SSP-Nr547The_2_0-l_176-kW_TDI_Biturbo_Engine_from_the_EA288_Diesel_Engine_Family.pdf

Service Training

Self-study Programme 547

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The 2.0-l 176-kW TDI Biturbo Engine from the EA288 Diesel Engine Family Design and function

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The 2.0-l TDI biturbo engine engine family and is being used for the first time in the Passat 2015. Its output of 176 kW makes it the most powerful four-cylinder diesel engine in the Volkswagen Passenger Cars range. The very high torque of 500 Nm is reached at an engine speed of 1,750 rpm. In order to transfer the power onto the road in the best way possible, the engine has been combined with 4MOTION all-wheel drive and a 7-speed dual clutch gearbox. Thanks to its modern engine management system and the SCR exhaust gas treatment system, the engine is very environmentally friendly and produces low CO2 emissions.

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The Self-study Programme shows the design and function of new developments. The contents will not be updated.

2

For current testing, adjustment and repair instructions, refer to the relevant service literature.

Important note

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Contents



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Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 The 2.0-l 176-kW TDI biturbo engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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Engine mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Crankshaft group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Cylinder head. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Camshaft housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Toothed belt drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Thermal management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Air duct system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Turbocharger system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Charge pressure control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Emission control module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Trap catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Common rail fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 agen lksw Vo by

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Engine management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 System overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Engine control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Exhaust gas temperature sender 1 G235 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 AG.

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

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Introduction The 2.0-l 176-kW TDI biturbo engine The 2.0-l 176-kW biturbo engine is based on the EA288 Vmodular diesel matrix introduced in 2012. AG. olkswagen AG d agen things by using oes turbochargers arranged in series. w s Its high power output has been achieved among other two k not ol yV db ise r tho au s s

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Technical features - Two-stage turbocharger system consisting of high-pressure and low-pressure turbochargers - Two balance shafts - Thermal management system using an on-demand coolant pump - Water-cooled charge air cooler - Emission control module with an oxidising catalytic converter and a diesel particulate filter - Dual-circuit exhaust gas recirculation system consisting of high-pressure and low-pressure exhaust gas recirculation - SCR exhaust gas treatment system - Common rail fuel injection with a maximum injection pressure of 2,500 bar

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Technical data Engine code

CUAA

Type

4-cylinder in-line engine 1,968 cm3

Displacement Bore

81.0 mm 95.5 mm

Valves per cylinder

1-3-4-2

Maximum output

176 kW at 4,000 rpm

Maximum torque

500 Nm at 1,750 to 2,500 rpm

Engine management system Fuel

Bosch EDC 17 Diesel compliant with DIN EN590

Exhaust gas treatment

Dual-circuit exhaust gas recirculation system, oxidising catalytic converter, diesel particulate filter and SCR system

Emission standard

EU6

Torque and power diagram

[kW]

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180

480

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500

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[Nm]



Firing order


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Compression ratio

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170 160

460

150

440

140

420

130

400

120

380

110

360

100

340

90

2,000

4,000

6,000

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Stroke

[rpm]

5


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Cylinder block

The cylinder block is based on the 2.0-l TDI engines from the EA288 diesel engine family (mono turbo). It is made from an alloy of cast iron with flake graphite. Adding the reinforcements to the cylinder block has increased the strength and improved the acoustics.

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Reinforcements

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Grey cast iron cylinder block

The bolts for the crankshaft bearing caps are longer due to the increased loads and are screwed deeper into the cylinder block.

Crankshaft

Crankshaft bearing caps Crankshaft bearing caps

Bolt for crankshaft bearing cap

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s547_102 Conrod bearings

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Crankshaft


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The 42, CrMoS4). It is mounted in five bearings and has four counterweights on the crank webs. The gears for driving the balance shafts and for driving the oil pump have been shrunk onto the crankshaft.

Pistons

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Piston with central piston bowl

The piston spray nozzles have an enlarged oil flow that allows better cooling of the pistons. The annular cooling channel has been optimised and has been moved further up towards the piston crown. The piston crown and piston bowl are cooled better due to the higher position of the cooling channel.

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The pistons are made of aluminium and feature a new piston geometry. The central piston bowl has been enlarged for the biturbo engine to reduce the compression ratio to 15.5:1 (110-kW mono turbo 16.2:1). The pistons have an annular cooling channel and are cooled via piston spray nozzles in the cylinder block.

Fracture-split trapezoidal conrod

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Annular cooling channel

Oil inlet/ outlet Oil inlet/ outlet

s547_103 Counterweight

Crankshaft bearing

Balance shaft

Gear wheel for driving the balance shafts

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The valve arrangement uses the traditional design, i.e. the inlet valves are on the intake side and the exhaust valves are on the exhaust side. rrectness of i t to the co nform spec at i h re o n wit in t his

The cylinder head is made from an aluminium alloy and uses four-valve technology. The valves are actuated by roller rocker fingers with hydraulic compensation elements. The intake ports have been made straighter and have larger crosssections to minimise pressure losses and allow a high flow of charge air.


