motor management simos 3.2 3.3 3.4 3–°添加/国产/原厂培训... · see ssp 222 for recording...

Service Training

6.09Edition 09.2000

Motor Management SIMOS 3.2 3.3 3.4 3.5

Trainer information (GB)

Service TrainingTrainerinformation, Motormanagement SIMOS 3.2 / 3.3 / 3.4 / 3.5 (D)

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Contents

Chapter Subject Page

Contents 2Contents 3

1 Introduction 41.1 General information about the SIMOS motor control unit 4-52.0 Sensors, actuators and stored maps 62.1.1 Vehicle electrical system voltage 62.1.2 G28 engine speed sender 62.1.3 Crank angle 62.1.4 Road speed 72.1.5 AG4 gear and gear step 72.1.6 G79 accelerator position sender 82.1.7 G246 air-mass flow meter and G71 intake manifold pressure sender 82.1.8 Sender for coolant temperature 92.1.9 G42 intake air temperature sender 92.2.1 Motor oil temperature 102.2.2 Exhaust gas temperature and water vapor dew point 102.2.3 Catalytic converter temperature 112.2.4 Lambda sensors 112.2.5 G61 and G66 knock sensors 122.2.6 Air conditioner compressor load signal (auxiliary signal) 12

High pressure sender characteristic curve 132.2.7 Alternator load signal 142.2.8 Brake vacuum sensor 142.2.9 F88 power steering pressure switch 14


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2.3.1 Crash sensors 152.3.2 F63 and F85 brake pedal switch 152.3.3 F 36 clutch pedal switch 152.3.4 Fuel reserve signal 162.3.5 Electronic accelerator (EPC) 162.3.6 Cruise control system 162.3.7 Idling speed control 173.1 Engine control unit encoding 183.2 Explanation of abbreviations 194.1 Simos overview 205.1 Simos 3.2 215.1.1 Simos 3.2 system overview 225.1.2 Simos 3.2 function diagram 235.1.3 Function diagram legend 246.1 Simos 3.3 256.1.1 Simos 3.3 system overview 266.1.2 Simos 3.3 function diagram 276.1.3 Function diagram legend 287.1 Simos 3.4 297.1.1 Simos 3.4 system overview 307.1.2 Simos 3.4 function diagram 317.1.3 Function diagram legend 328.1 Simos 3.5 338.1.1 Simos 3.5 system overview 348.1.2 Simos 3.5 function diagram 358.1.3 Function diagram legend 36


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1 Introduction Various engine management systems are used in the Group’s engines.An example of these is the “Simos” engine management system developed bySiemens.This trainer information contains descriptions of Simos 3.2, 3.3, 3.4 and 3.5 systems.

1.1 General information on theSIMOS motor control unit

SIMOS 3.X combines the basic functions of injection, ignition and engine throttlevalve actuation (EPC) via the accelerator pedal sender in one engine control unit.In addition it carries out numerous sub-functions and auxiliary functions.

The sensors and actuators undergo constant monitoring by theOn Board Diagnosis system (OBD). The OBD also allows self-diagnosis via theengine control unit.The results can be exported via the diagnosis interface (K-line) using the VAG 1551,VAS 5051 diagnosis devices.


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Additional tasks are requested by other control units. These tasks are transmittedvia defined interfaces.These tasks include, on the one hand, assistance with the vehicle functions tractioncontrol, engine braking control and the electronic stability programme (ESP). On theother hand it assists with reducing the moment with the power shift in automaticgearboxes, and also with determining the fuel consumption for the instrumentcluster display.

The engine control unit transmits measured values via the CAN databus to the othercontrol systems for further processing and it receives values for its own use.

Setting parameters and teach-in values (adapted values) are saved in anE-EPROM. Modifiable values can be overwritten.

The data is saved in the run-on phase after ”key OFF” (terminal 15 off)The E-EPROM also retains the values after terminal 30 (battery) is disconnected.


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2.0 Sensors, actuators andstored maps

The SIMOS 3.X engine control unit gathers the operating values and operatingconditions it needs using sensors and receives measured values via interfaces fromother control units.

The sensors, actuators and auxiliary signals are described in the following.

2.1.1 Vehicle electrical systemvoltage

The engine control unit needs 6.5v from the vehicle electrical system; however, thiscan result in slight restrictions to its function.Unrestricted start is possible from 10.7v.

