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3 cylinders engines for Skoda cars (Engine code AWY & AZQ)

3 cylinders engines for Skoda cars (Engine code AWY & AZQ)

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Published by kikouchaa
Introduction
Engine Mechanical Components
Cooling System
Engine Management
Function Diagram
Introduction
Engine Mechanical Components
Cooling System
Engine Management
Function Diagram

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Published by: kikouchaa on Oct 30, 2010
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05/22/2015

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... 3 cylinders for Škoda cars!

SP45_11

A new 3-cylinder petrol engine will in future form the entry-level engine for Škoda models. It is a completely new development and will be available in the ŠkodaFabia. Initially, it will be available as a 6-V engine version with 2 valves for each cylinder; at a later date a 12-V version with 4 valves for each cylinder and increased power output will be available. Essentially, the engine has been designed in conformity with the proven design principles which exist within the Group. Cylinder block and cylinder head are light-alloy components. The camshaft and the oil pump are both driven by means of a chain. The valve gear is equipped with hydraulic valve clearance compensation elements. A balance shaft ensures low-vibration running.

2

GB

Contents
Introduction
Technical highlights Specifications Engine Mechanical Components Overview of engine Main components of engine housing Crank assembly with balance shaft Camshaft drive and valve gear Oil pump drive of 2-valve engine version, camshaft drive and valve gear Oil pump drive of 4-valve engine version, crankcase fresh air supply and ventilation Cooling System Overview Engine Management System overview Single-spark ignition coils with power output stage Two-probe lambda control Overview of system components Simos 3PD/3PE engine management system Function Diagram 4 4 5 6 6 7 8 10 11 12 17 17 18 18 20 21 22 24 26

Service
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Service
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Service Service Service Service Service
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Srie evc

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You will find notes on inspection and maintenance, setting and repair instructions in the Workshop Manual.

GB

3

Introduction
Technical highlights
The 1.2-ltr. inline engine available with 2 valves, and also with 4 valves per cylinder, opens up a new chapter in the range of Škoda engines and enlarges the choice for Škoda models.

SP45_48

SP45_49

... with 2 valves per cylinder

... with 4 valves per cylinder

The technical highlights are: – – – Crankshaft with 6 balance weights running in 4 bearings Camshaft driven by crankshaft by means of a chain; oil pump likewise chain-driven Timing chain tensioned by hydraulic tensioning device, chain for oil pump drive tensioned mechanically Cylinder block split at level of middle of crankshaft Balance shaft for reducing vibrations Cross-flow cooling in cylinder head 4-valve engine without fuel return-flow line, fuel filter with integrated fuel pressure regulator 2-valve engine with fuel return-flow line, fuel pressure regulator at fuel distribution pipe Upright oil filter located at exhaust side in top part of cylinder block, filter element replaceable from above – Crankcase ventilation with fresh air flow into ventilation system, PCV (Positive Crankcase Ventilation) control valve – Oil level/temperature sender installed into oil pan from above through timing case (extended service interval) – Plastic intake manifold – Electronic Power Control – Single-spark ignition coils – Post-treatment of exhaust gases with 2 step-type lambda probes on 2-V engine, catalytic converter close to engine – Post-treatment of exhaust gases with 1 broadband lambda probe as upstream-cat probe and one step-type probe as downstream-cat probe on 4-V engine, catalytic converter close to engine – Electric exhaust gas recirculation valve on 4-V engines – Air filter with integrated control for blending of warm air

– – – –

4

GB

Specifications
Engine characteristic - AWY
50

Engine characteristic - AZQ
50

40
40

110
110

100
100 30 90 80 20 70

30 90 80 20 70

10

10

1000

2000

3000 n (1/min)

4000

5000

SP45_15

1000

2000

3000 n (1/min)

4000

5000

SP45_29

Engine code Type

AWY 3-cylinder inline engine with 2 valves per cylinder 1198 cm3 76.5 mm 86.9 mm 10.3 : 1 40 kW at 4750 rpm-1 106 Nm at 3000 rpm-1 Simos 3PD (Multipoint) Unleaded petrol RON 95 (91 possible with reduction in output)

