Escolar Documentos
Profissional Documentos
Cultura Documentos
209_03
New
Important
Note
Table of contents
Introduction .................................................................. 4
Specifications
Service ........................................................................... 54
Special tools
Introduction
1.9-ltr. TDI engine with pump injection system
It was developed on the basis of the 1.9-ltr./
81kW TDI engine with no intermediate shaft.
Only through the injection system does it differ
from the engine fitted with a distributor
injection pump.
On the following pages we will explain
everything about the design and the mode of
functioning of the pump injection system and
we will show you the necessary modifications
to the fuel system, engine management system
and engine mechanicals.
209_05
Clean emissions
High efficiency
Specifications
Engine code:
AJM
Type:
Stroke/bore:
79.5mm/ 95.5mm
Compression ratio:
18 : 1
Mixture preparation
Engine management:
Fuel type:
Exhaust gas
aftertreatment:
Power output
kW
300
85 KW
80
250
250
70
200
200
60
150
150
50
100
100
40
80
285 Nm
300
1000
2000
3000
4000
5000
2000
4000
6000
209_11
Pressure
generating
pump
Injector
Control unit
(solenoid valve)
209_12
Fitting location
The pump injector is directly
integrated in the cylinder head.
209_86
Fixing
It is attached to the cylinder head by a clamping block.
209_87
Roller-type
rocker arm
Ball pin
Pump piston
Piston spring
Injection cam
Solenoid valve
needle
Injector
solenoid valve
High-pressure chamber
Injector
needle
209_23
Cylinder head
Drive mechanism
The camshaft has four additional
cams for driving the pump injector.
They activate the pump pistons of
the pump injector via roller-type
rocker arms.
Injection cam
Valve cam
Roller-type
rocker arm
209_15
Pump
piston
Pump
piston
Injection cam
Injection cam
209_16
209_17
Pre-injection cycle
To ensure the combustion process is as soft as
possible, a small amount of fuel is injected at a low
pressure before the start of the main injection cycle.
This injection process is known as the pre-injection
cycle. Combustion of this small quantity of fuel causes
the pressure and temperature in the combustion
chamber to rise.
End of injection
Engine demand
Pump injector
Injection
pressure
Time
10
Pump piston
Piston spring
High-pressure
chamber
209_24
11
Pump piston
Solenoid valve
seat
Injection cam
Solenoid valve needle
High-pressure
chamber
Injector needle
209_25
12
Injector spring
chamber
Injector housing
Leakage gap
Hydraulic
cushion
Damping piston
209_36
13
Pump piston
High-pressure
chamber
Injector
solenoid valve
Retraction
piston
Injector
spring
Injector needle
209_26
14
Pump piston
High-pressure
chamber
Injector
solenoid valve
Injector
spring
Injector needle
209_27
15
Pump piston
Injector
solenoid valve
Retraction
piston
Fuel supply line
Injector needle
209_28
16
Leaking fuel
Pump piston
Restrictors
209_96
17
Fuel supply
The fuel system
A mechanical fuel pump sucks the fuel out of the
fuel tank through the fuel filter and pumps it
along the supply line in the cylinder head to the
pump injector units.
The fuel which is not required for injection is
returned to the fuel tank via the return line in the
cylinder head, a fuel temperature sensor and a
fuel cooler.
The fuel temperature sensor
determines the temperature of the fuel in
the fuel return line and sends a
corresponding signal to the engine control
unit.
209_18
18
The bypass
The restrictor bore from the fuel supply line to the fuel return line
Vapour bubbles in the fuel supply line are separated in the fuel return
line through the restrictor bore.
The strainer
has the task of collecting vapour bubbles from
the fuel supply line. These vapour bubbles are
then separated through the restrictor bore and
return line.
19
Fuel supply
The fuel pump
The fuel pump is located directly
behind the vacuum pump at the
cylinder head. It has the task of
conveying the fuel from the fuel tank
to the pump injector.
Both pumps are driven jointly by the
camshaft, which is why they are
collectively known as a tandem
pump.
Vacuum
pump
Fuel pump
There is a connection for pressure gauge V.A.S. 5187 on the fuel pump for checking the fuel
pressure in the supply line. Please observe the instructions in the Workshop Manual.
Pressure regulating
valve for fuel supply
line
Blocking vanes
Connection for
fuel supply line
Pressure regulating
valve for fuel return
line
209_50
20
Chamber 4
Chamber 1
Rotor
209_52
Chamber 3
Chamber 2
209_51
21
Fuel supply
The distributor pipe
A distributor pipe is integrated in the
supply line in the cylinder head. It has
the task of distributing fuel evenly to the pump
injectors.
