TDI ENGINE WITH 6 .- INJECTOR PUMP DIESEL ENGINE MANAGEMENT ELECTRONICS TDI ENGINE WITH 6 .

- INJECTOR PUMP Throughout this topic we discuss the electronic management applied to the TDI en gines with pump injector both with 1.9 ltr engine. four cylinder 1.2 ltr. / 1.4 ltr. three cylinders. Within the 1.9 ltr engine. TDI injector pump are the follo wing variants in terms of its power: • • • • • 66 kW (90 hp) 74 kW (100 hp) 85 k W (115 hp) 96 kW (130 hp) 110 kW (150 hp) In the case of three-cylinder engines are now two versions: • • 1.2 ltr. 45 kW ( 61 hp) - (3L engine) 1.4 ltr. 55 kW (75 hp) The most significant modifications to these engines are described in the TDI eng ine variant PUMP WITH NOZZLE. CHAPTER 6.5 .TDI INJECTOR PUMP WITH MOTOR 1 MECHANICAL ELEMENTS 6.1 .DIESEL ENGINE MANAGEMENT ELECTRONICS MECHANICAL ELEMENTS 6.1 .- 6.1.1 .- Distribution To generate an injection pressure of 2000 bar you need large actuation forces. T hese forces lead to heavy loads on the components of the control timing belt dis tribution. For that reason, have implemented the following measures designed to ease the burden on the timing belt: • At the wheel of the camshaft is mounted a vibration damper, which reduces the oscillations in the control of the timing be lt. The timing belt is 5 mm wider than the base engine. With this increased surf ace forces can be transmitted more intense. • A hydraulic tensioner for timing belt is responsible for maintaining a uniform t ension at different loading conditions. MECHANICAL ELEMENTS 1 DIESEL ENGINE MANAGEMENT ELECTRONICS It uses the same protective belt dentanta engines of four and three cylinders. I n this guard are the marks for the camshaft sprocket. Setting marks for the four -cylinder engine are identified 4Z and the three-cylinder with 3Z. For setting and tweaking of the timing belt should be taken into account the rep air manual instructions. Crankshaft gear (only for four cylinder engines) To submit to the belt at lower loads during the injection cycle, the timing of t he crankshaft pulley has two pairs of teeth with a entrediente larger than the r emaining teeth. MECHANICAL ELEMENTS

2 DIESEL ENGINE MANAGEMENT ELECTRONICS Here's how: During the injection cycle, the high pump forces subject to the timing belt to h eavy loads. The pump forces retard the rotation of the camshaft pulley, while th e start of combustion is responsible for accelerating the wheel of the crankshaf t pulley. Because of this phenomenon, the timing belt undergoes elongation, whic h increases transiently with its own entrediente. This occurs periodically on th e basis of firing order, so you are getting the same teeth of the toothed pulley which are in attack. In these sites has been increased entrediente game in orde r to compensate for variations entrediente and reduce wear on the timing belt. In a pulley wheel of the crankshaft with a set of entrediente uniform belt teeth come up against the edges of the teeth on the pulley as the belt is subjected t o heavy loads by the pump forces. As a result manifests a high wear and reduced service life of the timing belt. MECHANICAL ELEMENTS 3 DIESEL ENGINE MANAGEMENT ELECTRONICS 6.1.2 .- pistons and connecting rods of trapezoidal geometry Due to the combustion of fuel-air mixture reaches a high pressure in the combust ion chamber. The high combustion pressure is heavy burden for the components tha t make up the crank mechanism. To reduce the stresses to undergoing the pistons and connecting rods because of the high pressures of combustion, there has been a trapezoidal geometry to the cube of the piston and the head of the rod. Compared with conventional joining between the piston and rod, trapezoidal geome try can increase the bearing surface of the head of the connecting rod and pisto n hub with respect to the bolt. Thus, the combustion forces are distributed over a larger area, by submitting to the bolt and the crank to a lower rate of solic itation. MECHANICAL ELEMENTS 4 DIESEL ENGINE MANAGEMENT ELECTRONICS 6.1.3 .- balanced trees (only three-cylinder engine) There is a balancer shaft installed in the crankcase. Assumes the function of re ducing the oscillations and thus provide a smooth engine. The balancer shaft is fixed to a ladder frame and is driven by the crankshaft via a chain. Turn the sa me regime as the crankshaft, but in the opposite direction.€With the alternative movements of pistons and connecting rods and crankshaft rotary motion generates forces that result in oscillations. These oscillations are transmitted to the b ody. To reduce oscillations, the balancer shaft contrarotante acts against the f orces of vibration generated by the pistons, connecting rods and crankshaft. To have an effective compensation of the masses, it is necessary that the crankshaf t and balancer shaft operating in the correct relative position between them. Wh en mounting the drive chain must be set to match the teeth marks on the cranksha ft gear and balancer shaft, with the two links in the chain that has color. Note in this regard the information provided in the Repair Manual.

MECHANICAL ELEMENTS 5 6.2 .- INJECTOR PUMP SYSTEM DIESEL ENGINE MANAGEMENT ELECTRONICS 6.2 .- direct Compared with g advantages: on. Increased injection system rotary distributor pump, the diesel injector pump has the followin • • • • Low sound of combustion. Low emissions. Low fuel consumpti energy efficiency.