AZQ 3-cylinder inline engine with 4 valves per cylinder 1198 cm3 76.5 mm 86.9 mm 10.5 : 1 47 kW at 5400 rpm-1 112 Nm at 3000 rpm-1 Simos 3PE (Multipoint) Unleaded petrol RON 95 (91 possible with reduction in output)

Displacement Alésage Course Compression ratio Max. power output Max. torque Engine management system Fuel

Emission standard

EU4

EU4

GB

5

Engine Mechanical Components
Overview of engine
Front view
Upstream-cat lambda probe Coolant thermostat housing The illustrations show the 2-valve engine version

Side view

Warm air inlet connection

Vacuum valve (crankcase ventilation) Tensioning pulley Intake manifold Alternator

Oil filter Catalytic converter with shields Clutch flange Alternator
SP45_06

Guide pulley

Coolant pump

AC compressor
SP45-07

AC compressor

Downstream-cat lambda probe

Oil level/ temperature sender

Crankshaft belt pulley

The cylinder block is split at the level of the middle of the crankshaft. The bottom part is a bearing bridge which is particularly stable in design and consists of a single part. This also performs the task of the otherwise usual bearing caps and, as a result of its compact design, contributes to good mounting of the crankshaft. The bottom part also integrates a balance shaft which is responsible for ensuring lowvibration running of the engine. The ventilation of the crankcase features a PCV control valve. Ignition in the respective cylinder is performed by individual ignition modules (single-spark ignition coils).

Exhaust manifold and catalytic converter form a compact single assembly. The upstream-cat lambda probe is installed from above into the exhaust manifold directly upstream of the catalytic converter. The downstream-cat lambda probe is located in the exhaust pipe downstream of the catalytic converter. Warm air is inducted from the area between exhaust manifold/catalytic converter and the matching cover through the warm air inlet connection to the air filter. The ratio of cold and warm inducted air is controlled by means of regulating flap in combination with a thermostat. The control mechanism is integrated in the air filter.

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Main components of engine housing
Cylinder head cover, cylinder head, cylinder block (top and bottom part) and the timing case (side housing cover for camshaft drive/oil pump drive) are aluminium die castings. The oil pan is manufactured from sheet steel. The cast-in-place liners for the pistons are manufactured of grey cast iron. Essentially, the rigidity of the engine is determined by the extremely stable design of the bottom part of the cylinder block. As part of the engine design process, an optimisation was conducted using systems such as CAD (Computer Aided Design) and CAE (Computer Aided Engineering).

Note: Please refer to the Workshop Manual for more detailed information regarding the sealing.

The illustrations show the 2-valve engine version

Cylinder head cover

1
Cylinder head

2
1

3
Timing case Top part of cylinder block

1

Parts sealed by means of: 1 2 3
Liquid gasket Metal gasket Contact surface of shaped rubber gasket of coolant pump

1

Bottom part of cylinder block (bearing bridge)

Oil pan
SP45_09

GB

7

Engine Mechanical Components
Crank assembly with balance shaft
The crankshaft is manufactured from spheroidal cast iron. Each half runs in 4 main bearings in the top part of the cylinder block and in the bottom part. The crankshaft features 6 balance weights to ensure smooth engine running. The balance shaft is driven by the crankshaft through a pair of gears. It rotates at the same speed as the crankshaft, but in the opposite direction of rotation. When the engine is running, forces and moments are produced as a result of the movement of the pistons, conrod and crankshaft which in turn have an effect on the smooth running of the engine. The description below is intended to briefly explain how and when these have an effect. Compensation of forces and moments
Rotating inertia forces Oscillating inertia forces Balance weight on crankshaft

Crankshaft

SP45_12

Balance weight on balance shaft Balance shaft Balance weight on balance shaft

SP45_32

SP45_33

When the components of the crank assembly rotate and oscillate, this results in an acceleration or braking of these parts. This in turn produces inertia effects and these in turn produce imbalances. In order to minimise the imbalances in multicylinder engines, it is necessary to minimise the following forces and moments: – Rotating inertia forces, by appropriately designing the crankshaft throws and the parts of the connecting rod Oscillating inertia forces, by appropriately designing the pistons and parts of the connecting rod Moments about the transverse axis resulting from rotating forces Moments about the transverse axis resulting from oscillating forces

