to another.
A ball calibrated spring in the camshaft helps stop multicames blocks in the limit position considered. Moving multicames blocks is limited by the sliding grooves and the axial bearings of the camshaft. Due to the double execution of the pairs of cams on a multicame block, the bearing surface of the roller rocker arms had to be reduced.
•
multicames sliding blocks
Exhaust camshaft • external teeth
s522_111 Attaching multicames blocks using a
s522_082
ball and a spring
The design and operation of the electrical switching of the valve stroke are similar to those of the active cylinder management (ACT). • Consult about this Self-Study Programme 510 "Active management of the ACT cylinder TSI engine 1.4 l 103 kW". •
The balls and springs are available as spare parts.
14
The switching actuators of the valve stroke Multicame each block is moved in both directions between its two
actuators
switching positions on the exhaust camshaft with two electrical actuators (actuator shaft exhaust camshaft A / B cylinder 1-4 ). An actuator cylinder switches on the large valve lift, the second on the small valve stroke. •
The steering of each actuator is provided by the J623 engine computer via a ground signal. The power supply is provided by the main relay J271. •
The power consumption of the actuators is of the order of 3 A. Camshaft exhaust
Rod sliding block
s522_084
multicame Repositioning ramp
Design Each actuator (actuator shaft cam A / B cylinder 1 to 4) consists of an electromagnet to repel down a metal rod housed in a guide tube. •
In the retracted position and the extended position, the metal rod is held
housing
in place by a permanent magnet located in the actuator housing.
permanent magnet
electromagnet
guide tube Rod
s522_079
15
engine mechanics
Operation When the solenoid actuator is energized, the metal rod extends in the space of 18 to 22 milliseconds. •
The metal rod coming out then engages in the corresponding groove of the sliding block multicame on the exhaust cam shaft and the leads due to the rotation of the camshaft in the corresponding switching position. The withdrawal of the rod mechanically effected by the slide groove playing repositioning ramp role. •
permanent magnet
The actuation of the two actuators of a multicame block is always performed so that the output of the metal rod takes place only on one of
s522_128
the two actuators.
rod
rod return
exit
With repositioning of signals, the engine ECU can detect the instantaneous position of the metal rod. A reset signal is generated when the metal rod of an actuator is pushed into the guide tube to the actuator by the repositioning ramp. Next actuator delivering repositioning signals, engine management can draw conclusions about the current position of the slide unit considered.
reset signal
s522_129
Accordingly in case of failure The failure of an actuator enough for the valve stroke switching function can no longer be enforced. In this case, the engine management tries to switch all cylinders on the last valve stroke switching leading. If this is not feasible, all cylinders are switched to the small valve lift. •
The engine speed is then limited to 4 000 r / min and recording takes place in the event memory. The EPC warning lamp lights up.
A record in the event memory occurs even if the switch on the large valve lift can be performed. •
However, the scheme is not limited and the EPC warning light does not come on.
16
actuator
rod
Cam position in the lower rev range To improve the load change in the load r ange, the engine management moves the intake camshaft in the direction of advance and the exhaust cam shaft and towards the delay through the timing variator 'camshaft. •
The switching of the valve stroke comes on the exhaust cam. •
For this, the right actuator controls the output of the metal rod. It engages in the sliding groove and moves the multicame block toward the small lift cam.
multicame Gorge • slide
rocker pebble
Valve Block s522_085
The valves are rising and are now lower with the lower valve lift. The position slightly offset relative to the other of two small cams causes a slight shift of the opening times of the two exhaust valves of a cylinder. Both measures result, on the expulsion of exhaust gas turbocharger piston, by a lower pulsation of the exhaust stream, so that a higher boost pressure is reached at the lower rev range .
The roller rocker arm moves on the small cam.
s522_086 Small valve stroke
17
engine mechanics
Cam position in the range of partial load and full load
actuator
rod
The driver accelerates and passes in the partial load range and the full load range. The cylinders of load change must then be adapted to the higher power requirement. •
The engine management moves the intake camshaft in the direction of advance and the exhaust camshaft in the direction of delay through the shaft of variable valve timing cam. For optimum filling of the cylinders, exhaust valves require the maximum stroke. The actuator is then driven left and takes out his metal rod.
block multicame
sliding groove Roller rocker arm
Valve s522_087
The metal rod moves multicame block through the sliding groove toward the high cam. The exhaust valves open and now closed with the maximum stroke. •
In this position also, the multicames blocks are held in position by the balls tared spring in the camshaft.
The roller rocker arm moves over a high cam.
It is not intended for diagnosis of these actuators.
s522_088 Large valve stroke
18
The Crankcase gas and degassing the crankcase Recycling crankcase gases and degassing of the new TSI engines of 2.0 l were set for a higher pressure difference. This has a positive impact on the engine's oil consumption. To reduce the number of components required, designers have ensured that the guiding of the crankcase gases is effected as far as possible inside the engine. These engines require only one rigid pipe to convey the cleaned crankcase gases upstream of the turbocharger turbine.
Recycling crankcase gas and degassing is constituted by: -
The separation of coarse particles of oil in the cylinder block
-
A separator oil fine particles screwed into the cylinder head cover
-
The piping to ensure proper flow of purified crankcase gases only to the turbocharger
-
The return of oil in the cylinder block with check valve in the insert honeycomb oil pan
-
The pressure regulating valve designed for a pressure difference of -100 mbar compared with the outside air
-
The coupling of the carbon canister on the separator of fine oil particles
Introduction of the crankcase gases into the intake manifold
separation of fine oil particles
Oil return
Separation of crude oil particles
s522_016
check valve in the pipe oil return
19
engine mechanics
particle separation from crude oil The separation of coarse oil particles is an integral part of the cylinder block. crankcase gases through the separator of crude oil particles by changing direction several times. The relatively large size of the oil droplets are separated at the deflectors of the coarse particles of oil separator and returned to the oil sump via a return channel. The coarsely cleaned crankcase gases are guided through channels in the cylinder block and cylinder head i n the direction of fine oil particle separator.
