SKODA Ssp 057 Eng

57

Self-Study Programe

2,0 l/100 kW TDi Pump-Injector 2,0 l/103 kW TDi Pump-Injector

Diesel engine

Service57

Nur für den internen Gebrauch in der ŠKODA-Organisation.Alle Rechte sowie technische Änderungen vorbehalten.S00.2003.57.00 Technischer Stand 01/04© ŠKODA AUTO a. s. http://partner.skoda-auto.com

Dieses Papier wurde aus chlorfrei gebleichtem Zellstoff hergestellt.

D

❀

Übersicht bisheriger Selbststudienprogramme

Nr. Titel

1 Mono-Motronic2 Zentralverriegelung3 Diebstahlwarnanlage4 Arbeiten mit Stromlaufplänen5 ŠKODA FELICIA6 ŠKODA-Fahrzeugsicherheit7 ABS Grundlagen – nicht veröffentlicht 8 ABS-FELICIA9 Wegfahrsicherung mit Transponder

10 Klimaanlage im Kraftfahrzeug11 Klimaanlage FELICIA12 1,6 l-Motor mit MPI13 1,9 l-Saugdieselmotor14 Servo-Lenkung15 ŠKODA-OCTAVIA16 1,9 l-TDI Motor17 OCTAVIA Komfortelektronik-System18 OCTAVIA Schaltgetriebe 02K/02J19 Benzinmotoren 1,6l/1,8l20 Automatisches Getriebe-Grundlagen21 Automatisches Getriebe 01M22 1,9 l 50 kW SDI/1,9 l 81 kW TDI23 Benzinmotor 1,8 l 110 kW Turbo

Benzinmotor 1,8 l 92 kW24 OCTAVIA – CAN-Datenbus25 OCTAVIA – CLIMATRONIC26 OCTAVIA – Fahrzeugsicherheit27 OCTAVIA – Motor 1,4 l und Getriebe 00228 OCTAVIA – ESP29 OCTAVIA – 4 x 430 Benzinmotor 2,0 l 85 kW/88 kW31 OCTAVIA – Radio-/Navigationssystem32 ŠKODA FABIA33 ŠKODA FABIA – Fahrzeugelektrik34 ŠKODA FABIA – Servolenkung35 Benzinmotoren 1,4 l - 16 V 55/74 kW36 ŠKODA FABIA – 1,9 l TDI Pumpe-Düse37 5-Gang-Schaltgetriebe 02T und 00238 ŠkodaOctavia – Modell 200139 Euro-On-Board-Diagnose40 Automatisches Getriebe 00141 6-Gang-Schaltgetriebe 02M42 ŠkodaFabia – ESP43 Abgasemission44 Wartungsintervall-Verlängerung45 1,2 l 3-Zylinder-Ottomotoren46 ŠkodaSuperb; Vorstellung des Fahrzeuges Teil I47 ŠkodaSuperb; Vorstellung des Fahrzeuges Teil II48 ŠkodaSuperb; V6-Ottomotor 2,8 l/142 kW49 ŠkodaSuperb; V6-Dieselmotor 2,5 l/114 kW TDI50 ŠkodaSuperb; Automatisches Getriebe 01V

51 Ottomotor 2,0 l/85 kW mit Ausgleichswellen-getriebe und 2-stufigem Schaltsaugrohr

52 ŠkodaFabia; 1,4 l TDI-Motor mit Pumpe-Düse-Einspritzsystem

53 ???54 ???55 FSI-Ottomotoren; 1,6 l/85 kW und 2,0 l/110 kW56 Direktschaltgetriebe57 Dieselmotor; 2,0l/100 kW TDI Pumpe-Düse,

2,0l/103 kW TDI Pumpe-Düse

Nr. Titel

2 GB

The times are long past, where diesel engines were slow acting, woke up the whole neighbourhood during morning start-up, and black smoke was trailing out of the exhaust when driving at full speed.The driving performance, dynamics as well as vehicle comfort, economy and emissions have been significantly improved through further development of all engine components, combustion procedure, materials and machining procedure as well as the injection pressures.

In order to comply with strict exhaust gas emission regulations and to lower the fuel consumption at a high performance, Škoda Auto a. s. relies on the TDI Engine generation with 4-valve technology.

3GB

Introduction 4

Engine mechanical components 6

Cylinder head 6

Supporting frame 7

4-valve technology 8

Roller rocker arm 10

Valve seat rings 11

Piston 12

Toothed belt drive 14

Tandem pump 15

Unit injector 17

Engine management 20

System overview 20

Control unit at CAN data bus 22

Engine speed sender 23

Hall sender G40 24

Clutch position sender G476 26

Accelerator pedal position sender G79 and G185 28

Exhaust gas recirculation system 33

Glow plug system 36

Function diagram 40

Notes 42

ServiceService

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Contents

You will find notes on inspection and

maintenance, setting and repair instructions

in the Workshop Manual.

4 GB

* The 2.0 ltr./100 kW TDI Engine is only intended for the Belgium market.

Introduction

The new 2.0 ltr/103 kW or 100 kW* TDI Engine has a newly developed crossflow aluminium cylinder head with two inlet and two exhaust valves per cylinder.

Other technical highlights are: • switchable radiator for exhaust gas

recirculation, • crankshaft sealing flange with integrated

sensor rotor for engine speed, • new glow plug system.