Reflection plane

Vertical axis Transverse axis

Axis of rotation


SP45_34


Moments resulting from oscillating and rotating forces 8 Crankshaft of 3-cylinder engine

GB

The main difference between the inertia effects mentioned consist in the fact that the rotating inertia forces at a particular rotational speed have a constant magnitude but different directions. The directions are fixed by the throws of the crankshaft. In contrast, oscillating inertia forces at a particular rotational speed have a constant direction which is given by the axes of the cylinders, but the magnitudes differ.

Inertia effects can be influenced by: – – – – Number and arrangement of cylinders Type of throws of the crankshaft Balance weights fitted to the crankshaft Use of one or several balance shafts

To simplify this situation we can state that the crankshaft is balanced if: "in terms of forces" the crankshaft star is regular (e.g. crank assembly of 3-cylinder engine with throw each of 120˚)
SP45_31

Crankshaft star

"in terms of moment" the reflection of one half of the crankshaft corresponds to the other half

Reflection plane Longitudinal axis

Vertical axis

Note: The crankshaft must not be removed or detached. Please refer to the descriptions in the Workshop Manual.

SP45_43

Crankshaft of 4-cylinder engine

GB

9

Engine Mechanical Components
Camshaft drive and valve gear, oil pump drive of 2-valve engine version
Camshaft Timing chain Chain sprocket of camshaft Roller-type rocker arm Hydraulic supporting element Spiral spring Valve

Tensioning rail (plastic) Guide rail (plastic) Hydraulic tensioning device for timing chain Chain sprocket of crankshaft for camshaft drive Chain sprocket of crankshaft for oil pump drive Chain of oil pump drive

Crankshaft

SP45_08

Leaf spring Mechanical chain tensioner for oil pump drive (spring-tensioned)

Chain sprocket of oil pump

Oil pump

Camshaft drive and valve gear The camshaft is driven by the crankshaft via the timing chain. The tensioning rail and guide rail in combination with the hydraulic tensioning device ensure that the timing chain is always correctly tensioned and guided. The camshaft controls the valves by means of roller-type rocket arms/cam rollers. Hydraulic supporting elements ensure proper compensation of the valve clearance.

Oil pump drive The oil pump integrated in the oil pan is driven by the crankshaft by means of a chain. The oil pump extracts the oil through a suction strainer. This strainer forms the bottom part of the oil pump. The chain for driving the oil pump is tensioned by mechanical chain tensioner. A leaf spring ensures that the chain is correctly tensioned.

10

GB

Camshaft drive and valve gear, oil pump drive of 4-valve engine version
Guide rail Chain sprocket of camshaft Timing chain Tensioning rail (plastic) Guide rail (plastic) Hydraulic tensioning device for timing chain Chain sprocket of crankshaft for camshaft drive Chain sprocket of crankshaft for oil pump drive Chain of oil pump drive

Camshaft Roller-type rocker arm

Spiral spring

Valve

Crankshaft
SP45_13

Leaf spring Mechanical chain tensioner for oil pump drive (spring-tensioned)

Chain sprocket of oil pump

Oil pump

Camshaft drive and valve gear The engine is equipped with two camshafts. The drive of the camshafts and the guide mechanism of the chain are basically similar to the 2-valve engine version. The camshafts rotate in the same direction. Each cylinder features 2 inlet and 2 exhaust valves.

Oil pump drive The drive of the oil pump is completely identical to the 2-valve engine version.

Note: Please refer to the specifications in the Workshop Manual for installation and setting of the camshaft drive.

