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The design and function of the EA288 series of diesel engines with the EU5 emission standard is
described in Self-Study Programme 514 The new diesel engine series EA288.
Self-Study Programme presents the Current testing, setting and repair instructions
design and function of can be found in the service literature provided.
new developments! Important
The content will not be updated. Note
2
At a glance
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
The technical features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
The cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
The crankshaft group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
The dual-mass flywheel with centrifugal pendulum. . . . . . . . . . . . . . . . . . . . . . 9
The cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
The camshaft housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3
Introduction
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4
The 2.0 litre TDI engine with 62 kW
Bore 81 mm
Stroke 95.5 mm
200 60
Compression ratio 15.5:1
Bore 81 mm
Stroke 95.5 mm
200 60
Compression ratio 15.5:1
Emissions standard EU6 with diesel particulate 1000 2000 3000 4000 5000 [rpm]
filter and SCR system s564_048
5
Introduction
Bore 81 mm
300 100
Stroke 95.5 mm
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recirculation
Bore 81 mm
400 120
Stroke 95.5 mm
6
Engine mechanism
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7
Engine mechanism
Balancer shaft
Oil inlet/
outlet
Oil inlet/
outlet
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Counterweight
Balancer shaft
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For more information about the crankshaft group, refer to Self-Study Programmes 514
The new diesel engine series EA288 and 547 The 2.0 l 176 kW TDI bi-turbo engine of the diesel
engine series EA288.
8
The dual-mass flywheel with centrifugal pendulum
In the dual-mass flywheel (ZMS), the conventional flywheel mass is divided into the primary flywheel mass and the
secondary flywheel mass.
The primary flywheel mass is connected to the crankshaft. The secondary flywheel mass is connected to the
gearbox.
The bow spring connects the two flywheel masses as a spring damping system. The centrifugal pendulums are on
the secondary side in the dual-mass flywheel, attached after the bow springs. This means the necessary mass of the
pendulums for damping is lower than on the primary side.
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For more information about the dual-mass flywheel with centrifugal pendulum, please refer to
Self-Study Programme 542 The Passat 2015.
9
Engine mechanism
Installation variants
Two different dual-mass flywheels from different manufacturers are used in the T6.
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Centrifugal pendulum
visible through the Secondary flywheel mass
secondary flywheel
mass
The dual-mass flywheel from LUK is used in all other Flange Centrifugal pendulum
engine variants of the T6.
The maximum torque that can be transmitted is
450 Nm.
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Secondary flywheel mass
10
The cylinder head
The cylinder head is manufactured from an aluminium alloy. Four valves are fitted per cylinder.
The valve arrangement is the classic design, i.e. the inlet valves are on the inlet side and the exhaust valves on the
exhaust side.
The valve is actuated using roller rocker fingers with compensation elements.
The combustion chamber pressure sender for cylinder 3 G679 is integrated in the glow plug for this cylinder, and is
screwed into the cylinder head like the other glow plugs.
Outlet openings
(shown in red)
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Inlet openings
(shown in blue)
Outlet valve
For more information about the function of the combustion chamber pressure sender, refer to the
Engine management chapter.
11
Engine mechanism
The sender wheel for the Hall sender G40 is located on the inlet camshaft. The Hall sender itself is inserted in the
cylinder head cover.
Intake camshaft
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Exhaust camshaft
Camshaft housing
Spur gearing
12
Cooling system
Thermal management
The coolant circuit is made up of two subcircuits:
- the high-temperature circuit
- the low-temperature circuit
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Legend
1 Main cooler 11 Coolant pump for high-temperature circuit
2 Exhaust gas recirculation cooler V467
3 Heat exchanger for heater 12 Charge air cooling pump V188
4 Engine oil cooler 13 Non-return valve
5 Gear oil cooler 14 Coolant thermostat
6 Coolant pump 15 Pump for cooler of exhaust gas recirculation
7 Low-temperature radiator V400
8 Charge air cooler 16 2/3-way bleeder valve (thermostatic)
9 Injector for reducing agent N474
10 2/3-way valve (thermostatic 65 - 75 C)
13
Cooling system
High-temperature circuit
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When the engine is cold, coolant circulates from the coolant pump (6) through the oil cooler (4), the cylinder head,
the cylinder block and the heat exchanger for heater (3). The 2/3-way bleeder valve (16) is opened. It closes at a
coolant temperature of 49 C.
