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EDC 16 Service Training SSP 303
EDC 16 Service Training SSP 303
EDC 16 Service Training SSP 303
Diesel Control
EDC 16
Design and Function
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Introduction ................................................................................................... 1
Electronic Diesel Control, Bosch EDC 16
System Overview .......................................................................................... 4
V10 TDI Engine EDC 16 System Overview
Subsystems ................................................................................................... 6
Fuel Metering Regulation, Start of Injection Regulation,
Exhaust Gas Recirculation, Charge Pressure Control, Glow Plug System,
Idle Speed Control, Smooth Running Control, Active Pulse Damping,
Governor, Cruise Control System
Sensors ........................................................................................................ 22
Engine Speed Sensor G28, Camshaft Position Sensor G40,
Accelerator Pedal Module, Mass Air Flow Sensors, Heated Oxygen
Sensors, Engine Coolant Temperature Sensor G62, Engine Coolant
Temperature Sensor (on Radiator) G83, Fuel Temperature Sensors,
Barometric Pressure Sensor F96, Integrated Charge Air Pressure and
Intake Air Temperature Sensors, Combined Brake Light Switch F
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New!
Important/Note!
i
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Introduction
Electronic Diesel Control
Greater complexity in the hardware and been achieved by improving engine control
software for diesel engine management module processing performance and using
systems is necessary to meet the a new signal processing system.
increasing demand for improvements
in comfort and driveability characteristics, This Self-Study Program
and to reduce fuel consumption and introduces the EDC 16 engine
exhaust emissions. management system using
With the advent of electronic diesel control the V10 TDI engine of the
EDC 16, an engine management system is Touareg.
available to meet this demand. This has
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SSP304/301
1
Introduction
Bosch EDC 16
Bosch EDC 16 is a torque-orientated This enhances adaptability between vehicle
engine management system. As is the systems such as the engine management
case with gasoline engines, in the EDC 16 system, brake system, automatic
system all torque demands are evaluated transmission control system, and air
by the engine control modules. conditioning system.
• Component Protection
Transmission
Control Module J217
Turbocharger 1 Servomotor V280
2
Introduction
The Bosch EDC 16 engine management Both engine control modules are identical.
system is designed for use in both The differentiation between Engine Control
single and dual engine control module Module 1 J623 and Engine Control Module 2
configurations. The configuration used J624 is made by a coding link in the
depends on the number of cylinders connector for Engine Control Module 2 J624.
in the engine.
On the V10 TDI engine, Engine Control
Module 1 J623 fulfills the basic functions Engine Control Engine Control
for cylinder bank I and Engine Control Module 1 J623 Module 2 J624
Module 2 J624 for cylinder bank II. Basic
functions are, for example, actuation of the
solenoid valves for pump/injectors and
exhaust gas recirculation.
Some of the functions that cover both
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3
System Overview
V10 TDI Engine EDC 16
System Overview
Sensors
Engine Speed Sensor G28
4
System Overview
EDL/ASR/ESP J104
Camshaft Position Transmission Control Module J217
Sensor G40 Control Module with Indicator Unit Motor for Intake Flap V157
in Instrument Panel Insert J285
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5
Subsystems
Fuel Metering Regulation
The illustrations in the subsystem The quantity of fuel injected into the
examples show cylinder bank I of cylinders influences such engine properties
the V10 TDI engine. as torque, power output, fuel consumption,
exhaust gas emissions, and mechanical
Subsystem operation is similar
and thermal stress.
for cylinder bank II as well.
Fuel metering regulation enables
Only components relevant to the
optimal fuel combustion under all engine
subsystems are called out.
operating conditions.
Subsystem Operation
The specified torque is calculated from the
internal and external torque demands.
To reach the required torque specification
for this engine, a set quantity of fuel is
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required.
Example
The quantity of fuel is calculated by the
engine control module based upon the
following inputs:
• Driver requirements
• Engine speed
• Amount of air drawn
• Coolant temperature
• Fuel temperature
• Intake air temperature
To protect the engine against mechanical
damage and to prevent black smoke,
there must be limitations on the quantity
of fuel injected.
For this reason, the engine control module
calculates a limit value for this quantity.
