2 0 Tdi SSP
2 0 Tdi SSP
2 0 Tdi SSP
Volkswagen of America, Inc. Volkswagen Academy Printed in U.S.A. Printed 4/2008 Course Number 826803
2008 Volkswagen of America, Inc. All rights reserved. All information contained in this manual is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of Volkswagen of America, Inc., its afliated companies and its licensors. All rights are reserved to make changes at any time without notice. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, nor may these materials be modied or reposted to other sites without the prior expressed written permission of the publisher. All requests for permission to copy and redistribute information should be referred to Volkswagen of America, Inc. Always check Technical Bulletins and the latest electronic repair information for information that may supersede any information included in this booklet. Trademarks: All brand names and product names used in this manual are trade names, service marks, trademarks, or registered trademarks; and are the property of their respective owners.
Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Engine Mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Knowledge Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Note
Important!
This Self-Study Program provides information regarding the design and function of new models. This Self-Study Program is not a Repair Manual.
This information will not be updated. For maintenance and repair procedures, always refer to the latest electronic service information.
iii
Introduction
Introduction
S403_051
Notes
Overview
Overview
Heritage
The 2.0 Liter TDI engine with common rail injection system is based on the 1.9 Liter TDI engine with the Unit Injector System (UIS) also known as the pumpe dse. This predecessor engine is one of the most frequently built diesel engines in the world and has seen the broadest use within the Volkswagen Group, from passenger cars to transport vehicles. To accommodate the increasing demand for improvements in acoustics, fuel consumption, and exhaust gas emissions, a large number of engine components were redesigned. The conversion of the injection system to a common rail design is one of the major changes to this engine. Equipped with a special after-treatment system, this engine meets current emissions standards.
Overview
Technical Characteristics
Common rail injection system with Piezo fuel injectors Diesel particulate lter with upstream oxidation catalyst Intake manifold with ap valve control Electric exhaust gas return valve Adjustable exhaust gas turbocharger with displacement feedback Low and high pressure Exhaust Gas Recirculation (EGR) system
266
360
121
90
236
320
107
80
207
280
94
70
177
240
80
60
Fuel
148
200
67
50
118
160
54
40
Exhaust Gas Treatment High and Low Pressure Exhaust Gas Return, Oxidation Catalytic Converter, Diesel Particulate Filter, NOx Storage Catalytic Converter
1000
2000
3000
4000
5000
S403_007
Output = Power
Torque
Engine Mechanics
Engine Mechanics
Crankshaft
The 2.0 Liter TDI common rail engine uses a forged crankshaft to accommodate high mechanical loads. Instead of the customary eight counterweights, this crankshaft has only four. Using four counterweights reduces the load on the crankshaft bearings, as well as noise emissions that can occur due to the intrinsic motion and vibrations of the engine.
Counterweights
Pistons
The 2.0 Liter TDI common rail engine pistons have no valve pockets. This reduces the cylinder clearance and improves the swirl formation in the cylinder. Swirl is the circular ow about the vertical axis of the cylinder. Swirl has a signicant inuence on the mixture formation. For cooling the piston ring zone, the piston has an annular cooling channel into which piston spray jets inject oil.
Counterweights
S403_069
Piston Bowl
The piston bowl, where the injected fuel is circulated and mixed with air, is matched with the spray pattern of the injection jets and has a wider and atter geometry than the piston in a pump-injection engine. This allows more homogeneous carburation and reduces soot formation.
Annular Channel
Ring Package
S403_004
Engine Mechanics
Cylinder Head
The 2.0 Liter TDI common rail engine has a crossow aluminum cylinder head with two intake and two exhaust valves per cylinder. The valves are arranged vertically upright. The two overhead camshafts are linked by spur gears with an integrated backlash adjuster. They are driven by the crankshaft with a toothed belt and the exhaust camshaft timing gear. The valves are actuated by lowfriction roller cam followers with hydraulic valve lash adjusters.
Fuel Injectors
Intake Camshaft
Exhaust Camshaft
Cylinder Head
Exhaust Ports
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Fuel Injector
The fuel injectors are xed in the cylinder head with clamps. They can be removed through small caps in the valve cover. An additional feature of the cylinder head are pressure sensors that are integrated into the glow plugs.
Clamp
S403_084
Engine Mechanics
Four-Valve Technology
Two intake and two exhaust valves per cylinder are arranged vertically suspended in the cylinder head. The vertically suspended and centrally situated fuel injector is arranged directly over the center of the piston bowl. Shape, size, and arrangement of the intake and exhaust channels ensure a good degree of ll and a favorable charge cycle in the combustion chamber. The intake ports are designed as swirl and ll channels. The air owing in through the ll channel produces the desired high level of charge motion. The swirl channel ensures good lling of the combustion chamber, particularly at high engine speeds.
Exhaust Camshaft
S403_061
Engine Mechanics
Intake Manifold with Flap Valves
Innitely variable ap valves are located in the intake manifold. Through the positioning of the ap valves, the swirl of the intake air is adjusted based on the engine speed and load. The ap valves are moved by a pushrod connected to the Intake Flap Motor V157 . This step motor is activated by the Engine Control Module (ECM) J623. The Intake Manifold Runner Position Sensor G336 is integrated in the Intake Flap Motor V157 and electronically regulates its movement. It also provides the Engine Control Module (ECM) J623 with feedback of the current position of the ap valves.