When the engine has reached operating temperature, the coolant thermostat (13) opens at 92 C.
The coolant pump for high-temperature circuit V467 (11) is activated according to the heating requirement and
the coolant temperature. The heating requirement is registered by the control unit of the air conditioning system.
Activation is performed by the engine control unit.
The pump for the exhaust gas recirculation cooler V400 (15) is activated after the ignition is switched on with a
delivery rates of 70% by a PWM signal from the engine control unit. It runs permanently across all operating
ranges. Activation is increased to 100% delivery rates if there is a higher EGR cooling requirement.
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Low-temperature cooling circuit
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The liquid-cooled charge air cooling makes it possible for the air temperature in the intake manifold to be
controlled at a nominal value according to requirements. The charge air temperature is controlled by the engine
control unit activating the charge air cooling pump V188 (12). The guidance parameter for activation is the intake
manifold temperature after the charge air cooler.
The coolant circuit for charge air cooling is connected to the engine cooling circuit via a non-return valve and a
throttle for filling and venting. There is no connection to the engine cooling circuit during operation. The injector for
reducing agent N474 (9) is integrated in the low-temperature cooling circuit.
In order to flush out possible air bubbles after filling, a bleeder process must be carried out with the
tester. This involves activating the electric coolant pumps in various combinations. Activation is first
without the engine running, and then at specified engine speeds.
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Oil system
Cylinder block
Oil pump
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Vacuum pump
The oil pump and the vacuum pump are integrated together in one housing.
The pump housing is bolted onto the underside of the cylinder block. The pumps have a common drive shaft and
are driven via a toothed belt by the crankshaft. The maintenance-free toothed belt runs directly in the oil and is
exclusively tensioned by the centre distance between the toothed belt pulleys.
A riser pipe in the cylinder block (oil supply) carries the oil from the oil pump to the oil pressure control valve N428.
The vacuum pump is connected via a hole in the cylinder block to a connection for the vacuum line that leads to the
engine vacuum system.
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Structure
Flutter valves
Housing cover
Housing s564_041
Vacuum pump
Control piston
Non-return valve
Vane pump
Input gear with housing
cover
For more detailed information about the oil system of the EA288 engine series, refer to the Self-Study
Programme 514 The new diesel engine series EA288.
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Air control system
High-pressure turbocharger
with adjustable guide vanes
Exhaust manifold
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Low-pressure exhaust
turbocharger
The other power variants of the 2.0 l TDI engine in the T6 use a turbocharger system with an
individual VTG turbocharger.
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Overview of the charge air system
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Legend
1 Air filter 13 Exhaust gas recirculation cooler
2 Air mass meter G70 14 Exhaust gas temperature sender 1 G235
3 Compressor wheel of the low-pressure 15 Turbine bypass flap
turbocharger 16 Vacuum unit for exhaust flap with position
4 Charge pressure sender 2 G447 sender 2 for charge pressure positioner G580
5 Compressor wheel of the high-pressure 17 Valve for turbine changeover N259
turbocharger 18 Turbine of the high-pressure turbocharger
6 Compressor bypass valve 19 Charge pressure control solenoid valve N75
7 Throttle valve module GX3 20 Vacuum unit for guide vane adjustment with
8 Charge pressure sender G31 position sender for charge pressure positioner
9 Intake air temperature sender G42 G581
10 Charge air cooler 21 Wastegate flap
11 Charge air temperature sender after 22 Vacuum unit for wastegate flap
charge air cooler G811 23 Solenoid valve 2 for
12 Control motor for exhaust gas recirculation charge pressure control N274
GX5 24 Turbine of the low-pressure turbocharger
19
Fuel system
Depending on the power variant, the 2.0 l TDI engine in the T6 has two different fuel systems:
- Injection system with single-plunger high-pressure pump in the 62 kW, 75 kW and 110 kW variants
- Injection system with dual-plunger high-pressure pump in the 150 kW variant
Injection system
with single-plunger high-
pressure pump
Injection system
with dual-plunger high-
pressure pump
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When renewing the injectors, make sure that you use the injectors specified for the particular power
variant in ELSA. The various injectors only differ in their bore diameter, and from the outside they can
only be distinguished by means of the part number.