The fuel quantity limit value depends on
the following inputs:
• Engine speed
• Air mass
• Air pressure
6
Subsystems
F96
G79
F8
J624 J623 F60
G70
G42
N240,
N241,
N242,
N243,
N244
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G62
G81 M
G28
SSP304/079
7
Subsystems
Start of Injection Regulation
The start of injection regulation influences a Additional influencing factors include:
number of engine properties, including • Coolant temperature
engine performance, fuel consumption,
noise levels, and exhaust emissions. • Air pressure
Start of injection regulation determines the The engine control module monitors the
correct timing for fuel delivery and injection electrical current that actuates the solenoid
at each cylinder. valves at the pump/injectors.
F96
SSP304/073
8
Subsystems
Start of injection is initiated when the Current Pattern — Pump/Injector Solenoid Valve
pump/injector solenoid valve is actuated.
BIP
Actuating current applied to a pump/injector
solenoid valve creates a magnetic field. As IM
Holding Current
the applied current intensity increases, the
valve closes; the magnetic coil presses the
solenoid valve needle into its valve seat. This
Control Limit
closes off the path from the fuel supply line
to the pump/injector high-pressure chamber
and the injection period begins.
As the solenoid valve needle contacts its
valve seat, the distinctive signature of an Pickup
Current
alternately dropping and rising current flow
is detected by the engine control module. t
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This point is called the beginning of injection Start of Valve End of Valve
period (BIP). It indicates the complete Actuation Actuation
closure of the pump/injector solenoid valve (Start of Injection)
and the starting point of fuel delivery. IM – Solenoid Valve Actuating Current
t – Time
“Start of injection”
BIP – Beginning of Injection Period (Valve Closes)
is the point in time when the
SSP304/072
actuating current to the pump/
injector solenoid valve is initiated. If the actual BIP deviates from the mapped
details stored in the engine control module,
”Beginning of
the engine control module will correct the
injection period (BIP)”
point of valve actuation (start of injection)
is the point in time when the
for the next combustion cycle.
solenoid valve needle contacts
the valve seat. To detect pump/injector solenoid valve
faults, the engine control module evaluates
With the solenoid valve closed, a holding
the BIP position from the current flow
current is maintained at a constant level
pattern. If there are no faults, BIP will be
by the engine control module to keep it
within the control limit. If this is not the
closed. Once the required time period for
case, the valve is faulty.
fuel delivery has elapsed, the actuating
current is switched off and the solenoid Effects of failure
valve opens.
If a fault is detected at the solenoid valve,
The actual moment at which the pump/ start of injection is determined based on
injector solenoid valve closes (BIP) is fixed values from the control map.
used by the engine control module to Regulation is no longer possible and
calculate the point of actuation for the performance is impaired.
next injection period.
9
Subsystems
Exhaust Gas Recirculation
When exhaust gas recirculation (EGR) If the actual oxygen content deviates
occurs, some of the exhaust emissions from the specification requirements in the
from the combustion process are used control map, the engine control module
again. Because the exhaust gases contain actuates the EGR Vacuum Regulator
very little oxygen, the peak combustion Solenoid Valve N18 and increases or
temperature is lowered and nitrogen oxide decreases the amount of recirculated
emissions (NOX) are reduced. Exhaust gas exhaust gas. With oxygen sensor control,
recirculation occurs up to an engine speed the amount of recirculated exhaust gas can
of approximately 3000 rpm. be determined precisely.
Subsystem Operation • If the oxygen content is too high,
the amount of recirculated exhaust gas
The amount of recirculated exhaust gas is increased.
depends on the engine speed, the amount
of fuel injected, the amount of air drawn • If the oxygen content is too low, the
in, the intake air temperature, and the amount of recirculated exhaust gas
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10
Subsystems
F96
N18
J624 J623 G70
V157
B A
D
E
N240, N241,
N242, N243, N244
G62
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G28 G39
C
SSP304/044
Vacuum
A Intake Manifold Flap
Input Signal
B EGR Valve
C Catalytic Converter Output Signal
D Vacuum Pump Drivetrain CAN Data Bus
E Charged Air Cooler
11
Subsystems
Charge Pressure Control
The charge pressure is controlled by a map The charge pressure is increased or
that is stored in the engine control module. reduced accordingly.
Subsystem Operation Charge pressure control depends on the
demand for torque.