The advantages are achieved through: • • • A high injection pressure of 2050 bar s most. Precise management for the operation of the injection. And through a ser ies of preinjection. What is an injector pump? An injector pump, as its name implies, is an injection pump and an injector, equ ipped with a solenoid, grouped into a single component. Each engine cylinder has its own injector pump. This will eliminate the high pressure pipes which are us ually installed in versions with rotary distributor pump, allowing to reach a hi gh injection pressure. As in the case of a distributor injection pump with injec tors, injector pump system assumes the following functions: • • Generating highpressure injection. Fuel Injection in the right quantity and right time. INJECTOR PUMP SYSTEM 1 DIESEL ENGINE MANAGEMENT ELECTRONICS Installation location of the injector pump The injector pump is mounted directly in the stock. Fixation It is set in the butt by a taco tensor. NOTE: When mounting the injector pump should be noted that If the injector pump is not perpendicular to the cylinder crew. Because it can cause damage to the injector pump and te in this respect the instructions provided in the Repair INJECTOR PUMP SYSTEM 2 DIESEL ENGINE MANAGEMENT ELECTRONICS 6.2.1 .- Architecture of the injector pump INJECTOR PUMP SYSTEM 3 DIESEL ENGINE MANAGEMENT ELECTRONICS Injector pump drive the correct position. head can loosen its s the cylinder head. No Manual.

The camshaft includes a cam to drive the additional injectors (as many as the nu mber of cylinders). Through rocker and roller with central bearing drive the pis tons of the injectors. The roller rocker arm has an adjustment screw to adjust the play between it and the injector pump. The adjustment will be necessary if the injector pump is disa ssembled or replaced any element involved in their operation. Cam Geometry The injection cam has a pronounced flank attack, as a result, pump piston is pre ssed with a high speed down very quickly reaching a high injection pressure. The falling edge flattened produces a slow and uniform movement of the piston up ward, allowing the fuel to flow back into the bubble-chamber high-pressure injec tor pump without bubbles. INJECTOR PUMP SYSTEM 4 DIESEL ENGINE MANAGEMENT ELECTRONICS 6.2.2 .- demands on the mixture formation and combustion The precondition for efficient combustion have a good education lies in the mixt ure. To that end, the fuel must be injected in the right quantity at right time and with high pressure. If there are minor differences, these translate into inc reased pollutant emissions from combustion or sound in a high fuel consumption. For the development of combustion in a diesel engine, it is important that the p eriod of self-ignition delay is as short as possible. Is understood as such the time from the start of injection until it begins to increase pressure in the com bustion chamber. If during that time you inject a large amount of fuel, it cause s an instant rise in pressure, which manifests itself in an intense sound of com bustion. Preinjection To get the smoothest possible development of combustion,€immediately before the main injection is injected a small amount of fuel, with low pressure. This fuel metering is given the name of preinjection. With the burning of this small amoun t of fuel increases the pressure and temperature in the combustion chamber. This will create the conditions necessary to achieve rapid ignition of the dispensed quantity then in the main injection, thus reducing the delay of spontaneous com bustion. Preinjection cycle and a "rest interval" between the preinjection and m ain injection, mean that the pressures in the combustion chamber will not occur at once, but in a less instantly. Consequently levels are obtained m / s low in the sound of the combustion and emissions of nitric oxides. Main injection During the main injection is critical to have a good mixture formation, to achie ve more complete combustion of fuel possible. With a high pressure of injection is achieved by a very fine spray of fuel, so that the fuel and air can be mixed properly. Complete combustion leads to a reduction of pollutant emissions and hi gh levels of power output / performance. End of injection At the end of injection is important that the injection pressure falls rapidly a nd the nozzle needle closing instantly. This will prevent fuel passing into the combustion chamber, having a low injection pressure and large diameter drops, be cause only incomplete burn and lead to increased emission of pollutants. The dev elopment of the injection pump injector system with a low pressure preinjection, followed by a rest interval between injections, an increase of pressure during

the main injection and a final instant, large-scale consistent with the needs of motor . Below is the function of the various phases of the injection cycle. INJ ECTOR PUMP SYSTEM 5 DIESEL ENGINE MANAGEMENT ELECTRONICS The high-pressure chamber is filled with fuel During filling, the pump piston moves upward, driven by spring force, thereby in creasing the volume of high-pressure chamber. The valve for the injector pump is not excited. Electrovávula The needle is in its resting position and thus opens the way for feeding the fuel into the high pressure chamber. Supply pressure ca uses the fuel flow to the high pressure chamber. INJECTOR PUMP SYSTEM 6 DIESEL ENGINE MANAGEMENT ELECTRONICS Start the preinjection Lever press the plunger injection pump down, driven by roller rocker, which disp laces the fuel of high pressure chamber to the feeding area. The engine control unit starts the injection operation. To that end, drives the valve of the inject or pump. The needle of the valve is pressed against its seat, thus closing the p assage of the high pressure chamber to the area of fuel supply. Thus begins the pressurization in the high pressure chamber. To reach 180 bars, the pressure exc eeds the spring force on the injector. The nozzle needle lifts off from his seat and starts the cycle of preinjection. INJECTOR PUMP SYSTEM 7 DIESEL ENGINE MANAGEMENT ELECTRONICS Shock of the injector needle During the preinjection, the career of the injector needle is cushioned by a hyd raulic cushion. This makes it possible to dispense the exact amount to be inject ed. Here's how: In the first stint, the nozzle needle opens without damping, dosed in the combus tion chamber the amount provided for preinjection. As the cushioning piston plunges into the bore of the injector housing, fuel and can only be evicted from the top of the needle, through a slot in flight toward the camera housing for the spring of the injector. This creates a hydraulic cus hion, responsible for limiting the stroke of the needle valve during the cycle o f preinjection. INJECTOR PUMP SYSTEM 8 DIESEL ENGINE MANAGEMENT ELECTRONICS Ends preinjection The preinjection ended immediately after the needle valve opens. The rise of pre ssure causes the piston to escape being diverted down, increasing the volume of high-pressure chamber. As a result, the pressure drops for a brief moment, the n