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The injection system with single-plunger high-pressure pump
Overview
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Legend
1 Fuel pump Fuel high pressure up to 2000 bar
2 Fuel tank
Fuel supply pressure 4.0-6.0 bar
3 Fuel filter
Fuel return pressure from the injectors
4 Single-plunger high-pressure pump
4.0-6.0 bar
5 Fuel temperature sender G81
6 Fuel pressure sender G247 Fuel return pressure 0 -0.3 bar
7 Fuel rail (high-pressure accumulator)
8 Fuel pressure regulating valve N276
9 Injectors N30, N31, N32, N33
10 Fuel metering valve N290
Special features
- High-pressure pump with single plunger and one high-pressure outlet
- One fuel high-pressure line between the pump and high-pressure accumulator
- High-pressure accumulator with one high-pressure connection
- 8-hole injectors with 700 ml
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Fuel system
The high-pressure pump is operated via the ancillary Fuel metering valve
drive. The pressure piston is actuated by a plunger N290
mounted in a roller.
Driven axle Return
The fuel metering valve N290 is integrated in the
high-pressure pump. The compressed fuel is carried
along a high-pressure line at a pressure of up to
2000 bar to the high-pressure accumulator.
The pump capacity is maximum 0.42 cm3/rev.
Supply
High-pressure accumulator
High-pressure
accumulator
High-pressure connection to
single-plunger high-pressure
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For more information about the single-plunger high-pressure pump, please refer to Self-Study
Programme 465 The 1.2 l 3-cylinder TDI engine with common rail Injection system.
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The injection system with dual-plunger high-pressure pump
Overview
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Legend
1 Fuel pump
Fuel high pressure up to 2000 bar
2 Fuel tank
3 Fuel filter Fuel supply pressure 4.0-6.0 bar
4 Dual-plunger high-pressure pump Fuel return pressure from the injectors
5 Fuel temperature sender G81 4.0-6.0 bar
6 Fuel pressure sender G247 Fuel return pressure 0 -0.3 bar
7 Fuel rail (high-pressure accumulator)
8 Fuel pressure regulating valve N276
9 Injectors N30, N31, N32, N33
10 Fuel metering valve N290
Special features
- Dual-plunger high-pressure pump with two high-pressure outlets
- Two fuel high-pressure lines between the pump and high-pressure accumulator
- High-pressure accumulator with two high-pressure connections
- 8-hole injectors with 900 ml
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Fuel system
This high-pressure pump is also operated via the Fuel metering valve N290 High-pressure
ancillary drive. In this case, in contrast to the connection to high-
pressure accumulator
single-plunger high-pressure pump, the pressure
Driven axle
piston is actuated by a slide.
Supply
Return
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High-pressure connection to high-pressure
accumulator
High-pressure accumulator
High-pressure
accumulator
High-pressure connections to
dual-plunger high-pressure
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The injectors
The injectors in both fuel systems differ only with regard to the bore diameter of the injection ducts. Structure and
mode of function are identical.
Valve
Nozzle needle
spring
Nozzle needle
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Fuel system
Activation phases
It is necessary for the correction value on the head of Characteristic map of the activation phases
the injector to be entered in the engine control unit so [A]
that the activation of this injector can be individually Control current
controlled within the entire characteristic map, and
corrected across the full correction range.
This permits precise control of the injection quantities.
It contributes to reducing fuel consumption and
exhaust emissions as well as allowing the engine to
run more smoothly. The signals from the two knock [s]
sensors are one of the main measuring parameters. s564_056
The solenoid valve is activated. The valve lifts out of its seat. The nozzle needle is open and
The control current increases to The control current is regulated at injection takes place.
approx. 23 A with a voltage of the holding current of approx. The injection quantity is
12 V. 9 A. In this phase, the nozzle determined by the time duration of
The injector still remains closed needle also starts to lift. activation.
during this phase.
