892303 the Phaeton W12 Engine Management System
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Transcript of 892303 the Phaeton W12 Engine Management System
The Phaeton W12Engine Management SystemDesign and Function
Self-Study ProgramCourse Number 892303
Volkswagen of America, Inc.Service TrainingPrinted in U.S.A.Printed 08/2003Course Number 892303
©2003 Volkswagen of America, Inc.
All rights reserved. All information containedin this manual is based on the latestinformation available at the time of printingand is subject to the copyright and otherintellectual property rights of Volkswagen ofAmerica, Inc., its affiliated companies and itslicensors. All rights are reserved to makechanges at any time without notice. No partof this document may be reproduced,stored in a retrieval system, or transmittedin any form or by any means, electronic,mechanical, photocopying, recording orotherwise, nor may these materials bemodified or reposted to other sites withoutthe prior expressed written permission ofthe publisher.
All requests for permission to copy andredistribute information should be referredto Volkswagen of America, Inc.
Always check Technical Bulletins and theVolkswagen Worldwide Repair InformationSystem for information that may supersedeany information included in this booklet.
Trademarks: All brand names and productnames used in this manual are trade names,service marks, trademarks, or registeredtrademarks; and are the property of theirrespective owners.
i
Table of Contents
The Self-Study Program provides you with informationregarding designs and functions.
The Self-Study Program is not a Repair Manual.
For maintenance and repair work, always refer to thecurrent technical literature.
Important/Note!
New !
Introduction ............................................................................... 1
The Motronic ME 7.1.1
System Overview ...................................................................... 6
Engine Control Module 1 J623,Engine Control Module 2 J624
Subsystems .............................................................................10
Fuel Injection System, Ignition System, Knock Control,Variable Valve Timing, Oxygen Sensor Control,EVAP System, Cruise Control System Without AdaptiveCruise Control, Electronic Power Control, SecondaryAir System, Engine Mount Damping Control,Electronically Controlled Engine Cooling
Functional Diagram.................................................................54
ME 7.1.1 Functional Diagram for Phaeton W12 Engine
Service......................................................................................60
Self-Diagnosis System
Knowledge Assessment .........................................................65
Introduction
1
The Motronic ME 7.1.1
The Motronic ME 7.1.1 enginemanagement system for the W12 engineallows high engine performance with lowfuel consumption by adapting to alloperating conditions. At the heart of theMotronic ME 7.1.1 are two electronicengine control modules. This concepttreats the two cylinder banks as twoseparate engines.
Each engine control module is assigned toone bank of the engine. Certain criticalinputs, such as engine coolanttemperature, report only to the primaryEngine Control Module 1 J623. EngineControl Module 2 J624 obtains informationonly from Engine Control Module 1 J623via the CAN data bus.
This internal CAN data bus servesexclusively to exchange informationbetween the two engine control modules.
This Self-Study Program will familiarize youwith the ME 7.1.1 engine managementsystem, the interaction between the twocontrol modules, the sensors, the actuatorsand individual subsystems.
For additional informationon the W engine series,refer to The W Engine Concept,Self-Study Program CourseNumber 821203.
SSP250/096
Introduction
2
Because the two control modulesare identical and engine controlis fundamentally cylinder bank specific,each control module must be assignedto one of the cylinder banks.
The assignment of the engine controlmodule is determined by the terminalconfiguration of its wiring harness connector.
SSP250/008
Engine Control Module 1 J623 Engine Control Module 2 J624
SSP250/033
Terminal 49to Power (+15)
SSP250/009
Terminal 49to Ground (31)
For Engine Control Module 1 J623, terminal49 is connected to power (+15). For EngineControl Module 2 J624, terminal 49 isconnected to ground (31).
The wiring harnesses are color-coded todistinguish them.
Engine Control Module 1 J623is also referred to as the“master“ and Engine ControlModule 2 J624 as the “slave.”
Introduction
3
Both of the engine control modulesmanage each bank separately to ensurethat the following functions run smoothly:
• Injection control
• Ignition control (ignition system withsingle spark ignition coils)
• Idling speed control
• Heated oxygen sensor control ofemission values
• Fuel tank breather system
• Electronic power control
• Cruise control system
• Secondary air system
• Knock control
• Continually variable intake and exhaustcamshaft timing
• Engine mount control
• Coolant temperature control
• Self-diagnosis
The following subfunctions are assumedonly by Engine Control Module 1 J623:
Incoming sensor signals from:
• Engine Coolant Temperature Sensor G62
• Throttle Position Sensor G79
• Brake Light Switch F
• Brake Pedal Switch F47
• Cruise Control Switch E45
• Kick-Down Switch F8
• Leak Detection Pump V144
Activated actuators:
• Motronic Engine Control Module PowerSupply Relay J670
• Fuel Pump G6
• Transfer Fuel Pump G23
• After-Run Coolant Pump V51
• Map Controlled Engine CoolingThermostat F265
• Right Electro-Hydraulic Engine MountSolenoid Valve N145
• Coolant Fan V7
• Coolant Fan 2 V177
The input signals are processed by EngineControl Module 1 J623 and transmitted toEngine Control Module 2 J624 via theinternal CAN data bus.
There is only one Engine SpeedSensor G28 in the system.It transmits the engine speedsignal to both Engine ControlModule 1 J623 and EngineControl Module 2 J624.
4
Introduction
Engine Control Modules
in the CAN Data Bus Drive
Engine Control Module 1 J623 andEngine Control Module 2 J624communicate with the control modulesof other vehicle systems.
This data is exchanged over thedrivetrain CAN data bus which connectsthe individual control modules to anoverall system.
The internal CAN data bus has beenadded for engine management in theW12 engine as a part of the two-control-module concept.
The internal CAN data bus only exchangesinformation between the two enginecontrol modules.
5
Introduction
SSP250/104
Engine ControlModule 1 J623
ABS ControlModule withEDL/ASR/ESPJ104
SteeringAngle SensorG85
Control Modulewith IndicatorUnit inInstrumentPanel InsertJ285
Control Modulefor Anti-TheftImmobilizerJ362
Access/StartControl ModuleJ518
Engine ControlModule 2 J624
TransmissionControl ModuleJ217
AirbagControl ModuleJ234
ClimatronicControl ModuleJ255
VehicleElectricalSystem ControlModule J519
Steering ColumnElectronicSystemsControl ModuleJ527
Low DrivetrainCAN Data Bus
Inte
rnal
CA
N D
ata
Bus
High DrivetrainCAN Data Bus
6
System Overview
Engine Control Module 1 J623
Sensors
Mass Air Flow Sensor G70Intake Air Temperature Sensor G42
Engine Coolant Temperature Sensor G62
Engine Coolant Temperature Sensor (on Radiator) G83
Heated Oxygen Sensor 2 G108
Oxygen Sensor Behind Three WayCatalytic Converter G130Oxygen Sensor 2 Behind Three WayCatalytic Converter G131
Camshaft Position Sensor G40Camshaft Position Sensor 3 G300
Knock Sensor 1 G61Knock Sensor 2 G66
Throttle Valve Control Module J338Angle Sensor 1 for Throttle Drive G187Angle Sensor 2 for Throttle Drive G188
Accelerator Pedal Module withThrottle Position Sensor G79Sender 2 for Accelerator Pedal Position G185
Kick-Down Switch F8
Cruise Control Switch E45Button for Cruise Control E227
Brake Light Switch FBrake Pedal Switch F47
Inte
rnal
CA
N D
ata
Bus
CAN Data Bus
Engine ControlModule 1 J623
16-Pin Connector(DiagnosisConnection) T16
Engine ControlModule 2 J624
Engine Speed Sensor G28
Heated Oxygen Sensor G39
Leak Detection Pump V144
7
System Overview
Actuators
SSP250/003
Ignition Coil 1 with Power Output Stage N70Ignition Coil 2 with Power Output Stage N127Ignition Coil 3 with Power Output Stage N291Ignition Coil 4 with Power Output Stage N292Ignition Coil 5 with Power Output Stage N323Ignition Coil 6 with Power Output Stage N324
Fuel Pump Relay J17Fuel Pump G6
Fuel Pump 2 Relay J49Transfer Fuel Pump G23
Throttle Valve Control Module J338Throttle Drive G186
Cylinder 1 Fuel Injector N30Cylinder 2 Fuel Injector N31Cylinder 3 Fuel Injector N32
Cylinder 4 Fuel Injector N33Cylinder 5 Fuel Injector N83Cylinder 6 Fuel Injector N84
Coolant Fan V7
Right Electro-Hydraulic Engine MountSolenoid Valve N145
Map Controlled Engine Cooling Thermostat F265
Engine Coolant Pump Relay J235After-Run Coolant Pump V51
Motronic Engine Control ModulePower Supply Relay J271Motronic Engine Control ModulePower Supply Relay 2 J670
Secondary Air Injection Pump Motor V101Secondary Air Injection Pump Relay J299
Secondary Air Injection Solenoid Valve N112
Evaporative Emission Canister PurgeRegulator Valve N80
Valve 1 for Camshaft Adjustment N205
Coolant Fan 2 V177
Camshaft Adjustment Valve 1 (Exhaust) N318
8
System Overview
Engine Control Module 2 J624
Sensors
Engine Speed Sensor G28
Mass Air Flow Sensor 2 G246Intake Air Temperature Sensor 2 G299
Heated Oxygen Sensor 3 G285
Heated Oxygen Sensor 4 G286
Oxygen Sensor 3 Behind Three-WayCatalytic Converter G287
Oxygen Sensor 4 Behind Three-WayCatalytic Converter G288
Camshaft Position Sensor 2 G163Camshaft Position Sensor 4 G301
Knock Sensor 3 G198Knock Sensor 4 G199
CAN Data Bus
Throttle Valve Control Module 2 J544Angle Sensor 1 (on Throttle Drive 2 PowerAccelerator Actuation) G297Angle Sensor 2 (on Throttle Drive 2 PowerAccelerator Actuation) G298
Engine Control Module 1 J623
Inte
rnal
CA
N D
ata
Bus
Engine Control Module 2 J624
16-Pin Connector(DiagnosisConnection) T16
9
System Overview
Actuators
SSP250/005
Secondary Air Injection Pump Motor 2 V189Secondary Air Injection Pump Relay 2 J545
Throttle Valve Control Module 2 J544Throttle Drive 2 (Power Accelerator Actuation) G296
Cylinder 7 Fuel Injector N85Cylinder 8 Fuel Injector N86Cylinder 9 Fuel Injector N299Cylinder 10 Fuel Injector N300Cylinder 11 Fuel Injector N301Cylinder 12 Fuel Injector N302
Ignition Coil 7 with Power Output Stage N325Ignition Coil 8 with Power Output Stage N326Ignition Coil 9 with Power Output Stage N327Ignition Coil 10 with Power Output Stage N328Ignition Coil 11 with Power Output Stage N329Ignition Coil 12 with Power Output Stage N330
Valve 2 for Camshaft Adjustment N208
Camshaft Adjustment Valve 2 (Exhaust) N319
Evaporative Emission Canister PurgeRegulator Valve 2 N333
Leak Detection Pump V144
Secondary Air Injection Solenoid Valve 2 N320
10
The positions of the actuators and sensors shown in the following subsystemdiagrams are not identical to the physical layout in the engine compartment.