ozzle needle closes. The preinjection ends. Due to the downward movement of the piston to escape, the spring injector is subjected to a preliminary tension m / s intense.€For the nozzle needle to re-open on account of the main injection is then needed so more fuel pressure than that used for preinjection. INJECTOR PUMP SYSTEM 9 DIESEL ENGINE MANAGEMENT ELECTRONICS Main injection begins Shortly after closing the needle valve the pressure increases again in the high pressure chamber. The injector pump valve is closed and the pump piston moves do wnward. Upon reaching about 300 bars, fuel pressure exceeds the strength of pres tressed spring in the injector. The nozzle needle lifts off its seat again and p roduced the shot of the main dose. The pressure increases during the operation t o 2050 bars, because the high pressure chamber displaces a greater amount of fue l that can escape through the holes of the injector. The pressure reaches its ma ximum size at the time the engine reaches its maximum power itself, ie has a hig h engine speed accompanied by a large amount injected. INJECTOR PUMP SYSTEM 10 DIESEL ENGINE MANAGEMENT ELECTRONICS Ends the main injection The final injection starts as soon as the engine control unit fails to excite th e valve to the injector pump. The spring opens the valve needle during the opera tion and the fuel displaced by the piston pump can escape to the fueling area. T he pressure is degraded. The nozzle needle closes and the spring of the injector push the plunger to escape to its starting position. Cycle is completed the mai n injection. INJECTOR PUMP SYSTEM 11 DIESEL ENGINE MANAGEMENT ELECTRONICS Return fuel injector pump The return of fuel in the injector pump assumes the following functions: • Refri gerate the injector pump. To that end fuel is passed the feed zone through the i njector pump ducts to the return area of the fuel. • Transport fuel leak, evicti ng plunger pump. Remove vapor bubbles in the fuel supply area, by passing through the throttle in the return area. INJECTOR PUMP SYSTEM 12 DIESEL ENGINE MANAGEMENT ELECTRONICS PRACTICA N º 06/01 Find in the Manual, the process of disassembly and reassembly of the whole injec tor pump for the following vehicle:

Model: Passat (3B2) Year: 2000 (Y) Engine: AJM Change: DUK Making this process t aking into account the observations made. INJECTOR PUMP SYSTEM 13 6.3 .- FUEL CIRCUIT DIESEL ENGINE MANAGEMENT ELECTRONICS 6.3 .- Fuel Circuit The fuel tank is sucked through a mechanical pump by passing through the fuel fi lter, to be driven by the feed pipe in the stock until the injector pump. The am ount of fuel that is not needed for injection is returned to the reservoir throu gh the return duct in the cylinder head, a temperature sensor and a fuel cooler. FUEL CIRCUIT 1 DIESEL ENGINE MANAGEMENT ELECTRONICS 6.3.1 .- Fuel Pump The fuel pump is directly behind the vacuum pump in the stock. Assumes the funct ion of transporting fuel from the tank to the injectors. Both pumps are operated jointly by the camshaft, under which is given to this group's name in tandem pu mp. The fuel pump has a connection for the gauge VAS 5187, with which you can ch eck the fuel pressure in the feed zone. Note in this respect the instructions pr ovided in the Repair Manual. The fuel pump is a vane pump version with integrated lock. In pumps of this type fins are pressed against the rotor by a spring force. This has the advantage th at, as fuel rises from low revs. Vane pumps do not draw fuel common to have reac hed a sufficient rpm to support fins by centrifugal force against the stator. Dr iving the fuel inside the pump is designed so that the rotor always bathed with fuel, even if it has exhausted the contents of the tank. In this way are given t he characteristics of self-suction pump. FUEL CIRCUIT 2 DIESEL ENGINE MANAGEMENT ELECTRONICS Here's how: The fuel pump works on the principle of aspiration and discharge volume increase d by volume reduction. The fuel is sucked and impels respectively in two cells.€ The cells and the cells aspiring dogs are separated by means of the locking tabs . In the figure below, the fuel is drawn through the cell 1 and driven by the ce ll 4. With the rotation of the rotor increases the volume of the cell 1, while i t decreases the volume of the cell 4. In this figure are in action the other two cells. The fuel cell is driven by two , and drawn through the cell 3. FUEL CIRCUIT 3

DIESEL ENGINE MANAGEMENT ELECTRONICS 6.3.2 .- distributor tube The feed pipe into the cylinder head with integrated distributor pipe. Assume th e role of distributing the fuel evenly to the unit injectors. The fuel pump impels the fuel feed line to the head. In the supply line, fuel fl ows into the distributor pipe in the direction of the cylinder 1. Through crossholes, the fuel passes into the annular groove between the distributor pipe and the wall of the cylinder head. The fuel is mixed here with the hot fuel, displac ed in return for the injector pump to the supply line. Hence it is a uniform tem perature in the fuel supply line for all cylinders. All injectors are fed with t he same mass of fuel, allowing to reach a uniform cyclic motion of the engine. W ithout the distributor pipe would have a heterogeneous temperature of the fuel i njector pump. The hot fuel is returned by the injector pump to the supply line w ould be powered by the fuel fed into the cylinder area 4 towards the cylinder 1. Thus the temperature of the fuel amount of the cylinder 4 with respect to cylin der 1, and the injectors would be receiving heterogeneous mass of fuel. The cons equences would be a rough running engine and overheating in the front cylinder. FUEL CIRCUIT 4 DIESEL ENGINE MANAGEMENT ELECTRONICS 6.3.3 .- Electric fuel pump NOTE: Some models are manufactured at the beginning of the series with electric fuel. The electric pump is fitted in the fuel tank and pump works as preelevació n. It raises the fuel to the mechanical pump installed in the butt. This would h ave ensured that, in extreme situations (eg driving at maximum speeds at high te mperatures) may not be vapor bubbles due to a depression over the fueling area. This solution avoids irregularities in engine performance due to the generation of vapor bubbles. How it works: Beginning Electric When you turn on the ignition, the engine control unit is responsible for drivin g the relay fuel pump, thereby connecting the flow of work for the pump. The pum p starts operating for about two seconds and generates an initial pressure. Is d eactivated during the preheating protects the starter battery. Once the engine i s operated, the pump operates continuously. Hydraulic principle The pump draws fuel from Cuba through a filter. At the top of the pump flow is d ivided into two branches. One goes to the feeding area of the engine and the oth er is used to operate the ejector. Through the ejector sucks fuel from the tank and rises to the Cuba of the pump. The pressure relief valve at the top of the p ump is responsible for limiting the delivery pressure to 0.5 bar. This will prot ect the fuel lines against excessive pressure. FUEL CIRCUIT 5 DIESEL ENGINE MANAGEMENT ELECTRONICS PRACTICA N º .- 6.2 Find in the Manual, the verification of the tandem pump for the model indicated. Model: Year: Engine: Transmission: A) What temperature should the engine moggy