The engine control module sends a signal
via the drivetrain CAN data bus to the To control the charge pressure, signals from
turbocharger servomotors. the charge air pressure sensors are used.
The signals from the intake air temperature
The signal generated by the engine control sensors, Engine Coolant Temperature
module determines a turbocharger vane Sensor G62 and Barometric Pressure Sensor
setting value between 0% and 100%. F96, are used as correction factors.
The turbocharger servomotors adjust the The charge pressure is reduced gradually
angles of the turbocharger vanes as when the vehicle is travelling at high
instructed, which results in a corresponding altitudes to protect the turbocharger.
adjustment in turbocharger impeller speed.
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12
Subsystems
F96
J624 J623
G31 G70
G42
G62
M
V280
SSP304/045
13
Subsystems
Glow Plug System
The glow plug system makes it easier Extended Glow Period
to start the engine at low outside Once the engine starts, there is an
temperatures. The system is controlled by extended glow period. This helps to lower
the engine control module at coolant the combustion noise. It also improves
temperatures below 48°F (9°C). the idle speed quality and the carbon
The glow plug relays are actuated by the dioxide emissions are reduced.
engine control module. Once actuated The extended glow period lasts for
they distribute the current required for the a maximum of four minutes and is
glow plugs. deactivated at engine speeds above
Glow Period 2500 rpm.
The glow plugs are activated when the There is no extended glow period if the
ignition is switched on and outside battery voltage is too low to support it.
temperature is below 48°F (9°C). The Glow
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14
Subsystems
Engine Speed
Sensor G28 Glow Plug Relay J52
Glow Plug 1 Q10
Drivetrain CAN Data Bus
Engine Coolant
Temperature
Sensor G62
SSP304/043
15
Subsystems
Idle Speed Control
Idle speed control sets a predetermined Subsystem Operation
engine idle speed depending upon the
The specified engine idle speed
operating conditions. For example, a cold is regulated by a map in the engine
engine will have a higher idle speed than a control module.
warm engine.
The map draws on information from:
Additional performance demands are also
considered, such as: • Engine Coolant Temperature Sensor G62.
• Electrical system requirements at low • Load on the generator.
engine speeds. • Load on the vehicle electrical system.
• Power steering pump operation. The engine control module continually
• The high pressures required for adapts the amount of fuel injected until the
diesel injection. actual engine idle speed matches the
specified value.
• The energy required to overcome the
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16
Subsystems
Throttle Position
Sensor G79
Closed Throttle
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Engine Speed
Valves for Pump/Injectors,
Sensor G28
Cylinders 6 through 10
N245, N303, N304, N305, N306
(Cylinder Bank II)
Engine Coolant
Temperature
Sensor G62 Valves for Pump/Injectors,
Cylinders 1 through 5
N240, N241, N242, N243, N244
(Cylinder Bank I)
Generator Load
(DFM Signal)
Additional
Requirements
SSP304/074
17
Subsystems
Smooth Running Control
Smooth running control improves engine balanced by targeted control of the amount
running at idle speed. injected at the affected cylinders.
Different cylinders in an engine can often Subsystem Operation
generate different levels of torque even
though the same amount of fuel has been Detection works at idle speed using a
injected. signal from the Engine Speed Sensor G28.
Possible causes of this include differences If the signals are received in a balanced
in any combination of the following: rhythm, the cylinders are all working the
same way.
• Tolerances of the parts.
If the performance of one cylinder is
• Cylinder compression. slower than the others, the crankshaft
• Friction in the cylinders. will need more time to reach the next
• Hydraulic injector components. point of ignition.
The effects of these differences in A cylinder that performs faster than the
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torque include: others will need less time than the others
to reach the next point of ignition.
• Unbalanced engine running.
• Increased exhaust gas emissions. If the Engine Control Module 2 J624
detects a deviation, the affected cylinder
The smooth running control is designed to will receive a smaller or greater amount of
detect the pulses in speed that are caused fuel until the engine runs smoothly again.
as a result. The pulses in speed are then
580 = 590
600 + 550
J623
J624
530 + = 580
590 + 540
540 + 600
18
Subsystems
Active Pulse Damping
The active pulse damping system
reduces the jerking movements that can
be generated by engine load changes
under acceleration.