2.1.2 G28 engine speed sender The engine speed is read from the engine speed sensor (inductive sender) andeach segment is updated. A segment comprises a crank angle of720 degrees divided by the number of cylinders.If the sender does not function, the engine speed is found using the G40 Hall senderon the camshaft.The engine speed explosion is 1 rpm, the value range is from0 to 8,160 rpm.The smallest recordable engine speed is around 30 rpm.

2.1.3 Crank angle The crank angle is calculated from the 60-2 tooth signal from the G28 engine speedsender and the G40 Hall sender on the camshaft.

The value range for the crank angle is over 720 degrees (two engine revolutions)This makes individual control for each cylinder possible.


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2.1.4 Road speed Two speed signals from three possible sources are used.The possible sources are:• ABS/ESP control unit with CAN databus; without CAN the signal is not evaluated

(Passat model year 2001 only)– road speed signal on Simos 3.3 with ABS via CAN databus– road speed signal on Simos 3.2, 3.4, 3.5 with ABS/ESP via CAN databus.

• Speedometer sender (G22 Hall sender on gear box)The explosion and update rate and the quality are variable here.Therefore, the signal with the best available quality is always selected. First theABS signal and then the speedometer sender. If there is a failure or implausiblesignals, a substitute value of 5km/h is selected.

2.1.5 AG4 gear and gear step With manual gearboxes, the gear is determined by the ratio of engine speed to roadspeed.

With automatic vehicles, the gear is supplied by the AG4 control unit via the CANdatabus.


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2.1.6 G79 accelerator positionsender

The accelerator position sender consists of two potentiometers, which are situated inits housing.For safety reasons there are two channels, allowing emergency operation with onechannel should one of them fail (redundant operation)

The accelerator position sender is also used for EPC.The voltage from both channels determines the driver input for charging and the kick-down signal for the automatic gearbox.

2.1.7 G246 air-mass flowmeter and G71 intakemanifold pressuresender

SIMOS 3.X variants with an intake manifold pressure sensor and with an air-mass flowmeter are used.In principle, a variant with both sensors could be possible, but this has not beenrealised for cost reasons. Both sensors would give better altitude recognition.The intake manifold pressure sender is less expensive, but has the disadvantage ofonly allowing measurement of the pressure of the air in the intake manifold and not ofthe air mass inflow.The second crucial value, the temperature of the air after flowing through the intakemanifold and the intake valve must be calculated/modelled.

The air-mass flow meter has the disadvantage that the flow in the intake duct of thecombustion engine at medium engine speed and high load invalidates the signal tosuch a degree that it is also necessary to fall back on modelling the signal.The signals are recorded in 1 ms intervals


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2.1.8 Sender for coolanttemperatureSee SSP 222

For recording the coolant temperature there are two coolant NTCs (NTC= negativetemperature coefficient), one on the engine output G62 and one in the coolant returnline G83.

The sensor on the engine output is standard for all engine control units.

The sensor in the coolant return line (only for Simos 3.3, except on the New Beetle)is only available on systems with coolant temperature regulation. This keeps theengine, depending on its load state, in a temperature range of85° to 110°.

2.1.9 G42 intake air temperaturesender

The intake air temperature sender NTC is integrated in the housing of the air-massflow meter.The output voltage of the sender is linearised with an algorithm in the engine controlunit and converted to temperature value.The temperature value is needed as a parameter in several functions.Examples are the intake manifold pressure model and calculating the ignitionadvance angle.


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2.2.1 Motor oil temperature The motor oil temperature model was developed as a substitute for the oiltemperature sender. The oil temperature is calculated in a map. The followingvalues are input into the map: ambient temperature, water temperature, load,engine speed, road speed, and the way the engine is heating up.

The oil temperature is also used for the EOBD. In this diagnosis function, the oiltemperature is used to evaluate the complete evaporation of fuel residue from themotor oil.

2.2.2 Exhaust gas temperatureand water vapour dewpoint

The exhaust gas temperature is needed as a parameter in the engine controlsystem.An example of this is the control of the heat output of the lambda sensor heatingcircuit.This control function is intended to keep the sensor temperatures at a requiredvalue. A further aspect is detecting when the water vapour dew point is exceededwhen the engine is cold. This is stored in a model.The lambda sensor may only be heated fully when the dew point temperature hasbeen exceeded. Otherwise, the sensor is rendered unusable by a so-called watershock (ceramic crack).