Design Intake Plenum Intake Manifold Intake Flap Motor V157
Swirl Channel
Fill Channel
Flap Valve
Intake Flap Motor V157 with Intake Manifold Runner Position Sensor G336
S403_010
Engine Mechanics
Flap Valve Function
During idling and at low engine speeds, the ap valves are closed. This leads to high swirl formation, with results in good mixture formation.
Flap Valve
Fill Channel
Swirl Channel
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During driving operation, the ap valves are adjusted continuously based on the load and engine speed. Thus for each operating range the optimum air movement is available. Starting at an engine speed of approximately 3000 rpm, the ap valves are completely open. The increased throughput of air insures good lling of the combustion chamber. At startup, during emergency operation, and at full load the ap valves are opened.
Flap Valve
Fill Channel
Swirl Channel
S403_045
Engine Mechanics
Camshaft Operation
The intake and exhaust camshafts are linked by means of spur gearing with an integrated backlash adjuster. The spur gear on the exhaust camshaft drives the spur gear on the intake camshaft. Valve lash compensation ensures quiet camshaft operation.
Intake Camshaft
Ladder Frame
Exhaust Camshaft
Design
The wider part of the spur gear (stationary spur gear) is a press-t on the exhaust camshaft. There are ramps on the front face of the stationary spur gear. The narrower part of the spur gear (the moving spur gear) can move in both radial and axial directions. There are recesses for the stationary spur gear ramps in the rear face of the moving spur gear.
Ramps
S403_014
10
Engine Mechanics
How it Works Both parts of the spur gear are pushed together in an axial direction by the force of a disk spring. At the same time, they are rotated by the ramps.
Radial Direction
Axial Direction
Disk Spring
S403_015
The rotation leads to a gear displacement of the two spur gear parts and effects the lash adjustment between the intake and exhaust camshaft gears.
Lash Adjustment
Gear Displacement
S403_016
11
Engine Mechanics
Cylinder Head Gasket
The cylinder head gasket is a four-layer design and has two special attributes that improve the sealing of the combustion chambers. Vertically proled combustion chamber seals Rear ank support
S403_103
Vertically Profiled Combustion Chamber Seals The sealing edge at the cylinder bore is referred to as the combustion chamber seal. It is vertically proled, which means that the edge prole has varying heights around the perimeter of the combustion chamber. This special geometry provides for the uniform distribution of cylinder head gasket sealing forces around the combustion chambers. This prevents deformation at the cylinder bores and uctuations in the sealing gap.
S403_029
Rear Flank Support The prole in the area of the two outer cylinders of the cylinder head gasket are referred to as rear ank support. The rear ank support effects a uniform distribution of the gasket sealing forces in these areas. This reduces exing of the cylinder head and deformation of the outer cylinders.
S403_092
12
Engine Mechanics
Toothed Belt Drive
The camshaft, the coolant pump, and the highpressure pump for the common rail injection system are driven by a toothed belt.
Idler Pulley
Crankshaft Pulley
Tensioner Pulley
Accessory Drive
The generator and air conditioning compressor are driven by a ribbed V-belt. The prole surface of the ribbed V-belt has a brous coating. This improves the frictional properties of the belt, reducing unpleasant noise that can occur in wet and cold conditions.
Fibrous Coating
S403_116
13
Engine Mechanics
Balance Shaft Module
The balance shaft module is installed below the crankshaft in the oil pan. The balance shaft module is driven by the crankshaft by a gear drive. The duocentric oil pump is integrated in the balance shaft module. The gear drive is designed so that the balance shafts rotate at double the crankshaft speed. The tooth backlash of the gear drive is adjusted with the help of a coating on the intermediate gear. This coating wears off during startup of the engine and results in excellent mating of the teeth on the two gears. The intermediate gear must always be replaced if the intermediate gear or the drive gear of the rst balance shaft have been loosened. Please refer to the instructions in the Repair Manual.
Design
The balance shaft module consists of a gray cast iron housing, two counter-rotating balance shafts, a helical-toothed gear drive, and an integrated duocentric oil pump. The rotation of the crankshaft is transferred to the intermediate gear on the outside of the housing. This drives the rst balance shaft. From this balance shaft, the motion is then transferred inside the housing to the second balance shaft and to the duocentric oil pump.
Crankshaft Gear
Intermediate Gear
Housing
S403_017
14
Notes
15
Engine Mechanics
Oil Circuit
A duocentric oil pump generates the oil pressure required for the engine. It is integrated into the balance shaft module and is driven by a balance shaft drive shaft. The pressure relief valve is a safety valve. It prevents damage to engine components from excessive oil pressure, such as at high speeds and low ambient temperatures. The oil pressure control valve regulates the oil pressure in the engine. It opens as soon as the oil pressure reaches the maximum permissible value. The bypass valve opens when the oil lter is clogged to safeguard the lubrication of the engine.
16
Engine Mechanics
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Legend 1 Oil Pan 2 Oil Level and Temperature Transmitter 3 Oil Pump 4 Oil Pressure Relief Valve 5 Oil Return Block 6 Oil Cooler 7 Oil Filter 8 Bypass Valve
9 Oil Pressure Switch F1 10 Oil Pressure Control Valve 11 Crankshaft 12 Spraying Nozzles for Piston Cooling 13 Camshaft 14 Vacuum Pump 15 Turbocharger 16 Oil Return
17
Engine Mechanics
Crankcase Ventilation
In combustion engines, pressure differentials between the combustion chamber and the crankcase generate air ow between piston rings and cylinder barrel, which are referred to as blow-by gases. These oily gases are returned to the intake area through the crankcase ventilation system to prevent pollution. Effective oil separation keeps engine oil in the crankcase and prevents it from entering the intake manifold. This multistage system separates more oil than a single-stage system. The oil separation is effected in three stages: Coarse separation Fine separation Damping section The crankcase ventilation components, the oil ller inlet, and the pressure reservoir for the vacuum system of the engine are all integrated in the cylinder head cover.