The 2.0 ltr./103 kW or 100 kW* TDI Engine is the first representative of the new generation of TDI Engines with 4-valve technology from VOLKSWAGEN. A 100 kW version of the engine has already been fitted in the Volkswagen Touran. It has been developed from the 1.9 ltr./96 kW TDI Engine. The enlargement of the displacement in comparison to the basic engine was achieved by increasing the size of the cylinder bore.

SP57_01

2.0 ltr./103 kW or 100 kW* TDI Unit Injector Engine with 4-valve technology

5GB

P (

kW)

M (

Nm

)

0

n (min )–1

70

60

50

40

30

20

600050004000300020001000

360

320

280

240

200

160

120

80

80

100

At a speed between 1750 rpm and 2500 rpm the 2.0 ltr./103 kW TDI Engine has a torque of 320 Nm.It reaches its maximum power output of 103 kW at a speed of 4000 rpm.

Technical Data

Engine code letters BKD AZV

Design 4-cylinder inline engine

Displacement 1968 cm3

Bore 81 mm

Stroke 95.5 mm

Compression ratio 18.5 : 1

Valves per cylinder 4

Firing order 1 – 3 – 4 – 2

max. power output 103 kW at 4000 rpm 100 kW at 4000 rpm

max. torque 320 Nm at 1750 to 2500 rpm 320 Nm at 1750 to 2500 rpm

Engine management Bosch EDC 16 with Unit injection system

Fuel Diesel at least 49 CZ

Exhaust after treatment Exhaust gas recirculation, Oxidation catalytic converter

Emission standard EU4

Power output/torque diagram

SP57_02

M = Torque; n = Engine speed; P = Power output

2.0 ltr./103 kW TDI – BKD

P (

kW)

M (

Nm

)

0

n (min )–1

70

60

50

40

30

20

600050004000300020001000

360

320

280

240

200

160

120

80

80

100

At a speed between 1750 rpm and 2500 rpm the 2.0 ltr./100 kW TDI Engine has a torque of 320 Nm.It reaches its maximum power output of 100 kW at a speed of 4000 rpm.

2.0 ltr./100 kW TDI – AZV

SP57_79

6 GB

The exhaust camshaft ensures besides the exhaust valve control also the drive of the unit injectors. The inlet camshaft ensures besides the control of the inlet valves also the drive of the tandem pump.

The valve actuation is performed via the roller rocker arms, which are located on the full floating axles.

The cylinder head of the 2.0 ltr. TDI Engine is a crossflow aluminium cylinder head with two inlet and exhaust valves per cylinder. The valves are positioned vertically. The two overhead camshafts (D-OHC) are driven together via a toothed belt.

Engine mechanical components

Cylinder head

SP57_03

vertically positioned, centrally mounted unit injector

Inlet camshaft

Inlet duct

Roller rocker arm for valves

Valves in vertical position

Outlet duct

Full floating axle

Exhaust camshaft

Valve lever for unit injector Valve-lever shaft

7GB

Supporting frame

The supporting frame is a compact pressure casting out of aluminium. It takes over the following functions:

• Mounting of the camshafts• Mounting and guidance of the valve-lever

shaft for the drive of the unit injectors • Location of the central plug for the current

supply• Location of the cable duct for the unit

injectors and glow plugs.

Crossbar

SP57_04

SP57_05

SP57_06

The whole structure of the supporting frame with its triple force crossbars reinforces not only the cylinder head but also clearly improves the acoustics of the engine.

Screwed connection concept

“Screw in Screw”

The supporting frame is directly bolted with both inner rows of bolts into the bolt heads of the cylinder head bolts using the so-called “Screw in Screw” connection. This space-saving screw concept of the supporting frame and cylinder head with cylinder block is an important prerequisite in achieving a short cylinder distance.

Axle mounting of inlet camshaft

Cable duct

Central plugBearing support of the valve-lever shaft

Axle mounting of exhaust camshaft

Supporting frame

Cylinder head

Cylinder head bolt

Cylinder block

8 GB


The vertically positioned, centrally mounted unit injectors are directly located above the middle piston combustion cavity. This structure enables a good mixture formation. As a result, a low fuel consumption and reduced exhaust emissions are achieved.

SP57_09

4-valve technology

Two inlet and exhaust valves per cylinder are mounted vertically.

Shape, size and location of the inlet and outlet ducts ensure an improved volumetric efficiency and a better gas exchange.

SP57_07

SP57_08

In order to achieve optimum flow characteristics in the inlet and outlet ducts turn the valve star 45° towards the engine longitudinal axle.

Outlet duct

Outlet duct Inlet duct

Conventional positioning of the valves

Inlet duct

Valve star turned around 45°

9GB

Both camshafts for the control of the inlet and exhaust valves are driven via a toothed belt. The valve actuation is performed via the roller rocker arms, which are located on the full floating axles.

Drive of the inlet and exhaust valves

SP57_10

Because of the installation conditions, the four roller rocker arms differ in shape and size.

SP57_11

Inlet camshaft

Exhaust camshaft

Exhaust valve

Inlet valve

Roller rocker arm

Full floating axle

Full floating axle

Full floating axle

10 GB


Roller rocker arm

They are moveable parts which are mounted on the full floating axle. The valve clearance balancing element is located directly above the valve stem.

The oil is supplied from the full floating axle via an oil duct in the roller rocker arm to the valve clearance balancing element. A sliding shoe, which is located between the valve clearance balancing element and the valve stem is moveable and ensures an equal fuel distribution.SP57_12

Oil duct

Structure and function of the valve clearance

balancing element

The valve clearance balancing element consists of two moveable parts related to one another: the piston and the cylinder.