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2.2.3 Catalytic convertertemperature

Amongst other things, the temperature of the catalytic converter is required as anactivation criterion for checking its efficiency (EOBD) and that of the lambda controlvalue with the lambda sensor behind the catalytic converter.

As the start value for the catalytic converter temperature is not known, the watervapour dew model assumes a cold catalytic converter for every start. Thetemperature is initialised.

The model parameters are the air mass, the engine speed and the coolanttemperature at the start.

2.2.4 Lambda sensors SIMOS 3.X variants with a linear lambda sensor and a binary lambda sensor areused. The binary sensors have been the standard for many years and are cheaperand more robust for this reason.

The properties of the binary lambda sensor only allow it to distinguish betweendeficiency of air (rich mixture) or excess air (poor mixture) in combustion. Theinformation about the mixture is therefore digital.Control is only possible when lambda set point = 1.

The linear lambda sensor (currently Bosch LSU 4.2) on the other hand allows alambda-proportional output signal, making possible complete, constant control withfaster adjustment.The lambda set point can be set over a wide range, so that operation with lambdanot equal to 1 can be carried out.


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2.2.5 G61 and G66 knocksensors

A knock sensor is a piezo-resistive sender attached to the engine block to pick upany impact sound caused by knocking combustion.Knocking combustion triggers high-energy pressure waves, which can be receivedacoustically at lower engine speeds (ringing) and can ruin engine components athigher engine speeds.The tendency to knock is governed essentially by the geometric compression ratioand the anti-knock quality of the fuel used.The number of knock sensors is dependent on characteristics such as number ofcylinders and detection ability at the sensor position.The SIMOS3 engine control unit can process up to two knock sensor signals.

2.2.6 Air conditionercompressor load signal(auxiliary signal)Only for Simos 3.3

The air conditioning compressor load signal is a pressure sensor with a PWM(Pulse wide modulation) interface.The sensor determines the system pressure in the high pressure part of the airconditioning system.The pulse duty factor (pulse interval ratio) is linearly proportional to the measuredpressure. With the manual air conditioning system the engine control unit evaluatesthe PWM voltage With the CLIMATRONIC, CAN carries out the evaluation via theClimatronic control unit.The signal makes possible an approximate compensation of the torque, which theair conditioning compressor loses via the belt drive from the engine torque; with theaid of an air mass pre-control preventing an interruption of the idling engine.This pre-control improves considerably the change to idling state and the idlingstability when the compressor is switched on.


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High pressure sender characteristic curve


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2.2.7 Alternator load signal The alternator load signal is a PWM signal that is output by the alternator at the DF(dynamo field) terminal.

Similar to an air conditioning load signal an air mass pre-control is calculated andrun.

2.2.8 Brake vacuum sensor- Automatic gearboxes

only:- Not in T4- Not in Simos 3.3

In some vehicle variants the vacuum to drive the brake pressure amplifier is createdadditionally by a vacuum pump. The pump is activated when needed depending onwhether there is low pressure in the brake pressure amplifier.Depending on the configuration, either a pressure sensor is used, which records thelow pressure in the brake pressure amplifier or a calculation model from the enginecontrol unit calculates the low pressure.The Simos 3.3 does not have a pressure sensor; it has a manifold intake pressurestored in the engine control unit.

See Trainer information 8.03

2.2.9 F88 power steeringpressure switch

In some vehicle variants, a pressure switch is built into the high pressure side of theservo pump.The switch becomes active when pressure reaches a point specified duringconstruction (current c. 40 bar),making it possible to run an air mass pre-control.It is intended to reduce the effect of a sudden increase in pressure in the pump on theidling status and prevent the engine from stalling.Particularly with the steering stop, the pressure rises very quickly to the limit pressureof the pump (90…110 bar) so that without the appropriate air mass pre-control, theengine tends to stall when the vehicle is being manoeuvred.


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2.3.1 Crash sensors- Not in T4- Installed in Simos 3.3

(CAN) except Audi A3(PWM)

- Installed in Simos 3.2- Installed in Simos 3.4

(VW with CAN, AudiPWM)

With the crash signal the airbag control unit requires the fuel pump and the ignition tobe switched off.This is intended to prevent fuel escaping and igniting when the vehicle has crashed.The signal is transmitted via a PWM interface or via a CAN databus from the airbagcontrol unit.The crash signal request is held in the fault memory of the engine control unit.