19
Subsystems
Governor
The governor protects the engine from When the maximum permissible engine
over-speed damage. The engine is speed is reached, the amount of fuel
governed to a maximum permissible injected remains constant until the driving
speed that cannot be exceeded for long conditions change.
periods of time. The adaptive function of the governor
Subsystem Operation is kept as smooth as possible to prevent
surges in the amount of fuel injected
Engine speed regulation starts just before during acceleration.
maximum permissible speed is reached.
Once regulation starts, the amount of fuel
injected is continually reduced.
Maximum Speed
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Start of Regulation
Engine Speed (rpm)
Time (Seconds)
20
Subsystems
Cruise Control System
The cruise control system (CCS) allows Subsystem Operation
the vehicle to be driven at a constant speed The specified speed is set using a button on
without the driver having to press the the multi-function steering wheel. The signal
accelerator pedal. is sent to Engine Control Module 1 J623 and
Cruise control on the Touareg starts in the passed on to Engine Control Module 2 J624
reduction gear at 3.7 mph (6 km/h) and in via an internal CAN data bus.
normal operation at 12.4 mph (20 km/h). The engine control modules adapt the
amount of fuel injected so that the actual
speed is the same as the specified speed.
Airbag Control
Engine Speed Module J234
Sensor G28
Multi-Function
Steering Wheel
with CCS Buttons
21
Sensors
Engine Speed Sensor G28
Engine Speed Sensor G28 The Engine Speed Sensor G28 is bolted to
the side of the cylinder block. It picks up
the position of the crankshaft by reading a
reference gap in the spacing of the teeth
on an engine speed sensor wheel.
Signal Application
The signal from Engine Speed Sensor G28
is used to determine the speed of the
engine and the precise position of the
crankshaft. With this information, the
amount of fuel injected and start of
injection is calculated.
Effects of failure
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Engine Speed
Sensor Wheel
Engine Speed
Sensor G28
22
Sensors
Camshaft Position Sensor G40
Camshaft Position
The Camshaft Position Sensor G40 is a Sensor G40
Hall-effect sensor. It is bolted to the
cylinder head of cylinder bank I below the
mechanical fuel pump.
Camshaft Position Sensor G40 scans the
quick-start sender wheel to determine the
position of the camshaft.
Signal Application
Using the Camshaft Position Sensor G40
signal, the relative position of the camshaft
to the crankshaft is picked up quickly when
the engine is started.
Together with the signal from the Engine
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SSP304/020
23
Sensors
Accelerator Pedal Module
The Throttle Position Sensor G79, the Kick
Down Switch F8, and the Closed Throttle
Position Switch F60 are all incorporated into
a single housing. This accelerator pedal
module is mounted on the pedal cluster.
Accelerator Pedal Module
Signal Application
Throttle Position Sensor G79
The Throttle Position Sensor G79 detects
the position of the accelerator pedal across
its entire range of movement.
It is a main input signal to calculate the
amount of fuel to be injected.
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24
Sensors
Mass Air Flow Sensors
Each cylinder bank has its own hot film Signal Application
mass air flow sensor with backflow The signals from the two mass air flow
detection. sensors are used by their respective engine
• Mass Air Flow Sensor G70 (bank I) control modules to calculate the amount of
fuel to be injected and the amount of
• Mass Air Flow Sensor 2 G246 (bank II)
exhaust gas to be recirculated for each
These sensors are installed in the intake cylinder bank.
passages in front of the intake manifold
bridges. They determine the actual air mass Effects of failure
drawn in for each cylinder bank. If the signal from a mass air flow sensor
fails, its respective engine control module
operates using a predetermined
replacement value and exhaust gas
recirculation is switched off.
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Air Cleaner
SSP304/060
25
Sensors
Heated Oxygen Sensors
On the V10 TDI engine, broadband heated Signal Application
oxygen sensors are located in the exhaust Using the signals from both heated oxygen
system in front of the starter catalyst, one sensors, the amount of recirculated
for each cylinder bank. exhaust gas is corrected.
• Heated Oxygen Sensor G39 (bank I)
Effects of failure
• Heated Oxygen Sensor 2 G108 (bank II)
If the heated oxygen sensor signals fail, the
The remaining oxygen content in the amount of recirculated exhaust gas will be
exhaust gas is measured by these sensors. determined by the mass air flow sensors.