Bank II
2 Engine Control Module 2 J6246 Fuel Injectors N85, N86, N299, N300,
N301, N3028 Mass Air Flow Sensor 2 G246 with Intake Air
Temperature Sensor 2 G29910 Oxygen Sensors G285, G286, G287, G28812 Throttle Valve Control Module 2 J54415 Evaporator Air Inlet Ambient Temperature
Sensor G57
Bank I
1 Engine Control Module 1 J6233 Fuel Pump G64 Transfer Fuel Pump G235 Fuel Injectors N30, N31, N32, N33, N83, N847 Mass Air Flow Sensor G70 with Intake Air
Temperature Sensor G429 Oxygen Sensors G39, G108, G130, G131
11 Throttle Valve Control Module J33813 Accelerator Pedal Module with
Throttle Position Sensor G79Sender 2 for Accelerator Pedal Position G185
14 Engine Coolant Temperature Sensor G6215 Engine Speed Sensor G2816 Fuel Tank17 Filter18 Fuel Rail19 Fuel Pressure Regulator
Internal CAN Data Bus
1 2
3 4
5
79
11 13
14 15
1617
18
19
55
55
SSP250/010
666
666
Fuel Injection System
5
12
108
Subsystems
11
Input Signals for Calculating
Injection Period
• Mass air flow engine load signals
• Intake air temperatures
• Throttle valve control module signals
• Engine speed sensor signal
• Coolant temperature
• Oxygen sensor signals
• Accelerator pedal module signal
The fuel pumps located in the fuel tankmove the fuel through the fuel filter to theinjectors. Transfer Fuel Pump G23 is turnedon if needed, depending on the amount offuel required. The injectors areinterconnected by a fuel rail. Injection issequential. Using the input signals, theengine control modules calculate therequired fuel quantity and thecorresponding injection period foreach bank.
The length of time that the injector remainsopen (the injection period) is the onlyvariable that determines the fuel quantityinjected. The pressure regulator regulatesthe injection pressure in the fuel rail andregulates the return of unused fuel to thefuel tank.
Subsystems
12
Combined Mass Air Flow and
Intake Air Temperature Sensors
There are two combined mass air flow andintake air temperature sensors used on theW12 engine, one for each cylinder bank.
Mass Air Flow Sensor G70 determines theair mass and Intake Air Temperature SensorG42 determines the temperature of theintake air for cylinder bank I.
Mass Air Flow Sensor 2 G246 and IntakeAir Temperature Sensor 2 G299 determinethe mass and temperature of the intake airfor cylinder bank II.
Mass Air Flow Sensor 2 G246 and IntakeAir Temperature Sensor 2 G299 for cylinderbank II are attached above cylinder bank I.Their signals are transmitted to EngineControl Module 2 J624.
SSP250/116
Mass Air Flow Sensor G70Intake Air TemperatureSensor G42 for Bank I
Bank IIBank I
Mass Air Flow Sensor 2 G246Intake Air TemperatureSensor 2 G299 for Bank II
SSP250/035
Mass Air Flow Sensor G70Intake Air TemperatureSensor G42
Mass Air Flow Sensor 2 G246Intake Air TemperatureSensor 2 G299
SSP250/039 SSP250/097 SSP250-037
Mass Air Flow Sensor G70 and Intake AirTemperature Sensor G42 for cylinder bank Iare attached above cylinder bank II. Theirsignals are transmitted to Engine ControlModule 1 J623.
Subsystems
13
Effects of failure
If Mass Air Flow Sensor G70 orMass Air Flow Sensor 2 G246 fails, theair mass is calculated using the throttlevalve position. The Malfunction IndicatorLamp K83 lights up.
If Intake Air Temperature Sensor G42 orIntake Air Temperature Sensor 2 G299 fails,an alternative temperature is calculatedusing the air conditioning systemEvaporator Air Inlet Ambient TemperatureSensor G57.
Engine Speed Sensor G28
Engine Speed Sensor G28 provides animportant input signal. It is located in thetransmission housing.
The sensor used is a Hall-effect sensor. Theengine speed and position of the crankshaftare detected by scanning the teeth ofthe converter plate with integrated senderwheel. The gap on the sender wheelacts as a reference mark for the enginecontrol modules.
Engine Speed Sensor G28 is directly linkedto both engine control modules,transmitting the engine speed signal toboth Engine Control Module 1 J623 andEngine Control Module 2 J624.
Effects of failure
Continued travel is possible if the senderfails. However, at the next attempt torestart, the engine will not start.
SSP250/318
Subsystems
14
Subsystems
Suction Jet Pump(Entrainment Pump) 2
Fuel Pumps
The two chambers of the fuel tank eachcontain both an electric fuel pump and asuction jet pump (entrainment pump).
Electric Fuel Pump G6 and Transfer FuelPump G23 are activated by Engine ControlModule 1 J623. With the aid of thepressure regulator, they generate a fuelsystem pressure of 58 psi (400 kPa, 4 bar).
Transfer Fuel Pump G23 is the main pump.It delivers a continuous supply of fuel to theengine while the engine is running. Thesecondary pump, Fuel Pump G6, is turnedon either when starting the engine, toachieve a quicker pressure build-up if thefuel tank has less than 5.3 gallons (20liters), or if there is a high engine load andengine speed.
Suction jet pump (entrainment pump) 1delivers the fuel from the main chamberinto the pre-supply tank of Fuel Pump G6,and suction jet pump (entrainment pump) 2pumps fuel out of the secondary chamberinto the pre-supply tank of Transfer FuelPump G23.
Effects of failure
If one of the fuel pumps fails, engineperformance is reduced as the result of alack of fuel.
It is no longer possible to achieve topspeed. At high engine speeds the engineruns unevenly.
Fuel Pump G6 inthe Pre-Supply Tank
Transfer Fuel Pump G23in the Pre-Supply Tank
Main Chamber
Secondary ChamberSuction Jet Pump(Entrainment Pump) 1
SSP250/007
15
Subsystems
Fuel Injectors
The fuel injectors are activated by the twoengine control modules according to thefiring order.
• Engine Control Module 1 J623 activatesthe fuel injectors for cylinder bank I:N30, N31, N32, N33, N83, N84.
• Engine Control Module 2 J624 activatesthe fuel injectors for cylinder bank II:N85, N86, N299, N300, N301, N302.
