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Self-Study Programme 522 - Car Worklog 522 - The 2.0...Self-Study Programme 522 The 2.0 TSI engine from the 162/169 kW Design and function 2 We would like, in this self-study program,

Apr 25, 2020

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  • Training Service

    Self-Study Programme 522

    The 2.0 TSI engine from the 162/169 kW

    Design and function

  • 2

    We would like, in this self-study program, introduced the 2.0 TSI engine the 162 kW / 169 kilowatts range EA888. This is the 3 e generation of this We would like, in this self-study program, introduced the 2.0 TSI engine the 162 kW / 169 kilowatts range EA888. This is the 3 e generation of this We would like, in this self-study program, introduced the 2.0 TSI engine the 162 kW / 169 kilowatts range EA888. This is the 3 e generation 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 •turbocharging in" and •

    401 "Engine 1.8L TFSI V 16 118 kilowatts."

    This Self-Study Programme presents the

    design and operation of innovations •design and operation of innovations •

    Recent techniques! •Recent techniques! •

    Its content is not updated.

    For current instructions control, adjustment and repair, please

    refer to the documentation of Customer Service.

    Warning

    Note

  • 3

    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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48

    Overview of the system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

    Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50

    Special tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 New

    component blocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

    Check your knowledge! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

  • 4

    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 of CO 2Reduction of CO 2

    - Loss of engine weight

    - Decreasing friction inside the engine

    - Optimization of power and torque with respect to fuel

    consumption

    - Improved driving stability

    Overview of technical data

    engine mechanics

    The development of the engine range 2.0 TSI is expressed in the following characteristics of the engine mechanical:

    - total weight gain of 7.8 kg

    - Cylinder head with integrated exhaust manifold

    - balancer shafts mounted on bearings

    - Journals smaller more with just four counterweights

    - Turbocharger with electrical actuation of the discharge valve flaps

    - reduced oil pressure level

    - separate oil sump portions (Aluminium top and bottom plastic)

    - Oil filter and oil cooler integrated in the support of auxiliary bodies

    s522_123

  • 5

    engine management

    The characteristics of the engine management engine range the 2.0 TSI are:

    - A timing variator shaft intake cam and exhaust

    - electronic switching of the valve stroke

    - double injection system with injectors TSI (Turbo Stratified Injection) and SRE (Saugrohreinspritzung) (combination of direct injection and

    multi-point injection)

    - Thermogestion with innovative regulation by rotary distributors •Thermogestion with innovative regulation by rotary distributors •

    (Engine temperature control actuator N493)

    - engageable piston cooling nozzles

    - adaptive lambda control

    - Mapping controlled ignition high voltage distribution

    - Intake manifold flaps

    - Regulating the oil pressure at two levels by oil pump external gear

    - Full electronic management engine with electric throttle SIMOS 18.1

    - Power versions of 162 and 169 kilowatts are produced via engine management

    Technical characteristics

    motor letters benchmark CHHB CHHA

    Type Engine 4 cylinders in line

    Displacement 1984 cm 31984 cm 3

    bore 82.5 mm

    Race 92.8 mm

    Qty valves per cylinder 4

    Compression ratio 9.6: 1

    Maximum power 162 kilowatts to 4

    500-6 200 rev /

    min

    169 kilowatts to 4

    700-6 200 rev /

    min

    max torque 350 Nm •350 Nm •

    1500 - 4400 r /

    min

    350 Nm •350 Nm •

    1500 - 4600 rev

    / min

    engine management SIMOS 18.1

    Fuel Super unleaded 98 RON

    Aftertreatment of exhaust

    gases

    Trifunctional catalyst, oxygen

    sensor upstream wide band lambda

    probe

    voltage jumps

    downstream of the catalyst

    emissions standard Euro 6

    Diagram of torque and power

    CHHB - 162 kilowatts

    CHHA - 169 kilowatts

    140

    100

    1000 3000 7000

    [Tr / min]

    180220260300

    [KW][Nm]

    5000

    340

    60

    40 80

    100

    120

    140

    160

    380420460500

    180

    200

    220

    s522_076

  • 6

    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

    sealing flange

    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

    s522_063

    Cylinder Block Cast

    gray

    thickness

    wall of the

    cylinder

    3 mm

  • 7

    The moving equipment

    Measures taken on the moving described below have improved internal friction while reducing weight.

    the crankshaft

    The diameter of the pins was reduced from 52 mm to 48 mm. The

    number of counterweights from eight to four. •number of counterweights from eight to four. •

    The upper and lower half shells are bilayer execution and lead free. •The upper and lower half shells are bilayer execution and lead free. •

    Weight gain at the crankshaft amounts to

    1.6 kg.