Coarse Separation
The blow-by gases move from the crankshaft and camshaft chamber into a stabilizing section, which is integrated in the cylinder head cover. In this section, the larger oil droplets are separated onto the walls and collect on the oor. The oil can drip into the cylinder head through the openings in the stabilizing section.
Vacuum Reservoir
Damping Section
S403_019
18
Engine Mechanics
Design To the Intake Manifold Cover Diaphragm Pressure Control Valve Support Plate Spiral Spring Damping Section Flutter Valves
Stabilizing Section
Cyclones
Legend Oily Air from the Crankcase Air Cleaned of Oil Oil Return
S403_086
19
Engine Mechanics
Fine Separation
The ne separation takes place over a cyclone separator consisting of a total of four cyclones. Depending on the amount of the pressure differential between the intake manifold and the crankcase, two or four cyclones are activated by spring steel utter valves. Due to the geometry of the cyclones, the air is set into a rotating motion. The resulting centrifugal force slings the oil mist onto the separator wall. The oil droplets are deposited on the wall of the cyclone and are captured in a collector section. When the engine is OFF , a utter valve opens. This valve closes during engine operation due to the increased pressure in the cylinder head. The sole purpose of this valve is to let oil drain back into the engine sump when the engine is OFF .
Flutter Valve
S403_087
20
Engine Mechanics
Pressure Control Valve
The pressure control valve regulates the pressure for ventilation of the crankcase. It consists of a diaphragm and a pressure spring. When blow-by gases are present, the pressure control valve limits the vacuum in the crankcase. Excessive vacuum in the crankcase could result in damage to the engine seals. If the vacuum in the intake port is too small, the valve opens through the force of the pressure spring.
Pressure Control Valve Opened
If the vacuum in the intake port is too large, the pressure control valve closes.
Atmospheric Pressure
S403_089
21
Engine Mechanics
Damping Section
To prevent disruptive swirl upon introduction of the gases in the intake manifold, a damping section connects to the cyclone oil separator. In this section the motion energy of the gases from the cyclone is reduced, and a residual quantity of oil is again separated out.
Damping Section
S403_104
22
Engine Mechanics
Coolant Circuit
In the coolant circuit, the coolant is circulated by a mechanical coolant pump. It is driven by the toothed belt. The circuit is controlled by an expansion-element thermostat, the coolant control unit.
4 5
9 1
Legend 1 Radiator 2 Coolant Control Unit (Expansion Element Thermostat) 3 Coolant Pump 4 - Transmission Cooler (if applicable) 5 Oil Cooler 6 Cooler for Exhaust Gas Return 7 Heat Exchanger For Heater 8 Equalizing Reservoir 9 -- Engine Block Heater (optional)
The engine block heater is not planned to be available until early in 2009 and will be a dealer-installed item.
23
Engine Mechanics
High and Low Pressure Exhaust Gas Recirculation (EGR) System
The most effective measure to reduce nitrogen oxides (NOx) with an internal combustion engine is by introducing very high exhaust gas recirculation rates into the combustion chamber. An additional advantage is to introduce these very high exhaust gases at very low temperatures. The current cooled EGR systems that exist in many applications today had to be modied. To meet BIN 5 emission standards, the entire operating characteristics of the engine up to full-load required EGR operation.
Air Filter
Air
CR injectors
24
Engine Mechanics
The air mass regulation of the High-Pressure EGR is regulated by the EGR Vacuum Regulator Solenoid Valve N18 and servo and by the turbocharger vane direction. The short path of the High-Pressure EGR is used in order to reach the desired EGR rate while driving at lower engine speeds and loads. The combined EGR operation is continuously adjusted depending on engine operating conditions and revolutions-per-minute (RPM). Thus, no-load engine operation results in high amounts of High Pressure EGR application.
With rising engine load and engine RPM, the recirculation of exhaust gases is shifted to the Low Pressure EGR system to increase the recirculation rate. This happens in order to obtain optimal NOx reduction at middle and high engine loads. Particularly in the high engine loads, the cooled Low Pressure EGR is a very large advantage over the High Pressure EGR system.
Air Filter
Air
CR injectors
Uncooled EGR001
25
Engine Mechanics
The Fuel System
Schematic Overview
1 Transfer Fuel Pump (FP) G6 Feeds fuel continuously in the presupply area (from the fuel tank). 2 Fuel Filter with Preheating Valve The preheating valve prevents the lter from becoming clogged due to crystallization of parafn in low ambient temperatures. 3 Auxiliary Fuel Pump V393 Feeds fuel from the presupply area to the fuel pump. 4 Filter Screen Protects the high-pressure pump from dirt particles. 5 Fuel Temperature Sensor G81 Determines the current fuel temperature. 6 High-Pressure Pump Generates the high fuel pressure needed for injection. 7 Fuel Metering Valve N290 Regulates the quantity of fuel to be compressed based on demand.