The fuel injectors are attached to acommon fuel rail with securing clips. Theyinject finely atomized fuel directly in front oftheir respective intake valves.
Fuel PressureRegulator
SSP250/041
Bank I
Bank II
FromFuelPumps
Fuel Rail
Effects of failure
If a fuel injector is blocked, amixture deviation is detected by thediagnosis system.
The supply of fuel is interrupted, whichmeans the engine runs with reducedpower output.
A fault is recorded in the appropriateengine control module.
S250/042
16
Subsystems
Ignition System
Input Signals for Calculating the Firing Point
• Engine speed sensor signal
• Mass air flow engine load signals
• Throttle valve control module signals
• Coolant temperature
• Knock sensor signals
• Camshaft position sensor signals
The firing point is calculated from a mapstored in the memory of the appropriateengine control module. Each engine controlmodule also makes allowance for theinput signals.
SSP250/011
Bank II
2 Engine Control Module 2 J6244 Ignition Coils with Power Output Stage N325,
N326, N327, N328, N329, N3306 Spark Plugs Q8 Mass Air Flow Sensor 2 G246 with Intake Air
Temperature Sensor 2 G2999 Engine Speed Sensor G28
12 Throttle Valve Control Module 2 J54414 Knock Sensors 3 and 4 G198, G19916 Camshaft Position Sensors 2 and 4 G163, G301
Bank I
1 Engine Control Module 1 J6233 Ignition Coils with Power Output Stage N70,
N127, N291, N292, N323, N3245 Spark Plugs Q7 Mass Air Flow Sensor G70 with Intake Air
Temperature Sensor G429 Engine Speed Sensor G28
10 Engine Coolant Temperature Sensor G6211 Throttle Valve Control Module J33813 Knock Sensors 1 and 2 G61, G6615 Camshaft Position Sensors 1 and 3 G40, G300
Internal CAN Data Bus
1
3 5
7910
1113
15
2
46
812 14
161516
17
Subsystems
Ignition Coils with Power Output Stage
The output stage and ignition coil arecombined in each element of the ignitioncoils with power output stage, whichmeans that the ignition can be influencedby the engine management systemindividually for each cylinder.
• Ignition coils with power outputstage N70, N127, N291, N292, N323,N324 are activated by Engine ControlModule 1 J623.
• Engine Control Module 2 J624 activatesignition coils with power output stageN325, N326, N327, N328, N329, N330.
SSP250/045
Effects of failure
If an ignition coil fails, a fuel mixturedeviation is detected by theself-diagnosis system.
The engine runs at reduced power and afault is recorded in the engine controlmodule for that bank.
SSP250/368
18
Subsystems
Knock Control
Input Signals
• Knock sensor signals
• Camshaft position sensor signals
Knock Sensors
Cylinder-selective knock control iscombined with electronic control of thefiring point. Each bank in the W12 enginehas two knock sensors mounted onthe crankcase.
The plug and socket connections are colorcoded to avoid confusing the sensors withthe connectors in the engine wiring harness.
Bank I
1 Engine Control Module 1 J6233 Ignition Coils with Power Output Stage N70,
N127, N291, N292, N323, N3245 Spark Plugs Q7 Knock Sensors 1 and 2 G61, G669 Camshaft Position Sensors 1 and 3 G40, G300
SSP250/012
Bank II
2 Engine Control Module 2 J6244 Ignition Coils with Power Output Stage N325,
N326, N327, N328, N329, N3306 Spark Plugs Q8 Knock Sensors 3 and 4 G198, G199
10 Camshaft Position Sensors 2 and 4 G163, G301
Internal CAN Data Bus
1
3 5
7
99
2
46
8
1010
7
8
One of the two engine control modulesdetects the knocking cylinder from inputfrom the knock sensors in the affectedcylinder bank.
• On the W12 engine, Knock Sensor 1 G61and Knock Sensor 2 G66 transmit theirsignals to Engine Control Module 1 J623.
• Knock Sensor 3 G198 and Knock Sensor4 G199 transmit their signals to EngineControl Module 2 J624.
The knock signals can be related toindividual cylinders with the aid of thecamshaft position sensor signals.
19
Subsystems
SSP250/013
KnockSensor1 G61
SSP250/053
Knock Sensor 3 G198Knock Sensor 4 G199
SSP250/049
Knock Sensor 2 G66Knock Sensor 1 G61
SSP250/051
If the knock sensors detect knocking in acylinder, the engine control module for thatbank changes the firing point of theaffected cylinder by retarding the firingpoint until knocking no longer occurs.
When the affected cylinder no longer hasthe tendency to knock, the engine controlmodule returns the ignition timing to itsformer setting by advancing the firing point.
Effects of failure
If a knock sensor fails, the ignition advanceangles of the cylinder group are retarded toa safety ignition advance angle. This canalso lead to a rise in fuel consumption.
If all the knock sensors fail, the enginemanagement system reverts to emergencyknock control. Ignition advance angles aregenerally retarded and full engineperformance is no longer available.
20
Variable Valve Timing
Subsystems
Internal CAN Data Bus
SSP250/014
Bank I
1 Engine Control Module 1 J6233 Valve 1 for Camshaft Adjustment N205 and
Camshaft Adjustment Valve 1 (Exhaust) N3185 Mass Air Flow Sensor G70 with Intake Air
Temperature Sensor G427 Engine Speed Sensor G288 Engine Coolant Temperature Sensor G629 Camshaft Position Sensors 1 and 3 G40, G300
11 Engine Oil Temperature from the ControlModule with Indicator Unit in Instrument PanelInsert J285 via the Drivetrain CAN Data Bus
Bank II
2 Engine Control Module 2 J6244 Valve 2 for Camshaft Adjustment N208 and
Camshaft Adjustment Valve 2 (Exhaust) N3196 Mass Air Flow Sensor 2 G246 with Intake Air
Temperature Sensor 2 G2997 Engine Speed Sensor G28
10 Camshaft Position Sensors 2 and 4 G163, G301
Bank II
Bank I
1
3
5
8
9
11
2
4
6
7
10
10
9
21
Subsystems
Input Signals
• Camshaft position sensor signals
• Engine speed sensor signal
• Mass air flow engine load signals
• Coolant temperature
• Engine oil temperature
To carry out variable valve timing, theengine control modules require informationabout engine speed, engine load, enginetemperature, the position of the crankshaftand camshaft, plus the oil temperaturefrom the instrument cluster via thedrivetrain CAN data bus.
Depending on the operating state:
• Engine Control Module 1 J623 activatesValve 1 for Camshaft Adjustment N205and Camshaft Adjustment Valve 1(Exhaust) N318 for cylinder bank I.
• Engine Control Module 2 J624 activatesValve 2 for Camshaft Adjustment N208and Camshaft Adjustment Valve 2(Exhaust) N319 for cylinder bank II.
Engine oil travels to the camshaft adjusterinner rotors through oil galleries in thecentral housing.
The camshaft adjuster inner rotors turnand adjust the camshafts in accordancewith control maps stored in the twoengine control modules. Both the intakeand exhaust camshafts arecontinuously variable.
If the fault memory is erased,the adaptation of the camshaftsis also erased. This requiresthe performance of a camshafttiming adaptation procedure.If this adaptation is not done,camshaft timing will notbe properly adjusted andperformance will benoticeably reduced.
22
Subsystems
Camshaft Position Sensors
The camshaft position sensors are allHall-effect sensors. They are mounted inthe engine timing chain cover. Their taskis to inform the engine control modulesof the positions of the intake andexhaust camshafts.
They accomplish this task by scanningquick-start sender wheels located on theends of the camshafts.
Engine Control Module 1 J623 processesthe signals for cylinder bank I:
• Camshaft Position Sensor G40 sends itsintake camshaft position signal.
• Camshaft Position Sensor 3 G300 sendsits exhaust camshaft position signal.
Engine Control Module 2 J624 processesthe signals for cylinder bank II:
• Camshaft Position Sensor 2 G163 sendsits intake camshaft position signal.
• Camshaft Position Sensor 4 G301 sendsits exhaust camshaft position signal.
All of the camshaft position sensor signalsact as input signals for variable valve timing.
To calculate injection times (duration) andfiring points for the cylinders in bank I, thesignal from Camshaft Position Sensor G40to Engine Control Module 1 J623 isprocessed. The signal from CamshaftPosition Sensor 2 G163 to Engine ControlModule 2 J624 is processed so theinjection times and firing points can becalculated for the cylinders in bank II.
Effects of failure
A camshaft position sensor failure willprevent variable valve timing in theassociated cylinder bank.
The camshafts will revert to their referencepositions (emergency running positions)using default settings stored in controlmaps in their associated engine controlmodules. The engine will continue to runwith reduced torque, and will start againafter it has been turned off.