    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

    axes are equipped with a special surface coating of carbon.

    pistons

    The piston running clearance was enlarged to reduce friction during the

    engine warm-up phase. An additional carbon coating serves to reduce

    wear. •wear. •

    The top piston ring is designed as segment of rectangular cross

    section, the central piston ring is a conical portion supported and the

    third piston ring a scraper ring spiral spring in two parts for scraping oil.

    Bearing crankshaft

    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.

    Half shell unleaded in the composition

    of the alloy

    piston pin with carbon

    coating

    spiral spring scraper ring in two parts

    connecting rod without

    bronze bushing

    fractured connecting rod

    crankshaft •crankshaft •

    4 counterweights

    Screwing the bearing caps •Screwing the bearing caps •

    the upper oil pan

    Coated piston

    carbon

    s522_108

    s522_052

    s522_005

  • 8

    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.

    Fuel pump •Fuel pump •

    high pressure

    Exhaust camshaft with switching of the

    valve stroke

    Tree timing variator

    exhaust camshaft

    Tree timing

    variator

    Order

    intake cams by

    silent chain

    drive chain

    oil pump

    oil pump external gear and to

    control the

    volumetric flow rate

    balancer shaft •balancer shaft •

    with bearings

    Coolant pump drive by

    coolant pump belt

    s522_007

    Chain tensioner

  • 9

    One of the novelties of this engine is a control program for the diagnosis of chain elongation. •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 the crankshaft. •camshaft sensors based on the relative displacement of the camshaft relative to the crankshaft. •

    A check of the lengthening of the chain following a record in the log is done by visual inspection at the chain tensioner. •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

    2 rings visible = •2 rings visible = •

    in fair condition chain

    7 rings visible = •7 rings visible = •

    replace the string

    s522_110

    s522_109

    s522_124

    chain tensioner with

    regard to •regard to •

    diagnostic •diagnostic •

    chain length

    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.

  • 10

    engine mechanics

    The balance shafts

    On balance shafts also, it was possible to gain weight over the previous model. •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

    balancer shaft

    Slide

    intermediate gear

    Slide

    tensioner pad with

    threaded tensioner

    Sprocket chain

    crank shaft

    silent chain

    balancer shaft

    plain bearing

    s522_006

    There is a repair kit for 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.

  • 11

    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 the 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.

    valve stroke switching actuators are in the workshop documentation of the following designations: •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.

    Exhaust manifold

    Intake camshaft

    Tree timing variator

    cam continuous intake up

    to 60 ° crank angle

    Tree timing variator

    continuously exhaust cams of 33 ° to 34 ° crank angle

    breech casing

    Camshaft with exhaust switching valve the

    stroke valve stroke switching Actuators

    fluid temperature

    transmitter

    G62 cooling

    s522_008

  • 12

    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. •CO 2. •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

    scanning of another cylinder. The full energy of the flow of exhaust gas

    is thus available for driving the turbocharger turbine.

    Exhaust

    manifold

    s522_009

    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 innovative

    thermogestion after a very short phase of rise in temperature. •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

    temperature.

    cooling

    channels

    s522_080

  • 13

    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. •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

    Piston

    Small valve stroke

    Large valve stroke

    s522_118

  • 14

    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 lift 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 •Exhaust camshaft •

    external teeth

    Attaching multicames blocks using a

    ball and a spring

    s522_111

    s522_082

    The design and operation of the electrical switching of the valve stroke are similar to those of the active cylinder

    management (ACT). •management (ACT). •

    Consult about this Self-Study Programme 510 "Active management of the ACT cylinder TSI engine 1.4 l 103 kW". •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.

  • 15

    The switching actuators of the valve stroke

    Multicame each block is moved in both directions between its two

    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. •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. •main relay J271. •

    The power consumption of the actuators is of the order of 3 A.

    actuators

    Rod sliding block

    multicame

    Camshaft

    exhaust

    Repositioning ramp

    s522_084

    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. •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

    in place by a permanent magnet located in the actuator housing.

    guide tube Rod

    electromagnet

    permanent magnet

    housing

    s522_079

  • 16

    engine mechanics

    Operation

    When the solenoid actuator is energized, the metal rod extends in the

    space of 18 to 22 milliseconds. •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. •playing repositioning ramp role. •

    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

    the two actuators.

    permanent

    magnet

    rod

    return

    rod

    exit

    s522_128

    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. •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. •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.