26
Engine Mechanics
8 Fuel Pressure Regulator Valve N276 Adjusts the fuel pressure in the high-pressure area. 9 High-Pressure Accumulator (Rail) For all cylinders, stores the fuel needed for injection under high pressure. 10 Fuel Pressure Sensor G247 Determines the current fuel pressure in the highpressure area. 11 Pressure Retention Valve Retains the return pressure of the fuel injectors at approximately 145 psi (10 bar). This pressure is needed for the function of the fuel injectors. 12 Cylinder 1 through 4 Fuel Injectors N30, N31, N32, N33
High Pressure 3,336 26,107 psi (230 1800 bar) Return Pressure of the Fuel Injectors 145 psi (10 bar) Presupply Pressure Return Pressure
S403_021
27
Engine Mechanics
Common Rail Injection System
The common rail injection system is a high-pressure accumulator injection system for diesel engines. The term common rail refers to the shared fuel high-pressure accumulator for all fuel injectors in a cylinder bank. In this type of injection system, pressure generation and fuel injection are performed separately. A separate high-pressure pump generates the high fuel pressure required for injection. This fuel pressure is stored in a high-pressure accumulator (rail) and supplied to the fuel injectors over short injection lines. The common rail injection system is controlled by the Bosch EDC 17 engine management system.
High-Pressure Pump
S403_036
28
Engine Mechanics
The characteristics of this injection system are: The injection pressure is selectable and can be adapted to the operating conditions of the engine. A high injection pressure up to a maximum of 26,107 psi (1800 bar) enables good mixture formation. A exible course of injection with multiple pre- and post-injections. The common rail injection system can adapt the injection pressure and the timing of the injection to the operating conditions of the engine. This system is very well suited to fulll the constantly increasing requirements for an injection system to provide greater fuel economy, lower emissions, and quiet operation.
S403_055
29
Engine Mechanics
Fuel Injectors N30, N31, N32, N33
In the common rail system of the 2.0 Liter TDI engine, piezo-controlled Fuel Injectors N30, N31, N32, and N33 are used. The fuel injectors are controlled over a piezo actuator. The switching speed of a piezo actuator is approximately four times faster than a solenoid valve. Compared to solenoid actuated fuel injectors, piezo technology also involves approximately 75% less moving mass at the nozzle pin. This results in the following advantages: Very short switching times Multiple injections possible per work cycle Precise metering of injection quantities
Throttle Plate Nozzle Spring Seal Fuel Inlet (High-Pressure Connection) Electrical Connection
Piezo Actuator
Course of Injection
Due to the very short switching times of the piezocontrolled fuel injectors, it is possible to control the injection phases and quantities exibly and precisely. This enables the course of injection to be adapted
Nozzle Pin
S403_024
to the operating conditions of the engine. Up to ve partial injections can be performed per course of injection.
Post-Injection
S403_025
30
Engine Mechanics
Auxiliary Fuel Pump V393
The Auxiliary Fuel Pump V393 is a roller-cell pump. It is located in the engine compartment and has the task of feeding fuel from the fuel tank to the high-pressure pump. The Auxiliary Fuel Pump V393 is actuated by the Engine Control Module (ECM) J623 through a relay and increases the fuel pressure presupplied by the Transfer Fuel Pump (FP) G6 in the fuel tank to approximately 73 psi (5 bar). Effects of Failure If the Auxiliary Fuel Pump V393 fails, the engine runs at rst with reduced power. An engine startup is not possible.
Auxiliary Fuel Pump V393
S403_058
Electrical Connections
S403_037
Filter Screen
To protect the high-pressure pump from dirt particles, a lter screen is installed before the high-pressure pump in the fuel inlet.
Filter
S403_094
31
Engine Mechanics
High-Pressure Pump
The high-pressure pump is a single-piston pump. It is driven via the toothed belt by the crankshaft at engine speed. The high-pressure pump has the job of generating the high fuel pressure of up to 26,107 psi (1800 bar) needed for injection. Pressure is generated by the rotation of two cams offset by 180 degrees on the pump drive shaft. The injection is always in the operating cycle of the respective cylinder. This keeps the pump drive evenly loaded and pressure uctuations in the high-pressure area are minimized.
Fuel Metering Valve N290 Intake Valve Exhaust Valve Connection to the Rail Pump Piston Fuel Inlet
Roller
Overow Valve
Drive Shaft
Drive Cam
S403_027
32
Engine Mechanics
When setting the control times of the engine, the position of the high-pressure pump drive shaft must be set. Please refer to the instructions in the Repair Manual.
S403_049
33
Engine Mechanics
High-Pressure Area The high-pressure pump is supplied with adequate fuel by the Auxiliary Fuel Pump V393 in each operating range of the engine. The fuel enters the high-pressure area of the engine through the Fuel Metering Valve N290. The pump piston is moved upward and downward by the cams on the pump drive shaft.
Exhaust Valve
Pump Piston
Drive Shaft with Cam Fuel Inlet of the Auxiliary Fuel Pump
S403_107
34
Engine Mechanics
Intake Stroke The downward motion of the pump piston increases the volume the compression space. This results in a pressure differential between the fuel in the high-pressure pump and the compression space.
The intake valve opens and fuel ows into the compression space.
Intake Valve
Compression Space
Pump Piston
S403_108
35
Engine Mechanics
Delivery Stroke With the beginning of the upward motion of the pump piston, the pressure in the compression space increases and the intake valve closes.