SSP250/203
Exhaust Port IICamshaft PositionSensor 4 G301
Intake Port II CamshaftPosition Sensor 2 G163
Intake Port I CamshaftPosition Sensor G40
Exhaust Port ICamshaft PositionSensor 3 G300
23
Subsystems
Camshaft Adjustment Valves
These electromagnetic solenoid valves areintegrated in the camshaft adjuster centralhousing oil supply modules.
Based on signals from Engine ControlModule 1 J623 for bank I or from EngineControl Module 2 J624 for bank II, theydistribute oil pressure to the inner rotors ofthe camshaft adjusters to move thecamshafts the direction and distanceneeded for optimal engine performance.
The intake camshafts are continuouslyvariable within a range of 52 degrees.
The exhaust camshafts can be continuouslyadjusted within a range of 22 degrees.
Engine Control Module 1 J623 activatesthe camshaft adjustment valves forcylinder bank I:
• Valve 1 for Camshaft Adjustment N205• Camshaft Adjustment Valve 1
(Exhaust) N318
Engine Control Module 2 J624 activatesthe camshaft adjustment valves forcylinder bank II:
• Valve 2 for Camshaft Adjustment N208• Camshaft Adjustment Valve 2
(Exhaust) N319
Effects of failure
If an electrical wire to a camshaft adjusteris faulty or a camshaft adjuster failsbecause it has jammed mechanically or oilpressure is too low, no camshaft timingadjustment can take place.
SSP250/015
Bank II
Camshaft AdjustmentValve 2 (Exhaust) N319
Valve 2 for CamshaftAdjustment N208
IntakeCamshaftAdjusterExhaust
CamshaftAdjuster
CentralHousing
SSP250/328
Bank I
IntakeCamshaftAdjuster
Valve 1 for CamshaftAdjustment N205 Camshaft Adjustment
Valve 1 (Exhaust) N318
CentralHousing
ExhaustCamshaftAdjuster
24
Bank I
1 Engine Control Module 1 J6233 Fuel Injectors N30, N31, N32, N33, N83, N845 Mass Air Flow Sensor G70 with Intake Air
Temperature Sensor G427 Heated Oxygen Sensor G39 (Before Catalytic
Converter)9 Heated Oxygen Sensor 2 G108 (Before Catalytic
Converter)11 Oxygen Sensor Behind Three Way Catalytic
Converter G13013 Oxygen Sensor 2 Behind Three Way Catalytic
Converter G13115 Engine Coolant Temperature Sensor G6216 Throttle Valve Control Module J33818 Engine Speed Sensor G28
Subsystems
Internal CAN Data Bus
SSP250/016
Bank II
2 Engine Control Module 2 J6244 Fuel Injectors N85, N86, N299, N300, N301,
N3026 Mass Air Flow Sensor 2 G246 with Intake Air
Temperature Sensor 2 G2998 Heated Oxygen Sensor 3 G285 (Before Catalytic
Converter)10 Heated Oxygen Sensor 4 G286 (Before Catalytic
Converter)12 Oxygen Sensor 3 Behind Three-Way Catalytic
Converter G28714 Oxygen Sensor 4 Behind Three-Way Catalytic
Converter G28817 Throttle Valve Control Module 2 J54418 Engine Speed Sensor G28
Oxygen Sensor Control
1
3
5
7
9
11
13
1517
2
4
6
8
1012
14
16
18
25
Input Signals
• Engine speed sensor signal
• Mass air flow engine load signals
• Oxygen sensor signals
• Coolant temperature
• Throttle valve control module signals
The Phaeton W12 engine managementsystem employs heated oxygen sensorcontrol. Its purpose is to maintain a lambdavalue of 1 during combustion so that theexhaust gases can be cleaned ascompletely as possible in the catalyst.
Lambda refers to the ratiobetween the actual measuredair-fuel ratio and the theoreticallyideal air-fuel mixture of 14.7 to 1(the stoichiometric ratio atwhich complete combustiontakes place).
In the heated oxygen sensor control usedon the W12 engine, the correctcomposition of the air-fuel mixture for thetwo cylinder banks is achieved throughseparate closed control loops. For eachcylinder head the W12 engine has twoexhaust manifolds.
Each of these exhaust manifolds has anoxygen sensor upstream and downstreamof the catalytic converter. The eight oxygensensors used on the W12 engine informthe two engine control modules about howmuch oxygen remains in the exhaust gas.
Using these signals, each engine controlmodule calculates the momentarycomposition of the air-fuel mixture. If thereare deviations from the nominal value, theinjection period is adjusted.
In addition, an adaptive oxygen sensorcontrol is carried out in idling mode as wellas in two part-throttle ranges. This meansthat the two engine control modules adjustto the operating states and store thelearned values.
Subsystems
26
Subsystems
Oxygen Sensors
Pre-catalyst broad-band oxygen sensors
• Heated Oxygen Sensor G39
• Heated Oxygen Sensor 2 G108
• Heated Oxygen Sensor 3 G285
• Heated Oxygen Sensor 4 G286
Broad-band oxygen sensors are installednear the catalytic converters upstream fromthe catalyst.
The lambda value is determined by a linearincrease in current intensity, making itpossible to measure across the entireengine speed range.
Use of signals
The broad-band oxygen sensors upstreamfrom the catalyst supply the signals forfuel-air mixture control.
• Pre-catalyst broad-band Heated OxygenSensor G39 and Heated Oxygen Sensor2 G108 transmit their signals to EngineControl Module 1 J623 for bank Imixture control.
• Pre-catalyst broad-band Heated OxygenSensor 3 G285 and Heated OxygenSensor 4 G286 transmit their signals toEngine Control Module 2 J624 for bank IImixture control.
Effects of failure
If a pre-catalyst sensor fails, oxygen sensorcontrol can no longer occur. Adaptation isblocked. The engine will continue to runusing default values stored in the enginecontrol module control maps.
SSP250/124
SSP250/122
Pre-Catalyst Broad-Band
Oxygen Sensor
CatalyticConverter
Oxygen SensorBehind Three WayCatalytic ConverterG130
Heated OxygenSensor 2 G108
Heated OxygenSensor G39
Oxygen Sensor 2Behind Three WayCatalytic ConverterG131
CatalyticConverter
Post-Catalyst Planar
Oxygen Sensor
27
Subsystems
Post-catalyst planar oxygen sensors
• Oxygen Sensor Behind Three WayCatalytic Converter G130
• Oxygen Sensor 2 Behind Three WayCatalytic Converter G131
• Oxygen Sensor 3 Behind Three-WayCatalytic Converter G287
• Oxygen Sensor 4 Behind Three-WayCatalytic Converter G288
The post-catalyst planar oxygen sensorsare installed near the catalytic convertersdownstream from the catalyst. Becauseof its two-state measurement range itmay also be called a two-state oxygensensor. It monitors the exhaust gasesdownstream from the catalyst around thevalue lambda = 1.
Use of signals
The post-catalyst planar oxygen sensorsdownstream of the catalyst test thefunction of the catalyst and the oxygensensor closed control loop.
• Post-catalyst planar Oxygen SensorBehind Three Way Catalytic ConverterG130 and Oxygen Sensor 2 BehindThree-Way Catalytic Converter G131transmit their signals to Engine ControlModule 1 J623 for bank I mixture control.
• Post-catalyst planar Oxygen Sensor 3Behind Three-Way Catalytic ConverterG287 and Oxygen Sensor 4 BehindThree-Way Catalytic Converter G288transmit their signals to Engine ControlModule 2 J624 for bank II mixture control.
Effects of failure
If a post-catalyst sensor fails, oxygensensor control can continue, but thefunction of the catalytic converter can nolonger be monitored.
Heated OxygenSensor 3 G285
SSP250/348
SSP250/124
SSP250/122
Post-Catalyst Planar
Oxygen Sensor
CatalyticConverter
Pre-Catalyst Broad-Band
Oxygen Sensor
CatalyticConverter
Oxygen Sensor 4Behind Three-WayCatalytic ConverterG288
Heated OxygenSensor 4 G286
Oxygen Sensor 3Behind Three-WayCatalytic ConverterG287
28
EVAP System
Subsystems
Internal CAN Data Bus
SSP250/103
Bank I
1 Engine Control Module 1 J6233 Fuel Tank4 Evaporative Emission (EVAP) Canister5 Evaporative Emission Canister Purge Regulator
Valve N807 Mass Air Flow Sensor G70 with Intake Air
Temperature Sensor G429 Oxygen Sensors G39, G108, G130, G131
11 Throttle Valve Control Module J33813 Engine Coolant Temperature Sensor G6214 Engine Speed Sensor G28
Bank II
2 Engine Control Module 2 J6246 Evaporative Emission Canister Purge Solenoid
Valve N1158 Mass Air Flow Sensor 2 G246 with Intake Air
Temperature Sensor 2 G29910 Oxygen Sensors G285, G286, G287, G28812 Throttle Valve Control Module 2 J54414 Engine Speed Sensor G2815 Leak Detection Pump V144
1
3
5
7
9
1113
2
4
6
8
10
12
14
15
29
Input Signals for Controlling
the EVAP System
• Engine speed sensor signal
• Mass air flow engine load signals
• Coolant temperature
• Oxygen sensor signals
• Throttle valve control module signals
The EVAP system prevents fuel vapor thatdevelops in the fuel tank from escaping tothe atmosphere. The fuel vapor is stored inthe EVAP canister (activated charcoal filter).