  • 17

    Cam position in the lower rev range

    To improve the load change in the load range, 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. •cam shaft and towards the delay through the timing variator 'camshaft. •

    The switching of the valve stroke comes on the exhaust cam. •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.

    rod

    Gorge •Gorge •

    sliderocker

    pebble

    Valve Block

    multicame

    actuator

    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.

    Small valve stroke

    s522_086

  • 18

    engine mechanics

    Cam position in the range of partial load and full load

    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. •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.

    rod

    sliding groove

    Roller rocker

    arm

    Valve

    block multicame

    actuator

    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. •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.

    Large valve stroke

    s522_088

    It is not intended for diagnosis of these actuators.

  • 19

    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

    Separation of crude oil particles

    separation of fine oil particles

    Introduction of the crankcase gases into the intake manifold

    check valve in the pipe oil return

    s522_016

    Oil return

  • 20

    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 in the

    direction of fine oil particle separator.

    Separation of coarse particles of oil

    in the crankcase

    s522_071

    s522_125

    Oil return

  • 21

    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 intake manifold (air mode) or in the turbocharger (boost mode).

    cyclone

    Oil return

    Bypass

    Valve

    Input gas

    housing in the

    separation of fine oil

    particles

    regulating

    valve

    pressure

    Routing purified crankcase gases •Routing purified crankcase gases •

    towards the turbocharger charcoal canister

    connector

    s522_017

  • 22

    Oil System

    Overview of the oil supply

    The following points were imperative in the development of the oil supply:

    - Regulation of the two levels to oil pressure

    - Reduction gear oil pump regulated

    - higher speed range at

    low pressure

    - Reduction in oil pressure at low pressure

    - 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)

    Oil pressure switch, level 3 F447

    F22 Oil pressure switch •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

    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.

  • 23

    The oil pump external gear to two stages of regulation

    The gear pump was reduced compared to that of the oil pump of

    the previous engine, so that the pump runs slowly. •the previous engine, so that the pump runs slowly. •

    The training continues to be insured through a separate chain from the

    crankshaft.

    The sliding unit within the pump is •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

    direction and therefore the control of the pump power at two levels.

    When the two gears are the same •When the two gears are the same •

    height, the pump delivers the maximum power; when the two gears are

    offset relative to each other, the pump is handling with a reduced

    power. •power. •

    The displacement of the sliding unit is carried out via a control piston

    and control channels within the oil pump.

    The control piston directs the oil flow from the left or right side of the

    sliding unit, which then moves longitudinally along the oil pressure.

    The regulating piston is driven by the N428 oil pressure control

    valve. •valve. •

    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

    pump is at a pressure of 3.75 bar. Up to a mileage of 1000 km, the

    motor operates only at high pressure level.

    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."

    Gear pump

    Sliding control unit

    Piston

    control channels

    pump housing

    Nozzle inlet

    Training

    s522_020

  • 24

    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 function

    The engine management checks, among others, with this sensor if

    the oil pump delivers the high level of oil pressure.

    Accordingly in case of failure

    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.

    F22 Oil pressure switch

    Support of secondary

    units

    s522_045

    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. •regulating piston housed in the oil pump. •

    The position of the regulating piston then carries out the switching

    pressure.

    Accordingly in case of failure

    When the valve fails, it is closed. •When the valve fails, it is closed. •

    The oil pump delivers the higher pressure level.

    s522_048 pressure regulating valve

    N428 of oil

  • 25

    piston cooling injectors engageable

    A cooling plunger heads is not necessary in all situations of

    engine operation. This is why the TSI engines of 2.0 l of this range are

    equipped with engageable piston cooling nozzles. •equipped with engageable piston cooling nozzles. •

    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 engagement of piston cooling nozzles can take place at higher

    pressure level as the lower level of pressure of the oil circuit. A

    contactor of additional oil pressure, oil pressure switch, level 3 F447,

    registers the oil pressure in the additional oil gallery and to monitor the

    operation of cooling the piston. •operation of cooling the piston. •

    The oil pressure switch closes to an oil pressure between 0.3 and

    0.6 bar.

    Feeding the oil gallery

    and the piston cooling

    nozzles

    switching valve •switching valve •

    mechanical

    control valve for cooling injectors

    of N522 piston

    control channel

    Oil pressure switch for

    control

    reduced pressure F378

    s522_021

  • 26

    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

    are disabled in all the other beaches in the mapping.

    piston cooling off •piston cooling off •

    (Oil temperature

  • 27

    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

    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

    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

    cooling nozzles are activated.