for this check? ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... B) At what e ngine speed should be done? ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... C) What valu e should reach the fuel pressure? ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... Perform veri fication of the tandem pump on the vehicle. Value obtained: ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... FUEL CIRCUIT 6 DIESEL ENGINE MANAGEMENT ELECTRONICS 6.3.4 .- Fuel Cooling With the prevailing high pressure injector pump, fuel is heated in a way so inte nse€it is necessary to cool it before returning to the tank. To this end there i s a radiator that is responsible for cooling the fuel return and thus protects t he tank and the level transmitter from the effects of an overheated fuel. Longitudinal motor vehicles In these vehicles the radiator is on the fuel filter. Fuel cooling system The fuel injector pump return flow through the fuel cooler and transmits the hig h temperature cooling agent in the circuit. The cooling system of fuel is separa ted from the engine cooling circuit. This is necessary because the coolant tempe rature is too high to cool the fuel when the engine operating temperature. FUEL CIRCUIT 7 DIESEL ENGINE MANAGEMENT ELECTRONICS Near the expansion tank, the fuel cooling circuit is connected to the engine coo ling. In this way we can load the fuel cooling circuit and to compensate for vol ume changes due to temperature fluctuations. The connection has been chosen so t hat the engine cooling circuit, the most hot, does not adversely affect the cool ing of the fuel. FUEL CIRCUIT 8 DIESEL ENGINE MANAGEMENT ELECTRONICS Transverse engine In these vehicles he vehicle. It is ws back, crossing vehicles will install a fuel cooler in the bottom of the underside of t equipped with several parallel channels through which fuel flo a maze of detours. The fuel is cooled by air that travels thro

ugh the radiator, which protects the tank and the level transmitter against effe cts of an overheated fuel. FUEL CIRCUIT 9 6.4 .- ELECTRONICS MANAGEMENT DIESEL ENGINE MANAGEMENT ELECTRONICS ELECTRONICS MANAGEMENT 1 6.4.1 .- SENSORS DIESEL ENGINE MANAGEMENT ELECTRONICS Transmitter Hall G40 The transmitter Hall is attached to the protector of the timing belt at the bott om of the pulley wheel of the camshaft. Explore the teeth on the wheel pulse gen erating camshaft, which is fixed to the pulley wheel of the camshaft. Application of the signal The engine control unit uses the signal from Hall during engine starting, for th e detection of the cylinders. Alternate Function If the signal is absent, the control unit uses the signal from G28 engine speed. Detection to start the engine cylinders To mark the starting of the engine control unit must know which cylinder is in t he compression phase, in order to excite the valve of the injector pump concerne d. To that end analyzed the signal from Hall, which explores the teeth of the wh eel generating pulses in the camshaft, thereby determining the position of the c amshaft. The wheel is different for generating 4-cylinder engines for 3 cylinder s. Here are the differences. SENSORS 1 DIESEL ENGINE MANAGEMENT ELECTRONICS Pulse generating wheel camshaft four-cylinder engine Since the camshaft turns a full circle of 360 º for each duty cycle, pulse-gener ating wheel for each cylinder incorporates a specific tooth, offsetting a 90 º. To assign the teeth of the cylinder, the wheel is generating extra teeth for cyl inders 1, 2 and 3, respectively distances deferred. Here's how: Each time a tooth passes to the transmitter Hall, induces a Hall voltage, which is transmitted to the engine control unit. Since teeth are deferred distances be tween them, the Hall voltage signals occur at different chronological distances. This allows the engine control unit can detect and excite the valve cylinders a llocated to the corresponding injector pump. Image of Hall signals from the transmitter 4-cylinder engine