GB

11

Engine Mechanical Components
Crankcase fresh air supply and ventilation
The crankcase fresh air supply and ventilation is used on both engine versions. The crankcase fresh air supply reduces the formation of water in the oil and the crankcase ventilation prevents oil vapours and uncombusted hydrocarbons (gases from the combustion chamber, small quantities of which have reached the crankcase) from penetrating to the outside air. The system consists of – – – – – an oil separator which is housed in the top part of the timing case a PCV control valve a plastic hose from PCV control valve to intake manifold a fresh air supply hose from air filter to cylinder head cover a non-return valve

The crankcase fresh air supply and ventilation differs on both engine versions only in terms of the design of the oil separator system and in the routing of the lines downstream of the PCV valve. The basic operating principle of both systems is identical. 2-valve engine version

Air filter Non-return valve

Oil return-flow galleries Fresh air supply hose

Inlet downstream of throttle valve

PCV control valve

Plastic hose

Oil separator

Air inlet into crankcase
SP45_40

12

GB

4-valve engine version

Air filter Non-return valve

Cyclone oil separator Fresh air supply hose Labyrinth oil separator Inlet downstream of throttle valve PCV control valve Plastic hose

Oil return-flow galleries
SP45_47

Air inlet into crankcase

Note: The non-return valve prevents oil from being combusted out of the cylinder head cover into the oil filter (is also applicable for the 2-valve engine version).

Crankcase fresh air supply The air supply for the crankcase is produced by means of fresh air which flows along the hose from the air filter to the engine. The fresh air is inducted by the vacuum in the intake manifold and flows along the oil returnflow galleries into the crankcase. This produces a pressure balance and blending with the gases from the combustion chamber. The crankcase fresh air supply reduces the quantity of water vapour in the crankcase. The mixture is then passed through the crankcase ventilation system to the combustion.

GB

13

Engine Mechanical Components
Crankcase ventilation The gases are drawn out of the crankcase by the vacuum in the intake manifold. In the oil separation system the oil is separated from the gases by means of condensation and drips back into the oil pan. The gases flow through the PCV control valve into the intake manifold where they are mixed with the inducted air and supplied to the combustion chambers of the cylinders for combustion. The 2-valve engine version features a labyrinth oil separator system. This consists of a special moulded part at which the oil is separated while the remaining gases flow onto the PCV control valve. The extracted gases flow on from the PCV control valve along an external plastic line. They flow directly into the induction system downstream of the throttle valve control unit and are blended with the inducted air.

2-valve engine version PCV control valve

Timing case

Oil separator

Gases from crankcase

SP45_50

14

GB

The 4-valve engine version, in contrast to the 2-valve version, has an enlarged oil separator system. This consists of a labyrinth oil separator in the form of ribbing in the timing case and a cyclone oil separator. The extracted gases first of all flow through the PCV control valve and then continue along an external plastic line to the intake manifold and on through a gallery in the inside of intake manifold until just before the throttle valve control unit. The gases flow into the intake manifold via an internal opening and are blended with the inducted air.

Note: Whereas the PCV valve ensures a uniform vacuum in the crankcase, the pressure limiting valve opens if an overpressure exists in the crankcase. This is produced, for example, as a result of wear at the piston rings and cylinder walls. In this case, there is an increased flow of gases from the cylinder into the crankcase. The oil separation system is thus affected.

4-valve engine version Labyrinth oil separator PCV control valve

Cyclone oil separator

Pressure limiting valve

To intake manifold

Timing case

SP45_51

Gravity valve for oil return flow

GB

15

Engine Mechanical Components
PCV control valve The PCV control valve ensures a constant vacuum in the crankcase and a good ventilation of the crankcase. It is split into two chambers by a spring-mounted diaphragm. One chamber is connected to the outside air while the other is connected to the intake manifold and to the crankcase. Depending on whether the vacuum in the intake manifold is high or low, the flow crosssection to the intake manifold is varied by means of the diaphragm and in this way a uniform pressure level is assured in the crankcase.