Subsystems
When evaluation of the input signalsdetermines that conditions are right forthem to do so, Engine Control Module 1J623 activates Evaporative EmissionCanister Purge Regulator Valve N80 forcylinder bank I, and Engine Control Module2 J624 activates Evaporative EmissionCanister Purge Solenoid Valve N115 forbank II.
The fuel vapor is released from the EVAPcanister and routed through the intakemanifold to the cylinders for combustion.
This briefly changes the fuel-to-air ratio.This change in the mixture is detectedby the oxygen sensors, causing theoxygen sensor control to make acorrective adjustment.
30
Subsystems
EVAP System Purge Valves
• Evaporative Emission Canister PurgeRegulator Valve N80
• Evaporative Emission Canister PurgeSolenoid Valve N115
The EVAP system purge valves are locatedbehind the intake manifold.
Opening the valves vents fuel vaporcollected in the EVAP canister activated-charcoal filter to the intake manifoldfor combustion.
Effects of signal failure
If there is a power interruption, the purgevalves remain closed and EVAP canisterpurge cannot occur.
Fuel tank ventilation will be inhibited as theEVAP canister activated-charcoal filterbecomes saturated with fuel.
SSP250/334
Evaporative Emission CanisterPurge Solenoid Valve N115
Evaporative Emission CanisterPurge Regulator Valve N80
SSP250/332
From theEVAPCanister
To theIntakeManifold
31
Subsystems
EVAP Canister
The EVAP canister is located underneaththe vehicle in the spare tire recess. Thespare tire recess is closed off by a plasticcover to keep components clean.
SSP250/346
The EVAP canister contains an activated-charcoal filter. The activated-charcoalabsorbs fuel vapors generated in the fueltank. The stored fuel vapor is vented to theengine through the intake manifold whenthe EVAP system purge valves are opened.
SSP250/364
32
Subsystems
Bank I
1 Engine Control Module 1 J6233 Throttle Valve Control Module J3385 Engine Speed Sensor G286 Brake Pedal Switch F477 Cruise Control Switch E458 Vehicle Speed Signal from ABS Control Module
with EDL/ASR/ESP J104
Cruise Control System WithoutAdaptive Cruise Control
The cruise control system can be activatedat and above a vehicle speed of 18.6 mph(30 km/h).
For information about thePhaeton cruise control systemwith automatic distanceregulation, refer to The PhaetonAdaptive Cruise Control,Self-Study Program CourseNumber 898303.
SSP250/018
Bank II
2 Engine Control Module 2 J6244 Throttle Valve Control Module 2 J5445 Engine Speed Sensor G28
Internal CAN Data bus
1
3
5
7
2
4
6
8
33
Subsystems
Input Signals
• Engine speed sensor signal
• Throttle valve control module signals
• Road speed signal
• Brake actuated signal
• Cruise control on and off signals
The signal from Cruise Control Switch E45is sent to Engine Control Module 1 J623.Engine Control Module 1 J623 directs therelevant information via the internal CANdata bus to Engine Control Module 2 J624.The two throttle drives open the throttlevalves depending on the road speed.
“CANCEL” Button
Cancels selected speed.
Throttle Drive G186 is activated by EngineControl Module 1 J623. Throttle Drive 2G296 is activated by Engine Control Module2 J624. When the “brake actuated“ signalis received, the cruise control system isturned off.
Cruise Control Switch E45
The cruise control system is actuated usingCruise Control Switch E45 on the left-handside of the multi-function steering wheel.
“CCS +” Button
Increases the setspeed without touchingthe accelerator pedal.
“SET” Button
Stores the required speed:• Actuate when the desired
speed has been reached.• Remove foot from the
accelerator pedal.• The speed is kept constant.
“RES“ Button
Resumes the previouslystored speed
“CCS –” Button
Reduces the set speedwithout touching theaccelerator pedal.
SSP250/100
SSP250/101
“On/Off” Button
34
Subsystems
Throttle Valve Control Modules
• Throttle Valve Control Module J338
• Throttle Valve Control Module 2 J544
Angle Sensor 1 for Throttle Drive 2 G297and Angle Sensor 2 for Throttle Drive 2G298 of Throttle Valve Control Module 2J544 transmit the current positionof the throttle valve to Engine ControlModule 2 J624.
Engine Control Module 2 J624 activates theelectric motor for Throttle Drive 2 G296 toopen or close the throttle valve, or to adjustto a particular throttle valve setting.
Throttle ValveControl ModuleJ338 for Bank I
Throttle ValveControl Module 2J544 for Bank II
Bank I Bank II SSP250/116
Angle Sensor 1for ThrottleDrive 2 G297
Angle Sensor 2for ThrottleDrive 2 G298
ThrottleDrive 2G296
Bank I
SSP250/105
Throttle ValveControl Module 2 J544
Throttle Body
Throttle Drive
ThrottleValve
Angle Sensors1 and 2 forThrottle Drive
SSP250/038
35
Subsystems
Brake Light Switch F and
Brake Pedal Switch F47
The Brake Light Switch F and Brake PedalSwitch F47 are part of one componentlocated on the pedal bracket.
Use of signals
When the brake pedal is pressed, both ofthese switches send a “brake actuated”signal to Engine Control Module 1 J623,which immediately turns the cruise controlsystem off if it is in use.
Effects of failure
If either the Brake Light Switch F or theBrake Pedal Switch F47 fails, cruise controlsystem operation is no longer possible.
SSP250/223
SSP250/107
Bank II
Throttle ValveControl ModuleJ338
Angle Sensor 1for ThrottleDrive G187
Angle Sensor 2for ThrottleDrive G188
Throttle DriveG186
Angle Sensor 1 for Throttle Drive G187and Angle Sensor 2 for Throttle Drive G188of Throttle Valve Control Module J338transmit their signals to Engine ControlModule 1 J623. Throttle Drive G186in turn is activated by Engine ControlModule 1 J623.
Effects of failure
If one angle sensor fails, the affectedthrottle valve goes into emergencyoperation mode. The vehicle speed islimited to 75 mph (120 km/h).
If both angle sensors fail in a single throttlevalve, the cylinder bank containing thefaulty throttle valve switched off at anengine speed of 1200 rpm. The ElectronicPower Control Warning Lamp K132 lightsup. It is still possible to achieve a vehiclespeed of up to 75 mph (120 km/h).
36
Subsystems
Bank II
2 Engine Control Module 2 J6244 Throttle Valve Control Module 2 J5448 Ignition Coils with Power Output Stage
N325, N326, N327, N328, N329, N330, andFuel Injectors N85, N86, N299, N300,N301, N302
Bank I
1 Engine Control Module 1 J6233 Throttle Valve Control Module J3385 Accelerator Pedal Module with
Throttle Position Sensor G79Sender 2 for Accelerator Pedal Position G185
6 Electronic Power Control Warning Lamp K1327 Ignition Coils with Power Output Stage N70,
N127, N291, N292, N323, N324, andFuel Injectors N30, N31, N32, N33, N83, N84
SSP250/106
Internal CAN Data Bus
1
Electronic Power Control
Auxiliary Signals
• Cruise Control System• Air Conditioning System• Oxygen Sensor Control• Automatic Transmission• ABS Control Module with
EDL/ASR/ESP J104• Steering Angle Sensor G85
3
5
6 7
2
4
8
37
Subsystems
Input Signals
• Signals from the Accelerator PedalModule with Throttle Position SensorG79 and Sender 2 for Accelerator PedalPosition G185
• Auxiliary signals
Driver input and the signals from theaccelerator pedal module are sent toEngine Control Module 1 J623.
Engine Control Module 1 J623 calculatesthe optimum implementation for the torquerequirements, making allowance for all ofthe auxiliary signals, and transfers the datato Engine Control Module 2 J624.
Implementation for each bank isaccomplished by a separateservo-adjustable throttle valve, theignition system, and the fuelinjection system.
The Electronic Power Control WarningLamp K132 lights up to inform thedriver if there is a fault in the system.
SSP250/034
Accelerator Pedal Module
The accelerator pedal module is located onthe pedal bracket. The accelerator pedalmodule comprises:
• The accelerator pedal
• Throttle Position Sensor G79
• Sender 2 for Accelerator PedalPosition G185
Both Throttle Position Sensor G79 andSender 2 for Accelerator Pedal PositionG185 are sliding potentiometers, securedto a common shaft. Each time theaccelerator pedal position is changed, theresistances of the sliding potentiometersalso change, changing the voltagestransmitted to Engine Control Module 1J623.