Roller rocker finger

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Compensation element

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Cylinder head

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Intake port

Exhaust valve

Inlet valve

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Upper coolant jacket

Lower coolant jacket

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Cross-flow cooling The cylinder head uses cross-flow cooling with a lower and an upper cooling jacket. The cooling of the cylinder head has been improved with coolant passages between the inlet ports.

Coolant passages between the inlet ports

Camshaft housing The inlet and exhaust camshafts have been integrated into a camshaft housing. The exhaust camshaft is driven by a toothed belt. The exhaust camshaft then drives the inlet camshaft via spur gears.

The sender wheel for the Hall sender G40 is located on the inlet camshaft. The Hall sender is inserted into the camshaft housing and bolted.

Sender wheel for Hall sender G40 AG. Volkswagen AG d agen oes ksw not l o gu yV b ara d e nte is r o eo th u ra a c s s

Hall sender G40


Camshaft housing

Spur gears

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Exhaust camshaft

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Inlet camshaft

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Engine mechanics Toothed belt drive The exhaust camshaft, the two-piston high-pressure pump for the common rail system and the coolant pump are driven by the toothed belt drive. The toothed belt has been reinforced due to the increased loads.


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Inlet camshaft


Damper wheel

Automatic tensioning roller Toothed belt

Toothed belt pulley for high-pressure pump

Drive pulley for coolant pump


Crankshaft toothed belt pulley

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Drive pulley for oil and vacuum pump on crankshaft

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Damper wheel

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Maintenance-free toothed belt for oil pump

Oil and vacuum pump drive pulley

Crankshaft pulley The toothed belt is stretched four times per crankshaft revolution due to the use of a two-piston high-pressure pump. A bi-oval pulley has been fitted to the crankshaft to reduce the loading on the toothed belt. The bi-oval pulley changes the ratio and thus counteracts the stretching of the toothed belt.

Large diameter

Small diameter

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Oil supply The oil is supplied via a two-stage, volume flow regulated vane pump. The oil pump is driven by the crankshaft via a maintenance-free toothed belt. It supplies the crankshaft group, the valve gear, the high-pressure turbocharger and the low-pressure turbocharger with sufficient engine oil.

Oil pressure switch F1




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High-pressure stage 3.3-3.8 bar

Low-pressure stage

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Oil pressure control The oil pressure is controlled using two pressure stages. The switch-over from the low-pressure stage with a lower delivery rate of 2.0–2.3 bar to a high-pressure stage with a greater delivery rate of 3.3–3.8 bar occurs at an engine speed of 3,000 rpm.

2.0-2.3 bar Pressure requirements

3,000 rpm

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The oil pump switches to the higher oil pressure stage for the first 1,000 km in order to improve the running-in performance of the engine when it is new. After new parts are installed, e.g. engine, short engine, cylinder head, camshaft housing or turbocharger, the oil pressure control should be limited to the high oil pressure stage for 1,000 km. The high oil pressure stage is set with the vehicle diagnostic tester.

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Engine mechanics Thermal management system The coolant circuit consists of three sub-circuits: - Micro-circuit - High-temperature circuit - Low-temperature circuit

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Key 1 Coolant expansion tank 2 Heat exchanger for heater 3 Exhaust gas recirculation cooler 4 Coolant pump for high-temperature circuit V467 5 Injector for reducing agent N474 6 Low-pressure turbocharger compressor housing 7 Low-pressure turbocharger bearing housing 8 Cylinder head 9 Gear oil cooler 10 Cylinder block 11 On-demand coolant pump Volkswagen AG 12 Coolant valve for cylindergehead n AG.N489 d swa

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16 Engine oil cooler 17 Thermostat 18 Throttle valve module GX3


19 Exhaust gas recirculation control motor GX5 20 Coolant pump for low-temperature circuit V468 21 Actuator for engine temperature regulation N493 22 Water radiator for charge air cooling circuit 23 Radiator for engine coolant 24 Auxiliary radiator Restrictor Non-return valve

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sensor G18 15 Temperature ss

The system should be charged and bled with the cooling system charge unit VW6096 and the vehicle diagnostic tester together with „Guided Functions”. Always follow the instructions and observe the information provided in ELSA when working on the cooling system. ht rig py Co t.

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You will find further information about the function of the coolant circuit in Selfstudy Programme no. 514 „The New EA288 Diesel Engine Family”. s547_035

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Engine mechanics Micro-circuit

High-temperature circuit

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The thermostat opens once the coolant temperature reaches approximately 92°C. Coolant flows through the following components: - Coolant expansion tank (1) - Heat exchanger for heater (2) - Exhaust gas recirculation cooler (3) - Coolant pump for high-temperature circuit V467 (4) - Low-pressure turbocharger bearing housing (7) - Cylinder head (8) - Gear oil cooler (9) - Cylinder block (10) - On-demand coolant pump (11) - Coolant valve for cylinder head N489 (12) - Coolant temperature sender G62 (13) - Engine oil cooler (16) - Thermostat (17) - Throttle valve module GX3 (18) - Exhaust gas recirculation control motor GX5 (19) - Radiator (23) - Auxiliary radiator (24)