    N522 closed

    mechanical switching valve

    Spring

    F447 oil gallery with injectors

    piston cooling

    s522_090

    disabled piston cooling nozzles

    To disable the piston cooling nozzles, the pilot motor of the calculator

    control valve for cooling injectors N522 piston. •control valve for cooling injectors N522 piston. •

    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. •pushed. •

    The connecting channel with the oil gallery is interrupted and the piston

    cooling injectors are disabled. The engine computer recognizes from

    the oil pressure switch signal, level 3 F447, the piston cooling nozzles

    are disabled.

    open N522

    mechanical switching valve

    Spring

    control channel

    F447 oil gallery with injectors

    piston cooling

    s522_089

  • 28

    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. •feeds the piston cooling nozzles. •

    The signal from the oil pressure switch, level 3 F447 allows the engine

    management to determine the presence of a malfunction of the piston

    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. •The oil pressure switch is suitable for diagnosis. •

    In case of failure of the sensor signal, the piston cooling

    remains activated.

    s522_046

    oil pressure switch,

    Level 3 F447

    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.

    Accordingly in case of failure

    Without the signal of the oil pressure switch for monitoring the reduced

    pressure F378, regulation at two levels of the oil pressure is not

    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.

    s522_127

    Oil pressure switch for pressure

    control

    reduced F378

    Support of secondary

    units

  • 29

    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.

    G62

    G83 1

    2

    3

    4 6

    7

    5

    N422

    N493

    s522_022

    V51

    N82

    V7 V177

    Legend

    G62 coolant temperature sender G83

    coolant temperature transmitter N82 radiator outlet

    liquid cutoff valve •liquid cutoff valve •

    N422 cooling

    liquid cutoff valve •liquid cutoff valve •

    Climatronic cooling N493

    V7 engine temperature control actuator

    Radiator fan

    V51 recirculation pump V177 coolant

    2 fan radiator 1

    heat exchanger heating 2

    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

  • thirty

    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.

    When replacing the rotary distributors module or the water pump, please consider the repair manual.

    temperature control of the actuator motor N493 •temperature control of the actuator motor N493 •

    with coolant pump

    toothed belt

    Pinion drive on the balancer

    shaft

    Cache of the toothed belt drive

    Pinion for driving the coolant pump

    s522_025

    fixing screw left hand thread

  • 31

    The engine temperature control actuator •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

    rotary distributors elements housed within the module, electrically

    actuated by the control actuator •actuated by the control actuator •

    N493 engine temperature. •N493 engine temperature. •

    The rotary valve 1 is directly driven via a shaft by N493 engine

    temperature control actuator. •temperature control actuator. •

    The rotary distributor 2 is moved via an intermediate gear (time in

    teeth) by a toothed slides on the rotating distributor 1.

    Rotary distributors 1 and 2 are thus mechanically coupled and move in

    relation to each other. An additional thermostat wax plug serves as a

    safety device (thermostat for degraded mode) and opens in case of

    failure at 113 ° C.

    control actuator

    engine temperature

    N493

    rotary distributor 2

    Drive the coolant pump

    coolant pump

    Thermostat degraded mode

    Gear with sensor

    rotation angle

    drive shaft

    rotary distributor 1

    rotary distributors module

    housing

    s522_024

  • 32

    Cooling system

    Operation of rotary distributors module

    The electric motor of the actuator causes the rotary valve 1 via

    a gear. •a gear. •

    It controls the coolant flow between the oil cooler, engine and main

    water radiator. More heat from the engine increases, the rotary feeder 1

    is rotated by the electric motor of the actuator. •is rotated by the electric motor of the actuator. •

    The rotary valve 2 is driven via an intermediate gear via a toothed

    slides on the rotating distributor 1.

    A rotation angle sensor (Hall sender) mounted on the control board

    communicates the positions of the rotary distributor to the engine

    computer. After stopping the engine and the end of the recirculation

    phase, the rotary distributor is set on an angular position of 40 °. In

    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

    to the angular position of 160 °.

    Electric motor

    Control board with angle

    sensor

    rotation

    gearing

    Distributor

    rotary 2

    rotary distributor 1

    toothed slides

    intermediate gear

    Thermostat degraded mode

    Housing

    connecting tubing •connecting tubing •

    the return of the radiator

    Manifold for Engine radiator connection

    connecting pipe for supply to the

    radiator

    s522_091

    Drive shaft

  • 33

    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.

    minimum

    flow rate

    Rise in temperature regulation and 160 ° total Recirculation of 95 ° total

    temperature control range

    partial load and full

    charge

    Activation of the oil

    cooler

    engine

    Liquid

    of

    stagnant

    cooling

    adjustment angle

    Beach recirculation

    s522_107

    rise beach

    temperature

    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. •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.