2-valve engine version

Low vacuum in intake manifold
From crankcase Force from pressure ratios in crankcase Diaphragm

High vacuum in intake manifold

Atmospheric pressure Spring force

Force from vacuum in intake manifold To intake manifold
SP45_45

Inlet from atmosphere
SP45_46

4-valve engine version

Low vacuum in intake manifold

High vacuum in intake manifold

Atmospheric pressure Inlet from atmosphere Diaphragm From crankcase

Spring force Force from vacuum in intake manifold Force from pressure ratios in crankcase

To intake manifold 16

SP45_41

SP45_42

GB

Cooling System
Overview
The cooling system operates with a conventional thermostat which is integrated in the coolant distributor housing. A highlight of the cooling of the cylinder head which is worth mentioning is the use of crossflow cooling. The space for the coolant is formed by two interlinked levels. In the lower level the individual combustion chambers are cooled by each of three individual cross flows. The flows merge in the top level and then flow off to the coolant distributor housing. The significance of cross-flow cooling is that the individual combustion chambers are uniformly cooled.

SP45_39

Expansion reservoir Heating system heat exchanger

Coolant distributor housing with thermostat

2 1 3
Coolant pump

4

5 4

6

SP45_27

5 6

1

1 2

From cylinder block/cylinder head To top of radiator From bottom of radiator To coolant pump To heat exchanger From heat exchanger

Radiator

2 3

3 4 5 6

SP45_26

GB

17

Engine Management System
System overview
Intake air temperature sender G42 and intake manifold pressure sender G71

Engine speed sender G28

Simos 3PD/3PE control unit

Camshaft position sender G163

Throttle valve control unit J338 Angle senders for throttle valve drive G187 and G188 (EPC)
in C
GB

Clutch pedal switch F36

Brake light switch F and brake pedal switch F47

Knock sensor G61

Coolant temperature sender G62 Electrical system control unit J519 Lambda probe G39

Lambda probe downstream of catalytic converter G139

Diagnostic connector

Additional signals: Alternator terminal DF Vehicle speed signal CCS switch (ON/OFF)*

18

Dri

ve

Accelerator pedal position sender G79 and G185

ine

Kl

tra

AN

Fuel pump relay J17 Fuel pump G6

Injector for cylinders 1 to 3 N30 ... N32

Ignition coil 1 with power output stage N70 Ignition coil 2 with power output stage N127 Ignition coil 3 with power output stage N291

Throttle valve control unit J338 Throttle valve drive G186 (EPC)

Solenoid valve 1 for activated charcoal filter system N80

EPC

Exhaust gas recirculation valve N18** with potentiometer G212**

Lambda probe heater Z19

Oil level/oil temperature sender G266

Heater for lambda probe downstream of catalytic converter Z29

SP45_10

* **

Only on 4-valve engine versions with optional equipment Only on 4-valve engine versions

GB

19

Engine Management System
Single-spark ignition coils with power output stage
The engine features 3 single-spark ignition coils, i.e. an ignition coil with a matching power output stage is used for each cylinder.

Plug-in unit with integrated single-spark ignition coil and power output stage

Figure shows 2-valve engine version

SP45_28

Ignition coil and power output stage are each integrated in a plug-in unit. These plug-in units are fitted onto the spark plugs by means of guides in the cylinder head cover. They are provided with rubber lips around their circumference in order to minimise vibrations and to ensure a proper fit. The use of single-spark ignition coils eliminates the need for high-voltage ignition cables and thus ensures stable ignition.
Rubber lips (triple)

SP45_04

Spark plug

20

GB

Two-probe lambda control
Design of system Exhaust manifold (stainless steel sheeting) and catalytic converter (main catalytic converter) form a compact unit. As a result of the installation position close to the engine the catalytic converter heats up rapidly to its operating temperature and is thus able to minimise the pollutant emissions in the engine start phase. The upstream cat probe is screwed from above into the exhaust manifold while the downstream cat probe is inserted into the exhaust pipe downstream of the catalytic converter. Lambda control On the 2-valve engine version a step-type lambda probe is used upstream of the catalytic converter while on the 4-valve engine version a broadband lambda probe is fitted. The engine control unit calculates correction values for the fuel injection system from the signal supplied by lambda probe G39. This first control circuit is superposed by a second control circuit with the downstream cat probe G130. This control circuit makes it possible to correct the shift of the voltage curve of the probe upstream of the catalytic converter within a defined frame (adaption), which assures a stable and optimal mixture composition over long periods. Legend:
G28 G39 Engine speed sender Lambda probe (upstream of catalytic converter) G42/71 Intake air temperature sender/intake manifold pressure sender G130 Lambda probe (downstream of catalytic converter) J361 Simos 3PD/3PE control unit UG39 Voltage of probe G39 UG130 Voltage of probe G130 UV Control voltage of injectors Exhaust pipe Exhaust manifold Lambda probe G39 (upstream of catalytic converter)