Both parts are pushed apart by the piston so far until there is no more play between the roller rocker arm and the camshaft. The non-return valve is used for filling and sealing the high pressure chamber.

SP57_13

Roller rocker arm

Slidingshoe

Full floating axle

Valve stem

Valve clearance balancing element

Pistonspring

High pressurechamber

Cylinder

Non-return valve

Roller rocker arm

Oil duct

Camshaft

Valve stem

Oil storage chamber

Piston

11GB

Valve stroke

If the cam presses onto the roller rocker arm, the non-return valve closes and there is a pressure build-up in the high-pressure chamber.The valve clearance balancing element acts like a rigid element when opening the inlet or the exhaust valve, as the oil cannot be compressed in the high pressure chamber.

Note:

The valve seat rings must not be reworked, otherwise the swirl of the streaming in

air and thus the mixture formation is altered significantly.

Only refacing is permissible.

Balancing of the valve clearance

The cam does no longer press onto the roller rocker arm and the inlet and the exhaust valve is closed. The pressure in the high pressure chamber drops. The piston spring presses the cylinder and the piston so far apart until there is no more play between the roller rocker arm and the camshaft. The non-return valve opens, so that the oil can flow into the high pressure chamber.

Valve seat rings

The seal to the combustion chamber is made possible through the valve seat.In order to increase surface pressing and at the same time the tightening force in the contact area between the valve seat and the valve seat ring, the valve seat width is reduced by an additional conductor. This additional conductor ensures also a good swirl generation of the suctioned air.

SP57_16

SP57_15

SP57_14

Play

Valve seat widthAdditional conductor

Valve seatValve seat ring

12 GB


Piston

The pistons of the 2.0 ltr. TDI Engine have a centrally positioned combustion chamber cavity. A good swirl formation and thus an optimum mixture formation is achieved by this combustion chamber cavity.

The dead space and thus also the low emissions are decreased through reducing the valve pocket depth and a top land width of only 9 mm.

Dead space

The dead space is the chamber, which the flame front cannot reach easily during the combustion cycle. In this area the fuel is only burned partially.

Cooling duct

The piston has a waveshaped cooling duct. When the oil is flowing through, the temperature in the area of the piston rings and piston crown drops. The wavy shape results in a larger surface of the cooling duct and therefore an improved heat transfer from the piston to the oil. As a result, the cooling effect is improved.

SP57_17

SP57_18

SP57_19

SP57_34

Top land

Valve pocketCombustion chamber cavity

Cooling duct

Dead space valve pocket

Dead space top land

Cooling duct

13GB

In the area of the top dead center the piston side force changes its direction. There the piston is tilted towards the opposite cylinder wall and through this noise occurs. In order to reduce it, the piston pin axle is mounted off-center.

Piston pin decentralization

Piston pin decentralization means, that the piston is mounted off-center. This measure is intended for noise reduction, because the piston tilting in the top dead center is reduced.

By decentralizing the piston pin axle, the piston already changes its side before top dead center as well as before the pressure increase and it rests on the opposite cylinder wall.

SP57_20

SP57_21 SP57_22 SP57_23

During each inclination of the conrod piston side forces occur, which press the piston alternately against the cylinder wall.

Cylinder axle

Piston pin axle

Piston pindecentralization

14 GB


Toothed belt drive

Both camshafts as well as the coolant pump are driven via the toothed belt by the crankshaft.

Toothed belt

The 30 mm wide toothed belt is provided with a back fabric out of polyamide. The wear of the toothed belt edges is reduced through the back fabric.

Toothed belt guard

For noise insulation, the toothed belt guard has on the inside a velvety flock material out of polyamide fibers.

SP57_24

SP57_25

SP57_26

SP57_27

Camshaft

Crankshaft

Coolant pump

Toothed belt

Base material out of rubber

Cover fabric out ofpolyamide

Back fabric out of polyamide

Plastic

Polyamide fibers

Toothed belt guard

Cords out of glass fiber

15GB

Tandem pump

Because of the new cylinder head, the tandem pump has a new structure. It includes the vacuum pump and the fuel pump. The tandem pump is driven by the inlet camshaft.

The air is suctioned on the suction side out of the vacuum system, which is pumped on the pressure side via a flutter valve in the cylinder head. The vacuum pump is supplied with oil via a duct to the cylinder head. The oil is used for lubricating the rotor and as a precise sealing of the vane to the pump housing.

Vacuum pump

The vacuum pump consists of a rotor which is mounted off-center and a slideable vane positioned vertically to the rotor axle. The vane is out of plastic and it separates the vacuum pump in two chambers – suction side and pressure side. The vane constantly changes its position due to the rotary movement of the rotor. As a result, one of the chambers increases and the other chamber decreases.

SP57_28

SP57_29 SP57_30

Fuel pump

Vacuum pump

Vane

Rotor

Oil duct

Compressedair

Rotor

Drawn inair

Vane

Air inlet from vacuum system

Suction side

Air outlet to cylinder head (flutter valve)

Delivery side

16 GB


Its maximum fuel pressure is 1.15 MPa at an engine speed of 4000 rpm. The pressure control valve in the fuel return flow maintains the fuel pressure in the return flow at approx 0.1 MPa. This ensures a uniform force ratio in the solenoid valves of the unit injectors.

Fuel pump

The operation of the fuel pump is based on the principle of a crescent pump. The suction and delivery diagram of the fuel is shown in the individual illustrations on the movement of the red marked partial quantity within the pump. The fuel pressure is regulated by the pressure control valve in the fuel feed.