  • 34

    Cooling system

    Flow regulation

    During the temperature rise, the engine passes through the three phases:

    - stagnant coolant

    - minimum flow rate

    - 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

    Heat exchanger •Heat exchanger •

    heating and air conditioning

    recirculating pump V51

    Coolant

    Coolant shutoff valve N422 of

    the Climatronic

    rotary distributor 2

    coolant pump

    Radiator water main

    Oil Cooler

    rotary distributor 1

    Thermostat for fashion

    Cylinder

    gradient to integrated

    exhaust manifold

    Cylinder Block

    check valves

    rotary distributors module

    s522_092

  • 35

    Rise in temperature with liquid •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. •cooler and the return of the main water radiator. •

    The cut-off valve of the N422 Climatronic coolant stops the coolant flow

    to the heater and air conditioner. The electric recirculation pump V51

    coolant is cut.

    s522_092

    N422

    rotary distributor

    2 1 rotary distributor

    V51

    Engine block

    Radiator water main

    Temperature rise with volume flow •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 °, the 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

    Turbocharger exhaust gas

  • 36

    Cooling system

    Temperature rise with volume flow •Temperature rise with volume flow •

    minimum and biasing the heating

    If a request from the heating takes place in this phase, the N422

    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. •coolant flows to the cylinder block. •

    The coolant then passes through the cylinder head, the

    turbocompressor and heat exchanger of the heating. Engine

    temperature up phase is prolonged. •temperature up phase is prolonged. •

    Even in the following control ranges, solicitation heating is always

    accompanied by a steering the coolant shut-off valve of the Climatronic

    N422 and pump for recirculating the coolant V51. •N422 and pump for recirculating the coolant V51. •

    The coolant flows to the engine block was then, as required, reduced

    or blocked by the rotary distributor 2.

    N422

    rotary

    distributor 2

    exchanger

    Heat from the

    heater

    V51

    s522_094

    Engine block

    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.

    rotary distributor 2 1

    rotary distributor

    Oil

    radiator

    tor

    s522_095

    Engine block

  • 37

    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. •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 mains522_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 temperature

    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. •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 mains522_102 Radiator water main

  • 38

    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. •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

    between 160 ° and 255 °. •between 160 ° and 255 °. •

    More recirculation load, the higher the angular position is high. At 255

    °, the connection of the return of the main water heater is fully open

    and a maximum heat is evacuated. •and a maximum heat is evacuated. •

    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. •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. •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. •pump of the V51 engine coolant. •

    Position in recirculation, the cylinder block is not crossed by the cooling

    fluid.

    N422

    rotary distributor 2

    rotary distributor 1

    V51

    s522_106 Radiator water main

  • 39

    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. •independently of the load and temperature of the momentary engine. •

    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:

    - Display an error message in the porteinstruments, accompanied

    by a limitation of the regime to 4 000 r / min. An acoustic alarm

    and ignition of the EPC witness also attract the driver's attention

    on the situation.

    - Digital display of the actual temperature of the coolant C in the

    porteinstruments

    - 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

    In case of failure of the position signal of the rotational angle sensor,

    the motor driver calculator, as a precaution, the rotary distributors to

    select the maximum cooling function.

    N422

    rotary distributor 2

    rotary distributor 1

    V51

    Thermostat degraded mode

    s522_097

    TSI engines of 2.0 l 162/169 kW •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

    radiator

    Radiator

    transmission oil

    s522_101

    valve

    cut the N82 coolant

  • 40

    air and boost supply

    Overview of the supercharging system

    B

    N249

    G

    V465

    F

    GX9

    G336

    G31

    GX3

    N316

    AT

    C

    E

    s522_034

    legend GX9

    Intake manifold with transmitter:

    G31 Boost pressure transmitter G42

    Air temperature transmitter •Air temperature transmitter •

    admission of

    G71 tubing pressure transmitter •tubing pressure transmitter •

    inlet

    GX3 throttle control unit with:

    G186 throttle drive •throttle drive •

    (Electric throttle control) G187

    angle transmitter 1 of the throttle drive (electric throttle

    control) G188

    Angle transmitter 2 of the throttle drive (electric throttle

    control) G336

    Potentiometer of J338 Intake manifold flap

    throttle control unit

    N249 air recirculation valve N316 Turbocharger

    V465 with intake manifold flap valve

    Boost pressure actuator A

    exhaust flow B

    Turbocharger exhaust gas C.