Because this method of regulation is not as
precise, nitrogen oxide emissions levels
may rise.
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26
Sensors
Engine Coolant Temperature
Sensor G62
The Engine Coolant Temperature Sensor This information is also used to regulate the
G62 is mounted in the coolant connecting coolant temperature depending on the
pipe between the cylinder heads. It sends operating conditions.
the coolant temperature to Engine Control
Module 1 J623. Effects of failure
If the Engine Coolant Temperature
Signal Application Sensor G62 signal fails, the Engine Control
The coolant temperature is used by the Module 1 J623 uses the signals from the
engine control modules as a correction Engine Coolant Temperature Sensor (on
value to calculate such variables as the Radiator) G83 and the Fuel Temperature
amount of fuel to be injected, the charge Sensor G81; Engine Control Module 2 J624
pressure, start of fuel delivery, and the uses the signal from Fuel Temperature
amount of exhaust gas to be recirculated. Sensor 2 G248.
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Engine Coolant
Temperature
Sensor G62
Coolant
Connecting
Pipe
SSP304/035
27
Sensors
28
Sensors
Fuel Temperature Sensors Fuel Filter Module
Barometric Pressure
Sensor F96
The Barometric Pressure Sensor F96
is incorporated into the Engine Control
Module 1 J623.
Signal Application
The Barometric Pressure Sensor F96
signal is used to determine a correction SSP304/039
value for charge pressure control and
exhaust gas recirculation.
Effects of failure
If atmospheric pressure drops, exhaust gas
If the Barometric Pressure Sensor F96
recirculation will be switched off, and
signal fails, a replacement value is used.
charge pressure increased. This assures
optimal performance both at sea level At high altitudes, black smoke could result
and at higher altitudes. from signal failure.
29
Sensors
Integrated Charge Air Pressure
and Intake Air Temperature Sensors
Charge Air Pressure Sensor G31 and Intake with the specifications from the charge
Air Temperature Sensor G42 are integrated air pressure maps.
as one component, which is installed in the If the actual values deviate from the
intake manifold for cylinder bank I. specification, the charge air pressure is
altered accordingly by signals from the
Charge Air Pressure Sensor 2 G447 and
Intake Air Temperature Sensor 2 G299 Engine Control Module 1 J623 via the
drivetrain CAN data bus to Turbocharger 1
Servomotor V280 for cylinder bank I and
Turbocharger 2 Servomotor V281 for
cylinder bank II.
Effects of failure
If a charge air pressure sensor fails, the
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30
Sensors
Combined Brake Light Switch F
and Brake Pedal Switch F47
The Brake Light Switch F and Brake Pedal
Switch F47 are combined in a single Brake Light Switch F and
component mounted on the pedal cluster. Brake Pedal Switch F47
Both switches send a signal to Engine
Control Module 1 J623 when the brake
is applied.
Signal Application
When the brake is applied, the cruise
control system is switched off.
If actuation of the accelerator pedal and
the brake pedal is detected, idle speed
is increased.
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Effects of failure
If the signal fails from one of these sensors,
the amount of fuel injected will be reduced
and the engine will have less output.
In addition, the cruise control system will
be switched off.
SSP304/017b
31
Sensors
Flexible Fuel Sensor G133
Fuel Filter Module The Flexible Fuel Sensor G133 is bolted to
the fuel filter module. Using two sensor
contact pins immersed in the fuel at the
bottom of the fuel filter module, it monitors
the composition of the fuel to detect
excessive water levels and sends a
corresponding signal to Engine Control
Module 1 J623.
Signal Application
If the signal from Flexible Fuel Sensor G133
indicates too much water is present in the
fuel filter module, the Glow Plug Indicator
Light K29 flashes on and off to alert the
operator to shut down the engine as soon
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SSP304/082
as possible to prevent water from entering
the fuel injection system.
Drainage Connection for
Contaminated Fuel Removal
32
Sensors
With water level too high With Water Level Too High
When the water level is too high, the Contact Pins Fuel
contact pins are surrounded by water.