Separation of coarse particles of oil in the crankcase
Oil return
s522_125
20
s522_071
The separation of fine oil particles The gases are routed through a channel in the crankcase to the separator of fine oil particles on the cylinder head cover. They cross at first a bypass valve before arriving in a cyclone separator. The bypass valve opens mechanically in case of excessive flow of crankcase gases at very high engine speeds to prevent damage to the joints.
In the cyclone separator, the crankcase gases are rotated up to 16 000 r / min. The finer oil droplets are then separated. They are redirected to the oil sump by a return channel in the cylinder block. At the end of the return channel, a check valve is located in the oil sump. It prevents oil from being sucked through the return channel in the oil separation in the case of unfavorable pressure conditions and high lateral accelerations.
cleaned crankcase gases are guided downstream of the cyclone separator through a pressure control valve at one level. The pressure regulating valve is designed for a -100 bar pressure difference with the outside air. Depending on the pressure conditions prevailing in the charge air system, the introduction of cleaned crankcase gases takes place in the i ntake manifold (air mode) or in the turbocharger (boost mode).
connector
regulating valve pressure
Bypass Valve
s522_017 Input gas
Routing purified crankcase gases •
housing in the
towards the turbocharger charcoal canister
separation of fine oil particles cyclone Oil return
21
Oil System
Overview of the oil supply The following points were imperative in the development of the oil supply: low pressure
-
Regulation of the two levels to oil pressure
-
Reduction gear oil pump regulated
-
Reduction in oil pressure at low pressure
-
higher speed range at
-
Use of piston cooling nozzles with electrical engagement
-
Filter screwed oil and oil cooler on the auxiliary support members
The support of ancillary units
It is found on the support of attachments, in addition to the oil cooler and oil filter: -
The pressure switch of F22 oil
-
The oil pressure switch to control the reduced pressure F378
-
The control valve for N522 piston cooling nozzles
-
The automatic tensioner for multitrack belt drive ancillaries
• •
Oil pressure switch to control the F378 reduced pressure (0.5-0.8 bar)
F22 Oil pressure switch • (2.3-3.0 bar)
N522 control valve for piston cooling nozzles
Support of secondary units
Oil pressure regulating valve N428
Oil pressure switch, level 3 F447
gear oil pump outside and to control the volumetric flow rate s522_018
The oil pressure switches F22, F378 and F447 must be replaced after loosening.
22
The oil pump external gear to two stages of regulation The gear pump was reduced compared to that of the oil pump of
The displacement of the sliding unit is carried out via a control piston
the previous engine, so that the pump runs slowly. •
and control channels within the oil pump.
The training continues to be insured through a separate chain from the
The control piston directs the oil flow from the left or right side of the
crankshaft.
sliding unit, which then moves longitudinally along the oil pressure.
The sliding unit within the pump is • characteristic of the oil pump external gear to two levels of regulation. It allows a reciprocal sliding of the two pump gears in the longitudinal
The regulating piston is driven by the N428 oil pressure control
direction and therefore the control of the pump power at two levels.
valve. •
When the two gears are the same •
Switching the low discharge level up discharge level applicable depending on the load and / or speed. Below this threshold, the pump is at a pressure of 1.5 bar. When the regime 4 500 r / min is reached, the
height, the pump delivers the maximum power; when the two gears are
pump is at a pressure of 3.75 bar. Up to a mileage of 1000 km, the
offset relative to each other, the pump is handling with a reduced
motor operates only at high pressure level.
power. •
control channels
Piston Training
pump housing Sliding control unit Gear pump
Nozzle inlet s522_020
The oil pump is essentially identical to the regulated oil pump range of EA211 engines. A detailed description of the design and operation of the oil pump external gear with two levels of regulation in the Self-Study Programme 511 "The new range of petrol engines EA211."
23
Oil System
Electrical components for regulating the oil pressure The pressure switch of F22 oil F22 Oil pressure switch is screwed to the support of ancillary units, below the oil filter.
Using the signal and f unction The engine management checks, among others, with this sensor if s522_045
the oil pump delivers the high level of oil pressure.
F22 Oil pressure switch Accordingly in case of failure
Support of secondary units
If the oil pressure switch fails, a default is recorded in the event memory of the engine ECU and the oil warning light comes on.
Oil pressure regulating valve N428 The switching valve is screwed beneath the support of secondary units to the front face of the cylinder block.
Function and operation The switching valve is controlled by the engine computer for switching the gear oil pump outside a level of regulation to another. There is for this, depending on the switching state, applying an oil pressure on the regulating piston housed in the oil pump. •
The position of the regulating piston then carries out the switching pressure.
s522_048
pressure regulating valve N428 of oil
Accordingly in case of failure When the valve fails, it is closed. • The oil pump delivers t he higher pressure level.
24
piston cooling injectors engageable A cooling plunger heads is not necessary in all situations of
The engagement of piston cooling nozzles can take place at higher pressure level as the lower level of pressure of the oil circuit. A
engine operation. This is why the TSI engines of 2.0 l of this range are
contactor of additional oil pressure, oil pressure switch, level 3 F447,
equipped with engageable piston cooling nozzles. •
registers the oil pressure in the additional oil gallery and to monitor the operation of cooling the piston. •
The control valve for N522 piston cooling nozzles is controlled based on a mapping. A mechanical switching valve opens at a higher than 0.9 bar oil pressure. The control valve and the switching valve are mounted in the support and auxiliary bodies connected by a control channel.