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When the engine is cold, the micro-circuit enables the engine and the passenger compartment to be warmed up quickly. Coolant flows through the following components: - Heat exchanger for heater (2) AG. Volkswagen AG d - Exhaust gas recirculation cooler (3) agen oes ksw not l o V gu y b ara - Coolant pump for d nte ise r o eo h high-temperature circuit V467 (4) t u ra a c s s - Low-pressure turbocharger bearing housing (7) - Cylinder head (8) - Gear oil cooler (9) - Cylinder block (10) - On-demand coolant pump (11) - Coolant valve for cylinder head N489 (12) - Coolant temperature sender G62 (13)

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Low-temperature circuit The low-temperature circuit cools the intake air temperature to approximately 45°C in the charge air cooler. Coolant flows through the following components: - Injector for reducing agent N474 (5) - Compressor housing of low-pressure turbocharger (6) - Charge air cooler (14) - Temperature sensor G18 (15) - Coolant pump for low-temperature circuit V468 (20) - Actuator for engine temperature regulation N493 (21) - Water radiator for charge air cooling circuit (22) s547_057

Temperature sensor G18

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Signal use The engine control unit uses the signal to calculate the required position of the actuator for engine temperature regulation N493.

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Effects upon failure If the signal fails, the actuator for engine temperature regulation N493 is set to cooling position, i.e. the coolant flows only via the water radiator for charge air cooling circuit.



Charge air cooler


n AG. Volkswagen AG do es n wage s k l ot g o yV ua b ran ed s i The temperature sensor G18 is screwed in directly in front oforthe water-cooled charge air cooler. It measures tee the h t or u ac a input coolant temperature of the water-cooled charge air cooler. ss

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Actuator for engine temperature regulation N493

Adjustable passage

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Coolant pump for low-temperature circuit V468

Connection to radiator

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Connection to bypass channel

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regulation has the following advantages: - The coolant temperature can be adjusted quickly and precisely. - The thermal loading of the charge air cooler is low due to the smaller temperature differences between the coolant and the charge air. - The electrical coolant pump in the low-temperature circuit is fully activated as far as possible and thus ensures a high coolant flow to the water-cooled charge air cooler. Heat is thus constantly dissipated from the charge air cooler and a build-up of heat is avoided.

Bypass passage

Water radiator for charge air cooling circuit

Inlet connection

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Actuator for engine temperature regulation N493

Function of actuator for engine temperature regulation N493 The actuator for engine temperature regulation N493 is adjusted according to the engine load and the coolant temperature in the low-temperature circuit. The amount of coolant bypassing the radiator increases as the adjustable passage is moved towards the bypass passage. The coolant that bypasses the radiator is not cooled.

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Charge air cooler



In the EA288 TDI engines with a turbocharger, coolant temperature in the low-temperature circuit is regulated with the electrical coolant pump for lowtemperature circuit. In the 2.0-l TDI biturbo engine, the coolant temperature is regulated by the actuator for engine temperature regulation N493.

s547_106 Adjustment unit with evaluation electronics

The adjustable passage is continuously variable and is controlled by the evaluation electronics in the adjustment unit. The adjustment unit is integrated into the actuator for engine temperature regulation N493. The evaluation electronics determine the position of the passage by means of a travel indicator in the adjustment unit and transmit it to the engine control unit.

One particular load is the high charge pressure of up to 3.8 bar (absolute) as well as the thermal loading that acts on the components in the charge air system. Hoses have therefore been avoided as far as possible and charge pressure pipes that can withstand higher temperatures and pressures are used.

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The charge air system is made up of the following components: - Air filter - Low-pressure turbocharger - High-pressure turbocharger - Charge pressure pipes - Pulsation damper - Compressor bypass valve - Throttle valve module - Intake manifold with integrated charge air cooler - Flow-optimised intake ports in the cylinder head - Inlet valves Low-pressure

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The charge air system has been designed so that the distances are short and the cross-sections large. This minimises pressure losses. Thanks to the compact charge air system, a small volume needs to be compressed and there is a very fast build-up of charge air pressure.



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Air duct system


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turbocharger Inlet valve Intake air Intake manifold Water-cooled charge air cooler

Throttle valve module

Compressor bypass valve (closed)

Pulsation damper

s547_077 High-pressure turbocharger

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Engine mechanics

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1

Air filter

2

Air mass meter G70

3

Compressor wheel in low-pressure turbocharger

4

Charge pressure sender 2 G447

5

Compressor wheel in high-pressure turbocharger

6

Compressor bypass valve

7

Throttle valve module GX3

8

Charge pressure sender G31

9

Intake air temperature sender G42

10

Charge air cooler

11

Charge air temperature sender after charge air cooler G811

24

NOx sender G295

12

Exhaust gas recirculation control motor GX5

25

Exhaust gas temperature sender 2 G448

13


26

Oxidising catalytic converter

14

Turbine bypass flap

27


15

Vacuum unit with position sender for charge pressure positioner G581

28

Injector for reducing agent N474

29

Pressure differential sender G505

30

Diesel particulate filter

31

Exhaust gas recirculation cooler

32

Exhaust gas recirculation control motor GX6

33


34

Pressure sender 2 for exhaust gas recirculation G692

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18

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Key

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In the 2.0-l TDI biturbo engine, two turbochargers connected in series produce the charge pressure. At low engine speeds, the intake air is pre-compressed by the low-pressure turbocharger and the main n AG. Volkswagen AG do es n wage s k l ot g o compression is performed by the high-pressure turbocharger (two-stage operation). At high engine speeds, the yV ua b d e nteown (single-stage operation). low-pressure oturbocharger compresses the intake air onraits ris