Return flow of the unitinjectors

SP57_31

SP57_32 SP57_33

Pressure control valveFuel return flow

Strainer

Fuel feed pressure control valve Feed from tank

Return flow to tank

Feed of the unitinjectors

17GB

Pump-nozzle unit

For the 2.0 ltr. TDI Engine with 4-valve technology, the unit injector was further developped.

Features of the unit injector:

• slim and compact structural shape,• fastening to the cylinder head with two

screws, • increase of the injection pressure in the

partial load range,• reciprocating piston-brake for reducing the

injection noise,• newly formed, cone-shaped support of the

unit injector in the cylinder head.

Fitting location

The unit injector is located in the cylinder head. It is positioned vertically und mounted centrally directly above the piston combustion cavity.

Fastening

The fastening of the unit injector is performed with two screws. This screwed connection without nearly any radial stress reduces the structure-borne sound transfer from the unit injector to the cylinder head.

SP57_35

SP57_36

Fixing screws

18 GB


Conical seat

The newly formed, cone-shaped support of the unit injector in the cylinder head makes it possible to achieve an optimum centering of the nozzle. As a new sealing concept between the injection nozzle and the cylinder head, the flat support with sealing washer has been modified to a conical seat.

As a result, the previous heat shield gasket and the lower O-seal are no longer needed (see SSP 52, page 17).

Reciprocating piston-brake

The reciprocating piston is located between the pump and the nozzle and controls the quantity as well as the duration of the preinjection. In order to reduce the injection noises, the unit injector is fitted with a reciprocating piston brake. For the unit injection system, injection noises can be caused by:

• the steep pressure build-up and pressure drop in the reciprocating piston-pressure chamber,

• the cavity formation (cavitation) after pressure drop,

• the mechanical stop of the:– Reciprocating piston,– Solenoid valve needle,– Noozle needle.

As an effective and pratical measure for noise reduction, the reciprocating piston must brake before its mechanical stop, the so-called “reciprocating piston brake”.

The reciprocating piston brake reduces the hydraulic presssure via the reciprocating piston before the reciprocating piston reaches its mechanical stop.

SP57_35

SP57_39

SP57_38

SP57_35

Conical seat

Cylinder head

Alternative piston

19GB

Working mode

For the reciprocating piston brake, the guide cylinder of the reciprocating piston is equipped with three even surfaces (trihedron) and a control edge.The reciprocating piston is in a closed condition before the reciprocating movement.

Immediately after the commencement of the downward movement there is a high pressure build-up at the large reciprocating piston diameter and this enables a fast end of the preinjection.

As soon as the guide cylinder reaches the control edge via the three even surfaces, the feed to the reciprocating piston-pressure chamber is blocked. This immediately reduces the pressure at the large reciprocating piston diameter. As a result, the reciprocating piston strikes more slowly and the striking noise is reduced.

SP57_41

SP57_42

SP57_43

Trihedron

Alternative piston

Pump-nozzle unit

Guide cylinder of reciprocating piston

Large reciprocating piston diameter

Reciprocating piston-pressure chamber

Control edge

20 GB

Engine management

System overview

Clutch position sender G476

Engine speed sender G28

Hall sender G40

Accelerator pedal position sender G79Accelerator pedal position sender -2- G185

Air mass meter G70

Coolant temperature sender(radiator outlet) G83

Coolant temperature sender G62

Fuel temperature sender G81

Intake air temperature sender G42Charge air pressure sender G31

Brake light switch FCruise control system brake pedal switch F47

Auxiliary signals:

Vehicle speed signalCCS switch

AC generator – terminal DFMTerminal 50 – starter signal

AC compressor ON

Diesel direct injection system control unit J248 (engine control unit)

Diagnostic connection

K-w

ire

CA

N D

rive

CA

N D

iag

no

sis

Sensors

21GB

120 140160

180200

220240

3530

25

2015

10

05

km/h

Actuators

Unit injector solenoid valve cyl. 1 - 4 N240 - 243

Valve block consists of:• Solenoid valve for exhaust gas

recirculation N18• Solenoid valve for charge

pressure control N75• Exhaust gas recirculation

cooler change-over valve N345

Intake manifold flap motor V157

Fuel pump relay J17Fuel pump G6

Radiator fan control unit J293Radiator fan V7Radiator fan, right V35

Automatic glow period control unit J179Glow plug 1 Q10Glow plug 2 Q11Glow plug 3 Q12Glow plug 4 Q13

Data bus diagnostic interface J533 GATEWAY

Control unit with display in dash panel insert J285

Oil level/oil temperature sender G266

Fault indicator

lamp for self-diagnosis

K83

Glow period warning

lamp K29

CA

N c

om

bi

SP57_44

22 GB

J234

J104

J285J533

J217J248

J743

J519J527

Engine management

Information is transmitted via the CAN data bus to the control units. For example the diesel direction injection system control unit receives the speed signal from the speed sensor via the ABS control unit.

Control unit at CAN data bus

The diagram illustrated below shows the linking of the diesel direction injection system control unit J248 to the CAN data bus structure of the vehicle.