SENSORS 2 DIESEL ENGINE MANAGEMENT ELECTRONICS Pulse generating wheel cam 3-cylinder engine For 3-cylinder engine, generating wheel has a tooth for each cylinder offsetting to 120 º. To assign the teeth of the cylinder, the wheel has a tooth generating additional cylinders 1 and 2, respectively with a different offset. Image of Hall signals from the transmitter three-cylinder engine SENSORS 3 DIESEL ENGINE MANAGEMENT ELECTRONICS Engine speed transmitter G28 The engine speed transmitter is a transmitter inductive. Is attached to the engi ne block. Application of the signal With the signal from the engine speed is detected the speed of the engine and th e exact position of the crankshaft. With this information, calculates the time o f injection and the amount to be injected. Alternate Function Leaving the signal of the motor system for the engine. Unable to restart it. As happened with the wheel generating pulses in the camshaft, for generating wheel for engine speed, we also have differences if it is a 4-cylinder engine or one o f 3 cylinders. Pulse generating wheel for engine speed (4-cylinder engine) The engine speed transmitter scans a pulse generating wheel 02/02/1960, which is fixed to the crankshaft. The wheel has 56 teeth in generating its circumference and two holes for two teeth each. The holes are offsetting 180 º and serve as r eference marks to determine the position of the crankshaft. SENSORS 4 DIESEL ENGINE MANAGEMENT ELECTRONICS Pulse generating wheel for engine speed (3 cylinder engine) For 3-cylinder engines, the engine speed transmitter explores a 60-2-2-2 generat ing wheel drives. Generating wheel has 54 teeth on its circumference and 3 holes each equivalent to the length of two teeth. The holes are offsetting 120 ° and used as reference marks to identify the position of the crankshaft. Operation of the detection of fast start To enable a quick start, the engine control unit analyzes the signals from the t ransmitter and the transmitter Hall of engine speed. The engine control unit det ects the cylinders using the signal from Hall, which explores the pulse generati ng wheel camshaft. Through the two holes in the teeth of the generating wheel in 4-cylinder engines and three holes in 3-cylinder, the engine control unit and r eceives a reference signal. The engine control unit detects so quickly crankshaf t position and may excite the valve corresponding to start the cycle of injectio

n. SENSORS 5 DIESEL ENGINE MANAGEMENT ELECTRONICS Schematic of the transmitter signal transmitter Hall and engine speed (4-cylinde r engine) Schematic of the transmitter signal transmitter Hall and engine speed (3 cylinde r engine) SENSORS 6 DIESEL ENGINE MANAGEMENT ELECTRONICS PRACTICA N º 06/03 Model: Passat (3B3) Year: 2001 (1) Engine: AVF Change: ELN For the previous model, locate the schema corresponding to terminals of the cont rol unit are connected the transmitter and the transmitter Hall G40 G 28 regime. • Transmitter Hall G40: ... ... ... ... .... and ... ... ... ... ... ... ... • G 28 transmitter system: ... ... ... ... .... and ... ... ... ... ... ... ... Connect to the vehicle and check the VAG 1598/31 with the help of the two channe ls of digital oscilloscope (DSO) of the VAS 5051, signals from both transmitters . What are the most logical oscilloscope settings to display these signs? • Transmitter Hall G40. Time: ... ... ... ... ... ms / Div. Voltage: ... ... ... ... .. V / Div. • G system transmitter 28. Time: ... ... ... ... ... ms / Div. Voltage: ... ... ... ... .. V / Div. SENSORS 7 DIESEL ENGINE MANAGEMENT ELECTRONICS Transmitter G8 fuel temperature The fuel temperature transmitter is a NTC type temperature sensor. Is installed in the fuel return pipe from the pump to the fuel cooler and detects the current temperature of diesel.

Transmitter Location fuel temperature G8 4-cylinder engine 3-cylinder engine Application of the signal To take into account the density of fuel at different temperatures, the engine c ontrol unit needs the data of the current temperature of the fuel, in order to c alculate the beginning and the food and the amount to be injected. On engines in corporating fuel coolant pump is also used to subtract the signal to activate se nsor. Alternate Function If the signal is absent, the engine control unit calculates a residual value, us ing the transmitter signal of G62 coolant temperature. SENSORS 8 DIESEL ENGINE MANAGEMENT ELECTRONICS The rest of sensors that form the management system for engines with injector pu mp, such as: • • • • • • • • • • air mass meter G70. G coolant transmitter 62. T ransmitter throttle position G79. Idle switch F60. Kick-Down Switch F8. Pressure transmitter manifold G 71. Temperature transmitter manifold G 72. F96 transmitt er altitude.€Brake light switch F and brake pedal switch F47. Clutch pedal switc h F36. They are, as regards level of functioning and implementation of the signal, simi lar to those described under "Sensors" item 4 "TDI ENGINE 4 CYLINDERS AND SDI OF ROTARY PUMP." SENSORS 9 6.4.2 .- ACTUATORS AND FUNCTIONS OF ADJUSTMENT DIESEL ENGINE MANAGEMENT ELECTRONICS Injector Pump Valves The valves for the injectors are screwed to them. Solenoid valves are operated b y the engine control unit. Through the valves to the injectors, the engine contr ol unit regulates the onset of food and the amount injected by the injector pump . Top Food As soon as the engine control unit driving a valve to the injector pump, the ele ctromagnetic coil presses the valve needle against its seat and shuts off the fu el supply to the high pressure chamber in the injector pump. After it begins ope ration of injection. Injection amount The amount injected is determined by the duration with which the solenoid is exc ited. All the time the valve is closed for the injector pump injects fuel into t he combustion chamber.