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Turbine changeover valve N529

17

Turbine in high-pressure turbocharger

18

Turbocharger 1 control unit J724

19

Bypass flap

20

Vacuum unit for bypass flap

21

Charge pressure control solenoid valve N75

22

Turbine in low-pressure turbocharger

35

Trap catalytic converter

23

Lambda probe 1 before catalytic converter GX10

36

Exhaust flap control unit J883


A high specific engine output is reached at high engine speeds due to the high charge pressure of up to 3.8 bar (absolute).


The newly developed turbocharger system quickly builds up charge air pressure even at low engine speeds, responds quickly and achieves a high engine torque.


Turbocharger system

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Compressor wheel

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Special features of the turbocharger system: - High-pressure turbocharger with small turbine, small compressor wheel and electrically adjusted vanes. This achieves quick response at low engine speeds. - Low-pressure turbocharger with large turbine and large compressor wheel. As a result, a high charge pressure is reached at high engine speeds. A high power output is thus reached at high engine speeds. - Compact design: the high- and low-pressure turbochargers are mounted directly on the exhaust manifold. - If repairs are necessary, the turbochargers, charge pressure positioners and the turbocharger 1 control unit J724 can be replaced individually.

Low-pressure turbocharger


Turbine

High-pressure turbocharger Exhaust manifold Vacuum unit for bypass flap

Turbocharger 1 control unit J724 Turbine

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Adjustable vanes

The designation of the high-pressure turbocharger and of the low-pressure turbocharger has been assigned on the basis of the two-stage operation in which the low-pressure turbocharger is used exclusively for pre-compression (low pressure) of the intake air and the high-pressure turbocharger takes care of the main compression (high pressure).

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Compressor housing

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Cooling jacket in compressor housing


Compared with the high-pressure turbocharger, the turbine and the compressor wheel are larger than in the low-pressure turbocharger. As a result, the intake air is compressed more and a maximum charge pressure of 3.8 bar (absolute) is attained at high engine speeds or with high exhaust gas mass flows. The turbine reaches speeds up to 165,000 rpm.

Water-cooled compressor housing The intake air temperature can rise to approx. 230°C at full load. Coolant flows through the compressor housing of the low-pressure turbocharger to cool it. The compressor housing is incorporated into the low-temperature circuit. Cooling the compressor housing prevents the compressor wheel getting too hot and thus protects the components. ility ab y li an pt ce

The low-pressure turbocharger is located above the high-pressure turbocharger and is arranged after the high-pressure turbocharger in the exhaust gas flow direction.

Coolant supply and return

s547_097 Vacuum unit with position sender for charge pressure positioner G581

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Coolant supply and return

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Compressor housing of lowpressure turbocharger

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Furthermore the electric coolant pump for high-temperature circuit V476 is activated for up to 15 minutes after the engine is switched off. The continued coolant circulation dissipates the heat from the low-pressure turbocharger. As a result, "coking" of the engine oil and damage to the sleeve bearings is prevented. The water-cooled bearing housing has been incorporated into the micro-temperature circuit. rrectness of i t to the co nform spec a t i h re o n in wit thi s

Water-cooled bearing housing The loading of the turbocharger has increased because the exhaust gas temperature has also risen with the increasing power outputs of the new engines. Therefore, in addition to cooling the oil for the sleeve bearings and the water-cooled compressor housing, coolant also flows through the bearing housing. The water-cooled bearing housing thus reduces the transfer of heat to the engine oil.



Turbine housing of low-pressure turbocharger

Engine oil return from lowpressure turbocharger to cylinder block

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Engine mechanics High-pressure turbocharger This enables fast response and high torque at low engine speeds. The high-pressure turbocharger reaches speeds of up to 240,000 rpm. The sleeve bearings are lubricated and cooled with engine oil.

The high-pressure turbocharger is bolted directly to the exhaust manifold and is located below the lowpressure turbocharger. At low engine speeds, i.e in two-stage operation, charge pressure is built up by the high-pressure turbocharger.



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s547_107

You will find further information about the design and function of the turbocharger in Self-study Programme no. 190 „Adjustable Turbocharger”.

22

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Engine oil return from bearing housing to crankcase

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Exhaust manifold

Turbine housing


Compressor outlet

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Compressor inlet



Compressor housing


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In the high-pressure turbocharger, the diameters of the turbine and the compressor wheel are smaller than those in the low-pressure turbocharger. Charge air pressure is built up more quickly at low engine speeds due to the smaller turbine and compressor wheel along with the electrical vane adjustment.

