Failure phenomenon: a 2007 model FAW – Volkswagen Magotan when 1.8TFSI car, say users, when the car in high speed hard acceleration weakness, speed reached 120 km / above h, the engine will re-acceleration due to power insufficient jitter phenomenon.
FIG 1
Check Analysis: First, using VAS5052A fault diagnostic detection, the engine control unit stores the fault code 08213, meaning ldquo; intake manifold runner position sensor / switch circuit range / performance rdquo ;. Magotan car provided regulated by vacuum mechanical valve intake manifold air deflector (FIG. 1) in the intake manifold, the wind deflector eccentrically disposed in the intake manifold, the engine control unit N316 achieve vacuum mechanical valve on or off by solenoid valve adjusting the position of the two kinds. When the wind deflector is closed when the engine is idling and small load, speed to the setpoint during acceleration conditions, the intake air board controlled fully opened, thereby improving the gas flow, to accommodate the high-speed power demand. Mass series with other engine with an intake air regulating plate is different from the function, the position of the intake air foils magotan car may also be identified by the position sensor and the other end of G233 plate shaft interlocked for feedback to the engine control unit into execution state of supply air plate.
binding fault code stored in the car, the author analyzes possible points of failure comprising: an intake air control line failure manifold plate (a line between the N316 and an engine control unit), air intake manifold actuator fault actuating plate (including a vacuum bellows, the vacuum source) and the wind deflector lever mechanical system, air intake manifold plate position sensor G233 jitters fault itself. In view of the wind deflector is located in a position sensor G233 lower left intake manifold, easy disassembly, the principle from simple to complex, the first air intake means performs control plate solenoid valve N316 was measured, a resistance of normal Found 31.3 Omega ;. The control circuit diagram (FIG. 2) solenoid valve N316, the connector plug N316 total of two terminals, wherein the terminals 2 (purple / red line) connected to the engine control unit T60ya / 20 feet J623 is a control terminal N316; the terminal 1 ( white / red line) main relay, a power supply terminal of the N316. By performing member from VAS5051Diagnostic function driver N316, N316 issue normal response can hear certain frequencies ldquo; click rdquo; sound, indicating that the control line is normal and N316.
FIG. 2
Next, the execution state of the test intake air manifold plate mechanical structure. Situ to rapid acceleration of the engine 3 000 r / min or more, to observe the intake manifold wind deflector lever no significant mechanical stretching operation, indicating that the capsule does not respond in vacuo. A vacuum source capsule from a camshaft driven mechanical pump, check to make sure the vacuum source with a vacuum supply stable, the vacuum source is connected to the inlet pipe lead directly to a vacuum bellows, the actuating rod generated pulling back operation, indicating that wind deflector mechanical manipulation no abnormal state, the above test, the fault point can concentrate on the control signal of the solenoid valve N316, which requires further characteristic of the engine control unit controls to verify, before use because the execution of the fault diagnostic determining a self-diagnostic function element control line normal N316, but does not indicate a control command signal issued by the engine control unit is normal. As stated before, T60ya / 20 feet engine control unit connected to the control terminal of the N316, the acceleration condition No. 2 solenoid valve control pin N316 ground inside the engine control unit, in order to meet with a short port adapted to power It needs. Found N316 of the control waveform, linearly idle wave of 14 V, no significant changes in the waveform at light throttle pedal, but rapid acceleration start when a certain rotational speed becomes the ground state of the operation waveform (FIG. 3). At this point detection, a control signal from the engine control unit is normal, the problem turned damper actuators or mechanical means onto the N316.
Figure 3
Figure 4
While performing self-diagnostic function element before heard N316 solenoid normal operational noise, but still can not rule out the possibility of a vacuum inside the vacuum N316 problem of loss of control is present, then replace the solenoid valve N316, but the fault persists. At this time, the position of the wind deflector author notes that some strange mechanical lever, in the idle condition also appears to have some degree of stretching, by a furtherNormal car vehicle confirmed this comparison, the comparison also confirms the fact that a further, two vacuum on the solenoid valve N316 actually inserted backwards (FIG. 4)! Worked in a repair shop washable too injector before then inform the user, this should be the reason for the vacuum tube inserted wrong. Under normal circumstances, the air inlet port is connected with the vertical filter device should be connected to a vacuum capsule, and the air inlet port is connected parallel to the vacuum source should be connected. In operation state, and the vacuum source is turned on, a capsule, the capsule while cutting the outer air inlet; non-operating state after the completion of high-speed power adjustment is performed, the vacuum bellows via the check valve in communication with the air inlet to the membrane vacuum box relief. If the two tubes reversed, the solenoid valve N316 work, a vacuum source for vacuum extraction will direct air pressure relief diaphragm, the diaphragm rod does not effectively vacuum action or fine; on the other hand, Since the membrane cartridge access interface to a vacuum source, while non-operating state corresponds to a closed inner chamber, so that there will be some room remaining in the operating state of vacuum, the vacuum is not released because of natural causes trip lever effect in a small state, but because of the residual vacuum is generated through the electromagnetic relief valve connected certain degree of vacuum close to the time of acceleration will naturally cause the wind deflector lever operation condition is not obvious. Thus when the rotation speed reaches a value required for the respective intake air regulating plate, and the intake air without a corresponding change pedal position, the engine control unit is bound to be unreasonable as a control of the identified information, the monitoring circuit changeover solenoid valve N316 None failure premise that the intake manifold runner position sensor has a working range of poor performance failure reported fault code 08213. Accelerated condition due to lack of sufficient amount of air is also greatly reduced engine power, but due to mismatch caused by gas in the engine rapid acceleration jitter conditions.
Troubleshooting: reversed intake plate shifting solenoid ends to the correct position N316 vacuum, clear fault code again all normal posterior.
reviewed: a control unit for the engine intake air manifold plate position fault identification, the author has made two additional tests. Test 1: The vacuum of the vacuum source is introduced directly into the intake air control box for vacuum diaphragm, after starting the engine, the same query within the engine electronic control unit by fault code 08213 to the self-diagnosis tester VAS5052, in fact, the principle is the same, i.e., the engine control unit identifies the position of the wind deflector in vacuo to workTherefore, packets match rate adjusting state of the fault with the current idle engine operating conditions. Test 2: Disconnect the intake manifold damper shaft interlocked sensor G233, the system reported fault found code 08212, meaning ldquo; an intake manifold runner position sensor / switch circuit rdquo ;. For circuit fault of the intake manifold air plate position sensor (e.g., open or short circuit), the electronic control system failure is identified as a direct circuit fault, rather than the range of performance; If the control system components appear signal exceeds a predetermined value limits, however, and does not match the actual conditions of logical analysis, and the system can not accurately identify what reasons caused, the system will report the fault code performance / range type, which is in maintenance electronic control unit will occur when system.
(the valley towards the peak)