Effects in case of failure If a valve fails to injector pump, the engine runs irregularly and loses power. The injector pump valve has a dual function of security. If the valve is kept op en, you can not build up pressure in the injector pump. If the valve is kept clo sed, it is not possible to fill the high pressure chamber of the injector pump. In both cases it is left to inject fuel into the cylinder concerned. Surveillance injector pump valve The engine control unit monitors the development experience the intensity of the current to the valve of the injector pump. Using this information to adjust the start of delivery, you receive a confirmation message about the actual start of diet, able to detect malfunction of the valve. ACTUATORS AND FUNCTIONS OF ADJUSTMENT 1 DIESEL ENGINE MANAGEMENT ELECTRONICS How it works The injection operation begins with the excitement of the valve to the injector pump. During this operation generates a magnetic field, the current intensity in creases and the valve closes. Upon impact of the valve needle on its seat there is a noticeable inflection in the development of the current. This inflection is called BIP (abbreviation in English of: Begin of Injection Period cycle = start of injection). The BIP signals to the engine control unit complete closure of t he valve to the injector pump and, therefore, the time for the start of delivery . Development of current in the injector pump valve If the valve is closed, the current intensity drops to the magnitude of a stream of constant maintenance. After reaching the desired end food for the excitement and the valve opens. The engine control unit detects the time of effective clos ure of the valve to the injector pump or the BIP, to calculate the time of excit ation and valve for the next injection cycle. If the actual beginning of the foo d differs from the theoretical value programmed into the engine control unit, th e system corrects the beginning of the excitement for the valve. To check malfun ction of the valve is necessary to explore and analyze the sector in which the e ngine control unit looks to the BIP. This field identifies the top limit regulat ion of feeding. When operating without defects, the BIS appears within the limit s of regulation. If there is a malfunction, the BIS appears outside the limits o f regulation. In such a case is handled the beginning of food under fixed values of the family of characteristics is not possible regulation. For example: If th ere is air in injector pump, is opposed by a very low resistance to closure of t he needle into the valve. The valve closes quickly and BIP appears earlier than expected. ACTUATORS AND FUNCTIONS OF ADJUSTMENT 2 DIESEL ENGINE MANAGEMENT ELECTRONICS Relay for fuel pump cooling J445 (four-cylinder engines only) The relay for the cooling of the fuel pump is housed in the protective housing f or control units. The engine control unit excites him about the fuel reaches a t emperature of 70 º C, to switch the flow of the pump to cool the fuel. Effects in case of failure

If the relay fault no longer cools the fuel that shines the deposits from the in jectors. It can eventually cause damage to the fuel tank and the fuel level tran smitter. Electrical diagram NOTE: The actuator diagnostic function can verify if the control unit of the rel ay for the cooling of the fuel pump. ACTUATORS AND FUNCTIONS OF ADJUSTMENT 3 DIESEL ENGINE MANAGEMENT ELECTRONICS PRACTICA N º 06/04 Check in the figure with the corresponding number, the different elements that f orm the electronic management. Model: Passat (3B3) Year: 2001 (1) Engine: 1 .- A VF mechanical valve exhaust gas recirculation. 2 .- Transmitter coolant temperat ure. 3 .- connector unit injectors. 4 .- fuel temperature transmitter. 5 .- pres sure transmitter and temperature of the intake manifold. 6 .- connector for the transmitter system. 7 .- Connector for transmitter Hall. 8 .- Safety of electron ic units, 9 .- Transmitter engine speed. 10 .- Transmitter Hall. 11 .- Solenoid valve for limiting boost pressure. 12 .- Capsule Depression to regulate boost pr essure. 13 .- switching flapper valve intake manifold. 14 .- solenoid exhaust ga s recirculation. 15 .- air mass meter. ACTUATORS AND FUNCTIONS OF ADJUSTMENT 4 DIESEL ENGINE MANAGEMENT ELECTRONICS 6.5 .- TDI engine variant PUMP WITH NOZZLE DIESEL ENGINE MANAGEMENT ELECTRONICS 6.5.1 .- TDI engine variants of 1.9 ltr. Introduction pump-injector Following the launch of 1.9 ltr TDI engine. / 85 kW-injector pump, now introduce d TDI engines in this series, with different powers. This information describes the changes which have different variants with respect to power base engine, the TDI 1.9 ltr. / 85 kW. Changes affecting all engines with pump injector They have introduced the following innovations in all 1.9 ltr TDI engines. with inyectorbomba. • Gasket Due to the high pressures of combustion, since early 2000 has mounted a gasket 4 layers in all engines with injector-pump. • Command timing belt The interval for replacing the timing belt has increased from 60,000 km (formerl y in the TDI engine 85 kW) to 90,000 km. The working stroke hydraulic tensioner

has been extended 4 mm. Thus it is certain, that is compensated by lengthening t he timing belt wear, even when presenting a higher mileage. Apart from this, the journal bearing for the idler pulley is now a more wear-resistant material. It has been thought of a possibility of implementing a range of replacement later t han 90,000 km for TDI engines from 85 kW (only models from MY 2001). The injecto r-pump motors in the Sharan have been excluded with respect to the replacement i nterval prolongation. Due to the increased weight of the vehicle, the engine is subjected to loads more intense than in a car. To meet the emission limit of exh aust gases have also reduced the diameters of the holes in the injectors. Becaus e it works with high injection pressures, which pose a greater solicitation for the timing belt. For security reasons at present still remains the replacement i nterval of 60,000 km. • Flywheel BIMAS A flywheel inertia BIMAS planetary gearbox SACHS mark is implanted in the engine s of 96 kW and 110 kW transverse-mount engine and 66 kW and 85 kW for the Sharan . With this additional supplier (other than the company LUK), Volkswagen achieve d a greater degree of autonomy and also get a price advantage over competitive r elationships that this entails. VARIANTS MOT. TDI INJECTOR PUMP WITH 1 DIESEL ENGINE MANAGEMENT ELECTRONICS In terms of structure, the flywheel BIMAS with planetary reduction when compared with the version of the brand LUK (see SSP 142), differs by incorporating a pla netary gear, which is characterized by a high moment of inertia of mass, resulti ng in a good quality in the damping of vibrations. Apart from that, short spring s mounted, placed in series with different lengths and hardness, and guided in t urn by means of skids and plastic dishes. This allows adequate adjustment BIMAS flywheel corresponding to the engine and reduce friction of the springs, especia lly at higher rates and alternate loads occur. VARIANTS MOT. TDI INJECTOR PUMP WITH 2 DIESEL ENGINE MANAGEMENT ELECTRONICS TDI Engine 1.9 ltr.€/ 66 kW (90 hp) The 1.9 ltr TDI engine. / 66 kW Sharan is mounted on the GP since June 2000. Technical Data Architecture: Valves per cylinder: Maximum power: Torque: Capacity: Degree / dia meter of cylinders: Compression ratio: idle speed: Speed Cutting: Engine Managem ent: Turbocharger: Treatment of exhaust gases: Fuel: Emission standards Exhaust: Engine 4 cylinder in-line February 1966 kW at 4,000 rpm 240 Nm at 1900 rpm 1896 cc 95.5 mm / 79.5 mm 19.5: 1900 rpm ± 50 5000 ± 200 rpm Bosch EDC 15 P Garrett ® GT 15 (not variable) oxidation catalysts, exhaust gas recirculation diesel lea st 49 CZ; bio diesel (methyl ether of rapeseed oil) EU III Engine Mechanical Pistons: The pistons have a cooling duct open, due to lower heat loads of this r elease.