The vanes are adjusted by the electrical turbocharger 1 control unit J724. Electrical adjustment of the vanes is more precise and faster than pneumatic adjustment.

Turbine bypass flap AG. Volkswagen AG d oes not gu ara nte eo ra c

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The bypass flap is located in the low-pressure turbocharger. It is used in single-stage operation for charge pressure control of the low-pressure turbocharger. When the bypass flap is open, part of the exhaust gas mass does not flow to the turbine in the low-pressure turbocharger, but is instead directed downstream of the turbine via a bypass duct. At an outside temperature of 20°C and at sea level, the bypass flap is approximately 50% open: this provides a charge pressure reserve in case the outside temperature rises and the altitude increases. The bypass flap is actuated by the charge pressure control solenoid valve N75 and the vacuum unit for bypass flap adjustment. It is adjusted pneumatically by the vacuum system. The bypass flap is open when no pressure is applied.

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Bypass flap




agen The turbine bypass flap regulates between two-stage ksw Vol y b and single-stage operation. ed ris o h The turbine bypass flap is installed in the ut sa low-pressure turbocharger. The further the turbine s bypass flap is opened, the greater the exhaust gas mass flow that is directed to the turbine in the low-pressure turbocharger. The turbine bypass flap is adjusted via the turbine changeover valve N529 and the vacuum unit with position sender for charge pressure positioner G581. Turbine bypass It is adjusted pneumatically by the vacuum system. flap The flap is open in unpressurised state.

Bypass flap


s547_082 Vacuum unit with position sender for charge pressure positioner G581

23

Engine mechanics G. Volkswagen AG d oes not gu ara nt In single-stageeeoperation, or ac

A agen Compressor bypass valve ksw Vol

y db ise r The compressor bypass valve thois installed in the au s s charge air system in a bypass passage downstream es, in part or in w l purpos hole ercia , is n m m ot p o c erm or e t a itte iv r du rp o nl f e ng


the high charge pressure of the low-pressure turbocharger opens the compressor bypass valve and the charge air can flow via the bypass passage directly towards the charge air cooler. Without the bypass passage, the air would have to flow via the compressor wheel in the highpressure turbocharger, which would then act as a restrictor. rrectness of i t to the co nf o r m spec atio h re n in wit

of the low-pressure turbocharger. In two-stage operation, the charge pressure is mainly produced in the high-pressure turbocharger. As a result, the charge pressure in front of the compressor bypass valve is lower than the charge pressure behind the compressor bypass valve. This means that, in twostage operation, the higher charge pressure behind the compressor bypass valve holds the compressor bypass valve closed. This prevents the air that is compressed by the high-pressure turbocharger being drawn in again by the high-pressure turbocharger.

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s547_110 Compressor bypass valve (open)


s547_111

24

High-pressure turbocharger

Exhaust manifold The exhaust manifold has the task of collecting the exhaust gas mass flow from the cylinders and feeding it via passages to the high-pressure and low-pressure turbochargers. When the turbine bypass flap is closed, the whole exhaust gas mass flow is guided to the high-pressure turbocharger and then drives the turbine. From there, the exhaust gas mass flow is guided back to a passage in the exhaust manifold and onward to the low-pressure turbocharger. The remaining energy of the exhaust gas mass flow is thus sent to the turbine in the low-pressure turbocharger and drives it. When the turbine bypass flap is open, the exhaust gas mass flow is fed via a passage directly to the turbine in the low-pressure turbocharger. The further the turbine bypass flap is opened, the greater the exhaust gas mass flow that is guided to the turbine in the low-pressure turbocharger. This accelerates the turbine quicker and the charge pressure increases.

Exhaust gas flows into the low-pressure turbocharger


Turbine bypass flap (closed) Bypass passage leads to low-pressure turbocharger


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Connection to high-pressure exhaust gas recirculation

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Exhaust manifold

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Exhaust gas flows into the high-pressure turbocharger

Charge pressure control

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Torque and engine speed diagram

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The charge pressure is controlled according to the load and the engine speed: - 1 Control range: two-stage operation The charge pressure is controlled by adjusting the vanes in the high-pressure turbocharger. - 2 Control range: two-stage operation The charge pressure is controlled by adjusting the turbine bypass flap. - 3 Control range: single-stage operation The low-pressure turbocharger compresses the intake air on its own. The charge pressure is controlled via the bypass flap.

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Exhaust gas from high-pressure AG. Volkswagen AG d turbocharger to low-pressure turbocharger agen o

25

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Engine mechanics 1 Control range Two-stage operation The charge pressure is controlled by adjusting the vanes in the high-pressure turbocharger.