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Exhaust gas post-treatment
The injector for reducing agent is supplied with reducing agent (AdBlue) from the tank for reducing agent by means
of the reducing agent pump unit (GX19). The tank for reducing agent has a capacity of approx. 13 litres. The range
is approx. 5200 km. In addition to a fill level sensor, the delivery pump and the heater, the pump module also
contains a quality sensor for monitoring the quality of the reducing agent (sensor for reducing agent quality G849).
Bi-turbo unit
Oxidation catalytic
converter
Corrugated tube
NOx sensor
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Exhaust gas post-treatment
Corrugated tube
Injector for
reducing agent
Particulate
sensor
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Silencer
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Injector for reducing agent
Installation location and task
The injector for reducing agent N474 is installed in
front of the module comprising the diesel particulate
filter and SCR trap catalytic converter. It is integrated
in the low-temperature coolant circuit of the thermal
management system, and its task is to inject a dosed
amount of reducing agent into the exhaust gas stream
after the oxidising catalytic converter.
Injector for
reducing agent
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For more information about the injector for reducing agent, refer to Self-Study Programme 540
The selective catalytic reduction exhaust post-treatment system in the Passat 2015.
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Exhaust gas post-treatment
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The precise function of the sensor for reducing agent quality in the tank for reducing agent is
described in the Engine management chapter.
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The pump unit for the reducing agent dosing system
Installation location and task
The following components are integrated in the pump unit for reducing agent dosing system GX19:
- Pump for reducing agent V437
- Tank sensor for reducing agent G684
- Heater for tank for reducing agent Z102
- Reducing agent temperature sender G685
Heater for
tank for reducing agent
Z102
Connection
Reducing agent line
Electrical connection
For more information about the pump unit for reducing agent dosing system GX19, refer to
Self-Study Programme 540 The selective catalytic reduction exhaust post-treatment system in the
Passat 2015.
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Engine management
System overview
Sensors
Lambda probe 1 before catalytic converter Control unit for NOx sender 2
GX10 J881 with NOx sender 2 G687
Exhaust gas temperature sender 1-4
G235, G448, G495, G648
Pressure differential sender G505
Temperature sender 2 and 3 for exhaust gas
recirculation G690 and G949
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Actuators
Fuel pump control unit J538
Warning lamp for
Fuel delivery unit GX1
pre-glow time K29
Fuel system pressurisation pump G6
Exhaust emissions
warning lamp K83 Injectors for cylinders 1-4
N30, N31, N32, N33
Warning lamp for
diesel particulate Fuel metering valve N290
filter K231
Control valve for fuel pressure N276
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Engine management
Sensors
Various innovative sensors are used in the 2.0 l TDI engine in the T6. Their structure and mode of function are
described below.
pcombustion chamber
Resistance
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Sensor for reducing agent quality G849
Installation location and task
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The reducing agent quality sensor is inserted into the
reducing agent tank from underneath. It monitors the
reducing agent concentration.
If the sensor detects that the urea concentration is
falling or inadequate, for example because the tank
has been filled up with water, a warning message is
output via the engine control unit.
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Engine management
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36
Soot particles The intensity of the current that can be measured, or
the level of electrical resistance, can thus be used as a
measure of the soot particle emissions.
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Test your knowledge
1. How many counterweights does the crankshaft have in the 2.0 l TDI engine?
a) 4
b) 6
c) 8
2. What are the names of the two subcircuits in the cooling system?
c) It supplies information to the engine control unit about when a regeneration of the diesel particulate filter
is required.
a) It detects that only genuine reducing agent from Volkswagen is being used.
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5. How is a rapid response of the biturbo engine achieved at low engine speeds?
a) By having a small turbine and a small compressor wheel in the high pressure turbocharger.
b) By having a large turbine and a large compressor wheel in the high pressure turbocharger.
c) The centrifugal pendulums are distributed between the primary and secondary sides.
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Volkswagen AG
Volkswagen Commercial Vehicles
Vertrieb After Sales NV-K/K
Brieffach 2940
D-30405 Hannover
This paper was manufactured using pulp bleached without the use of chlorine.