The signals from the two sensors provideEngine Control Module 1 J623 with theinformation it requires to recognize theposition of the accelerator pedal.
Effects of failure
If either Throttle Position Sensor G79 orSender 2 for Accelerator Pedal PositionG185 fails, the system initially goes toidling mode. If the second sensor isdetected within a defined period, drivingmode is re-enabled.
If both sensors fail, the engine only runs atan increased idling speed and no longerresponds to movement of the acceleratorpedal.
The Electronic Power Control WarningLamp K132 lights up to inform the driver ifthere is a fault in the system.
SSP250/233
Sensors
38
Subsystems
Kick-Down Switch F8
Once the accelerator pedal has beenpushed down as far as the Kick-DownSwitch F8, the full-throttle position hasbeen reached. If the accelerator pedal isfurther depressed, a spring in Kick-DownSwitch F8 is overcome and a switchingcontact is closed.
Together with signals from Throttle PositionSensor G79 and Sender 2 for AcceleratorPedal Position G185, the signal from Kick-Down Switch F8 provides Engine ControlModule 1 J623 with the information itrequires to recognize the kick-downposition.
Effects of failure
In the event of Kick-Down Switch F8failure, the values from Throttle PositionSensor G79 and Sender 2 for AcceleratorPedal Position G185 are used.
SSP250/330
39
Subsystems
40
Subsystems
Secondary Air System
SSP250/108
24
Bank I
1 Engine Control Module 1 J6233 Secondary Air Injection Pump Relay J2995 Secondary Air Injection Pump Motor V1017 Secondary Air Injection Solenoid Valve N1129 Combination Valve 1
11 Catalytic Converter13 Mass Air Flow Sensor G70 with Intake Air
Temperature Sensor G4215 Engine Coolant Temperature Sensor G6216 Engine Speed Sensor G2817 Heated Oxygen Sensor G39 (Before Catalytic
Converter)18 Heated Oxygen Sensor 2 G108 (Before Catalytic
Converter)21 Oxygen Sensor Behind Three Way Catalytic
Converter G13022 Oxygen Sensor 2 Behind Three Way Catalytic
Converter G131
Bank II
2 Engine Control Module 2 J6244 Secondary Air Injection Pump Relay 2 J5456 Secondary Air Injection Pump Motor 2 V1898 Secondary Air Injection Solenoid Valve 2 N320
10 Combination Valve 212 Catalytic Converter14 Mass Air Flow Sensor 2 G246 with Intake Air
Temperature Sensor 2 G29916 Engine Speed Sensor G2819 Heated Oxygen Sensor 3 G285 (Before Catalytic
Converter)20 Heated Oxygen Sensor 4 G286 (Before Catalytic
Converter)23 Oxygen Sensor 3 Behind Three-Way Catalytic
Converter G28724 Oxygen Sensor 4 Behind Three-Way Catalytic
Converter G288
Internal CAN Data Bus
1
3
5
7
9
11
13 15
17
18
21
22
2
4
6
8
10
12
1416
19
20
23
11
12
41
Subsystems
Input Signals
• Oxygen sensor signals(signals from oxygen sensors before thecatalytic converter for system diagnosisonly)
• Coolant temperature
• Mass air flow engine load signals
The secondary air system reduces exhaustemissions in the cold starting phase.During a cold start there is an increasedpercentage of unburned hydrocarbons inthe exhaust. The catalytic converterscannot process this quantity because theyhave not yet reached their operatingtemperature.
To achieve this, the level of oxygen in theexhaust gases is enriched by injecting airbehind the exhaust valves. This causesafterburning. The heat this releases bringsthe catalytic converters to their operatingtemperature more quickly.
The input signals are sent to EngineControl Module 1 J623 and Engine ControlModule 2 J624.
When the input signals indicate the needfor secondary air injection in the rightcylinder bank to Engine Control Module 1J623, it actuates the Secondary AirInjection Solenoid Valve N112 and theSecondary Air Injection Pump Relay J299.
The Secondary Air Injection Pump RelayJ299 in turn activates the Secondary AirInjection Pump Motor V101. At the sametime, combination valve 1 is actuated byvacuum via the Secondary Air InjectionSolenoid Valve N112.
Likewise, for the left bank Engine ControlModule 2 J624 actuates the Secondary AirInjection Solenoid Valve 2 N320 and theSecondary Air Injection Pump Relay 2 J545.
The Secondary Air Injection Pump Relay 2J545 activates the Secondary Air InjectionPump Motor 2 V189. Combination valve 2is actuated by the Secondary Air InjectionSolenoid Valve 2 N320.
Secondary Air Injection Pump Motor V101and Secondary Air Injection Pump Motor 2V189 can then temporarily push air behindthe exhaust valves into the exhaust gasstream to facilitate afterburning of theexcess hydrocarbons.
42
Subsystems
Secondary Air Injection Solenoid Valve 2 N320
Bank I
Secondary Air Injection Solenoid Valve N112
SSP250/370
SSP250/126
Bank II
SSP250/336
Secondary Air Injection
Solenoid Valve N112 and
Secondary Air Injection
Solenoid Valve 2 N320
Secondary Air Injection Solenoid ValveN112 and Secondary Air Injection SolenoidValve 2 N320 are three/two-way solenoidvalves. They are switched by EngineControl Module 1 J623 and Engine ControlModule 2 J624, respectively. They activatethe combination valves 1 and 2 throughvacuum lines.
Effects of failure
If an engine control module signal fails, thecontrolled combination valve can no longerbe opened. The secondary air injectionpump motor for the affected cylinder bankis unable to inject air.
43
Subsystems
SSP250/326
Bank I Bank II
Combination Valves
Vacuum from the Secondary Air InjectionSolenoid Valve N112 and Secondary AirInjection Solenoid Valve 2 N320 operatescombination valves 1 and 2, respectively.
They open the air paths from Secondary AirInjection Pump Motor V101 and SecondaryAir Injection Pump Motor 2 V189 to thecylinder head secondary air ducts.
When combination valves 1 and 2 areclosed, they prevent hot exhaust gasesfrom reaching the pump motors.
SSP250/055
Subsystems
Secondary Air Injection
Pump Motor V101 and
Secondary Air Injection
Pump Motor 2 V189
These pump motors pump air through thesecondary air system into the exhaust gasstream behind the exhaust valves. Thiscontributes to pollution control during theengine warm-up period by adding oxygento the exhaust gas mix to facilitate theafterburning of excess hydrocarbons.
SSP250/119
Intake Hose
Secondary Air InjectionPump Motor V101 for Bank I
Air FilterSecondary Air InjectionPump Motor 2 V189for Bank II SSP250/117
SSP250/052
The heat generated by this afterburningbrings the catalytic converters to theiroperating temperature more quickly.
Effects of failure
If the power supply is interrupted, no air ispumped into the exhaust gas stream.
44
Subsystems
Air Filter
An air filter is attached to the entranceof the intake hose for Secondary AirInjection Pump Motor V101 for bank I andSecondary Air Injection Pump Motor 2 V189for bank II.
SSP250/372
Air Filter Open
Air Filter Closed
There is a ball in each air filter that closesthe air intake openings to the pumps whenthe vehicle travels through puddles(snorkel effect).
45
46
Engine Mount Damping Control
Input Signals
• Engine speed sensor signal
• Vehicle speed
The hydraulically damped engine mountswith electro-pneumatic actuation reducethe transfer of engine vibration to the bodyover the entire engine speed range.
Subsystems
Bank I
1 Engine Control Module 1 J6233 Right Electro-Hydraulic Engine Mount Solenoid
Valve N1454 Engine Mount5 Engine Speed Sensor G286 Vehicle Speed Signal from ABS Control Module
with EDL/ASR/ESP J104
The Engine Control Module 1 J623 controlsthe Right Electro-Hydraulic Engine MountSolenoid Valve N145 depending on theengine speed and the vehicle speed.
SSP250/110
Bank II
2 Engine Control Module 2 J6245 Engine Speed Sensor G28
Internal CAN Data Bus
1 2
44
3
56
47
Hydraulically Damped Engine Mounts
The two hydraulically damped enginemounts are located between the enginesupports and brackets on either sideof the engine.
Subsystems
VacuumConnection
Right Electro-Hydraulic Engine Mount
Solenoid Valve N145
Depending on the engine speed and thevehicle speed, the Engine Control Module 1J623 actuates the Right Electro-HydraulicEngine Mount Solenoid Valve N145 whichin turn switches the mounts between thedynamically soft engine mount dampingstate in idling mode and the relativelyhard engine mount damping state indriving mode.
For a detailed explanation ofhow the engine mount dampingcontrol functions, please refer toPassat W8 Engine Management,Motronic ME 7.1.1,Self-Study Program CourseNumber 843103.