    Air filter D

    fresh air flow E

    wastegate flap F

    Charge Air Cooler G

    Intake manifold flaps

    exhaust Air intake (depression)

    Air Boost •Air Boost •

    (Boost pressure) Recirculation

    deceleration •deceleration •

    (Boost pressure)

    D

  • 41

    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

    V465 and the position transmitter of the boost pressure actuator

    G581

    - lambda probe GX10 (with lambda probe G39 and lambda probe

    heater Z19) upstream of the turbocharger

    - Cast steel turbine housing compact dual stream execution

    - compressor housing with integrated resonator and muffler air

    recirculation valve N249 Turbocharger

    - steel turbine wheel special alloy resistant to temperatures up to

    980 ° C

    - Housing bearing with standardized connections for the oil and

    the coolant

    s522_037

  • 42

    air and boost supply

    Design

    Housing and turbine wheel •Housing and turbine wheel •

    turbine

    To achieve resistance to high temperature of 980 ° C, the turbine

    housing is made of cast steel of a new type. The guide by dual

    channel flow of the exhaust outlet of the exhaust manifold gas is

    retained in the turbocharger until shortly before the turbine. •retained in the turbocharger until shortly before the turbine. •

    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.

    compressor housing and wheel •compressor housing and wheel •

    compressor

    The compressor housing is made of cast aluminum. It was

    strengthened due to high actuating forces exerted by the boost

    pressure actuator. A muffler resonator is located directly on the

    compressor casing. The air recirculation valve N249 of the

    turbocharger controls the air flow towards the resonator silencer. •turbocharger controls the air flow towards the resonator silencer. •

    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 this 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.

    air recirculation valve N249

    Turbocharger

    lambda probe GX10

    V465 boost pressure actuator

    resonator quiet compressor

    wheel

    Compressor housing

    Turbine

    discharge valve flap

    Linkage

    turbine housing

    s522_036

  • 43

    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:

    - Piloting the discharge valve is made possible regardless of the

    applied boost pressure.

    - The high holding force of the discharge valve component helps

    achieve a maximum torque of 350 Nm at an engine speed of 1500

    rev / min.

    - The opening of the discharge valve flap in the partial load

    range lowers the basic boost pressure. It follows a reduction in

    emissions •emissions •

    CO 2 of the order of 1.2 g / km.CO 2 of the order of 1.2 g / km.CO 2 of the order of 1.2 g / km.

    - The opening of the discharge valve flap during the heating of the

    catalyst results in a temperature of the exhaust gas of 10 ° C

    higher upstream of the catalyst. •higher upstream of the catalyst. •

    This helps lower emissions during the cold start.

    - The high setting speed of the boost pressure actuator results in

    immediate removal of the boost pressure during changes in load

    and deceleration.

    Linkage to discharge

    valve flap

    Drive with electric motor and reducer

    housing cover with control

    board and position transmitter

    s522_126

    Position

    transmitter of the

    pressure actuator

    suralimenta- G581

    tion

    The position transmitter of the supercharging pressure actuator G581

    The boost pressure actuator G581 position sensor is a Hall sensor, which is 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 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."

  • 44

    Fuel System

    Overview of the power system

    G247

    G410

    G6

    J538

    N276

    N30-N33

    N532-N535

    AT

    B

    C

    D

    E

    s522_040

    Legend

    G6 fuel pump (frontloading pump) G247

    G410 Fuel Pressure Transmitter

    Fuel pressure transmitter, low pressure J538

    fuel pump calculator N276

    fuel pressure control valve N30- N33

    Injectors for cylinders 1-4 N535

    N532-

    Injectors 2 Cylinder 1-4

    AT Fuel filter B

    fuel tank C

    high pressure fuel pump D

    low-pressure fuel rail E

    Rail high-pressure fuel

    high pressure fuel system / low pressure

    system actuator / sensor output / input

    signal

  • 45

    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). •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 2Reduction of CO 2

    - Reduced consumption in the partial load range

    - Intervention with a multipoint injection system

    - Improved engine acoustics

    multipoint injection SRE •multipoint injection SRE •

    in the intake manifold

    high pressure injection system •high pressure injection system •

    directly in the cylinder head

    fuel pressure transmitter, low pressure

    G410

    s522_041

    intake manifold flap snap

    control shaft

    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. •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.

  • 46

    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 •connection on the high pressure fuel pump. The scan connection is •

    part of the low pressure feed system. •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. •pressure sensor to the fuel supply monitoring. •

    The discharge of the fuel takes place only via the fuel pump

    (frontloading pump) G6 in the fuel tank, not via the high pressure fuel

    pump. •pump. •

    The use of scanning coupling of the high pressure fuel pump for

    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.