As soon as the fuel pressure in the compression space exceeds the pressure in the high-pressure area, the exhaust valve (check valve) opens and fuel enters the high-pressure accumulator (rail).
Exhaust Valve
Pump Piston
S403_109
36
Engine Mechanics
Fuel Metering Valve N290
Fuel Metering Valve N290 is integrated in the highpressure pump. It ensures demand-based control of the fuel pressure in the high-pressure area. The Fuel Metering Valve N290 controls the fuel quantity that is needed for high-pressure generation. This represents an advantage, in that the high-pressure pump must generate only the pressure needed for the momentary operating situation. The power consumption of the high-pressure pump is reduced and unnecessary warming up of the fuel is avoided. Function The non-energized state the Fuel Metering Valve N290 is open. To reduce the feed quantity to the compression space, the valve is actuated by the Engine Control Module (ECM) J623 with a pulsewidth modulated (PWM) signal. Through the PWM signal the Fuel Metering Valve N290 is closed cyclically. Depending on the duty cycle, the position of the locking piston changes as does the amount of fuel into the compression space of the high-pressure pump. Effects of Failure Engine power is reduced. Engine management operates in emergency mode.
S403_110
37
Engine Mechanics
Low-Pressure Area
Overflow Valve The fuel pressure in the low-pressure area of the high-pressure pump is controlled by the overow valve. Function The Auxiliary Fuel Pump V393 delivers fuel from the fuel tank with a pressure of approximately 73 psi (5 bar) into the high-pressure pump. Thus the fuel supply to the high-pressure pump is ensured in all operating conditions. The overow valve regulates the fuel pressure in the high-pressure pump to approximately 62 psi (4.3 bar). The fuel delivered by the Auxiliary Fuel Pump V393 acts in opposition to the piston and the piston spring of the overow valve. With a fuel pressure over 62 psi (4.3 bar), the overow valve opens and clears the way to the fuel return. The excess fuel ows through the fuel return into the fuel tank.
Overow Valve
S403_111
38
Engine Mechanics
Control of the Fuel High Pressure
In the common rail injection system, the fuel high pressure is controlled by a so-called two-controller concept. Depending on the operating conditions, the high fuel pressure is regulated either by the Fuel Pressure Regulator Valve N276 or the Fuel Metering Valve N290. The valves are actuated by the Engine Control Module (ECM) J623 with a pulse-width modulated (PWM) signal. Control by the Fuel Pressure Regulator Valve N276 At engine start and for preheating of the fuel, the high fuel pressure is controlled by the Fuel Pressure Regulator Valve N276. To heat up the fuel quickly, the high-pressure pump delivers and compresses more fuel than is needed. The excess fuel is discharged by the Fuel Pressure Regulator Valve N276 into the fuel return. Control by the Fuel Metering Valve N290 With large injection quantities and high rail pressures, the high fuel pressure is controlled by the Fuel Metering Valve N290. This effects a demand-based regulation of the fuel high pressure. The power consumption of the high-pressure pump is reduced and unnecessary heating up of the fuel is avoided. Control by Both Valves In idling, in trailing throttle condition, and with small injection quantities, the fuel pressure is controlled by both valves simultaneously. This enables precise control, which improves idling quality and the transition into trailing throttle condition.
Two-Controller Concept
Injection Quantity
Control of Fuel High Pressure by Fuel Pressure Regulator Valve N276 Control of Fuel High Pressure by Fuel Metering Valve N290 Control by Both Valves
Engine Speed
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39
Engine Mechanics
Fuel Pressure Regulator Valve N276
The Fuel Pressure Regulator Valve N276 is located on the high-pressure accumulator (rail). Opening and closing of the Fuel Pressure Regulator Valve N276 adjusts the pressure of the fuel in the high-pressure area. This is actuated by the Engine Control Module (ECM) J623 with a pulse-width modulated signal.
Fuel Pressure Regulator Valve N276
S403_023
Design
Electrical Connection
Valve Anchor
Valve Spring
S403_032
40
Engine Mechanics
How it Works In contrast to conventional control valves in common rail injection systems, the Fuel Pressure Regulator Valve N276 is open in the non-energized state. Fuel Pressure Regulator Valve N276 in Rest Position (Engine Off) If the Fuel Pressure Regulator Valve N276 is not activated, the pressure regulator valve is opened by the valve springs. The high-pressure area is connected to the fuel return. This ensures volume compensation between the high-pressure and low-pressure areas. Fuel vapor lock, which can occur during the cool-down with engine standstill in the high-pressure accumulator (rail), is avoided and the startup properties of the engine are improved.
S403_033
Valve Springs
Fuel Pressure Regulator Valve N276 Activated (Engine On) To set an operating pressure of 3,336 to 26,107 psi (230 to 1800 bar) in the high-pressure accumulator, the Fuel Pressure Regulator Valve N276 is actuated by the Engine Control Module (ECM) J623 with a pulse-width modulated (PWM) signal. Upon actuation a magnetic eld is generated in the solenoid coil. The valve anchor is tightened and presses the valve needle into its seat. A magnetic force opposes the fuel pressure in the high-pressure accumulator. Depending on the duty cycle of the actuation, the ow cross-section to the return line and the exhaust quantity is changed. This also allows uctuations in the pressure in the high-pressure accumulator to be compensated. Effects of Failure If the Fuel Pressure Regulator Valve N276 fails, the engine cannot run because adequate high fuel pressure cannot be developed for injection.