SSP250/338
SSP250/316
Right Engine Bracket
Right Side Engine Mount
Right Engine Support
Front Crossmember
Left EngineSupport
Left Side Engine Mount
Left Engine BracketSSP250/111
TopShield
MountCover
SSP250/095
48
Subsystems
Bank I
1 Engine Control Module 1 J6233 Map Controlled Engine Cooling
Thermostat F2654 Coolant Fan V75 Coolant Fan 2 V1776 Coolant Pump V367 Mass Air Flow Sensor G70 with Intake Air
Temperature Sensor G429 Engine Speed Sensor G28
10 Engine Coolant Temperature Sensor G6211 Engine Coolant Temperature Sensor
(on Radiator) G8312 Vehicle Speed Signal from ABS Control Module
with EDL/ASR/ESP J10413 Engine Oil Temperature from the Control
Module with Indicator Unit in Instrument PanelInsert J285 via the Drivetrain CAN Data Bus
Bank II
2 Engine Control Module 2 J6248 Mass Air Flow Sensor 2 G246 with Intake Air
Temperature Sensor 2 G2999 Engine Speed Sensor G28
Electronically ControlledEngine Cooling
SSP250/112
Internal CAN Data Bus
1 2
34 5 6
7 8
910 11
12
13
49
Subsystems
The electronically controlled engine coolingsystem adjusts the coolant temperature tosuit the engine operating state.
Input Signals
• Engine speed sensor signal
• Mass air flow engine load signals
• Coolant temperature at the engine outlet
• Coolant temperature at the radiator outlet
• Vehicle speed
• Engine oil temperature
The coolant temperature is regulatedsteplessly. If a large cooling capacity provesnecessary after the input signals areprocessed, the Map Controlled EngineCooling Thermostat F265 is activatedaccording to “maps” stored in EngineControl Module 1 J623.
To further increase cooling capacity, EngineControl Module 1 J623 activates the twomap-controlled radiator fans.
As used here, map refersto an electronic database thatsets up the relationship betweenincoming sensor informationand outgoing control signals.Maps are also referred to as“look-up tables.”
50
Engine Coolant Temperature Sensor G62
and Engine Coolant Temperature Sensor
(on Radiator) G83
The actual coolant temperature values aremeasured at two different points in thecooling circuit. Engine Coolant TemperatureSensor G62 is located on the coolant outletpipe at the rear of the engine and EngineCoolant Temperature Sensor (on Radiator)G83 is located at the radiator outlet.
Both sensors transmit their signals toEngine Control Module 1 J623 only. EngineControl Module 2 J624 receives thenecessary information via the internal CANdata bus from Engine Control Module 1J623.
Effects of failure
An engine temperature model is calculatedfrom the values for the engine load (intakeair mass), engine speed, intake airtemperature when the engine was started,plus the time elapsed since the engine wasstarted. While the engine is running, thismodel is constantly compared with thetemperature signal from Engine CoolantTemperature Sensor G62.
If the measured temperature from EngineCoolant Temperature Sensor G62 fallsbelow the calculated model temperature, itis assumed that Engine CoolantTemperature Sensor G62 is transmitting afaulty signal. Calculations continue usingthe established model temperature as aback-up temperature.
SSP250/121
SSP250/356
Engine Coolant Temperature Sensor(on Radiator) G83 at the radiator outlet
Engine Coolant TemperatureSensor G62 on the coolant outletpipe at the rear of the engine
Subsystems
51
After-Run Coolant Pump V51
After-Run Coolant Pump V51 is anelectrically driven pump activated accordingto maps stored in Engine Control Module 1J623. It is located in the large coolingcircuit, and has two functions in the circuit:
• It supports the mechanically drivencoolant pump at low engine speeds. Thisguarantees adequate coolant circulationeven during stop-and-go driving. After-Run Coolant Pump V51 is activated byEngine Control Module 1 J623 if requiredby its stored control maps afterevaluation of the engine speed andcoolant temperature input signals.
• After-Run Coolant Pump V51 alsoensures the circulation of coolant afterthe engine is turned off. After-RunCoolant Pump V51 is map-controlledby Engine Control Module 1 J623depending on the coolant temperaturesat the radiator and engine outlets, theengine oil temperature, and the intakeair temperature.
If constant short trips are made with thevehicle, the temperature required toactivate the After-Run Coolant Pump V51 isnever reached. To prevent it from seizingfor lack of use under these conditions, theAfter-Run Coolant Pump V51 is activatedfor approximately five seconds each timethe engine is started.
Effects of failure
The self-diagnosis system does not detecta blocked After-Run Coolant Pump V51.
Subsystems
SSP250/340
SSP250/342
52
Subsystems
Map Controlled Engine
Cooling Thermostat F265
Map Controlled Engine Cooling ThermostatF265 is inserted from above into the upperpart of the crankcase. It controls coolantflow between the small and the largecooling circuits.
Different engine operating phases requiredifferent engine temperatures for optimumperformance. Control maps that takethe engine operating state into account arestored in Engine Control Module 1 J623which uses them to determine whento activate Map Controlled Engine CoolingThermostat F265 to attain thedesired temperature.
Effects of failure
If there is no operating voltage present, thelarge cooling circuit is opened by the waxthermocouple expansion element at acoolant temperature of 230°F (110°C) orabove without the benefit of resistorheating and the coolant fans are actuated.
SSP250/059
Wax Thermocouple
Heating Resistor
Lifting Pin
SSP250/123
53
Subsystems
Coolant Fan V7 and Coolant Fan 2 V177
Coolant Fan V7 and Coolant Fan 2 V177 arelocated at the front of the enginecompartment behind the air conditioningcondenser and the radiator.
The fans are activated as required byEngine Control Module 1 J623 using astored control map.
Coolant Fan 2 V177
The fan controllers are integrated into theoutput stages for the coolant fans. Basedon the signals from Engine Control Module1 J623, the coolant fans can be operatedindividually and at two different fan speeds.
Output Stage forCoolant Fan V7
Coolant Fan V7
Output Stage forCoolant Fan 2 V177
SSP250/344
54
Functional Diagram
N30 Cylinder 1 Fuel InjectorN31 Cylinder 2 Fuel InjectorN32 Cylinder 3 Fuel InjectorN33 Cylinder 4 Fuel InjectorN70 Ignition Coil 1 with Power Output StageN80 Evaporative Emission Canister Purge
Regulator ValveN83 Cylinder 5 Fuel InjectorN84 Cylinder 6 Fuel InjectorN112 Secondary Air Injection Solenoid ValveN127 Ignition Coil 2 with Power Output StageN291 Ignition Coil 3 with Power Output StageN292 Ignition Coil 4 with Power Output StageN323 Ignition Coil 5 with Power Output StageN324 Ignition Coil 6 with Power Output Stage
S Fuse
Color Coding
= Input Signal
= Output Signal
= Positive
= Ground
= CAN Data Bus
ME 7.1.1 Functional Diagramfor Phaeton W12 Engine
Components
E221 Control Unit in Steering WheelE227 Button for Cruise Control
F Brake Light SwitchF8 Kick-Down SwitchF47 Brake Pedal Switch
G39 Heated Oxygen SensorG42 Intake Air Temperature SensorG61 Knock Sensor 1G66 Knock Sensor 2G70 Mass Air Flow SensorG79 Throttle Position SensorG83 Engine Coolant Temperature Sensor
(on Radiator)G108 Heated Oxygen Sensor 2G130 Oxygen Sensor Behind Three Way Catalytic
ConverterG131 Oxygen Sensor 2 Behind Three Way
Catalytic ConverterG185 Sender 2 for Accelerator Pedal PositionG186 Throttle DriveG187 Angle Sensor 1 for Throttle DriveG188 Angle Sensor 2 for Throttle Drive
J271 Motronic Engine Control Module PowerSupply Relay
J338 Throttle Valve Control ModuleJ428 Control Module for Distance RegulationJ527 Steering Column Electronic Systems
Control ModuleJ623 Engine Control Module 1J670 Motronic Current Supply Relay 2
55
Functional Diagram
SSP250/302-304
Terminal 31
Terminal 30
Terminal 30 SVTerminal 15 SV
Terminal 30
Terminal 30 SVTerminal 15 SV
g
edc
baf
z
S
S S SS
J271 J670