Turbine bypass flap Vacuum unit with position sender for charge pressure positioner G581

Vanes Bypass flap Compressor bypass valve



s547_050


Exhaust gas duct system The exhaust gas mass flow is guided to the turbine in the high-pressure turbocharger, and onward from there to the turbine in the low-pressure turbocharger. The turbine speed in the high-pressure turbocharger is controlled with the adjustable vanes (according to the torque). The turbine bypass flap and the bypass flap are closed. do c um en

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Air duct system The intake air is pre-compressed by the compressor in the low-pressure turbocharger and is then guided to the compressor in the high-pressure turbocharger. The pre-compressed air enters the main compression stage in the high-pressure turbocharger. The compressor bypass valve is closed.

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26




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2 Control range Two-stage operation The charge pressure is controlled via the turbine bypass flap.



Vanes

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Bypass flap


s547_051


Exhaust gas duct system At mid-range engine speeds, the turbine bypass flap is adjusted according to the torque. The further the turbine bypass flap is opened, the greater the exhaust gas mass flow that is guided directly from the exhaust manifold to the turbine in the low-pressure turbocharger. The turbine in the highpressure turbocharger continues to be driven by the remaining exhaust gas mass flow. The vanes in the high-pressure turbocharger are set at a steep angle and the bypass flap remains closed. ht rig py Co t.

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Air duct system The intake air is pre-compressed to a greater extent by the low-pressure turbocharger. The pre-compressed intake air is then guided to the high-pressure turbocharger where it enters the main compression stage. The compressor bypass valve is closed.



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Vacuum unit with position sender for charge pressure AG. Volkswagen AG d agen oes positioner G581 w s k n ot Vol


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Turbine bypass flap

27


Engine mechanics 3 Control range Single-stage operation The charge pressure is controlled by the bypass flap in the low-pressure turbocharger.


Vanes Bypass flap

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28

AG.


Air duct system The intake air is compressed only by the compressor in the low-pressure turbocharger. All of the compressed intake air passes through the open compressor bypass valve and follows a separate charge air route that bypasses the compressor wheel in the high-pressure turbocharger. The intake air is compressed exclusively by the lowpressure turbocharger.

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Turbine bypass flap





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Exhaust gas duct system The major part of the exhaust gas mass (approximately 70%) flows through the fully open turbine bypass flap past the turbine in the highpressure turbocharger. The vanes in the high-pressure turbocharger are set at a steep angle. The high exhaust gas mass flow goes directly to the turbine in the low-pressure turbocharger and drives it. The turbine speed in the low-pressure turbocharger is controlled with the bypass flap.

Emission control module Injector for reducing The emission control module is bolted directly to the agent N474 low-pressure turbocharger. Upper bracket with Since it is located close to the engine, the emission elongated holes control module reaches its operating temperature after a short start up time. The diesel particulate filter has a copper-zeolite coatOxidising cataing and thus also works as a reduction catalytic conlytic converter verter for the SCR system. The emission control module is bolted to the engine using four brackets. The upper bracket has elongated AG. Volkswagen AG d holes to allow for component tolerances. The elonagen oes ksw not l o gu yV gated holes enable the emission control module tod bbe ara e nte is r eo positioned and secured without any tension. tho


Diesel particulate filter/ SCR catalytic converter

Lower bracket

Trap catalytic converter Exhaust flap control unit J883

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The trap catalytic converter is located behind the diesel particulate filter and is bolted to the emission control module. It has the task of oxidising the carbon monoxide produced during the regeneration of the diesel particulate filter into carbon dioxide. Furthermore it prevents ammonia being released into the outside air.

s547_085

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au ss

Trap catalytic converter


Emission control module s547_086

You will find further information about the design and function of the SCR system in Self-study Programme no. 540 „The Selective Catalytic Reduction Exhaust Gas Treatment System in the Passat 2015”.

29

Engine mechanics Common rail fuel system The 2.0-l TDI biturbo engine uses a common rail fuel system with piezo injectors and a two-piston highpressure pump. The common rail fuel system from Bosch produces a maximum injection pressure of 2,500 bar. The high fuel pressure is generated by a two-piston highpressure pump. The piezo injectors each have ten injection holes and allow a good, precise and fast injection delivery at maximum injection pressure.

Maximum injections in normal operation: - two pilot injections, one main injection and one post-injection Maximum injections in regeneration operation: - two pilot injections, one main injection and up to five post-injections

Injectors N30 - N33 Fuel pressure regulating valve N276 AG. Volkswagen AG d agen oes ksw not l o gu yV b ara d e nte is r o eo h ut ra a c s s

s547_022

Fuel metering valve N290

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You will find further information about the design and function of the high-pressure pump in Self-study Programme no. 495 „The 3.0 l V6 TDI Engine (Generation 2)”.