    The multipoint injection is mainly used in the partial load range. Fuel

    droplets can sufficient time to be gasified and mixed with air. fuel

    packaging long before the inflammation leads:

    - A reduction in the mass of particles and soot formation

    - A reduction in CO 2A reduction in CO 2

    - A decrease in fuel consumption

    SRE injector

    s522_043

    The high injection system •The high injection system •

    pressure

    The higher fuel pressure up to 200 bar required adaptation of the design

    of the high-pressure supply system. •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. •mixture and reduce the thermal stress of the injectors. •

    The high-pressure fuel rail was decoupled acoustically from the intake

    manifold.

    s522_042

  • 47

    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 temperature, the load and the engine speed.

    Starting the engine

    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

    compression stroke through the high pressure injection system.

    temperature and catalyst heating climb

    During this phase, a double direct injection takes place during the

    intake and compression time. The ignition point is shifted slightly

    towards the "delay". intake manifold flaps are closed.

    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. •operates in the partial load range, there SRE switching mode. •

    Intake manifold flaps remain largely closed.

    Motor operating in full load range

    Because of the high power requirement, the system returns to high

    pressure mode. A double direct injection takes place during the intake

    and compression time.

    degraded mode operation

    In case of failure of one of the two injection systems, the engine is

    driven only with the remaining system by the engine computer. The

    vehicle thus remains operational. •vehicle thus remains operational. •

    The red light engine in the instrument cluster lights up.

    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!

  • 48

    engine management

    Overview of the system

    sensors

    tubing pressure transmitter

    inlet G71 inlet G71

    Air temperature transmitter

    inlet G42inlet G42

    Boost pressure transmitter

    G31

    Engine speed sender G28Engine speed sender G28

    Transmitter Hall G40, transmitter Transmitter Hall G40, transmitter Transmitter Hall G40, transmitter

    Hall 3 G300Hall 3 G300

    throttle control unit J338 throttle control unit J338

    angle transmitter 1 & 2 of the drive

    butterfly

    (Electric throttle control) G187, (Electric throttle control) G187,

    G188

    Brake light FBrake light F

    Fuel Pressure Transmitter G247Fuel Pressure Transmitter G247

    fluid temperature transmitter

    cooling G62cooling G62

    coolant temperature transmitter radiator outlet G83coolant temperature transmitter radiator outlet G83

    lambda sensor downstream of the catalyst G130lambda sensor downstream of the catalyst G130

    Input signals

    additional

    clutch position transmitter

    G476

    Oil pressure switch F22Oil pressure switch F22

    Fault Indicator Power

    accelerator

    K132

    Witness

    cleanup K83cleanup K83

    Calculator in the instrument

    cluster

    J285

    engine calculator J623engine calculator J623

    Contactor clutch pedal F36Contactor clutch pedal F36

    Clutch pedal switch for

    engine start F194engine start F194

    Position transmitter throttle

    G79

    Transmitter 2 of throttle position

    G185

    Knock sensor 1 G61Knock sensor 1 G61

    Lambda probe G39Lambda probe G39

    Level transmitter and temperature

    oil G266oil G266

    Potentiometer manifold flap

    inlet G336inlet G336

    Oil pressure switch for control

    of the reduced pressure F378of the reduced pressure F378

    Oil pressure switch, level 3 F447Oil pressure switch, level 3 F447

    indicator of level transmitter

    fuel G fuel G

    Transmitter 2 level indicator

    fuel G614fuel G614

    Fuel pressure transmitter, low

    pressure G410pressure G410

    Position transmitter of the pressure

    actuator

    overeating G581overeating G581driving program button E598driving program button E598

    device button start / stop setting

    Eve E693Eve E693

    Transmitter neutral box

    speeds G701speeds G701

  • 49

    actuators

    Diagnostic interface •Diagnostic interface •

    the data bus

    J533

    fuel pump calculator J538 •fuel pump calculator J538 •fuel pump calculator J538 •

    fuel pump (pump frontloading) G6fuel pump (pump frontloading) G6

    Ignition Coils 1-4 with power output stage N70, N127, N291, Ignition Coils 1-4 with power output stage N70, N127, N291,

    N292

    butterfly drive (throttle control •butterfly drive (throttle control •

    electric) G186electric) G186

    cut-off valve of the Climatronic coolant N422cut-off valve of the Climatronic coolant N422

    coolant recirculation pump

    V51

    lambda probe heater Z19lambda probe heater Z19

    Variable valve solenoid 1 N205Variable valve solenoid 1 N205

    1 solenoid valve variable valve in the exhaust N3181 solenoid valve variable valve in the exhaust N318