Catalytic converter (main catalytic converter)

SP45_37

Lambda probe G130 (downstream of catalytic converter)

Note: You can obtain more detailed information on the different versions of the two-probe lambda control, particularly also the control using the broadband lambda probes, in the Self Study Programme 39.

G28 G42/71

G39

G130

UV

U G39

U G130

J361

SP45_30

GB

21

Engine Management System
Overview of system components
Note: Familiar function components which have already been described in detail in earlier Self Study Programmes are used for controlling the 1.2-ltr. engine. The table refers to the relevant Self Study Programmes. Please make use of this detailed information.

Function component

Function description SSP 27 (description of G72 applies by analogy to G42)

Intake air temperature sender G42 and intake manifold pressure sender G71 supply signals to enable the engine control unit to be able to compute the necessary injection time as well as the ignition timing point.
SP45_17

Accelerator pedal position senders G79 and G185 inform the engine control unit (electrically) regarding the current position of the accelerator pedal.

SSP 27

SP45_18

Engine speed sender G28 detects engine speed and position of crankshaft. This information is required for defining the fuel injection and timing points.
SP45_19

SSP 35 (different shape and installation position but function the same)

The sender operates as a Hall sender.

Exhaust gas recirculation valve N18* with potentiometer G212* is actuated by the engine control unit and determines the quantity of the exhaust gases which are recirculated to the inducted air.
SP45_20

SSP 35

*

Only on 4-valve engine versions

22

GB

Function component

Function description SSP 12

Activated charcoal filter system solenoid valve N80 determines the ventilation air quantity when the engine is operated (fuel vapours from fuel tank ventilation system) which is drawn from the activated charcoal filter and flows to the intake tract.
SP45_21

Camshaft position sender G163 at the moment the engine is started enables the engine control unit to detect the individual cylinders by means of a signal. Its signal is used as a substitute signal if sender G28 fails.
SP45_22

SSP 35

Throttle valve control unit J338 with angle senders G187/G188 for throttle valve drive G186 (EPC) controls the air flow of the engine.

SSP 27

SP45_23

Coolant temperature sender G62 supplies information to engine control unit regarding the current coolant temperature.

SSP 16

SP45_24

Clutch pedal switch F36 influences the fuel injection during the transition to idle speed and in this way prevents variations of the engine speed during gearshifts
SP45_25

SSP 27 (shows old sender shape - function identical)

and Brake light switch F and brake pedal switch F47 operate the brake lights and signal to the engine control unit when the brakes are operated.

Oil level/oil temperature sender G266 supplies data for calculation of oil level and oil temperature for evaluating oil wear in the "Extended service interval" system.

SSP 44 (shows other sender shape/ installation position - function identical)
23

SP45_38

GB

Engine Management System
Simos 3PD/3PE engine management systems
The following engine management systems are used: – – 1.2-ltr. 40 kW engine - Simos 3PD 1.2-ltr. 47 kW engine - Simos 3PE.

They differ in terms of the lambda control.
C

– –

Simos 3PD - two step-type lambda probes Simos 3PE - one broadband probe installed upstream of catalytic converter, and one step-type probe installed downstream of the catalytic converter

G130

Z29

G39

Z19

In addition to the basic functions such as fuel injection, ignition and operation of the engine throttle valve (EPC) via the accelerator pedal position sender, the engine control unit J361 combines a number of sub-functions and additional functions. This SSP deals in detail only with two selected components.