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41
Diesel Particle Filte Indicator Lamp K23 Malfunction Indicator Lamp (MIL) K83
42
Actuators
Fuel Pump (FP) Relay J17 Transfer Fuel Pump (FP) G6 CAN Data Bus Drive Auxiliary Fuel Pump Relay J832 Auxiliary Fuel Pump V393 Cylinder 1 Fuel Injector N30 Cylinder 2 Fuel Injector N31 Cylinder 3 Fuel Injector N32 Cylinder 4 Fuel Injector N33 Fuel Metering Valve N290
er 31
Fuel Pressure Regulator Valve N276 Wastegate Bypass Regulator Valve N75 (uses variable turbine geometry)
Throttle Valve Control Module J338 Exhaust Flap Control Module J883 With Position Sensor
Exhaust Gas Recirculation (EGR) Cooler Switch-Over Valve N345 EGR Valve 2 N213
Engine Coolant (EC) Circulation Pump 2 V178 Oxygen Sensor (O2S) Heater Z19 Oxygen Sensor (O2S) Heater Z28 Automatic Glow Time Control Module J179 Glow Plug 1 Q10 Glow Plug 2 Q11 Glow Plug 3 Q12 Glow Plug 4 Q13
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43
Color Codes CAN Data Bus Drive CAN Data Bus Comfort CAN Data Bus Infotainment
S403_090
Legend J104 ABS Control Module J217 Transmission Control Module (TCM) J234 Airbag Control Module J285 Instrument Cluster Control Module J519 Vehicle Electrical System Control Module
J527 Steering Column Electronic Systems Control Module J533 Data Bus On Board Diagnostic Interface J623 Engine Control Module (ECM)
44
Flow Damper
821803_026ba
Flow Damper
A ow damper is located behind the outlet of the turbocharger in the charge air section. It has the task of reducing disagreeable noise from the turbocharger, such as whistling. Design and Function During full-load acceleration the turbocharger must build up boost pressure very quickly. The turbine and compressor wheel are accelerated quickly and the turbocharger approaches its pump limit. This can lead to burbling in the air ow, which causes disturbing noise that radiates into the charge air section. The charge air causes the air in the resonance sections of the ow damper to vibrate. The vibration has approximately the same frequency as the noise in the charge air. Disturbing noise is minimized by superimposition of the charge air sound waves with the vibration of the air in the resonance sections of
Resonance Sections
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45
2 3
6 4 7 10 8 5 11 1
Legend 1 Vacuum System 2 Engine Control Module (ECM) J623 3 Intake Air 4 Charge Air Cooler 5 Vacuum Regulator Valve 6 Turbocharger Compressor 7 Actuator / Guide Vane Position Sensor 8 Exhaust Gas Turbine with Guide Vane Adjuster 9 Diesel Particulate Filter / Oxidation Catalyst 10 Charge Air Pressure Sensor G31 and Intake Air Temperature (IAT) Sensor G42 11 Low Pressure EGR Valve
46
S403_097
47
Signal Use The pressure sensor collects cylinder burn-data such as the burn moment and the situation of the burn in relation to the crankshaft. This can result in an increase or decrease of the injection amount, as the pressure is indirectly related to the injection amount. Correcting the injection using pressure sensor information balances the injection for all cylinders. In addition, this correction applies to manufacturing tolerances and engine aging. As a direct result of the pressure sensors, emission tolerances are clearly reduced over the life span of the engine. The regulation of the burn is accomplished by shifting the start of injection. Thus, the burn stabilizes during times of very large exhaust recirculation rates and misres and other running issues can be avoided. Also, the pressures can help to balance the time delays caused by bad fuel (low Cetane).
48
Pressure Sensor Power Pressure Sensor Ground Pressure Sensor Signal Glow Plug Power Glow Plug / Pressure Sensor Connector
Electrical Chip
49
Charge Air Pressure Sensor G31 Intake Air Temperature (IAT) Sensor G42
50
S403_095
51
Exhaust Gas Return Valve with EGR Potentiometer G212 and EGR Vacuum Regulator Solenoid Valve N18
S403_099
52
IMG_0408_edit3
Low Pressure Exhaust Gas Recirculation Valve with EGR Potentiometer and EGR Valve N345
EGR Potentiometer
The EGR Potentiometer captures the position of the valve plate in the Low Pressure exhaust gas recirculation valve.
Signal Use Based on the signal, the Engine Control Module (ECM) J623 recognizes the position of the valve plate. This enables control of the returned exhaust gas volume and thus the nitrogen oxide content in the exhaust gas.
Effect of Failure If the EGR potentiometer fails, the Low Pressure recirculation is deactivated. The Low Pressure EGR Vacuum Regulator Solenoid Valve N345 drive is switched to the non-energized state and the valve plate is closed by the valve spring
53
Throttle Valve Control Module J338 with Throttle Position (TP) Sensor G69
S403_101
Effect of Failure If Throttle Position (TP) Sensor G69 fails, the exhaust gas return is deactivated and active regeneration of the diesel particulate lter does not take place.
54
Effect of Failure If Throttle Position (TP) Sensor G69 fails, the exhaust gas recirculation is deactivated.