The oil pressure switch closes to an oil pressure between 0.3 and 0.6 bar.
Oil pressure switch for control reduced pressure F378
Feeding the oil gallery and the piston cooling nozzles
control valve for cooling injectors of N522 piston control channel s522_021 switching valve • mechanical
25
Oil System
The activation of piston cooling nozzles control strategy The steering control valve is performed by the engine computer using a mapping. To calculate the mapping, engine calculator uses engine torque, engine speed and temperature of the oil. At a temperature of the oil below 50 ° C, the piston cooling nozzles remain inactivated in a mapping range between 1000 and 6600 rev / min and a load of approx. 30 Nm. At a temperature of oil of greater than 50 ° C, the piston cooling nozzles remain inactivated in a engine speed range between 1000 and 3000 rev / min and a load range between 30 and 100 Nm . the injectors s522_113
are disabled in all the other beaches in the mapping. piston cooling off •
(Oil temperature <50 ° C) off piston cooling •
(Oil temperature> 50 ° C)
Monitoring the operation of piston cooling nozzles The oil pressure switch, level 3 F447 and the ability to diagnose control valve N522 for piston cooling nozzles, to monitor the correct operation of piston cooling nozzles and ensure adequate cooling of the pistons . Defects can be recognized:
Impact without piston cooling: -
-
-
No pressure oil in the piston cooling nozzles despite the request
Oil pressure switch, level 3 defective F447
oil pressure despite the presence of the cut-off piston cooling nozzles
-
cable cut = piston cooling nozzles permanently activated
-
Short circuit to ground = piston cooling nozzles disabled
-
Short circuit to positive = piston cooling nozzles activated
26
-
Couple and limited diet
-
Absence of low oil pressure range
-
Witness EPC lit in the instrument cluster
-
Message that the regime is limited to 4 000 r / min
activated piston cooling nozzles
In the absence of current, the control valve for N522 piston cooling nozzles is closed. Therefore, the control channel between the control F447
oil gallery with injectors
valve and the switching valve is also closed. There then applying an oil pressure to one side of the switching valve, which is moved by
piston cooling
overcoming the force exerted by a return spring until the channel in the direction of the piston cooling nozzles is released. The oil reaches the switching valve in the additional oil gallery and from there to the piston cooling nozzles. The injectors are then engaged. The engine computer recognizes from the oil pressure switch signal, level 3 F447, the piston s522_090
N522 closed
cooling nozzles are activated.
mechanical switching valve Spring
disabled piston cooling nozzles
To disable the piston cooling nozzles, the pilot motor of the calculator control valve for cooling injectors N522 piston. • F447
oil gallery with injectors piston cooling In the switched state, the control valve for piston cooling N522 injectors releases the control channel direction of the switching valve. An oil pressure is now applied to both sides of the switching valve. The force exerted by the return spring when the wins and the switching valve is pushed. •
open N522
control channel mechanical switching valve
The connecting channel with the oil gallery is interrupted and the piston
Spring s522_089
cooling injectors are disabled. The engine computer recognizes from the oil pressure switch signal, level 3 F447, the piston cooling nozzles are disabled.
27
Oil System
The electrical components of the piston cooling The oil pressure switch, level 3 F447
The oil pressure switch, level 3 F447 is screwed to the crankcase, below the intake manifold.
Using the signal and function The oil pressure switch monitors oil pressure in the oil gallery which feeds the piston cooling nozzles. •
The signal from the oil pressure switch, level 3 F447 allows the engine s522_046
management to determine the presence of a malfunction of the piston
oil pressure switch, Level 3 F447
cooling nozzles, such as lack of oil pressure in spite of an activated piston cooling or for oil pressure despite a disabled piston cooling. Accordingly in case of failure
The oil pressure switch is suitable for diagnosis. •
In case of failure of t he sensor signal, the piston cooling remains activated.
The oil pressure switch to control the reduced pressure F378 The oil pressure switch is also screwed to the support of ancillary units, below the oil filter.
Using the signal and function Via the oil pressure switch for control of the F378 reduced pressure, the engine management system monitors the pump pressure regulating oil external gear at two levels. s522_127
Accordingly in case of failure Without the signal of the oil pressure switch for monitoring the reduced
Support of secondary
pressure F378, regulation at two levels of the oil pressure is not
units
possible. When the oil pressure switch fails, a default is recorded in the event memory and the oil warning light comes on. The oil pump stops working at higher pressure level.
28
Oil pressure switch for pressure control reduced F378
Cooling system
Cooling System Overview Cooling systems depend on the operator and the equipment of a vehicle. We have therefore shown here an example of a simplified cooling circuit corresponding to an equipment without dual-clutch gearbox, to illustrate the cooling system of the basic structure. Main characteristics of the cooling circuit, in particular as regards the innovative thermogestion are integrated exhaust manifold into the cylinder head and a new rotary distributors module.
3
N422
V51
G62
2
N493 4
6
N82
5
V177
V7
7
G83 1
s522_022 Legend G62
coolant temperature sender G83
coolant temperature transmitter N82 radiator outlet
V51
recirculation pump V177 coolant
2 fan radiator 1 heat exchanger heating 2
liquid cutoff valve • N422 cooling liquid cutoff valve • Climatronic cooling N493 V7 engine temperature control actuator
Radiator fan
transmission oil cooler (optional) 3 Expansion tank 4 rotary distributors module with coolant pump 5
gas turbocharger exhaust 6 Oil radiator 7 Radiator water main
29
Cooling system
The innovative thermogestion The innovative thermogestion (ITM - Innovative thermal management) is a smart program cold start and engine warm-up and the gearbox. It allows variable control of the engine temperature by targeted control of the coolant flow. The centerpiece is the engine temperature control actuator N493 (rotary distributors module). It is screwed to the motor housing inlet side below the cylinder head.