30

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Two-piston high-pressure pump




Fuel pressure sender G247

High-pressure accumulator (rail)


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Key




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Overview of fuel system

High fuel pressures up to 2,500 bar

Fuel return pressure 0–1 bar

Fuel supply pressure and fuel return pressure from the injectors 4.0–6.0 bar

Fuel return pressure from the injectors 11.0–17.0 bar

1

Fuel pump control unit J538

7

Fuel pressure regulating valve N276

2

Fuel system pressurisation pump G6

8

High-pressure accumulator (rail)

3

Fuel filter

9

Fuel pressure sender G247

4

Fuel temperature sender G81

10

Injectors N30, N31, N32, N33

5

High-pressure pump

11

Pressure retention valve

6

Fuel metering valve N290

12

Pulsation damper

31

Engine management system System overview Sensors Glow period warning lamp K29

Temperature sensor G18 Engine speed sender G28 Hall sender G40

Air mass meter G70


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Coolant temperature sender G62

Exhaust emissions warning lamp K83 AG. Volkswagen AG d agen oes ksw not l o gu yV ara db nte ise r o eo h ut r a Diesel particulate filter a c s s warning lamp K231

Charge air temperature sender after charge air cooler G811 Charge pressure sender G31 Charge pressure sender 2 G447

Control unit in dash panel insert J285

Fuel temperature sender G81 Fuel pressure sender G247 Exhaust gas recirculation valve 1 GX5

Convenience CAN bus

Exhaust gas recirculation valve 2 GX6 NOx sender G295

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Data bus diagnostic interface J533

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Pressure sender 2 for exhaust gas recirculation G692

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Lambda probe 1 before catalytic converter GX10 Exhaust gas temperature senders 1–4 G235, G448, G495, G648 Pressure differential sender G505



Intake air temperature sender G42

Powertrain CAN bus



Vacuum unit with position sender for charge pressure positioner G581 Oil pressure switch for reduced oil pressure F378 Exhaust flap control unit J883 Oil level and oil temperature sender G266 Oil pressure switch F1

32

Cylinder 3 combustion chamber pressure sender G679 Accelerator pedal module GX2 Brake light switch F

Clutch position sender G476

Actuators Fuel pump control unit J538 Fuel delivery unit GX1 Injectors, cylinders 1–4 N30, N31, N32, N33 Fuel metering valve N290 Fuel pressure regulating valve N276 Charge pressure control solenoid valve N75

Turbine changeover valve N529


Exhaust gas recirculation valve 1 GX5 Exhaust gas recirculation valve 2 GX6 Exhaust flap control unit J883


Coolant pump for low-temperature circuit V468

Coolant pump for high-temperature circuit V467 Coolant valve for cylinder head N489 ht rig py Co t.

Valve for oil pressure control N428 agen lksw Vo by

Turbocharger 1 control unit J724 AG.


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Diagnostic connector

gu N474 Injector for reducing agent ara


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Lambda probe 1 before catalytic converter GX10 Engine control unit J623 Heater element for crankcase breather N79 Actuator for engine temperature regulation N493

s537_049

Automatic glow period control unit J179 Glow plugs 1–4 Q10, Q11, Q12, Q13

33

Engine management system

compartment between the air filter housing and the fuse holder.

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B


The engine is controlled by the engine control unit with the designation EDC 17 (Electronic Diesel Control). The engine control unit is made by Bosch and has 196 pins due to the large number of sensors

AG. Volkswagen AG d agen oes ksw not l o gu yV b ara d e nte is and actuators (connector A 91 pins and connector r o eo h ut ra a c s 105 pins). It is located on the left of the engine s

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Engine control unit


s547_068

Connector B

Connector A

The testing box VAS 6606 is used for testing the engine control unit J623.

Engine control unit J623 s547_087

34

Exhaust gas temperature AG. Volkswagen1 AG dG235 gensender oes swa

are separate from each other. This measure protects the evaluation electronics components against excessively high temperatures. rrectness of i t to the co nf o r m spec atio h re n in wit

Evaluation electronics

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The 2.0-l 176-kW TDI generation of exhaust because the exhaust gas temperature can exceed 800°C. The new exhaust gas temperature sender 1 is screwed into the exhaust manifold and consists of a

not gu ara thermal element nand tee evaluation electronics. or The evaluation electronics and the thermal element ac ility ab y li an pt ce

k Vol by d e uses a new biturbo engine ris tho u gas temperature senders a ss

Thermal element

s547_098

35


Engine management system Design and function of exhaust gas temperature sender 1


Effects of failure If the exhaust gas temperature sender 1 fails, there is no diesel particulate filter regeneration.

In an electrical circuit composed of two different electrical conductor materials, an electrical voltage is generated when there is a temperature difference between the contact point (metal A and B) and the conductor ends (evaluation electronics).

Evaluation electronics

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High-pressure turbocharger turbine housing ht rig py Co t.

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The voltage that is generated lies in the millivolt The exhaust gas temperature sender 1, which is fitted range. This effect is referred to in physics as the into the exhaust manifold, measures the exhaust gas Seebeck effect. The voltage generated is transmitted temperature in front of the high-pressure turbovia the nickel and nickel chromium wires to the charger turbine. evaluation electronics. The evaluation electronics If the exhaust gas temperature in front of the turbine evaluate the voltage and send the temperature to the rises above 830°C, the engine output will be reduced. AG. Volkswagen AG d agen oes w s k nocontrol engine unit in the form of a SENT signal The exhaust gas temperature sendery V1ol thus protects t gu b ara d nteEdge Nibble Transmission). The (SENT= Single the turbocharger components.orise eo th ra exhaust gas temperature sensor has three wires It consists of a thermal element au and evaluation c s s because the evaluation electronics require a voltage electronics. The thermal element is made up of two supply. different metals that are connected to one another (nickel and nickel chromium).