N30 N31 N32 N33 N83 N84
N70 N127 N291 N292 N323 N324
F8 G83
G61 G66
J623
E227 E221
J527 J428
F47 F N80 N112 G70 G42 G39 G130 G108 G131
S S S S S
Brake
Lights
G187 G188 G186
J338
G79 G185
zTerminal 31
56
Functional Diagram
Components
F265 Map Controlled Engine Cooling Thermostat
G6 Fuel PumpG23 Transfer Fuel PumpG28 Engine Speed SensorG40 Camshaft Position SensorG62 Engine Coolant Temperature SensorG300 Camshaft Position Sensor 3
J17 Fuel Pump RelayJ49 Fuel Pump 2 RelayJ235 Engine Coolant Pump RelayJ299 Secondary Air Injection Pump RelayJ623 Engine Control Module 1J624 Engine Control Module 2
N145 Right Electro-Hydraulic Engine MountSolenoid Valve
N205 Valve 1 for Camshaft AdjustmentN318 Camshaft Adjustment Valve 1 (Exhaust)
S Fuse
V7 Coolant FanV51 After-Run Coolant PumpV101 Secondary Air Injection Pump MotorV177 Coolant Fan 2
Auxiliary Signals
A Low Drivetrain CAN Data BusB High Drivetrain CAN Data BusC Low Internal CAN Data BusD High Internal CAN Data Bus
T16 16-Pin Connector (Diagnosis Connection)
Color Coding
= Input Signal
= Output Signal
= Positive
= Ground
= CAN Data Bus
57
Functional Diagram
gTerminal 30
edc
baf
baf
S S S S S
Terminal 30 SVTerminal 15 SV
gh
Terminal 30
dcTerminal 30 SVTerminal 15 SV
J299
V101 V51
N145 N205 N318 F265
J623
J235
V7 V177M M
G40 G300 G62
Terminal 31
z
Terminal 31
z
M MG6 G23
J17
S
J49
S
A
B
A
B
C
D
J624
G28
T16
SSP250/306-308
57
Functional Diagram
gTerminal 30
edc
baf
baf
S S S S S
Terminal 30 SVTerminal 15 SV
gh
Terminal 30
dcTerminal 30 SVTerminal 15 SV
J299
V101 V51
N145 N205 N318 F265
J623
J235
V7 V177M M
G40 G300 G62
Terminal 31
z
Terminal 31
z
M MG6 G23
J17
S
J49
S
A
B
A
B
C
D
J624
G28
T16
SSP250/306-308
58
Functional Diagram
Components
G163 Camshaft Position Sensor 2G198 Knock Sensor 3G199 Knock Sensor 4G246 Mass Air Flow Sensor 2G285 Heated Oxygen Sensor 3G286 Heated Oxygen Sensor 4G287 Oxygen Sensor 3 Behind Three-Way
Catalytic ConverterG288 Oxygen Sensor 4 Behind Three-Way
Catalytic ConverterG296 Throttle Drive 2
(Power Accelerator Actuation)G297 Angle Sensor 1 (on Throttle Drive 2 Power
Accelerator Actuation)G298 Angle Sensor 2 (on Throttle Drive 2 Power
Accelerator Actuation)G301 Camshaft Position Sensor 4
J544 Throttle Valve Control Module 2J545 Secondary Air Injection Pump Relay 2J624 Engine Control Module 2
N85 Cylinder 7 Fuel InjectorN86 Cylinder 8 Fuel InjectorN208 Valve 2 for Camshaft AdjustmentN299 Cylinder 9 Fuel InjectorN300 Cylinder 10 Fuel InjectorN301 Cylinder 11 Fuel InjectorN302 Cylinder 12 Fuel InjectorN319 Camshaft Adjustment Valve 2 (Exhaust)N320 Secondary Air Injection Solenoid Valve 2N325 Ignition Coil 7 with Power Output StageN326 Ignition Coil 8 with Power Output StageN327 Ignition Coil 9 with Power Output StageN328 Ignition Coil 10 with Power Output StageN329 Ignition Coil 11 with Power Output StageN330 Ignition Coil 12 with Power Output StageN333 Evaporative Emission Canister Purge
Regulator Valve 2
S Fuse
V189 Secondary Air Injection Pump Motor 2
Color Coding
= Input Signal
= Output Signal
= Positive
= Ground
= CAN Data Bus
59
Functional Diagram
SSP250/310-312
N85 N86 N299 N300 N301 N302
S
S
N333 N320 G246 G285 G287 G286 G288
J624
Terminal 31
z
Terminal 31
hg
Terminal 30
Terminal 15 SVTerminal 30 SV
Terminal 15 SVTerminal 30 SV
c
baf
h
Terminal 30
d
N325 N326 N327 N328 N329 N330
SS
J545
V189
S
N208 N319
G163 G301
J544G296G298G297
G199G198
60
Service
Self-Diagnosis System
The two engine control modules permitextensive self-diagnosis of all subsystemsand electrical components.
They communicate with various vehiclediagnosis systems.
• VAS 5051
• VAS 5052
Using the Vehicle Diagnosis, Test andInformation System VAS 5051 it is possibleto carry out the following:
• Vehicle self-diagnosis
• Measurements
• Guided fault-finding
• Administration
Using the mobile Vehicle Diagnosis andService Information System VAS 5052 it ispossible to carry out or operate thefollowing:
• Vehicle self-diagnosis
• Service information system
• Administration
You must interrogate the DTCmemory of both Engine ControlModule 1 J623 and EngineControl Module 2 J624 duringdiagnosis procedures.
VAS 5051
SSP250/235
VAS 5052
SSP250/378
61
Service
Reading the Fault Memory
If faults occur in the system, they aredetected by the self-diagnosis system andstored in the fault memory. The faultmemory can be read in function 02 withthe vehicle diagnosis system.
Please note that repairs group 01
is integrated in “Guided fault-finding.” The “Read data block”and “Actuator diagnosis”functions are also located there.
Engine Control Module 1 J623
The following components are monitoredby the self-diagnosis system throughEngine Control Module 1 J623:
SSP250/350
T16
DrivetrainCAN Data Bus
Inte
rnal
CA
N D
ata
Bus
J623
J 624
J17, G6
J49, G23
J338, G186
N30, N31, N32,N33, N83, N84N70, N127,N291, N292,N323, N324
N205
N318
N80
N112
J299, V101
J271, J670
J235, V51
F265
N145
V7
V177
G70, G42
G28
G62
G83
G39
G108
G130G131
G40G300
G61G66
J338G187, G188
G79, G185
F8
F, F47
V144
E45, E227
Service
62
Engine Control Module 2 J624
The following components are monitoredby the self-diagnosis system throughEngine Control Module 2 J624:
SSP250/374
J 624
J544G296
T16N325, N326, N327,N328, N329, N330
N85, N86, N299,N300, N301, N302
N208
N319
N333
N320
V189, J545
G28
G246, G299
G285
G286
G287
G288
G163G301
G198G199
J338G187, G188
J 623
Inte
rnal
CA
N D
ata
Bus
DrivetrainCAN Data Bus
V144
Service
Erasing the Fault Memory
After “Interrogate fault memory” the erasefunction deletes the contents of the faultmemory. The readiness code and variousadaptation values such as the camshaftadaptation values and the lambdaadaptation values are also erased. To checkthat the fault memory has been erasedcorrectly, the ignition must be turned offonce.
After completing “Erase faultmemory,” check whetherthe camshafts have beenre-adapted. If there has beenno adaptation, the camshafttiming will remain unadjusted,resulting in a noticeablereduction in performance.
There are two procedures for adaptingthe camshafts:
• With a short idling phase after the faultmemory has been erased and the enginehas been restarted.
• By starting basic adjustment followingthe instructions in the Repair Manual.
Careful consideration should begiven before erasing the faultmemory because the readinesscode is also deleted at thesame time, making it necessaryto start “Generate readinesscode.” The readiness code mustalways be generated at theconclusion of any repair work, sothat it is not deleted again whenfurther work is carried out.The readiness code is generatedwith VAS 5051 in the “Guidedfault-finding” function.
Readiness Code
Once all of the diagnoses have beenconducted, the 8-digit readiness code mustbe set. It is possible to assign a 0(diagnosis carried out) or 1 (diagnosis notcarried out) to each position in the numbercode. The readiness code does not showwhether or not there are faults in thesystem. An illuminated MalfunctionIndicator Lamp K83 indicates that one ormore faults have been detected and stored.
A vehicle may only leave theworkshop and be delivered to thecustomer if the readiness codehas been generated.
63
Notes
64
Knowledge Assessment
65
An on-line Knowledge Assessment (exam) is available for this Self-Study Program.
The Knowledge Assessment may or may not be required for Certification.
You can find this Knowledge Assessment at:
www.vwwebsource.com
From the vwwebsource.com Homepage, do the following:
– Click on the Certification tab
– Type the course number in the Search box
– Click “Go!” and wait until the screen refreshes
– Click “Start” to begin the Assessment
For Assistance, please call:
Certification Program Headquarters
1 – 877 – CU4 – CERT(1 – 877 – 284 – 2378)
(8:00 a.m. to 8:00 p.m. EST)
Or, E-Mail:
Volkswagen of America, Inc.3800 Hamlin RoadAuburn Hills, MI 48326Printed in U.S.A.August 2003