• •
temperature control of the actuator motor N493 • with coolant pump
Pinion for driving the coolant pump
toothed belt
fixing screw left hand thread
Pinion drive on the balancer shaft
s522_025
Cache of the toothed belt drive
When replacing the rotary distributors module or the water pump, please consider the repair manual.
thirty
The engine temperature control actuator • (Rotary distributor module). It contains: -
The coolant pump
-
Two rotary distributors
-
a thermostat
-
The N493 engine temperature regulating actuator for regulating coolant flow
-
A gear with angle of rotation sensor
The drive of the coolant pump is provided from the balance shaft by a toothed belt.
Design The main characteristic of rotary distributors module consists of two
The rotary distributor 2 is moved via an intermediate gear (time in
rotary distributors elements housed within the module, electrically
teeth) by a toothed slides on the rotating distributor 1.
actuated by the control actuator •
N493 engine temperature. •
Rotary distributors 1 and 2 are thus mechanically coupled and move in
The rotary valve 1 is directly driven via a shaft by N493 engine
relation to each other. An additional thermostat wax plug serves as a
temperature control actuator. •
safety device (thermostat for degraded mode) and opens in case of failure at 113 ° C.
rotary distributors module
rotary distributor 2
housing
Drive the coolant pump control actuator engine temperature N493
coolant pump
Gear with sensor rotation angle drive shaft rotary distributor 1 Thermostat degraded mode s522_024
31
Cooling system
Operation of rotary distributors module The electric motor of the actuator causes the rotary valve 1 via
A rotation angle sensor (Hall sender) mounted on the control board
a gear. •
communicates the positions of the rotary distributor to the engine
It controls the coolant flow between the oil cooler, engine and main
computer. After stopping the engine and the end of the recirculation
water radiator. More heat from the engine increases, the rotary feeder 1
phase, the rotary distributor is set on an angular position of 40 °. In
is rotated by the electric motor of the actuator. •
case of failure in the system, it is possible, in this angular range, performing an engine start via the thermostat for degraded mode. If the engine is started in the presence of a defect, the rotary distributor is set
The rotary valve 2 is driven via an intermediate gear via a toothed
to the angular position of 160 °.
slides on the rotating distributor 1.
connecting pipe for supply to the radiator Manifold for Engine radiator connection Electric motor Drive shaft
Distributor rotary 2
Control board with angle
intermediate gear
gearing
sensor toothed slides
rotation
Housing
rotary distributor 1 Thermostat degraded mode
s522_091 connecting tubing • the return of the radiator
32
The actuator control is performed by the motor computer using maps. Targeted control of rotary distributors can achieve different switching positions for quick heat-up phase and to keep the engine at a variable temperature between 86 ° C and 107 ° C. It is possible to distinguish between three basic control ranges:
-
A temperature rise range
-
A temperature control range
-
A recirculation beach
The toothed slides over the rotary valve 1 is designed so that the rotary distributor 2 mates with the angular position of 145 °. The coolant flows to the cylinder head is open and increases with the rotation of the rotary distributor 2. At an angle of 85 ° on the rotary feeder 1, the rotary valve 2 is disengaged after reaching its maximum angle of rotation and to have fully open the coolant flows to the cylinder block.
The temperature rise range is in turn divided into three control phases.
adjustment angle
Recirculation of 95 ° total
Rise in temperature regulation and 160 ° total
temperature control range
rise beach
partial load and full charge
Beach recirculation
temperature Activation of the oil
minimum flow rate
cooler engine
Liquid of stagnant cooling
s522_107
The course of the control starting with the temperature rise range, continuing with the temperature control range and ending with the recirculation phase is described by way of example the following pages. A very simplified representation of rotary distributors module and the engine cooling circuit is used for this purpose. •
The electric drive of the two rotary distributors Rotary distributors module and toothed belt drive of the coolant pump are not considered in this form of representation.
33
Cooling system
Flow regulation During the temperature rise, the engine passes through the three phases: -
stagnant coolant
-
mi nimum flow rat e
-
Enabling the engine oil cooler
The different phases differ in the positions of the two rotary distributors and succeed each other continuously. The objective is optimal exploitation of the heat generated by the combustion of fuel in the cylinders for the engine warm. Then it is already possible, from the "stagnant coolant" phase, to provide thermal energy to the passenger compartment in a biasing of the heating by the vehicle occupants.
Turbocharger exhaust gas
check valves
exhaust manifold
Heat exchanger • heating and air conditioning
Cylinder Block
recirculating pump V51 Coolant gradient to integrated Coolant shutoff valve N422 of the Climatronic
Oil Cooler
rotary distributor 2 rotary distributor 1 coolant pump Thermostat for fashion
Cylinder
rotary distributors module Radiator water main s522_092
34
Rise in temperature with liquid • stagnant cooling To keep the heat generated by the combustion in the engine, the rotary valve 2 is closed. The flow outlet of the coolant pump is thus interrupted. The rotary distributor 1 blocks the return of the engine oil cooler and the return of the main water radiator. •
The cut-off valve of the N422 Climatronic coolant stops the coolant flow V51
Engine block
to the heater and air conditioner. The electric recirculation pump V51 coolant is cut.