2.3.2 F63 and F85 brake pedalswitch

The two brake pedal switches record that the driver is using the brake pedal.If this is the case the speed control becomes inactive and the driver has control overthe speed again.Because this is a safety-related function, a double switch is installed which occupiestwo digital inputs on the SIMOS3 engine control unit.The circuit logic is selected so that opposite voltages are created alternately.This allows mutual plausibility checking for the purposes of diagnosis.In addition, the switch can also detect if the driver is pumping the pedal.Detecting this pumping on the brake pedal deactivates the lambda control monitor toprevent misdiagnoses, such as an overly rich mixture.

2.3.3 F 36 clutch pedal switch The clutch switch records that the driver is using the clutch pedal.If this is the case the speed control becomes inactive and the driver has control overthe speed again.In addition, after the clutch switch is activated, the transition to the engine operationstatus “switch off feed” is accelerated.


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2.3.4 Fuel reserve signal The fuel reserve signal is made available by the dash panel instrument cluster. InSimos 3.5 it is as a PWM signal , in Simos 3.2,3.3,3.4 via CAN databus.The engine control unit uses this signal to detect when the fuel tank is about tobecome empty.If the fuel reserve signal is detected, the EOBD functions associated with themixture preparation are inhibited.This is intended to prevent incorrect entries if the tank becomes empty.

2.3.5 Electronic accelerator(EPC)

The SIMOS 3 engine control unit realises a concept where the throttle valve isoperated electronically.The driver’s use of the accelerator is recorded using the sensors integrated in theaccelerator sender and converted to a angle for the throttle valve.See SSP210

2.3.6 Cruise control system As the throttle valve is controlled electrically, no separate actuator is needed for thecruise control system. Only a switch is necessary to operate it. The cruise controlsystem is governed by the SIMOS 3 engine control unit.


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2.3.7 Idling speed control To ensure a stable idling speed, SIMOS 3 has an idling speed control.An integral part of the idling speed control is the idling stabilisation via the ignitionadvance angle and the air mass pre-control.The nominal idling engine speed is dependent on the following values.− Coolant temperature− Vehicle electrical system voltage− Activation of the air conditioning system.− Drive position recognition (only AG)− Errors in the EPC− Pressure switch for power steering


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3.1 Engine control unitencoding

The five-digit variant code is used to adapt the engine control unit to theindividual versions of the vehicles.

This coding is transmitted serially via the K-line.As a rule this happens at the end-of-line, using the end-of-line computer, but itcan also be done by the VAG tester or the VAS system.

An uncoded control unit (coding 00000) does not permit operation.

The input is checked in the engine control unit and is only accepted if thecharacter string is enabled in the data set.

The following table is an overview of the possible coding variants.

1 2Audi only,0 for VW

3 4 5

Vehicule Exhaust gas Equipment CAN busassignment

Gear box

0 no coding 0 no coding 0 no coding 0 no coding 0 no coding1 ECE1504 1 Syncro 1 ABS/ESP 1 Manual

gearbox2 Climatronic

only Simos 3.32 Airbag

3 Syncro +Climatronic

3 ABS + Airbag 3 Automatic

4 EU2 4 ACC5 EU3 5 ACC+ ABS6 EU4 6 ACC+ Airbag7 D3 7 ACC+ABS+Air

bag8 D4


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3.2 Explanation ofabbreviations

ACC = Air Conditioning CompressorECE 1504 = old EU exhaust gas regulations

There are other identifiers in the data set apart from the variant code.Amongst these the following are defined:• Number of knock sensors installed• Actuator test procedure (any components not installed may not be triggered)• Test protocol• Activation of the malfunction indicator lamp• Operation with or without voltage supply relays.

Unlike the variant codes, the data set identifiers cannot be modified with the VAGtesters.They are defined by the developer when the control unit is programmed.