Preparing the mix Pump-injector: The diameter of the holes in the injector is reduced by 25%. Turb ocharger: The turbocharger is a variable geometry. Garrett ® compressor is a GT 15. Engine Management The software in the engine control unit has been adapted to the lower power of t his engine. VARIANTS MOT. TDI INJECTOR PUMP WITH 3 DIESEL ENGINE MANAGEMENT ELECTRONICS TDI Engine 1.9 ltr. / 74 kW (100 hp) The 1.9 ltr TDI engine. / 74 kW are currently implanted in the Golf and Passat G P. Technical Data Architecture: Valves per cylinder: Maximum power: Torque: Capacity: Degree / dia meter of cylinders: Compression ratio: Weight: idle speed: Speed Cutting: Engine Management: Turbocharger: Treatment of exhaust gases: Combustible: Standards ex haust emissions: Engine 4 cylinder in-line February 1974 kW at 4,000 rpm 250 Nm at 1900 rpm 1896 cc 95.5 mm / 79.5 mm 19: 1149 ± 50 rpm 860 kg 5000 ± 200 rpm Bo sch EDC 15 P Garrett ® VNT 15 (variable) oxidation catalysts, exhaust gas recirc ulation diesel least 49 CZ; bio diesel (methyl ether of rapeseed oil) EU III Preparing the mix Pump-injector: The diameter of the holes in the nozzles is reduced by 9%. Exhaus t gas recirculation: Vehicles with automatic mount a radiator to the exhaust gas recirculation. The radiator for the exhaust gas recirculation rate increases th e gas recirculation reduces the temperature of combustion, allowing reduce the c ontent of nitric oxides in the exhaust gases. Engine Management The software in the engine control unit has been adapted to the lower power of t his engine. VARIANTS MOT. TDI INJECTOR PUMP WITH 4 DIESEL ENGINE MANAGEMENT ELECTRONICS TDI Engine 1.9 ltr. / 96 kW (130hp) The 1.9 ltr TDI engine. / 96 kW is implanted in the GP Passat is available in tw o versions with different maximum torques. The version of 310 Nm is combined wit h 6-speed manual gearbox 01E (front-wheel drive), and with the automatic change of five relationships 01V. The version of 285 Nm is available in combination wit h 5-speed manual gearbox 012/01W. Technical Data Architecture: Valves per cylinder: Maximum power: Torque: Capacity: Degree / dia meter of cylinders: Compression ratio: Weight: idle speed: Speed Cutting: Engine Management: Turbocharger: Treatment of exhaust gases: Combustible: Standards ex haust emissions: Engine 4 cylinder in-line February 1996 kW at 4,000 rpm 310 Nm (285 Nm) at 1900 rpm 1896 cc 95.5 mm / 79.5 mm 19: 1152 ± 50 rpm 860 kg 5000 ± 2 00 rpm Bosch EDC 15 P Garrett ® VNT 17 (variable) oxidation catalysts, exhaust g as recirculation diesel least 49 CZ; bio diesel (methyl ether of rapeseed oil) E

U III Engine Mechanical Due to the increased power and the high degree of solicitation that this involve s (tip pressures up to 170 bar) have been optimized following mechanical compone nts of the engine. Crankcase: The crankcase is manufactured rather than GG25 GG2 7 (85 kW engine) and strengthened further in the bed of the crankshaft. Cranksha ft: The diameter of the rod cores has grown from 47.8 mm to 50.9 mm. The strengt h of the bolts for the main bearings has increased from 10.9 to 12.9. Pistons: T o reduce the thermal loads of the pistons, it has proceeded to make them in an a luminum alloy resistant to high temperatures. The pistons have an integral cooli ng duct (principle similar to the V6 TDI) and the height of the soul of fire has been increased from 9 mm to 12 mm. Piston Pins: The pins for the pistons have b een reinforced base to reduce the interior diameter of the drill. Cranks, cranks are made in a high-strength material (42 Cr Mo 4) and reinforced in the cross s ection of stem. Being a high-strength material,€rod and cap are not divided by f racture versions but cut. VARIANTS MOT. TDI INJECTOR PUMP WITH 5 DIESEL ENGINE MANAGEMENT ELECTRONICS Oil pump: The pump flow of oil has been increased by 25% through a set of gears 5 mm wider. Oil cooler: Performance oil cooler refrigerator has been increased t o expand the base of the radiator surface. Preparing the mix Injector-pump: The diameter of the holes in the injectors has increased by 18%. Exhaust gas recirculation: Vehicles with automatic transmission incorporating a radiator to the exhaust gas recirculation. With the radiator to the exhaust gas recirculation increases the percentage of recirculated gases and lowers the temp erature of combustion, thereby reducing nitric oxides in the exhaust gases. Engine Management The software in the engine control unit has been adapted to the increased power of this engine. TDI Engine 1.9 ltr. / 110 kW (150 hp) The 1.9 ltr TDI engine. / 110 kW will be implemented in late 2000 in the Volkswa gen Golf. Technical Data Architecture: Valves per cylinder: Maximum power: Torque: Capacity: Degree / dia meter of cylinders: Compression ratio: Weight: idle speed: Speed Cutting: Engine Management: Turbocharger: Treatment of exhaust gases: Combustible: Standards ex haust emissions: Engine 4-cylinder 2110 kW at 4,000 rpm 320 Nm at 1900 rpm 1896 cc 95.5 mm / 79.5 mm 18.5: 1 155 Kg 900 ± 50 rpm 5000 ± 200 rpm Bosch EDC 15 P G arrett ® VNT 17 (variable) oxidation catalysts, exhaust gas recirculation diesel least 49 CZ; bio diesel (methyl ether of rapeseed oil) EU III Engine Mechanical Due to the increased power and a greater degree of solicitation that this involv es (tip pressures up to 170 bar) have been optimized following components in mot or mechanics. VARIANTS MOT. TDI INJECTOR PUMP WITH 6