N422
rotary distributor 2 1 rotary distributor
s522_092
Radiator water main
Turbocharger exhaust gas
Temperature rise with volume flow • minimal This allows regulation phase in the temperature rise range, to protect the head and the turbocharger overheating due to the exhaust manifold in the case of stagnant coolant. When the angular position of the rotary valve 1 is 145 °, t he rotary distributor 2 mates and begins to slightly open the coolant flow to the cylinder block. A small amount of coolant through the cylinder head and now the turbocharger and is then redirected to the rotary distributor module to the coolant pump. This avoids heat accumulation and overheating of the cylinder head and turbocharger.
rotary distributor 2 1 rotary distributor
s522_093
35
Cooling system
Temperature rise with volume flow •
exchanger
minimum and biasing the heating
Heat from the
If a request from the heating takes place in this phase, the N422
heater
Climatronic coolant shut-off valve V51 is opened and the coolant recirculation pump begins to convey. The rotary distributor 2 pauses the coolant flows to the cylinder block. •
The coolant then passes through the cylinder head, t he turbocompressor and heat exchanger of the heating. Engine
V51
Engine block
temperature up phase is prolonged. •
Even in the f ollowing control ranges, solicitation heating is always
N422
accompanied by a steering the coolant shut-off valve of the Climatronic N422 and pump for recirculating the coolant V51. •
rotary distributor 2
The coolant flows to the engine block was then, as required, reduced or blocked by the rotary distributor 2. s522_094
Rise in temperature radiator with engine switched
During the further course of the temperature rise phase, the engine oil cooler is activated in turn. For this, the rotary distributor is brought to an angular position of 120 °, releasing the coolant connection from the oil cooler. As the rotary valve 2 is always coupled, it also continues to rotate and increases the coolant flow through the cylinder block. There is thus a strong heat distribution in the engine block and the excess heat is removed via the oil cooler.
Engine block
Oil radiator tor rotary distributor 2 1 rotary distributor s522_095
36
the temperature control range The temperature rise range, the innovative thermogestion passes without transition to the temperature control range. Again, regulation of rotary distributors module is performed dynamically as a function of the engine load. •
•
To vent excess heat, driving towards the main water heater is released by the rotary distributors module. N493 The engine temperature control actuator then causes the rotary valve 1 to an angular position between 0 ° and 85 ° according to the importance of heat to be removed. At an angular position of the rotary distributor 1 of 0 °, the line to the main water heater is fully open.
rotary distributor 2 rotary distributor 1 s522_096 Radiator water main
If the engine runs with low stress load and speed (partial load range), the rule thermogestion the coolant temperature to 107 ° C. The total power of the radiator is not required, the rotary valve 1 closes temporarily driving towards the main water radiator. If the t emperature exceeds this threshold, driving with the main water heater is reopened. It follows a succession of opening and closing to maintain the temperature of 107 ° C as constant as possible. •
•
When the load and speed increase, coolant temperature is lowered to 85 ° C (full load range) for complete opening of the pipe with the main water radiator.
rotary distributor 2 1 rotary distributor s522_102 Radiator water main
37
Cooling system
recirculation beach after engine shutdown To prevent boiling of coolant in the cylinder head and the turbocharger after the engine is stopped, the engine ECU starts a cartographic recirculation function. This function can be activated for up to 15 minutes after switching off the engine. •
•
For the recirculation function, the rotary valve 1 is supplied by the engine temperature control actuator N493 at an angular position
V51
between 160 ° and 255 °. •
More recirculation load, the higher the angular position is high. At 255
N422
°, the connection of the return of the main water heater is fully open and a maximum heat is evacuated. •
rotary distributor 2
•
Position in recirculation, the rotary distributor 2 is not coupled to the rotary distributor 1
rotary distributor 1. • Delivered by the pump recirculation V51 coolant, the coolant then flows into two partial flows in the cooling circuit. •
A partial flow is rerouted via the cylinder head towards the recirculation pump of the V51 engine coolant. •
A second partial flow flows through the turbocharger by the rotary valve 1 toward the main water heater and also returns to the recirculation pump of the V51 engine coolant. •
•
Position in recirculation, the cylinder block is not crossed by the cooling fluid.
38
s522_106
Radiator water main
Strategy in degraded mode If the temperature in the rotary distributors module exceeds 113 ° C, the thermostat for degraded mode opens a bypass towards the main water radiator. Due to this measure in the construction, continued operation of the vehicle in case of default of the rotary distributors module is only possible with restrictions. If the engine computer receives no feedback signal of position of the temperature control actuator N493 motor, it controls the rotary distributor to ensure maximum cooling of the engine, independently of the load and temperature of the momentary engine. •
V51
N422 Other measures in the event of malfunction of rotary distributors module, for example in case of failure of the electric motor or gear jammed rotary distributor are: rotary distributor 2 rotary distributor 1
Display an error message in the porteinstruments, accompanied by a limitation of the regime to 4 000 r / min. An acoustic alarm
Thermostat degraded mode
and ignition of the EPC witness also attract the driver's attention
s522_097
on the situation.