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4 Simos overview

1a Lambda sensor primary catalytic converter1b Lambda sensor secondary catalytic converter2 Temperature sensors Cooling water3 Twin spark ignition coil4 Spark plug5 Injector6 Knock sensor7 Camshaft engine speed sender8 EPC9 Air mass flow meter with NTC10 Fuel pressure regulator11 Distributor12 ACF valve13 Engine control unit14 ACF canister15 Fuel filter16 Fuel pump17 Camshaft sensor18 EGR valve19 Accelerator position sender20 EPC fault warning lamp21 Exhaust gas warning lamp


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5.1 Simos 3.2

2.0l 85kWExhaust emissionstandard EU4

Fitted in Passat GPCode AZM

• Binary primary catalytic converter sensor (flawsensor)

• Binary secondary catalytic converter sensor(flaw sensor)

• Pneumatic secondary air pump valve, opened bythe secondary air pump (no longer triggered byvacuum; electrical change-over valve no longerneeded)

• AG4 with electrical vacuum pump (brakeamplifier pump); the pump is triggered ifpressure is too low.With manual gearboxes, this is done via thesuction jet pump.Also see trainer information 8.03

• Static high-voltage distribution twin ignition coils• 2 Knock sensors• No map-based cooling• No EAGR• No power steering pressure switch• No air conditioning pressure sensor


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5.1.1 Simos 3.2 System overview


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5.1.2 Simos 3.2 Function diagram


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5.1.3 Simos 3.2 Legend

1-6 Auxiliary signals

Colour coding/legendgreen = input signalblue = output signalred = battery plusbrown = GNDgreen/blue = bi-directionalorange = CAN databus

Components

A batteryD Starter switchE45 CCS switchF36 Clutch pedal switchF63 Brake pedal switchF85 Brake pedal switch for engine shut-offG6 Fuel pumpG28 Engine speed senderG39 Lambda sensor (primary catalytic converter)G40 Hall sender:G42 Sender for intake air temperatureG61 Knock sensor I

G62 Sender for coolant temperatureG66 Knock sensor IIG70 Air-mass flow meterG79 Accelerator position senderG130 Lambda sensor (secondary catalytic converter)G185 Accelerator position sender 2G186 Throttle valve control (electronic)G187 Angle transmitter I for throttle valve operationG188 Angle transmitter 2 for throttle valve operationJ17 Fuel pump relayJ240 Relay for ignition switch-offJ361 Simos control unitJ299 Secondary air pump relayJ338 Throttle valve control unitJ361 Simos control unitK83 Exhaust gas warning lampN30...33 InjectorN79 Heat resistance (crankcase breather)N80 Solenoid valve for activated charcoal canister systemN152 Ignition transformerN156 Valve for intake manifold change over switch registerP Spark plug socketQ Spark plugsS FuseST Fuse holderV101 Secondary air pump motorZ19 Lambda sensor heater (primary catalytic converter)Z29 Lambda sensor heater (secondary catalytic converter)


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6.1 Simos 3.3

1.6l 75kW 2V RSHExhaust emissionstandard EU4

Fitted in Golf and Bora with AG4only (1.6l 77kw Magneti Marelli iswith manual gearbox)

Manual gearbox and AG4 inSkoda, Audi A3Code AVU

New BeetleCode AYD

• Linear lambda sensor primary catalytic converter(constant control)


• Friction and weight-optimised engine (seeTrainer information on Passat 2.03)Pneumatic secondary air pump valve , openedby secondary air pump (no longer triggered byvacuum, electrical change-over valve no longerneeded) Current Golf series still has theelectronic changeover valve

• 1 Knock sensor• Static high-voltage distribution twin ignition coils• pressure switch for power steering• EAGR• No map-based cooling in New Beetle due to lack

of space in engine compartment

See also SSP 222


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* not installed on New Beetle


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V192 not installed onNew Beetle


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Components

A batteryD Starter switchE45 CCS switchF36 Clutch pedal switchF45 Thermoswitch for air conditioning system (not

Klimatronic)F63 Brake pedal switchF88 pressure switch for power steeringF269 Switch for temperature flap positionG6 Fuel pumpG28 Engine speed senderG39 Lambda sensor (primary catalytic converter)G40 Hall sender:G61 Knock sensor IG62 Sender for coolant temperature