CAN data bus “Drive”J104 ABS with ESP control unitJ217 Automatic gearbox control unitJ234 Airbag control unitJ248 Diesel direct injection systemJ285 Control unit with display in dash panel

insertJ519 Electrical system control unitJ527 Steering column electronics control unitJ533 Data bus diagnostic interface J533

(Gateway)J743 Direct shift gearbox mechatronics

SP57_45

CAN data bus “Convenience”

CAN data bus “Infotainment”

23GB


The crankshaft sealing flange on the flywheel side is combined with the sensor rotor for the engine speed. The sealing ring in the sealing flange is made out of Polytetrafluorethylene (PTFE). The engine speed sender is a Hall sender. It is screwed into the housing of the crankshaft sealing flange. The sensor rotor is exactly positioned and pressed onto the crankshaft flange.

Use of signal

The engine speed and the exact position of the crankshaft is detected by the engine control unit through the engine speed sender signal. The injection quantity and the commencement of injection is calculated using this information.

The sensor rotor consists of a steel ring which is spray-painted with a rubber mixture. This rubber mixture contains a large amount of metallic swarfs, which are magnetized alternatively towards the north and south magnetic pole. As reference marks for the engine speed sender, two larger areas magnetized towards the north magnetic pole are located on the sensor rotor. It results in a 60 – 2 – 2 sensor rotor.

Effects of signal failure

In case of failure of the engine speed sender, the engine continues to run in the emergency mode. At the same time the engine speed is limited to 3200 rpm to 3500 rpm.

SP57_46

SP57_47

South poleNorth pole

Sealing flange


Sensor rotor


Reference mark

24 GB

Engine management


In case of signal failure, use the engine speed sender signal. The engine may not start immediately, because the camshaft position and thus the cylinders are not detected immediately.

Hall sender G40

The Hall sender is attached to the cylinder head below the inlet camshaft. It scans a sensor rotor, with which the position of the camshaft is detected.

The sensor rotor on the camshaft is newly designed. In combination with the Hall sender G40 (camshaft), there is an emergency function, which enables the engine to continue operating also in case of a failure of the engine speed sender.On the circumference of the sensor rotor there are 4 segments with segment widths of 6°, 24°, 12° and 18° camshaft angle for the cylinder assignment. Another segment with a length of 45° camshaft angle is used for the cylinder assignment in the emergency mode.

Use of signal

When starting the engine the exact position of the camshaft to the crankshaft is detected with the Hall sender signal. Determine together with the engine speed sender signal G28 which cylinder is located in the ignition TDC.

Sensor rotor

Hall sender G40

SP57_48

SP57_49

TDC cylinder 3TDC cylinder 4

TDC cylinder 2

TDC cylinder 1

Hall sender G40

Sensor rotor

25GB

Emergency function

In contrast to the previous TDI Engines, this engine continues to operate in case of failure or implausible signals of the engine speed sender.

For the emergency function, the engine control unit only evaluates the rising sides of the segments of the Hall sender signal, because too many segment sides are detected and cannot be easily assigned by the engine control unit due to the vibrations caused during the starting procedure. The 45° segment is used as a reference mark for detecting the TDC cylinder 3.

In emergency mode:

• the engine speed is limited to 3200 rpm tp 3500 rpm,• the injection quantity is limited,• more time is required for the starting procedure.

Signal formation of the Hall sender G40 (camshaft) and the engine speed sender G28 in normal operation

Signal formation of the Hall sender G40 (camshaft) and the engine speed sender G28 in emergency mode

SP57_50

SP57_51

45° CS 24° CS6° CS

Camshaft rotation

18° CS 12° CS 18° CS

TDC 1 TDC 3 TDC 4 TDC 2

Crankshaft rotation Crankshaft rotation

TDC 1

TDC 1 TDC 3 TDC 4 TDC 2 TDC 1

45° CS 24° CS6° CS18° CS 12° CS 18° CS

CS = Camshaft

CS = Camshaft

26 GB

Engine management

Clutch position sender G476

The clutch position sender is clipped onto the master cylinder. It detects if the clutch pedal is operated.

SP57_52

Pedal travel

Use of signal

If the clutch pedal is operated• the cruise control system is deactivated and

• the injection quantity is reduced briefly and therefore prevents the engine from jerking during gearshifts.

Structure

The master cylinder is fixed via a bayonet connection to the bracket.

When operating the clutch pedal, the tappet moves the piston with the permanent magnet into the master cylinder.

SP57_53

Clutch with clutchposition sender

Master cylinder

BracketTappet

Clutch position sender

Piston with permanent magnet

27GB

Working mode

Clutch pedal not operated

If the clutch pedal is not operated, the tappet and the piston with permanent magnet are in the off position. The analysis electronics in the clutch position sender sends a signal voltage to the engine control unit, which is 2 Volts below the supply voltage (battery voltage). The engine control unit then detects that the clutch pedal is not operated.

SP57_54

SP57_55

Clutch pedal not operated

When operating the clutch pedal, the tappet is moved together with the piston with the permanent magnet towards the clutch position sender The permanent magnet is located at the front end of the piston. As soon as the permanent magnet overruns the operating point of the Hall sender, the analysis electronics only sends a signal voltage of 0 to 2 Volt to the engine control unit. It then detects that the clutch pedal is operated.


In case of signal failure of the clutch position sender, the cruise control system has no function and engine jerks can occur during gearshift.


Signal voltage to the engine control unit

Hall sender operating point


Tappet


Signal voltage to the engine control unit

Hall sender operating point


Tappet

28 GB

Engine management

Accelerator pedal position sender

G79 and G185

Both accelerator pedal position senders are components of the accelerator pedal module. In ŠkodaOctavia it is positioned vertically on the vehicle floor.

In the accelerator pedal module are integrated:

• Accelerator pedal, • Kinematics, • Kick-down force element

(on vehicles fitted with automatic gearbox),

• Lifter with accelerator pedal position senders G79 and G185,

• Pedal stop.