In case of failure of the position signal of the rotational angle sensor, the motor driver calculator, as a precaution, the rotary distributors to
Digital display of the actual temperature of the coolant C in the porteinstruments
select the maximum cooling function. -
Opening of the coolant shutoff valve N422
-
Activation of the recirculation pump of the V51 cooling liquid for the maintenance of the cylinder head cooling
-
Registering an event in the event memory of the engine ECU
TSI engines of 2.0 l 162/169 kW • DSG dual clutch If the engine is associated with a dual-clutch shift gearbox, the cooling circuit is expanded by the radiator transmission oil, the cutoff valve N82 coolant and an additional heater. The various steps of the regulation of thermogestion are identical to those motors without DSG dual clutch.
additional
s522_101
radiator cut the N82 coolant
valve
Radiator transmission oil
39
air and boost supply
Overview of the supercharging system
C
B
AT
D E
V465
N249
F
G31
•
N316
G
GX3
G336
GX9
s522_034
legend GX9 Intake manifold with transmitter: G31
G71
N249
air recirculation valve N316 Turbocharger
Boost pressure transmitter G42
V465 with intake manifold flap valve
Air temperature transmitter •
Boost pressure actuator A
admission of
exhaust flow B
tubing pressure transmitter •
Turbocharger exhaust gas C.
inlet
Air filter D fresh air flow E
GX3
throttle control unit with:
G186
throttle drive • (Electric throttle control) G187 angle transmitter 1 of the throttle drive (electric throttle
wastegate flap F Charge Air Cooler G Intake manifold flaps
control) G188 Angle transmitter 2 of the throttle drive (electric throttle control) G336
exhaust Air intake (depression) Air Boost •
Potentiometer of J338 Intake manifold flap throttle control unit
(Boost pressure) Recirculation deceleration • (Boost pressure)
40
the turbocharger A recent design turbocharger with electric actuator pressure turbocharging, team new TSI engines of 2.0 l. It is screwed directly to the exhaust manifold integrated in the cylinder head.
Other features of the new turbocharger are: -
Electric adjustment of the relief valve with boost pressure actuator
-
compressor housing with integrated resonator and muffler air recirculation valve N249 Turbocharger
V465 and the position transmitter of the boost pressure actuator G581 -
980 ° C
lambda probe GX10 (with lambda probe G39 and lambda probe heater Z19) upstream of the turbocharger
steel turbine wheel special alloy resistant to temperatures up to
-
Housing bearing with standardized connections for the oil and the coolant
-
Cast steel turbine housing compact dual stream execution
s522_037
41
air and boost supply
Design Housing and turbine wheel •
compressor housing and wheel •
turbine
compressor
To achieve resistance to high temperature of 980 ° C, the turbine
The compressor housing is made of cast aluminum. It was
housing is made of cast steel of a new type. The guide by dual
strengthened due to high actuating forces exerted by the boost
channel flow of the exhaust outlet of the exhaust manifold gas is
pressure actuator. A muffler resonator is located directly on the
retained in the turbocharger until shortly before the turbine. •
compressor casing. The air recirculation valve N249 of the turbocharger controls the air flow towards the resonator silencer. •
This results in optimum separation of the ignition sequence. The power boost of the turbine has been improved in the range of high speeds in particular.
The connecting flange for introduction of crankcase venting gas is integrated in the compressor casing.
Lambda probe GX10 Lambda probe GX10 is a broadband probe. It is directly screwed to the connecting flange of the turbocharger to the cylinder head. With t his close arrangement of the engine, the sensor acquires the exhaust gas of each cylinder individually. This allows a much earlier end of the dew point and thus rapid validation of the lambda control, approx. 6 seconds after the engine starts.
lambda probe GX10 Compressor housing
V465 boost pressure actuator turbine housing
air recirculation valve N249 Turbocharger
Linkage
discharge valve flap wheel Turbine
resonator quiet compressor
s522_036
42
The boost pressure actuator V465 The supercharge pressure actuator V465, actuating the turbocharger wastegate flap is assured by an electric motor and a gear which moves the push rod towards the discharge valve flap.
The electric motor drive enables rapid and precise regulation of the boost pressure and in addition provides the following benefits: -
-
The opening of the discharge valve flap during the heating of the
Piloting the discharge valve is made possible regardless of the
catalyst results in a temperature of the exhaust gas of 10 ° C
applied boost pressure.
higher upstream of the catalyst. •
The high holding force of the discharge valve component helps
This helps lower emissions during the cold start.
achieve a maximum torque of 350 Nm at an engine speed of 1500 rev / min.
-
The high setting speed of the boost pressure actuator results in immediate removal of the boost pressure during changes in load
-
The opening of the discharge valve flap in the partial load
and deceleration.
range lowers the basic boost pressure. It follows a reduction in emissions •
CO 2 o f the order of 1.2 g / km.
Drive with electric motor and reducer
Position transmitter of the pressure actuator suralimenta- G581
Linkage to discharge
tion
valve flap
housing cover with control board and position transmitter s522_126
The position transmitter of the supercharging pressure actuator G581 The boost pressure actuator G581 position sensor is a Hall sensor, which i s integrated into the housing of the supercharging pressure actuator. A magnet support with two permanent magnets is connected to the mechanical box. They perform the same longitudinal displacement of the push rod. The displacement of the magnets is recorded by the Hall sensor and transmitted to the engine ECU. •
The engine computer thus records the position of the discharge valve flap.
The boost pressure actuator V465 can not be replaced individually. For more information on the resonator silencer, see Self-Study Programme 401 "Engine 1.8L TFSI V 16 118 kilowatts."