Because water has a high level of
conductivity, there is a low signal response. 450
SSP304/055
Water
33
Actuators
Pump/Injector Solenoid Valves
There is one pump/injector for each
cylinder. The pump/injector solenoid valves
are secured to the pump/injector bodies by
union nuts.
• Valves for Pump/Injectors, Cylinders 1
through 5 N240, N241, N242, N243,
N244 for cylinder bank I.
• Valves for Pump/Injectors, Cylinders 6
through 10 N245, N303, N304, N305,
N306 for cylinder bank II.
These solenoid valves are actuated by their
respective engine control modules, which
control start of fuel delivery and the amount
of fuel injected.
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SSP304/022
Function
Typical Pump/Injector As soon as a pump/injector solenoid valve
Solenoid Valve
is actuated by its engine control module,
the valve needle is pushed onto its seat by
the magnetic coil. This closes the path of
Typical fuel to the compression chamber of the
Pump/Injector
Solenoid Valve
pump/injector and injection starts.
The amount of fuel injected is determined
by the length of time that the solenoid valve
is actuated. As long as the pump/injector
solenoid valve is closed, fuel is injected into
the combustion chamber.
Effects of failure
If a pump/injector solenoid valve fails, the
engine will not run smoothly. Performance
will be impaired.
If the valve stays open, pressure cannot
be built up in the pump/injector. If the valve
stays closed, the pump/injector compression
SSP304/032
chamber cannot be filled. In either case, fuel
cannot be injected into the cylinder.
34
Actuators
Turbocharger Servomotors
The turbocharger servomotors are Effects of failure
positioning motors for the turbocharger
If the turbocharger servomotors fail in their
vanes. They are bolted to brackets beneath
function, charge pressure control is no
their respective turbochargers.
longer possible.
• Turbocharger 1 Servomotor V280
Control of the amount of fuel injected is
• Turbocharger 2 Servomotor V281 then determined only according to the
Each of these positioning motors has its engine speed.
own internal control module. Engine performance will be impaired.
Function
Turbocharger servomotors are
The turbocharger servomotors are actuated designed specifically for use with
by their respective engine control modules their respective turbochargers.
via the drivetrain CAN data bus. Removal and installation as
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Turbocharger 2
Servomotor V281
Turbocharger 1
Servomotor V280
SSP304/010
35
Actuators
EGR Vacuum Regulator
Solenoid Valves
The electro-pneumatic EGR vacuum respective engine control modules.
regulator solenoid valves for exhaust gas This sets the control pressure for the
recirculation are located on the suspension exhaust gas recirculation valve.
strut towers. The cross section of the exhaust manifold
• EGR Vacuum Regulator Solenoid is changed in the exhaust gas recirculation
Valve N18 valve depending on the control pressure
and the amount of recirculated exhaust
• Valve 2 for EGR N213
gas set.
Function
Effects of failure
The two EGR vacuum regulator solenoid
If the signal fails, exhaust gas recirculation
valves are actuated with duty cycles
may no longer be possible.
depending on internal control maps in their
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Valve 2 for
EGR N213
Exhaust Gas
Recirculation Valve
SSP304/012a
EGR Vacuum
Regulator
Solenoid
Valve N18
SSP304/012b SSP304/012
36
Actuators
Intake Manifold
Flap Motors
The V10 TDI engine has two adjustable conditions. These differences in pressure
intake manifold flaps with electric motors to create the conditions for effective exhaust
control the flap positions. gas recirculation.
• Motor for Intake Flap V157 When the engine is switched off, the flaps
are closed and the flow of air is interrupted.
• Intake Flap Motor 2 V275 As a result, less air is drawn into the
They are located just upstream of their cylinders and compressed, which helps
respective exhaust gas recirculation valves. smooth the run-down of the engine.
SSP304/011
37
Actuators
Fuel Pumps
Both electric fuel pumps are installed in Suction jet pump 1 draws fuel from the
the fuel tank. main chamber into the presupply reservoir
of Fuel Pump G6.
• Transfer Fuel Pump G23 with Sender for
Fuel Gauge G and suction jet pump 1 Suction jet pump 2 pumps out the
are located in the main chamber of the secondary chamber into the presupply
fuel tank. reservoir of Transfer Fuel Pump G23.