Besides the improved ergonomic properties, the new accelerator pedal module offers the advantage that no basic setting is required for the kick-down. The pedal stop is integrated at the module and through this the tolerances between the accelerator pedal and the stop on the side of the body no longer apply.

Accelerator pedal module

SP57_56

SP57_57

SP57_58

As a new feature, the pedal travel sensor is designed as a linear travel sensor. Both accelerator pedal position senders G79 and G185 operate contactless according to the induction principle.

The kinematics of the accelerator pedal module converts the angle movement of the accelerator pedal to a linear movement. In the kinematics, the spring assembly ensures together with the frictional element the accustomed pedal touch.

Spring assembly

Accelerator pedalAccelerator pedal stop

Kinematics

Metal plate

Frictional element of kinematics

Housing part with end cover and with the senders G97 and G185 located on the circuit board

Kick-down force element(automatic gearbox)

29GB

Pin 4 Voltage signal of G79Pin 5 Earth for G185Pin 6 Voltage signal of G185

There are two excitation coils, six reception coils as well as two control and analysis electronics located on one circuit board. The reception coils of each sender have a rhomb shape and are assigned out of phase to each other.

The metal plate is attached to the kinematics of the accelerator pedal module so that it moves at a short distance and in a straight line along the circuit board when operating the accelerator pedal.

Structure and design

The circuit board has four layers and possesses two sensors G79 and G185 which operate independent of each other. This multi-layered arrangement on a circuit board makes it possible to assign to each sensor, a respective excitation coil, three reception coils and a control and analysis electronics.

Rhomb shape reception coils

Excitation coils

Circuit board housing

Plug housing with Pins 1 to 6

Contact for pin connection

Processors (control and analysis electronics)

Pin assignment

Pin 1 Supply voltage 5 V for G185Pin 2 Supply voltage 5 V for G79Pin 3 Earth for G79

Circuit board

SP57_59

30 GB

An exact position determination is made possible through the rhomb shaped, out of phase location and varying direction of winding of the three reception coils. There will always be only one definable accelerator pedal position – refer to fig. SP57_75 on page 31. The varying direction of winding of the reception coils gives the resulting voltage signal in the reception coils a continuously changing direction. In the case of an identical overlapping of the reception coils a different voltage signal is received.

Engine management

Function

The pedal electronics supplied by the engine control unit with a constant voltage of 5 Volt generates a high frequency alternating voltage, as a result an alternating current flows through the excitation coils. This generates an electromagnetic alternating field around the excitation coils and at the same time it is effective on a metal plate. As a result the inducted voltage in the metal plate evokes this time a second electromagnetic alternating field around the metal plate.

SP57_60

Electromagnetic metal plate alternating field

for diesel direct injection system control unit J248

Control and analysis electronics

Excitation coils

Circuit board

Electromagnetic excitation coils alternating field

The position of the metal plate is a determining factor for the inducted alternating voltage of the reception coils. Depending on the accelerator pedal position, there is a varying overlapping of the metal plate to the reception coils. The amplitude sizes of the inducted alternating voltages in the reception coils differ depending on its position.

This is constant within the excitation coils, i.e., it is independent of the accelerator pedal position.Both alternating fields (of the excitation coils and of the metal plate) are effective on the reception coils and induct a corresponding alternating voltage.

Rhomb shape reception coils

Metal plate

Metal plate in idle position

SP57_61

Metal plate in full load position

31GB

0

U1

s

Output signal

The analysis electronics proportions the different alternating voltages of the three reception coils to each other (ratiometering), whereby only the differential voltages are measured. The two reception coils which amplitude shows the smallest voltage level are very significant. Thus, it is achieved that only the part of the sinus signal with the largest linearity and sensitivity is used.

In the present example (fig. SP57_75) it would be the red and blue illustrated reception coil.

After the voltage evaluation, the result is converted into a linear constant voltage (see fig. SP57_62 on page 32) and is made available to the engine control unit at the sender output.

U2

U1

U3

Example:

Accelerator pedal in partial loadMetal plate

U2

0s

U3

0s

Voltage curve of reception coil 1



SP57_78

SP57_77

SP57_76

SP57_75

U1, U2, U3 – Voltages – Metal plate path

32 GB

Engine management

As magnetic materials are not necessary, there are hardly any deviations, which are caused by the decreasing magnetism. The output signals of both senders are generated in such a way that they are identical to the signals of the previous sliding contact senders.

Advantage

Besides the contactless and thus wear-free working method, it is advantageous for both senders to use the ratiometering procedure.Due to the ratiometering, the path proportional output signal becomes independent to a large extent from the component tolerances and electromagnetic interferences.

In case of failure of both senders

the engine runs only at increased idle speed (maximum 1500 rpm) and no longer reacts to the accelerator pedal.

Use of signal

The engine control unit uses the constant voltage signals of both senders for accelerator pedal position to calculate the injection quantity.


In case of failure of one or both senders, an entry is stored in the fault memory of the engine control unit and the fault lamp for self-diagnosis is switched on. The convenience functions, for example the cruise control system or the engine drag torque control are deactivated.

In case of failure of a sender

the system operates first of all in idle. If the second sender in the idle position is detected within a determined test period, the drive mode is again enabled.At desired full load, the speed is only slowly increased.