55
56
Differential Pressure Sensor Pipes Differential Pressure Sensor Pipes Oxygen Sensor
Temperature Sensors
S403_054
57
10
2 11 3 4 7
12
9 13 5 6 8 14
Legend 1 Mass Air Flow (MAF) Sensor G70 2 Exhaust Gas Temperature (EGT) Sensor 1 G235 3 Turbocharger 4 Heated Oxygen Sensor (HO2S) G39 5 Oxidation Catalyst 6 Particulate Filter 7 Exhaust Gas Temperature (EGT) Sensor 3 G495 8 Exhaust Pressure Sensor 1 G450 9 Exhaust Gas Temperature (EGT) Sensor 4 G648 10 Cylinder Pressure Sensors 1,2,3,4 11 Low Pressure EGR Temperature Sensor 12 Low Pressure EGR Potentiometer 13 - Exhaust Gas Temperature (EGT) Sensor 2 14 - Heated Oxygen Sensor (H02S) G130
Additional Components not Pictured: - Low Pressure EGR Differential Pressure Sensor - Wastegate Bypass Regulator Valve N75
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Oxidation Catalyst
S403_091
59
S403_072
60
61
Exhaust Pressure Sensor 1 G450 Exhaust Gas Temperature (EGT) Sensor 3 G495
Oxidation Catalyst
62
The exhaust gas return is deactivated to increase the combustion temperature and the oxygen content in the combustion chamber.
S403_075
Shortly after a delayed late main injection, the rst post-injection is initiated to increase the combustion temperature.
S403_076
Late after the main injection an additional postinjection is initiated. This fuel does not combust in the cylinder, but instead vaporizes in the combustion chamber.
S403_077
The unburned hydrocarbons of this fuel vapor are oxidized in the oxidation catalyst. This ensures an increase in the exhaust gas temperature to approximately 1202F (650C) as it reaches the particulate lter.
S403_078
To calculate the injection quantity for the late post-injection, Engine Control Module (ECM) J623 uses the signal of Exhaust Gas Temperature (EGT) Sensor 3 G495 located before the particulate lter.
S403_080
The boost pressure is adjusted so that the torque during the regeneration operation does not change noticeably for the driver.
S403_079
63
Service Regeneration
If the regeneration drive is not successfully completed and the load condition of the diesel particulate lter has reached 1.41 ounces (40 grams), Diesel Particle Filter Indicator Lamp K231 and Glow Plug Indicator Lamp K29 will light up simultaneously. The text Check Engine Service Shop will appear in the instrument panel display. This prompts the driver to visit the nearest service shop. In this case, the Engine Control Module (ECM) J623 blocks active regeneration of the diesel particulate lter to prevent damage to the lter and the particulate lter can only be regenerated by service regeneration with the VAS 5051. When the load condition reaches 1.59 ounces (45 grams), service regeneration is no longer possible. Because the danger of destroying the lter is too great with this load, the lter must be replaced.
64
Load in Grams
Time Example: Increase in soot load Example: Prole with successful regeneration in the respective stage Passive Regeneration Active Regeneration Customer-Initiated Regeneration Drive Service Generation Filter Replacement
S403_105
Distance Regeneration Distance regeneration is a distance-dependent regeneration of the particulate lter. The Engine Control Module (ECM) J623 initiates an active regeneration automatically if during the last 466 to 621 miles (750 to 1000 km) of travel no successful regeneration has taken place, regardless of the load condition in the diesel particulate lter. Distance regeneration serves as additional safeguard to minimize the load condition of the diesel particulate lter.
65
By placing the NOx storage catalytic converter away from the engine in the vehicle underbody, the thermal aging is considerably reduced. This also takes advantage that the CO and HC that have already been oxidized by the particulate lter. This allows an optimum NOx conversion in the NOx catalytic converter.
66
The exhaust system has two lambda sensors. The lambda sensor upstream of the oxidation catalytic converter regulates the air-reduced operating modes for the NOx catalytic converter. It is also used for the initial value for the air model stored in the engine control unit. This air model help to determine the model-based NOx and soot emissions of the engine.
The second lambda sensor, which is placed downstream of the NOx catalytic converter, detects an excess of reduction medium in the regeneration phase. This is used to determine loading and the aging condition of the NOx catalytic converter. The three temperature sensors integrated into the exhaust system enable the OBD functions for the catalytic components and are used as initial values in the regulation of the regeneration operating modes ad the exhaust temperature model.
67
68
DeSOx Mode
A further regeneration mode is provided by the sulphur removal of the NOx storage catalytic converter (DeSOx Mode). This is necessary as the sulphur contained in the fuel causes sulfate formation which slowly deactivates the NOX storage catalytic converter. The de-sulphurization procedure is designed for a sulfur content of 15 ppm parts per million (ppm) Due to the high thermal stability of the sulfates, signicant levels of sulphur reduction are only possible at temperatures above 620 C (1150 F). The sulphur reduction procedure has been designed so that the storage capacity of the catalytic converter can mostly be restored without irreversible damage to the storage material. The sub-stoichiometric mode is very demanding in terms of engine management. To be able to set air mass and exhaust gas recirculation independently on each other, two separate control circuits are used. The air mass is set using the intake manifold throttle valve. The exhaust recirculation rate is set using a new, model-based regulation concept.
Air Filter
Air
CR injectors
69
A suitable combination of high pressure and low pressure EGR, with corresponding compression temperatures, enable stable rich operation even in the low load range with the fuel qualities that are typical for the USA.