• Fuel Pump G6 with Fuel Supply Sensor 3 Both suction jet pumps are driven by their
G237 and suction jet pump 2 are located respective electric fuel pumps.
in the secondary chamber of the fuel
tank. Effects of failure
If one pump fails, engine performance will
Function be impaired due to a restriction in the
Both electric fuel pumps are actuated via amount of fuel supplied.
parallel circuits by the Fuel Pump Relay J17. The maximum speed is unattainable and the
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Transfer Fuel
Pump G23
Fuel Pump G6
Sender for
Fuel Gauge G
Fuel Supply
Sensor 3 G237
38
Actuators
Map Controlled Engine Cooling
Thermostat F265
The Map Controlled Engine Cooling Effects of failure
Thermostat F265 is installed in the If there is no operating voltage present,
coolant distribution housing. It controls the large cooling circuit is opened by the
switching between the large and small wax thermocouple expansion element at
coolant circuits. a coolant temperature of 230°F (110°C) or
Function above without the benefit of resister
heating, and the coolant fans are actuated.
Maps that contain temperature
specifications depending on the Coolant Distribution Housing
engine load are stored in Engine Control
Module 1 J623.
The Map Controlled Engine Cooling
Thermostat F265 is actuated by Engine
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Coolant
Distribution
Housing
Spring
Heating
Resistor
Wax Thermocouple
Lifting Pin
SSP304/029
39
Actuators
J623
SSP304/067
40
Actuators
Fuel Cooling Pump for
Fuel Cooler Vibration
The Pump for Fuel Cooler V166 is V166 Damper
located on cylinder bank I on the
vibration damper side of the engine.
The Pump for Fuel Cooler V166 is actuated
by Relay for Pump, Fuel Cooling J445.
The Relay for Pump, Fuel Cooling J445 is
installed in the electronics box in the
plenum chamber.
Function
The Engine Control Module 1 J623
actuates the Relay for Pump, Fuel Cooling
J445 at and above a fuel temperature of
approximately 158°F (70°C).
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J623
SSP304/068
41
Functional Diagram
EDC 16 Functional Diagram
for V10 TDI Engine
Components Additional Signals
F Brake Light Switch 1 Drivetrain CAN Data Bus (High)
F8 Kick Down Switch
F47 Brake Pedal Switch 2 Drivetrain CAN Data Bus (Low)
F60 Closed Throttle Position Switch
3 Radiator Fan Output Stage 1
F265 Map Controlled Engine Cooling Thermostat
G6 Fuel Pump (Presupply Pump) 4 Radiator Fan Output Stage 2
G23 Transfer Fuel Pump
5 16-Pin Connector (Diagnosis Connection) T16
G28 Engine Speed Sensor
G31 Charge Air Pressure Sensor 6 Cruise Control Switch E45 (On/Off)
G39 Heated Oxygen Sensor
G40 Camshaft Position Sensor 7 Road Speed Signal
G42 Intake Air Temperature Sensor
G62 Engine Coolant Temperature Sensor 8 Generator Terminal DFM
G70 Mass Air Flow Sensor
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42
Functional Diagram
30
15
J317
A
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B
C C
D
V157 V280 V281 F265 F47 F J17
J496 J445 J52
M M M V51 V166
M M M M
G23 G6
N18
Q10...Q14
1
2
J623
E G
+
λ
3 4 5 6 7 8 9
N240 N241 N242 N243 N244 G81 G62 G83 G133 G31 G42 G40 G28 F60/F8 G79 G70 G39 Z19
SSP304/001a
43
Functional Diagram
F
Q15 Glow Plug 6
G
Q16 Glow Plug 7
Q17 Glow Plug 8 H
Q18 Glow Plug 9
Q19 Glow Plug 10
V275 Intake Flap Motor 2 Color Coding
Z28 Oxygen Sensor Heater 2 Input Signal
Output Signal
Positive
Ground
CAN Data Bus
Bidirectional
44
Functional Diagram
30
15
J689
A
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B
C
D
G108 Z28 V275 G246
H J495
λ M N213
Q15...Q19
J624
E F
1 2 5
N245 N303 N304 N305 N306 G248 G447 G299
SSP304/001b
45
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46
Notes
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47
Notes
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48
Notes
Knowledge Assessment
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Touareg Electronic
Diesel Control
EDC 16
Design and Function
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