Configuration of exhaust gas temperature sender 1 G235

AG.

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Sensor signal s547_094

Evaluation electronics Thermal element

Temperature difference due to spatial separation

Voltage difference between metals A and B Metal A

Thermal element

Metal B s547_090

36

Structure of SENT protocol for exhaust gas temperature sender 1 G235

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Check sum Pause


Synchronisation The synchronisation sequence communicates information about the component sending the protocol. The data from the sender are transmitted, along with any error that is present.

s547_091


Signal 1

Signal 2


Status



Synchronisation

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Signal pattern of exhaust gas temperature sender 1 G235

Signal 2 The current temperature is sent with the signal 2 sequence for exhaust gas temperature sender 1. Pressures, position feedback or also extended diagnosis data can be transferred in the signal 2 sequence of the SENT protocol.

Check sum In the checksum sequence, the transmitted data is checked for plausibility. If the value does not match, the transmitted data will be discarded by the control unit.

Signal 1 If an entry is made in the event memory, extended diagnosis data is transferred with the signal 1 sequence for exhaust gas temperature sender 1. Temperatures, pressures and position feedback can also be sent in the signal 1 sequence of the SENT protocol.

Pause The pause separates the data messages from each other. The pause is optional in a SENT protocol.

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Status The status sequence informs the control unit that data is being transmitted.

37

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Service Special tools Description

Tool

Usage

T10497/4 Clamp

for removing and installing the engine

VAS 6606 Test box, 198-pin

for engine control unit diagnostics

for removing and installing the engine n AG. Volkswagen AG do es n wage s k l ot g o V y ua db ran ir se tee o h t or u ac a ss

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38

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VAS 6931 Engine and gearbox jack

Test your knowledge





Which answers are correct? One or several of the given answers may be correct.

Which turbocharger is responsible for the main compression in two-stage operation?

❒

a) The low-pressure turbocharger.

❒

b) The high-pressure turbocharger.

❒

c) No intake air is compressed in two-stage operation.

2.

What is the task of the turbine bypass flap?

❒

a) The turbine bypass flap has the task of rapidly reducing the charge pressure.

❒

b) The turbine bypass flap has the task of distributing the exhaust gas mass flow to the turbines in the high- and low-pressure turbochargers.

❒

c) The turbine bypass flap has the task of guiding the intake air to the compressor wheel in the low-pressure turbocharger.

3.

What is the task of the bypass flap?

❒

a) The bypass flap has the task of regulating the charge pressure produced by the low-pressure turbocharger and protecting it against overspeed.

❒

b) The bypass flap has the task of regulating the single- or two-stage operation of the turbocharger system.

❒

c) The turbine bypass flap has the task of protecting the high-pressure exhaust turbocharger against overspeed.

4.

When is the compressor bypass valve open?

❒

a) At high engine speeds when the intake air is compressed only by the low-pressure turbocharger.

❒

b) At mid-range engine speeds when the main compression is performed by the high-pressure turbocharger.

❒

c) At low engine speeds when the main compression is performed by the high-pressure turbocharger.

thi sd o cu m en

1.

39

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Test your knowledge

5.

How is the temperature measured by the exhaust gas temperature sender 1 G235?

❒

a) With an NTC resistor.

❒

b) With a PTC resistor.

❒

c) With a

c) In the high-temperature circuit.

What is the task of the actuator for engine temperature regulation N493? thi sd o cu m en

❒


7.

b) In the micro-circuit.

a) The actuator for engine temperature regulation N493 is only required for filling coolant so that the air is mixed sufficiently in the coolant circuit. c o p yri gh t . C op yi

❒

a) In the low-temperature circuit.

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❒

In which coolant circuit is the actuator for engine temperature regulation N493 installed? rrectness of i t to the co nf o r m spec atio h re n in wit

❒


6.

n AG. Volkswagen AG do es n wage s k l ot g o yV ua b ran ed s i tee r element. thermal o h t or u ac a ss

❒

b) The actuator for engine temperature regulation N493 mixes the coolant from the micro-circuit with the coolant from the high-temperature circuit.

❒

c) Quick and precise regulation of the coolant temperature in the low-temperature circuit.

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Answers: 1. b); 2. b); 3. a); 4. a); 5. c); 6. a); 7. c)

40


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42




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547

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❀ This paper was manufactured from pulp that was bleached without the use of chlorine.

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Volkswagen AG After Sales Qualification Service Training VSQ-2 Brieffach 1995 D-38436 Wolfsburg

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© VOLKSWAGEN AG, Wolfsburg All rights reserved. Subject to technical modifications. 000.2813.04.20 Technical status 04/2015




n AG. Volkswagen AG do es n wage s k l ot g o yV ua b d ran ir se tee o h t or u ac a ss

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