209_40
Cylinder
1
Cylinder
2
Cylinder
3
Cylinder
4
Cylinder head
Annular
gap
Distributor pipe
Cross holes
209_39
Mixing
of the fuel
in the annular
gap
Fuel to pump
injector
Cross bores
22
209_29
Cylinder
1
Cylinder
2
Cylinder
3
Cylinder
4
Cylinder head
Annular
gap
209_102
23
Fuel supply
The fuel cooling system
The high pressure in the pump injector heats up
the fuel so intensively that it has to be cooled
down before it flows back into the fuel tank.
Fuel cooler
Fuel pump
Coolant sender
Expansion tank
209_42
24
Fuel
temperature sender
Fuel pump
Fuel tank
Expansion tank
209_48
Engine cooling
circuit
25
Engine management
System overview
Fuel temperature
sender G81
ABS control unit J104
Auxiliary signals:
Road speed signal
Air conditioner compressor ready
CCS switch
3-phase AC alternator terminal DF
26
Glow plugs Q6
Glow plug relay
J52
Control unit
for diesel direct
injection system J248
Pump
injector valves,
Cylinders 1-4
N240 - N243
Glow period
warning lamp
K29
Solenoid valve
for charge pressure control N75
Change-over valve
for intake manifold flap
N239
Pump relay,
fuel cooling J445
Fuel cooling
pump
V 166
Auxiliary signals:
Coolant auxiliary heater
Engine speed
Cooling fan run-on
Air conditioner compressor cut-off
Fuel consumption signal
209_53
27
Engine management
Sensors
Hall sender G40
Camshaft sender
wheel
Hall
sender
209_54
Signal utilisation
The engine control unit uses the signal which the Hall sender
generates to recognise the cylinders when starting the engine.
In the event of signal failure, the control unit utilises the signal
which the engine speed sender G28 generates.
Electrical circuit
J 317
S
J248
G40
209_55
28
Cylinder 3
Cylinder 4
Cylinder 1
90
Cylinder 2
209_94
90
Cylinder 1
Cylinder 3
90
Cylinder 4
90
Cylinder 2
90
Cylinder 1
209_95
29
209_56
209_85
Signal utilisation
Electrical circuit
J248
G28
30
209_57
Function
Quick start recognition
1 camshaft revolution
Cylinder 1
Cylinder 3
1 crankshaft rotation
Cylinder 4
Cylinder 2
Signal generated
by Hall sender
Signal generated
by engine speed
sender
209_95
31
Engine management
Fuel temperature sender G81
The fuel temperature sender is a temperature sensor with a
negative temperature coefficient (NTC). This means that the
sensor resistance decreases with increasing fuel temperature.
This sensor is located in the fuel return line running from the fuel
pump to the fuel cooler and determines the current fuel
temperature.
209_43
Signal utilisation
Electrical circuit
J248
G81
209_58
32
The following sensors have previously been described in other Self-Study Programmes relating to the TDI
engine. For this reason, they are not explained in as much detail as the preceding sensors.
Signal utilisation
If the signal from the air-mass flow meter fails, the engine
control unit uses a fixed substitute value.
209_60
Signal utilisation
If the signal fails, the engine control unit uses the signal
generated by the fuel temperature sender to calculate the
injection quantity.
33
209_59
34
Signal utilisation
209_45
If the signal fails, the engine control unit uses a fixed substitute
value to calculate the charge pressure. This can result in a drop
in engine performance.
35
209_61
Signal utilisation
209_62
36
Signal utilisation
The engine control unit recognises from this signal whether the
clutch is engaged or disengaged. When the clutch is engaged,
injection quantity is reduced briefly to engine prevent shudder
when shifting gear.
209_63
Signal utilisation:
Both switches supply the engine control unit with the brake
activated signal. For safety reasons, the engine is regulated
when the brake is activated, as the electrical accelerator
position sender could be defective.
If one of the two switches fails, the engine control unit reduces
the fuel quantity. Engine performance drops.
37
CCS switch
CAN databus
The engine control unit, the ABS control unit and the
automatic gearbox control unit interchange information
along a CAN databus.
The CAN databus allows large volumes of data to be
transferred within a short period of time.
38
Actuators
Injector solenoid valves
N240, N241, N242, N243
The injector solenoid valves are attached to the pump injector
units by a cap nut.
These solenoid valves are activated by the engine control unit.
The engine control unit regulates the commencement of injection
point and injection quantity of the pump injector units via the
injector solenoid valves.
209_64
Commencement of injection
point
Injection quantity
Effects of failure
If an injector solenoid valve fails, the engine will not run smoothly
and performance will be lower. The injector solenoid valve has a
dual safety function. If the valve stays open, pressure cannot
build up in the pump injector. If the valve stays closed, the highpressure chamber of the pump injector can no longer be filled. In
both cases, no fuel is injected into the cylinders.