5,0

V

0

G79

G185

SP57_62

Accelerator pedal path in degrees

Kick-down area (automatic gearbox)

Accelerator pedal stop

Accelerator pedal stopup to kick-down force element (automatic gearbox)

33GB

J248G28 G70

A

DB

C

V157

N7

5

N3

45

N1

8

G62

The quantity of exhaust gases supplied to the combustion chamber is dependent on:

– the engine speed,– the injection quantity,– the drawn in air mass,– the intake air temperature and– the air pressure.

Exhaust gas recirculation system

During the exhaust gas recirculation one part of the exhaust gases is led back to the suction side and again passed into the combustion chamber. Because the exhaust gases contain very little oxygen, the combustion peak temperature and thus also the combustion maximum pressure is reduced. This has as a consequence a reduction of nitrogen oxide emissions.

Note:

The exhaust gas recirculation is influenced by a performance map in the engine

control unit.

SP57_63

Solenoid valve block

G28 Engine speed senderG62 Coolant temperature senderG70 Air mass meterJ248 Diesel direct injection systemN18 Valve for exhaust gas recirculationN75 Charge pressure control solenoid

valveN345 Exhaust gas recirculation cooler

change-over valveV157 Intake manifold flap motor A Exhaust gas recirculation valveB Vacuum unitC Radiator for exhaust gas

recirculationD Vacuum pumpE Catalytic converter

34 GB

Engine management

Function principle of the exhaust gas recirculation

The combustion temperature is decreased through the cooling of the supplied exhaust gases and a large mass of exhaust gases can be drawn in. This results in very little nitrogen oxide.

A switchable radiator for exhaust gas recirculation is used so that the engine and the catalytic converter can reach their operating temperature more rapidly. The supplied exhaust gas is cooled down after reaching its operating temperature.

Switchable radiator for exhaust gas recirculation

The 2.0 ltr./103 kW or 100 kW TDI Engine has aswitchable radiator for exhaust gas recirculation.

Vacuum box

SP57_64

from exhaust manifold

Radiator for exhaust gas recirculation

Coolant connection

to exhaust gas recirculation valve

35GB

Exhaust gas recirculation switched off

As of a coolant temperature of 50 °C the exhaust flap of the radiator is closed. Now the drawn in exhaust gas flows through the radiator.

Exhaust gas recirculation is switched off

Up to a coolant temperature of 50 °C the exhaust gas flap remains open and the exhaust is guided past the radiator. Through this the catalytic converter and the engine reach their respective operating temperature within a short period of time.

SP57_66

SP57_65

Engine control unit J248Valve for exhaust gas recirculation N18 Exhaust gas recirculation

valve

Cooler

Exhaust gas flapVacuum box

Exhaust gas recirculationcooler change-over

valve N345

Solenoid valve block

Cooler

Exhaust gas flapVacuum box

Exhaust gas recirculationcooler change-over

valve N345

36 GB

3025

2015

10

05

1/1/m

Engine management

The advantages of the new preheating system are:

• Safe start at temperatures up to –24 °C• Extreme rapid heating-up time; within

2 seconds 1000 °C is achieved on the glow plug

• Controllable temperature for preheating and afterglowing

• Self-diagnosis capability• Euro-On-Board diagnosis capability

Preheating system

A new preheating system is used in the 2.0 ltr./103 kW or 100 kW TDI Engine.

The new preheating system is a diesel quick start system. It enables practically in all climatic conditions an “otto engine” immediate start without a long preheating. In combination with the 6-hole injection nozzle, which has a nozzle jet specially designed as an “ignition jet”, the new preheating system offers excellent cold start and cold running properties.

System overview

SP57_67

Glow plug 1 Q10

Glow plug 2 Q11

Glow plug 3 Q12

Glow plug 4 Q13

Control unit with display in dash panel insert J285

Data bus diagnostic interface J533 GATEWAY

Automatic glow period control unit J179

Engine speedsender G28

Coolanttemperaturesender G62

Diesel direct injection system control unit J248

(engine control unit)

Glow period warning lamp

K29

CA

N c

om

bi

CA

N D

rive

37

GB

= = Supply voltage= Earth= Control signal from engine control unit= Diagnosis signal to engine control unit

J179 = Automatic glow period control unit J248 = Engine control unitJ317 = Voltage supply relay Q10 - Q13 = Glow plug

J317

J179

Q10 Q11 Q12 Q13

30

J248

T94/3

T94/30

T94/63

Automatic glow period control unit J179

The automatic glow period control unit receives the information for the glowing function from the engine control unit. The glow duration, the glow period, the actuation frequency and the duty cycle for the glow plugs are thus determined by the engine control unit.

The functions of the automatic glow period control unit are:

1. Switching of the glow plugs with a PWM signal (PWM =

p

ulse

w

idth

m

odulation) transmitted from the engine control unit• PWM-Low-Noise = Glow plug energized• PWM-High-Noise = Glow plug de-energized

2. Integrated excess voltage and excess temperature control unit deactivation,

3. Single plug monitoring• Detection of overcurrent and short circuit in glow circuit• Overcurrent deactivation of glow circuit• Diagnosis of glow electronics• Detection of an open glow circuit in case of failure of a glow plug

SP57_68

SP57_69

38 GB

Engine management

Glow plugs

The glow plug is a component for cold start support. It creates ideal ignition conditions for the injected fuel through the electrically generated heat energy which is inducted in the combustion chamber.

On the basis of the 4-valve technology, the spaces available for the glow plug are very limited. This is why the glow plugs have a slim structural shape.

The glow plug consists of a plug body, heating element and heating and control helix as well as a connecting bolt.