In addition to this, the injection strategy for the rich mode is changed. Up to six injections are used depending on characteristic values to attain a stable and low-soot combustion. This is particularly important in the sulphur reduction process to prevent soot accumulation in the particulate lter.
70
To attain the necessary exhaust gas temperatures in DeSOx operation, the conict of interests between the component protection of the turbocharger and the higher sulfur-reduction performance was resolved using very late, non-combustion post-injection. The fuel partially reacts at the oxidation catalytic converter with the residual oxygen contained in the exhaust gas and therefore creates residual heat for the sulfur reduction of the NOx storage catalytic converter.
These interventions in engine management are regulated to a neutral torque, meaning that the process has no noticeable effect on driving characteristics. As shown in the gure below, the regeneration intervals depend on the corresponding load conditions of the NOx storage catalytic converter with sulfur, nitrogen oxide or the soot load of the particulate lter. The maximum load conditions were adjusted to the permissible operating thresholds of the components.
Path [mi]
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DeNOx Concept
Taking the necessary engine operation and regeneration conditions as well as the catalytic converter properties into consideration, the corresponding regeneration mode is prioritized by a coordination program in the engine control module. DeNOx regeneration is given a higher priority than other regenerations to prevent thermal NOx desorption. A loading and discharging model is stored in the engine control module for DeNOx regeneration. This maps the characteristics of the DeNOx storage catalytic converter. The load condition of the catalytic converter is modeled during engine operation that is dependent on the exhaust temperature and volume velocity as well as the calculated raw NOx emissions.
If the NOx load value exceeds a threshold value which represents the optimum conversion rate for the catalytic converter, the regeneration is conducted when the operating condition of the engine permits a regeneration mode to be activated. Two criteria, which relate to the lambda signal or a NOx discharge model, are available for determining the end of regeneration. As soon as the lambda sensor detects a rise in the reduction medium after the NOx storage catalytic converter, it is free of nitrogen oxide and regeneration has ended. Due to cross-sensitivity of the lambda probe, this criteria is not permissible under a certain threshold temperature. For this reason, the discharge of the NOx storage catalytic converter is also modeled on the basis of the requirement and provision of reduction medium to reduce the stored NOx.
72
After reaching the desulphurisation temperature, the engine begins to use a long time-limited rich phase to enable an efcient desulphurization. The rich mode will be periodically interrupted to prevent excessive soot accumulation in the particulate lter. It is also interrupted when reaching a high exhaust gas temerature threshold. Likewise, this process will be interrupted at very low and very high engine loads. The sulfur discharge is calculated in the engine control module. It depends on the sulfur load, the lambda value and the exhaust gas temperature. The de-sulfurization process will be ended by reaching the lower sulfur load threshold of the maximum time period.
> 1 = oxygen
ms
feed and heating Heating < 1= removal of sulphur from the surface
ms
+ High SO2 selectivity, suppression of H2S + Exothermal Reaction to increase T in NSC - Extends time for sulphur removal - Reduces efficiency of sulphur removal
+ Good sulphur removal efficiency + Optimised sulphur removal time - Low SO2 selectivity, primarily formation of H2S
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The H2S catalytic converter, which was specially developed for this application, is placed downstream of the NOx storage catalytic converter and converts the H2S, which is created during the DeSOx regeneration mode, completely into SO2. The duration of the sulfur reduction process depends on the speed of sulfur reduction that is calculated for the NOx storage catalytic converter. This, in turn, depends on the lambda ratio and the temperature as it is calculated by the engine control module.
The sulfur discharge is calculated in the engine control module. It depends on the sulfur load, the lambda value and the exhaust temperature. The de-sulfurization process will be ended by reaching the sulfur load threshold or the maximum duration.
800
1.2
400 200 0 1000 800 600 400 200 0 1000 800 600 400 200 0 9780 9800 9820 9840 9860 9880 9900 9920 9940 9960
H2S [ppm]
H2S [ppm]
H2S [ppm]
H2S [ppm]
Time [s]
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Lambda
600
1.1
Notes
75
S403_057
76
Glow Plug
S403_056
77
Service
Service
Special Tools
Designation T10172/9 Adapter Tool Use Adapter for work piece holder T10172
S403_113
S403_068
S403_114
78
Service
Tool
Use For removal and installation of the exhaust gas return pipe
S403_112
Pressure piece for extractor T40064 for removal of the toothed-belt wheel for the highpressure pump
S403_066
T40094 Camshaft Insert Tool T40094/1 Fixture T40094/2 Fixture T40094/9 Fixture T40094/10 Fixture T40094/11 Cover
S403_063
79
Service
Tool
S403_064
T40096/1 Chuck
For securing the divided camshaft wheel during installation and removal of the camshaft
S403_065
S403_067
80
Service
Tool
Use For removal and installation of the EGR Cooler temperature sensor
81
Notes
82
Knowledge Assessment
Knowledge Assessment
An on-line Knowledge Assessment (exam) is available for this Self-Study Program. The Knowledge Assessment may or may not be required for Certication. You can nd this Knowledge Assessment at:
www.vwwebsource.com
Volkswagen Academy Certification Program Headquarters 1-877-491-4838 (8:00 a.m. to 8:00 p.m. EST)
Or, E-Mail:
concierge@volkswagenacademy.com
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Volkswagen of America, Inc. 3800 Hamlin Road Auburn Hills, MI 48326 Printed in the U.S.A. April 2008