G70 Air-mass flow meterG79 Accelerator position senderG83 Sender for coolant temperature – coolant outputG130 Lambda sensor (secondary catalytic converter)G185 Accelerator position sender 2G186 Throttle valve control (electronic)G187 Angle transmitter 1 for throttle valve operationG188 Angle transmitter 2 for throttle valve operationG212 Potentiometer for exhaust gas recirculationG267 Potentiometer, rotary push-button temperature

selectionJ17 Fuel pump relayJ361 Simos control unitJ299 Secondary air pump relayJ338 Throttle valve control unitJ361 Simos control unitJ363 Simos control unit power supplyK 83 Exhaust gas warning lampK132 Fault warning lamp for electronic acceleratorN18 Valve for exhaust gas recirculationN30...33 InjectorN80 Solenoid valve for activated charcoal canister systemN152 Ignition transformerN156 Valve for intake manifold change over switch registerST Fuse holderV101 Secondary air pump motorV192 Vacuum pump (AG only)Z19 Lambda sensor heater (primary catalytic converter)Z29 Lambda sensor heater (secondary catalytic converter)


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7.1 Simos 3.4

1.6l 75kW 2V RSHExhaust emissionstandard EU4

Fitted in PassatModel year 2001Code ALZ

• Binary primary catalytic converter sensor (flawsensor)


• Friction and weight-optimised engine (seeTrainer Information Passat 2.03)

• Pneumatic secondary air pump valve, opened bythe secondary air pump (no longer triggered byvacuum; electrical change-over valve no longerneeded)

• 1 Knock sensor• Static high-voltage distribution twin ignition coils• EAGR• No servo pressure switch• No air conditioning pressure switch


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Colour coding/legendgreen = input signalblue = output signalred = battery plusbrown = GNDgreen/blue = bi-directionalorange = CAN data-bus

Components

A batteryD Starter switchF36 Clutch pedal switchF63 Brake pedal switchG6 Fuel pumpG28 Engine speed senderG39 Lambda sensor (primary catalytic converter)G40 Hall sender:G61 Knock sensor IG62 Sender for coolant temperatureG70 Air-mass flow meter

G79 Accelerator position senderG83 Sender for coolant temperature – coolant outputG130 Lambda sensor (secondary catalytic converter)G185 Accelerator position sender 2G186 Throttle valve control (electronic)G187 Angle transmitter 1 for throttle valve operationG188 Angle transmitter 2 for throttle valve operationJ17 Fuel pump relayJ361 Simos control unitJ299 Secondary air pump relayJ338 Throttle valve control unitJ361 Simos control unitJ363 Simos control unit power supplyK83 Exhaust gas warning lampN30...33 InjectorN80 Solenoid valve for activated charcoal canister

systemN112 Secondary air inlet valveN122 Output stageN152 Ignition transformerN156 Valve for intake manifold change over switch

registerN157 Ignition transformer output stageS FuseST Fuse holderV101 Secondary air pump motorZ19 Lambda sensor heater (primary catalytic

converter)Z29 Lambda sensor heater (secondary catalytic

converter)


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8.1 Simos 3.5

2.5l 85kW 5 cylinderExhaust emissionstandard EU3

Installed in T4Code AVT

• Linear lambda sensor primary catalytic converter(constant control)


• Rotating high-voltage distribution with one output• 2 Knock sensors• No EAGR• No air conditioning pressure sensor• No servo pressure switch• No map-based cooling• No service interval extension• No crash switch-off


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Components

A batteryD Starter switchE45 CCS switchF36 Clutch pedal switchF63 Brake pedal switchG6 Fuel pumpG28 Engine speed senderG39 Lambda sensor (primary catalytic converter)G40 Hall sender:

G61 Knock sensor IG62 Sender for coolant temperatureG66 Knock sensor IIG70 Air-mass flow meterG79 Accelerator position senderG130 Lambda sensor (secondary catalytic converter)G185 Accelerator position sender 2G186 Throttle valve control (electronic)G187 Angle transmitter 1 for throttle valve operationG188 Angle transmitter 2 for throttle valve operationJ17 Fuel pump relayJ338 Throttle valve control unitJ361 Simos control unitK132 Fault warning lamp for electronic acceleratorK83 Exhaust gas warning lampN30...33+ N83 InjectorN80 Solenoid valve for activated charcoal canister systemN152 Ignition transformerST Fuse holderZ19 Lambda sensor heater (primary catalytic converter)Z29 Lambda sensor heater (secondary catalytic converter)

motor management simos 3.2 3.3 3.4 3–°添加/国产/原厂培训... · see ssp 222 for recording...

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