G79 G185

G

EPC

H

Engine speed control The maximum attainable engine speed is limited to approx. 5820 rpm. If engine speed rises beyond this (e.g. when driving downhill with gear engaged) and reaches or exceeds the limit of 5920 rpm, the following functions are activated: – – Fuel injection shutoff Fuel pump shutoff
F

Substitute functions Engine speed sender G28, camshaft position sender G163 If the engine speed sender G28 fails when the engine is running, the engine stops. It can, however, be started again. If the camshaft position sender G163 fails when the engine is running, the engine continues running and can also be re-started. If both senders fail, the engine cuts out and can no longer be started.

24

GB

Illustration shows example of 2-valve engine version
N70/ N127/ N291

G163 N30 … N32

B

Colour coding = Input signal = Output signal
G71/ J338 G42 G186 G61

G62

= Inducted air
E

G187 G188
N80

= Fuel

G28

D

Legend: A B C D E F G H Fuel tank Fuel pressure regulator Catalytic converter Activated charcoal filter Fuel filter Diagnostic connection EPC fault lamp Exhaust warning lamp

A

SIMOS 3PD

J361

G6

SP45_02

G6 G28 G39 G42 G61 G62 G71 G79 G130 G163 G185 G186 G187 G188

Fuel pump Engine speed sender Lambda probe upstream of catalytic converter Knock sensor Intake air temperature sender Coolant temperature sender Intake manifold pressure sender Accelerator pedal position sender Lambda probe downstream of catalytic converter Camshaft position sender Accelerator pedal position sender 2 Throttle valve drive (EPC) Angle sender -1- for throttle valve drive Angle sender -2- for throttle valve drive

J338 J361 N30 N31 N32 N80 N70 N127 N291 Z19 Z29

Throttle valve control unit Engine control unit Injector cylinder 1 Injector cylinder 2 Injector cylinder 3 Activated charcoal filter system solenoid valve Ignition coil 1 with power output stage Ignition coil 2 with power output stage Ignition coil 3 with power output stage Lambda probe heater Heater for lambda probe downstream of catalytic converter

GB

25

Function Diagram
Example shows 2-valve engine version
J519

S268 5A

S163 110A

SB61 15A

SB17 15A

SB56 20A

SB2 10A

SB28 5A

SB24 10A

+

J17

J363

F

F47

F36 N80

A

104

80 83 9 13

3 121 119 92

62 91

23

53 90 97 93

63 107 96

65 95 2

61

J338

A
M

B

M

G6

G62

G186

G188

G187

G72

G71

31
Components A Battery F Brake light switch F36 Clutch pedal switch F47 Brake pedal switch G6 Fuel pump G28 Engine speed sender (Hall sender) G39 Lambda probe G42 Intake air temperature sender G61 Knock sensor G62 Coolant temperature sender G71 Intake manifold pressure sender G79 Accelerator pedal position sender G130 Lambda probe downstream of catalytic converter = Input signal G163 G185 G186 G187 G188 J17 J361 J363 J519 J533 N30 - 32 N70 N80 Camshaft position sender Accelerator pedal position sender 2 Throttle valve drive (EPC) Angle sender -1- for throttle valve drive (EPC) Angle sender -2- for throttle valve drive (EPC) Fuel pump relay Simos control unit Power supply relay for Simos control unit Vehicle electrical system control unit Databus diagnostic interface Injectors cylinders 1 - 3 Ignition coil 1 with power output stage Solenoid valve 1 for activated charcoal filter system = Battery positive GB

= Output signal

26

J533

+30 +15

SB9 10A

SB35 10A

SB52 15A

G79 CAN - H CAN - L G39 Z19 G130 Z29 N30 N31 N32

G185

λ

λ

21 1 111

20 31 J361 89

14

4

16

35 106

5

17

88

87

85 113

50 51 18 19 64 45 100

105

99 102 109 101 120 112

+

o

+

o

N70

N127

N291

-

G163

G28 G61

Q

Q

Q

31
N127 N291 Q S, SB... Z19 Z29 Ignition coil 2 with power output stage Ignition coil 3 with power output stage Spark plugs Fuses Lambda probe heater Heater for lambda probe downstream of catalytic converter
SP45_16
in out

Diagnostic connectionel

Diagnostic connection: A B Vehicle speed signal Alternator terminal DF = Earth GB = CAN-BUS - L/H (drive train databus) = bidirectional

27

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