DIESEL ENGINE MANAGEMENT ELECTRONICS Crankcase: The crankcase is manufactured rather than GG25 GG27 (85 kW TDI engine ) and has been further strengthened in the main bearing. To minimize friction an d wear is necessary to polish the cylinders with shock fluid, tense state. The t ense state burnishing is done with the help of a polished bridge "bolted above t he block (procedure similar to the 1.2 ltr TDI engine. In the Lupo 3L). This has the advantage of reducing to a minimum the distortion of the whole cylinder hea d and block assembly. Crankshaft: The diameter of the rod bearings has grown fro m 47.8 mm to 50.9 mm. The strength of the bolts for the crankshaft caps have inc reased from 10.9 to 12.9. Pistons: To reduce the thermal loads of the pistons ar e manufactured in an aluminum alloy resistant to high temperatures. The pistons have a cooling duct and the height of the soul of fire has grown from 9 mm to 12 mm. Piston Pins: The pins of the pistons have been reinforced base to reduce th e internal bore diameter. Cranks: The connecting rods are made of high strength (42 Cr Mo 4) and are reinforced in the cross section of the stem. Because this i s a high strength material, the rod and their caps are not cut but broken versio ns. Oil pump: The pump flow of oil has risen by 25% based on incorporating a set of gears 5 mm wider. Oil cooler: Performance oil cooler refrigerator has been i ncreased to expand the base of cooling surface. Preparing the mix Injector-pump: The diameter of the holes in the injectors has increased by 18%. Exhaust gas recirculation: a radiator for the recirculation of exhaust gases is responsible for increasing the percentage of exhaust gas recirculation reduces t he temperature of combustion, which in turn is achieved a reduction in nitric ox ides exhaust gases. Intercooler: The intercooler is arranged in the direction of travel, directly behind the condenser for the air conditioning system and in fr ont of radiator coolant. This location has increased airflow intern. Most effect ive surface allows to achieve a higher cooling performance. VARIANTS MOT. TDI INJECTOR PUMP WITH 7 DIESEL ENGINE MANAGEMENT ELECTRONICS In contrast to the radiator housed in the wheel arch intern the amount of air al so increases at low speed and high loads, because this act the two electric fans that are located behind the radiator. Engine Management The software in the engine control unit has been adapted to the increased power of this engine. VARIANTS MOT. TDI INJECTOR PUMP WITH 8 DIESEL ENGINE MANAGEMENT ELECTRONICS 6.5.2 .- Variants of the three-cylinder TDI engine with injector pump Technical Data TDI 1.2 ltr. Distinguishing Architecture: ANY Engine 3-cylinder Sport mode: 45 k W at 4,000 rpm Eco mode: 33 kW at 3,000 rpm Sport mode: 140 Nm at 1,800 rpm Eco Mode: 120 Nm between 1,600 and 2,400 rpm 1191 cc TDI of 1 4 ltr. AMF Engine 3-cy linder 55 kW at 4,000 rpm Maximum power:

Torque: 195 Nm at 2,200 rpm Capacity: Diameter of cylinder / stroke: Compression ratio: Power Management Ord er Processing engine exhaust gases: C.C 1422 76.5 mm / 86.7 mm 19.5: 1 1-2-3 BOSCH EDC 15 P 79.5 mm / 95.5 mm 19.5: 1 1-2-3 BOSCH EDC 15 P Double oxidation catalyst, exhaust gas recirculation with a radiator. Diesel lea st 49 CZ; biological diesel oil (dimethyl ether of rapeseed oil) Oxidation catalyst, exhaust gas recirculation. Diesel least 49 CZ; biologic dies el oil (dimethyl ether of rapeseed oil) Fuel: Exhaust emission standards: D4 D3 VARIANTS MOT. TDI INJECTOR PUMP WITH 9 DIESEL ENGINE MANAGEMENT ELECTRONICS Main differences TDI 1.2 ltr. Anchoring the engine block cylinder head in aluminum alloy by means of anchor studs. Setting down the block with the cylinder head and the bed caps . It consists of a catalyst and a prior main radiator to the exhaust gas recircu lation variable geometry incorporates an economic operating mode change 085 DS W ith electronic manual control unit to manage the process of implementing Exchang e Standard VW 506 00 manual 5-speed Starter conventional 02J 1.4 ltr TDI. Fixing conventional cast iron Exhaust System A single catalyst Exhaust gas recirculation With radiator conventional exhaust Turbocharger Engine Management Fixed geometry Gearbox Starter Engine oil

Standard VW 505 01 End of document VARIANTS MOT. TDI INJECTOR PUMP WITH 10