Electrical circuit
J248
N240
N241
N242
N243
209_65
39
Valve
Commencement
of activation
Current intensity
Current curve
Injector solenoid valve
Valve-closing
time
= BIP
Valve
End of activation
Holding current
Control limit
Pick-up
current
Time
209_97
40
The engine control unit registers the actual closing time of the
pump injector valve, or BIP, for the purpose of calculating the
activation point of the valve for the next injection cycle. If the
actual commencement of injection point deviates from the set
value stored in the engine control unit, the point at which
activation of the valve begins is corrected.
Example
If there is air inside the pump injector, the solenoid valve needle
has a low resistance when it closes. The valve closes quickly and
the BIP is earlier than expected.
41
Engine management
Intake manifold flap
change-over valve N239
The intake manifold flap change-over valve is
located in the engine compartment, in the vicinity
of the air-mass flow meter. It switches the vacuum
for actuating the intake manifold flap in the
intake pipe. This stops the engine shuddering
when the ignition is turned off.
Diesel engines have a high compression ratio.
The engine shudders when the ignition is turned
off on account of the high compression pressure
of the induced air.
209_68
0 I
209_69
Effects of failure
Electrical circuit
J 317
S
J248
N239
209_70
42
209_71
Effects of failure
If the relay drops out, the fuel flowing back from the pump
injector to the fuel tank will not be cooled. The fuel tank and the
fuel level sender can become damaged.
Electrical circuit
J 317
S
A/+
S
J248
J445
V166
209_72
The actuator diagnosis function in the self-diagnosis can be used to check whether the fuel
cooling relay has been activated by the engine control unit.
43
Effects of failure
For detailed information regarding the variable turbine geometry, please refer to Self-Study
Programme 190.
209_73
Effects of failure
44
209_77
Effects of failure:
45
Engine management
Auxiliary output signals
Coolant auxiliary heater
Engine speed
46
Coolant temperature
sender G62
Warning lamp for
glow period K29
209_99
Afterglow phase
47
CCS switch
30
15
F8
Kick-down switch
F36
Clutch switch
F47
A/+
F60
G28
G40
Hall sender
G62
G70
G71
G72
G79
G81
J52
J 317
S
J445
J360
J359
N239 N75
N18
Q7
Q7
V166
J359
N18
EGR valve
N75
G72
G70
G40
G71
Q7
31
Auxiliary signals
A
48
Brake lights
30
15
J52
A/+
E45
D
B
F
F47
F36
G62
S
A
J248
G81
F60/F8 G79
G28
O
in
out
Q6
31
209_80
Input signal
CANbus Low
Output signal
CANbus High
Positive
Terminal DF
Earth
CAN databus
49
Self-diagnosis
The following functions can be read out using the
V.A.S. 5051 self-diagnosis, measurement and
information system:
01
02
03
Actuator diagnosis
04
Basic adjustment
05
06
End of output
07
08
209_82
Q6
G70
J52
F96
N240, N241,
N242, N244
G28
K29
G40
J248
N18
G79
F8
F60
N75
G62
G71
G72
F
F47
N239
G81
V166
J104
J217
J445
209_81
50
Engine mechanicals
To make allowance for the fact that the combustion pressure
is higher than in the base engine, the following
modifications were made to the engine mechanicals:
209_07
Combustion force
Contact surfaces
209_08
209_09
51
Engine mechanicals
The toothed belt drive
High pump forces are required to generate an
injection pressure of up to 2000 bar.
These forces subject the components of the
toothed belt drive to high loads.
209_88
52
Pitc
h
Deceleration force
Acceleration force
209_91
Deceleration force
Acceleration force
209_92
53
Service
Special tools
Designation
54
Tool
Use
For fixing the hydraulic toothed
belt tensioner in place when
installing and removing the
toothed belt.
Special tools
Designation
Tool
Use
T 10059 shackle
209_90a-k
55
Service
Repair notes
After installing the pump injector, the minimum
clearance between the base of the high-pressure
chamber and the pump piston must be adjusted
in the lowest position at the adjusting screw of
the pump injector.
Adjusting screw
Pump piston
Minimum clearance
High-pressure
chamber
209_98
You will find a description of the adjustment procedure in the Workshop Manual.
56
209_23
2.
57
4.
a. It prevents the fuel tank and the fuel level sender from being
damaged by excessively hot fuel.
b. The cooled fuel lowers the combustion temperature and thus
reduces nitrogen oxide emissions.
5.
6.
58
Solutions:
1. For a list of components, refer to page 8
2. a, b, c
3. b
4. a
5. b
6. b
Notes
209