    Boost pressure actuator V465Boost pressure actuator V465

    Additional output signals Solenoid 1 carbon canister N80Additional output signals Solenoid 1 carbon canister N80

    Computer board

    network •network •

    J519

    Heating of the lambda probe 1, downstream of the catalyst Z29Heating of the lambda probe 1, downstream of the catalyst Z29

    engine temperature control actuator

    N493

    fuel metering valve N290fuel metering valve N290

    oil pressure regulating valve N428oil pressure regulating valve N428

    exhaust cam actuator A / B for cylinders 1-4 N580, N581, N588, N589, exhaust cam actuator A / B for cylinders 1-4 N580, N581, N588, N589,

    N596, N597, N604, N605

    air recirculation valve Turbocharger

    N249

    2 cylinder injector 1-4 N532-5352 cylinder injector 1-4 N532-535

    control valve for piston cooling nozzles N522control valve for piston cooling nozzles N522

    cylinder injectors 1-4 N30-33cylinder injectors 1-4 N30-33

    Coolant cutoff valve

    N82

    Calculator radiator fan J293 •Calculator radiator fan J293 •Calculator radiator fan J293 •

    Radiator fan V7 •Radiator fan V7 •Radiator fan V7 •

    2 radiator fan V1772 radiator fan V177

    cooling pump of the supercharging air V188cooling pump of the supercharging air V188

    DSG dual clutch mechatronic

    J743

    s522_077

    fuel pressure control valve N276fuel pressure control valve N276

    Valve of the intake manifold flap N316Valve of the intake manifold flap N316

  • 50

    Service

    special tools

    Designation Tool use

    T10133 / 16A •T10133 / 16A •

    Removal tool

    Dismantling of high pressure injectors. This tool replaces the

    old removal tool T10133 / 16

    T10133 / 18 •T10133 / 18 •

    socket

    Dismantling of high-pressure injectors

    T401243 •T401243 •

    The sink

    Installation tool crankshaft tensioner

    T40267 •T40267 •

    wedging tool

    crankshaft tensioner blocking •crankshaft tensioner blocking •

    command string

    T40274 •T40274 •

    Hook extraction

    Removing the ring seal crankshaft

    T40270 •T40270 •

    Socket XZN 12

    Removing and installing the supports of the motor-box

    s522_112

    s522_056

    s522_057

    s522_058

    s522_059

    s522_060

  • 51

    Designation Tool use

    T40191 / 1 •T40191 / 1 •

    spacers •spacers •

    Illustration: W00-10704

    Installation of the ball on the exhaust camshaft with

    scenes

    T40266 •T40266 •

    Adapter

    To rotate the camshafts

    T40271 •T40271 •

    Restraint system

    Blocking sprockets on the camshafts

    s522_117

    s522_073

    s522_061

  • 52

    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 •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 •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 probe G39 and •lambda probe G39 and •

    lambda probe heater Z19

    Instrument cluster KX2 Calculator in the J285-door instruments

    Radiator fan VX57 radiator fan J293 calculator, •radiator fan J293 calculator, •

    radiator fan V7 and V177 Radiator fan 2

    Command module in the console EX23 driving program button E598 and •driving program button E598 and •

    device button start / stop standby E693

  • 53

    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 •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 fine oil particles.

  • 54

    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 •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.

    Réponotses:

    1.at),b)c);2.b),c);3.c);4.b);5.b),c);6.b);7.at),b),c)

  • 55

  • 522

    © VOLKSWAGEN AG, Wolfsburg

    All rights and technical changes reserved.

    000.2812.79.40 Last updated 08/2013

    Volkswagen AG

    Qualification After-sales Service Training

    VSQ-2 Brieffach 1995 D-38436 Wolfsburg

    ❀ This paper is made from bleached without chlorine.

    StartEn un coup d’œilIntroductionMécanique moteurLe bloc-cylindresL’équipage mobileLa commande par chaîneLa culasse avec commutation de la course de soupapeLe Recyclage des gaz de carter moteur et le dégazage du carter moteur

    Circuit d’huileAperçu de l’alimentation en huileLa pompe à huile à engrenage extérieur à deux niveaux de régulationLes injecteurs de refroidissement de piston enclenchables

    Système de refroidissementAperçu du système de refroidissementLa thermogestion innovante

    Alimentation en air et suralimentationAperçu du système de suralimentationLe turbocompresseur

    Système d’alimentationAperçu du système d’alimentationLe conditionnement du mélange

    Gestion moteurVue d’ensemble du système

    ServiceOutils spéciauxNouveaux blocs de composants

    Contrôlez vos connaissances !

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