43
Fuel System
Overview of the power system
G410 D
N532-N535
N276 C
G247
E
N30-N33
AT
B
J538
G6
s522_040 Legend G6
fuel pump (frontloading pump) G247
AT
Fuel filter B
G410 Fuel Pressure Transmitter
fuel tank C
Fuel pressure transmitter, low pressure J538
high pressure fuel pump D low-pressure fuel rail E
fuel pump calculator N276
Rail high-pressure fuel
fuel pressure control valve N30- N33 Injectors for cylinders 1-4 N535
system actuator / sensor output / input
N532Injectors 2 Cylinder 1-4
44
high pressure fuel system / low pressure
signal
The conditioning of the mixture The new TSI engines of 2.0 l have a double injection system. This means that the conditioning of the mixture can be done in two different ways. One of them is injected directly into the cylinder with the IST high-pressure injection system and the other to use as injection system multipoint injection (SRE). •
(SRE = Saugrohreinspritzung - multipoint injection). The use of multipoint injection has greatly reduced emissions of fine soot particles.
Other objectives of the development of dual injection system are: -
Increasing the pressure in the high pressure system of 150 to 200 bar
-
Achievement of limit values for particulate emissions from the new EU6 standard for particulate mass and particle number
-
Reduction of CO CO 2
-
Reduced consumption in the partial load range
-
Intervention with a multipoint injection system
-
Improved engine acoustics
•
multipoint injection SRE •
in the intake manifold
•
fuel pressure transmitter, low pressure G410
s522_041
control shaft
high pressure injection system •
intake manifold flap snap
directly in the cylinder head
The intake manifold intake of the control shaft tubing flaps are made trough-shaped. This form reduces the vibrational excitation of the shutters by the airflow. Flap position is detected by the G336 intake manifold flap potentiometer.
Actuation of the drive shaft is assured by the N316 intake manifold flap valve. • The switching points are stored in a map, depending on the torque and speed.
45
Fuel System
The SRE multipoint injection system The feeding of SRE injection system is provided by flushing of connection on the high pressure fuel pump. The scan connection is •
part of the low pressure feed system. • Scanning fitting, fuel flows to the low pressure fuel rail, and thence to the SRE injectors which inject fuel into the intake manifold. With the low pressure transmitter G410 fuel, SRE injection system has its own pressure sensor to the fuel supply monitoring. •
The discharge of the fuel takes place only via the fuel pump
SRE injector
(frontloading pump) G6 in the fuel tank, not via the high pressure fuel
s522_043
pump. • The multipoint injection is mainly used in the partial load range. Fuel •
droplets can sufficient time to be gasified and mixed with air. fuel
The use of scanning coupling of the high pressure fuel pump for
packaging long before the inflammation leads:
supplying the fuel provides the scanning and therefore the cooling of the high pressure fuel pump even SRE mode. In SRE mode, the discharge of the high pressure pump can be reduced via the pressure regulating valve N276 Fuel.
-
A reduction in the mass of particles and soot formation
-
A reduction in CO 2
-
A decrease in fuel consumption
The high injection system • pressure The higher fuel pressure up to 200 bar required adaptation of the design of the high-pressure supply system. •
High pressure injectors were acoustically decoupled from the cylinder head through the use of sealing washers. The position of the injectors has been slightly postponed. This improved the packaging of the mixture and reduce the thermal stress of the injectors. •
The high-pressure fuel rail was decoupled acoustically from the intake manifold.
46
s522_042
Operating Modes The control concept for executing the operation modes has been standardized using a mapping. The mapping determines if and when the engine can be operated SRE mode and when it can operate in high pressure mode. It distinguishes between the following operating modes:
-
Single injection SRE
-
single high-pressure injection
-
Double high-pressure injection
-
Triple high-pressure injection
The engine switches between different operating modes depending on the t emperature, the load and the engine speed.
Starting the engine
Motor operating in full load range
In cold engine and a temperature of the coolant below 45 ° C and at each engine start, a triple direct injection takes place during the
Because of the high power requirement, the system returns to high
compression stroke through the high pressure injection system.
pressure mode. A double direct injection takes place during the intake and compression time.
temperature and catalyst heating climb
degraded mode operation In case of failure of one of the two injection systems, the engine is
During this phase, a double direct injection takes place during the
driven only with the remaining system by the engine computer. The
intake and compression time. The ignition point is shifted slightly
vehicle thus remains operational. •
towards the "delay". intake manifold flaps are closed. The red light engine in the instrument cluster lights up.
Motor operating in partial load range
When the motor temperature exceeds 45 ° C and the engine operates in the partial load range, there SRE switching mode. •
Intake manifold flaps remain largely closed.
To eliminate the pressure in the injection system, the engine must be running and the connector on the N276 Fuel pressure regulating valve must be disconnected. A residual pressure of the fuel pump (frontloading pump) G6 remains. Information given indications in ELSA!