The glow plugs have a nominal voltage of 4.4 Volt. In comparison to the conventional self-regulating metal glow plugs, the helix combination consisting of the control helix and the heating helix is shortened to about a third and through this the glow period is shortened to 2 seconds.

Note:

Never inspect operation of glow plugs with 12 Volt, otherwise the glow plug will melt!

Caution!

Tightening torque for the glow plugs with shortened helix combination is 10 Nm.

Function principle of the “ignition jet”

The 2.0 ltr. TDI Engine has a 6-hole injection nozzle. One of the injection orifices is designed so that the “ignition jet” has an optimal distance to the glow plug. The cold start and cold running properties of the engine are improved through this “ignition jet”.

SP57_71SP57_70

SP57_72

Pump-nozzle unit

Ignition jet

Glow plug

Heatingelement

Connecting bolt

Plug body

Heating helix

Control helix

Conventional glow plug

Glow plug with shortened

helix combination

39GB

0750

800

850

900

950

1000

1050

1100

0

5

10

15

20

25

30

35

5 10 15 20 25 30 35 40

In the first phase of the preglowing, the glow plugs are operated for maximum 2 seconds with a voltage of approx. 11 Volt. After this, the glow plugs are supplied by the control unit for glow plug actuation with the necessary voltage which is required for the respective operating condition.

Preglowing

After switching on the ignition, the preglowing system is activated at a temperature below 14 °C.

To do so the engine control unit transmits a PWM signal to the control unit for glow plug actuation. The glow plugs are also actuated with a PWM signal by the control unit for glow plug actuation.

Note:

As of a coolant temperature of 20 °C there is no more afterglowing.

The afterglowing is interrupted after max. 3 minutes.

When the engine is running the glow plug cools down through the air movemenent during load change. Furthermore the temperature of the glow plug decreases with increasing speed at a constant glow plug voltage.

In order to compensate for the cooling effects, the voltage is increased by the engine control unit in line with a performance map which is dependent on load and speed.

After-glowing

If the coolant temperature is below 20 °C, after-glowing occurs after each engine start, which reduces combustion noises and at the same time decreases hydrocarbon emissions.

The actuation of the glow plugs is set by the engine control unit dependent on load and engine speed.

SP57_73Time [s]

Vo

ltag

e [V

]

Tem

per

atu

re [

°C]

Temperature pattern of the glow plug during glowing

Voltage pattern during the glowing

40 GB

Q13Q12Q11

S

+30+15

S

N240

J29

Q10

J179

S S

J317

S

V157

J248

N241 N242 N243 G42 G31 G79 G185

M

T94/49

31

T94/3

T94/5

T94/6

T60/25

T60/60

T94/1

T94/2

T94/4

T94/30

T94/63

T60/31

T60/46

T60/32

T60/1

T60/47

T60/48

T94/76

T94/38

T94/78

T94/62

T94/84

T94/39

T94/83

T94/61

T94/17

T94/15

T94/20

J527

Function diagram

G133 Fuel composition senderG185 Accelerator pedal position sender -2-G476 Clutch position sender

(only manual gearbox)J17 Fuel pumpe relayJ179 Automatic glow period control unit J248 Diesel direct injection systemJ293 Radiator fan control unit J317 Terminal 30 voltage supply relayJ329 Terminal 15 voltage supply relayJ519 Electrical system control unitJ527 Steering column electronics control

unitN18 Valve for exhaust gas recirculationN75 Solenoid valve for charge pressure

control

A CAN data bus LowB CAN data bus HighF Brake light switchF47 CCS brake pedal switchG6 Fuel pumpG28 Engine speed senderG31 Charge air pressure senderG40 Hall senderG42 Intake air temperature senderG62 Coolant temperature senderG70 Air mass meterG79 Accelerator pedal position senderG81 Fuel temperature senderG83 Coolant temperature sender,

radiator outlet

41GB

J17

J329

S SJ293 V7 V35

G6

G70

N345 N18 N75

G476

S S

S S

G28 G40 G62

F47 F

G81 G83G133

T94/47

T94/52

T94/40

T94/60

T94/82

T60/15

T60/13

T60/29

T94/43

T94/65

T94/87

T60/57

T60/42

T60/58

T60/28

T60/27

T60/12

T60/53

T60/52

T60/10

T60/20

T60/5

T60/39

T60/40

T60/38

T60/37

T94/66

T94/89

T94/72

J519

Input signal

Output signal

Supply voltage

Earth

CAN data bus

Bidirectional

Diagnostic connection

N240 Valve for pump-nozzle, cylinder 1N241 Valve for pump-nozzle, cylinder 2N242 Valve for pump-nozzle, cylinder 3N243 Valve for pump-nozzle, cylinder 4N345 Exhaust gas recirculation cooler

change-over valve Q10 Glow plug 1Q11 Glow plug 2Q12 Glow plug 3Q13 Glow plug 4S… FuseV7 Radiator fanV35 Radiator fan, right V157 Intake manifold flap motor

Colour coding

SP57_74

42 GB

Notes

43GB

57

Selbststudienprogramm

2,0 l/100 kW TDI Pumpe-Düse 2,0 l/103 kW TDI Pumpe-Düse

Dieselmotor

Service

47

For internal use only within the

Š

KODA-Organisation.All rights reserved. Subject to technical modification.S00.2003.47.00 Technical Status 10/01©

Š

KODA AUTO a. s.

http://partner.skoda-auto.com

This paper has been manu-factured from chlorine-freebleached cellulose.

GB

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SKODA Ssp 057 Eng