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.
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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 <50 ° C) off piston cooling •(Oil temperature <50 ° C) off piston cooling •
(Oil temperature> 50 ° C)
s522_113
Monitoring the operation of piston cooling
nozzles
The oil pressure switch, level 3 F447 and the ability to diagnose control
valve N522 for piston cooling nozzles, to monitor the correct operation
of piston cooling nozzles and ensure adequate cooling of the pistons .
Defects can be recognized:
- No pressure oil in the piston cooling nozzles despite the request
- Oil pressure switch, level 3 defective F447
- oil pressure despite the presence of the cut-off piston cooling
nozzles
- cable cut = piston cooling nozzles permanently activated
- Short circuit to ground = piston cooling nozzles
disabled
- Short circuit to positive = piston cooling nozzles
activated
Impact without piston cooling:
- Couple and limited diet
- Absence of low oil pressure range
- Witness EPC lit in the instrument cluster
- Message that the regime is limited to 4 000 r / min
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.