47
engine management
Overview of the system sensors throttle control unit J338 angle transmitter 1 & 2 of the drive butterfly (Electric throttle control) G187,
Fault Indicator Power G188
accelerator
Brake light F clutch position transmitter
K132 G476
Contactor clutch pedal F36 Clutch pedal switch for
Witness
engine start F194
cleanup K83
Position transmitter throttle G79 Transmitter 2 of throttle position G185 Knock sensor 1 G61 Fuel pressure transmitter, low pressure G410 Transmitter Hall G40, transmitter Calculator in the instrument
Hall 3 G300
cluster fluid temperature transmitter
J285 cooling G62
coolant temperature transmitter radiator outlet G83
Engine speed sender G28
Level transmitter and temperature oil G266 Potentiometer manifold flap inlet G336 tubing pressure transmitter inlet G71 Air temperature transmitter inlet G42 Fuel Pressure Transmitter G247 Boost pressure transmitter G31
engine calculator J623
Lambda probe G39
lambda sensor downstream of the catalyst G130
Oil pressure switch F22
Oil pressure switch for control of the reduced pressure F378 Oil pressure switch, level 3 F447
indicator of level transmitter fuel G Transmitter 2 level indicator
Position transmitter of the pressure fuel G614
actuator overeating G581
driving program button E598 device button start / stop setting Eve E693
Input signals additional
Transmitter neutral box speeds G701
48
actuators control valve for piston cooling nozzles N522
Ignition Coils 1-4 with power output stage N70, N127, N291, N292
DSG dual clutch mechatronic
J743 butterfly drive (throttle control • electric) G186
2 cylinder injector 1-4 N532-535 Computer board network • cylinder injectors 1-4 N30-33
J519
Coolant cutoff valve N82 air recirculation valve Turbocharger Diagnostic interface •
N249
the data bus
Valve of the intake manifold flap N316
J533 cut-off valve of the Climatronic coolant N422
coolant recirculation pump V51
Variable valve solenoid 1 N205
1 solenoid valve variable valve in the exhaust N318
fuel metering valve N290
cooling pump of the supercharging air V188
oil pressure regulating valve N428
exhaust cam actuator A / B for cylinders 1-4 N580, N581, N588, N589, N596, N597, N604, N605 fuel pressure control valve N276
engine temperature control actuator fuel pump calculator J538 •
N493
fuel pump (pump frontloading) G6 lambda probe heater Z19
Heating of the lambda probe 1, downstream of the catalyst Z29
Boost pressure actuator V465 Calculator radiator fan J293 •
Radiator fan V7 • 2 radiator fan V177
Additional output signals Solenoid 1 carbon canister N80
s522_077 49
Service
special tools Designation
use
Tool
T10133 / 16A •
Dismantling of high pressure injectors. This tool replaces the
Removal tool
old removal tool T10133 / 16
s522_112
Dismantling of high-pressure injectors
T10133 / 18 •
socket
s522_056
Installation tool crankshaft tensioner
T401243 • The sink
s522_057
T40267 •
crankshaft tensioner blocking •
wedging tool
command string
s522_058
Removing the ring seal crankshaft
T40274 •
Hook extraction
s522_059
Removing and installing the supports of the motor-box
T40270 • Socket XZN 12
s522_060
50
Designation
use
Tool
T40191 / 1 •
Installation of the ball on the exhaust camshaft with
spacers •
scenes
Illustration: W00-10704
s522_117
To rotate the camshafts
T40266 •
Adapter
s522_073
Blocking sprockets on the camshafts
T40271 •
Restraint system
s522_061
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Service
New blocks of components The development of electronic components used to group various sensors and actuators block components. The following table provides information on the new designations of the blocks and the sensors and actuators that make them.
Block components
Sensors and actuators in part
Module GX2 accelerator
position transmitter of the G79 and accelerator • transmitter 2 of throttle position G185
throttle control unit GX3
throttle control unit J338, driving the throttle valve electrically controlled G186, angle transmitter 1 of the drive of the throttle valve (electric throttle control) G187 and angle transmitter 2 of the drive of the butterfly ( electric throttle control) G188
Lambda probe 1 downstream of the catalyst GX7
lambda sensor downstream of the catalyst and G130 •
Heating Lambda probe 1 downstream of the catalyst Z29
Intake manifold transmitter GX9
Intake manifold pressure sender G71 and intake air temperature sender G42
lambda probe 1 upstream of the catalyst GX10
lambda lambda probe probe G39 G39 and and • lambda probe heater Z19
Instrument cluster KX2
Calculator in the J285-door instruments
Radiator fan VX57
radiator fan J293 calculator, calculator, • radiator fan V7 and V177 Radiator fan 2
Command module in the console EX23
driving driving program button E598 and • device button start / stop standby E693
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Check your knowledge!
What are the correct answers?
Among answers indicated, there may be one or more correct answers.
1.
The valve of electric discharge allows ...
❒
a) higher clamping forces.
❒
b) temperatures higher exhaust gas upon heating of the catalyst.
❒
c) removing the supercharging pressure in case of load changes.
2. What are the important points about the rotary distributors module?
❒
a) It regulates the coolant flows to the heat exchanger heating.
❒
b) temperature control actuator also includes a thermostat which opens when • emergency.
❒
c) screwing the drive gear on the balancer shaft has a left-hand thread.
3.
piston cooling injectors are ...
❒
a) mechanically controlled in the case of high oil pressure level.
❒
b) controlled by the oil pressure switch, level 3 F447.
❒
c) controlled via a control valve on the support of auxiliary bodies.
4.
In air mode of the engine, the crankcase gases are ...
❒
a) moved upstream of the turbocharger.
❒
b) fed into the intake manifold.
❒
c) re-routed to the engine housing via the separator of f ine oil particles.
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Check your knowledge!
5. What is the advantage of switching the valve stroke?
❒
a) The load change is optimized for high speeds.
❒
b) The re-suction of the exhaust gas cylinder on the previously exhaust stroke is avoided.
❒
c) Residual gases are reduced by a positive pressure difference in the combustion chamber.
6. Which statements concerning dual injection system is accurate?
❒
a) In the case of multipoint injection and direct injection, a higher power is available.
❒
b) During multipoint injection, the fuel droplets have more time to gasify.
❒
c) mode of multipoint injection, double injection is also possible to reduce the mass of • particles.
7.
What are the important points about the command chain?
❒
a) There is a diagnosis of elongation of the chain.
❒
b) The extension of the chain is recognized by the rings on the chain tensioner.
❒
c) A diagnostic chain extender should be performed after the removal and installation of the cylinder head.
) c , ) b , ) t a . 7 ; ) b . 6 ; ) c , ) b . 5 ; ) b . 4 ; ) c . 3 ; ) c , ) b . 2 ; ) c ) b , ) t a . 1 : s e ts o n o p é R
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