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毕业设计文件设计论文题目速腾1.4TSI发动机结构原理与常见故障摘要一汽-大众始终致力于科技创新，在为客户提供超值驾乘体验的同时，更关注创造发展与环境之间的和谐共生，为此在国内最先应用了TSI发动机，为客户制造了动力卓越，绿色环保的时代座驾。
一汽－大众是首家使用1.4TSI发动机的中国汽车生产企业。
为了追赶世界先进水平，为给国内用户提供更加完美的产品，响应全球节能降耗战略和国家政策的号召，体现高度的企业社会责任，一汽-大众适时引进了1.4TSI这款高效、经济、节能、环保的先进涡轮增压缸内直喷发动机，现此款发动机已经应用到速腾车上。
本论文主要介绍了1.4TSI发动机进气系统、冷却系统、供油系统及发动机管理系统，和大多数增压发动机一样，这个TSI发动机也只有一个废气涡轮增压，而不同的是该涡轮增压具有两个冷却系统，这样就能够延长涡轮增压器的使用寿命。
在供油方面，此款发动机采用了由凸轮轴驱动的机械式高压油泵，日后维护简单，成本较低。
管理系统采用的是博世Motronic MED 17，此系统是在博世Motronic MED 9基础上发展得到的。
区别主要在以下几个方面：更快的处理器、阶越式氧传感器、氧传感器、取消K线、-30°C低温下高压分层启动。
关键词：1.4TSI；涡轮增压；直喷；速腾AbstractFAW - Volkswagen has always been committed to technological innovation, valuing for the driving experience of customers, while also concerned about creating the harmony between development and environment. To do this, it’s the first domestic company which applicants the TSI engine, and create a time of excellent power, green environmental. FAW - Volkswagen is the first automobile manufacturer to use 1.4TSI engine in China. In order to catch up with advanced level of the world, providing more perfect product for the domestic users, responding to the call of the global energy saving strategies and national policies, and reflecting the high degree of corporate social responsibility, FAW - Volkswagen introduced 1.4TSI advanced turbo direct injection engine, which is efficient, economical, energy saving and environmental ,now the engine has been applied to Sagitar.This paper introduces the 1.4TSI engine intake system, cooling system, fuel system and engine management system, as most of supercharged engines, TSI engine also has an exhaust gas turbocharger, and the difference is that the turbocharger has two cooling systems, so it can extend the life of the turbocharger. In oil terms, this engine uses mechanical high pressure oil pump, which is driven by camshaft, the future maintenance is simple, low cost. Management system uses Bosch Motronic MED 17, which has been developed based on the Bosch Motronic MED 9. Difference mainly in the following aspects: Quicker processors, order style oxygen sensor, the oxygen sensor, cancel the K line, High-pressure layer startup under -30°C low temperature.Keywords: 1.4TSI; turbocharged; DISI；Sagitar目录绪言 (1)1 技术特点与数据 (1)2 主要系统与部件 (2)2.1 进气系统 (2)2.2 缸盖 (3)2.3 单增压的废气涡轮增压器 (4)2.4 冷却系统 (6)2.5 供油系统 (9)3 发动机管理系统 (12)3.1 系统概览 (12)3.2 博世 Motronic MED 17.5.20 (13)3.3 传感器 (14)3.4 执行元件 (15)4 故障案例 (16)4.1速腾1.4TSI加速无力 (16)总结 (19)致谢 (20)参考文献 (21)绪言大众1.4TSI发动机是大众集团在发动机领域一个里程碑式的产品。
速腾培训教程02速腾培训教程02：速腾汽车维修技术解析一、概述本教程旨在为汽车维修技师提供速腾汽车维修技术的全面解析，包括发动机系统、变速器系统、制动系统、悬挂系统、电气系统等方面的维修知识。
通过本教程的学习，维修技师将能够熟练掌握速腾汽车的维修技术，提高维修质量和工作效率。
二、发动机系统维修技术1.发动机结构与工作原理速腾汽车的发动机采用直列四缸、涡轮增压技术，具有出色的动力性能和燃油经济性。
发动机主要由气缸、活塞、曲轴、凸轮轴、气门等部件组成，通过燃油的燃烧产生动力，推动汽车运行。
2.发动机维修技术要点（1）发动机拆卸与安装：在拆卸发动机前，需做好相关准备工作，如断开蓄电池、排放冷却液和燃油等。
安装发动机时，要确保各部件安装正确，避免因安装不当导致故障。
（2）发动机故障诊断：通过故障码读取、数据流分析、外观检查等方法，确定故障原因。
常见故障包括点火故障、燃油喷射故障、气缸压力不足等。
（3）发动机维修：根据诊断结果，进行相应的维修，如更换火花塞、清洗燃油喷射器、更换气门等。
维修过程中，要确保操作规范，避免损坏发动机部件。
三、变速器系统维修技术1.变速器结构与工作原理速腾汽车的变速器主要有手动变速器和双离合变速器两种。
变速器主要由齿轮、同步器、离合器等部件组成，通过改变齿轮的传动比，实现汽车速度的调整。
2.变速器维修技术要点（1）变速器拆卸与安装：拆卸变速器前，需断开蓄电池、排放变速器油。
安装变速器时，要确保各部件安装正确，避免因安装不当导致故障。
（2）变速器故障诊断：通过故障码读取、数据流分析、外观检查等方法，确定故障原因。
常见故障包括离合器故障、同步器故障、变速器油泵故障等。
（3）变速器维修：根据诊断结果，进行相应的维修，如更换离合器片、清洗同步器、更换变速器油泵等。
维修过程中，要确保操作规范，避免损坏变速器部件。
四、制动系统维修技术1.制动系统结构与工作原理速腾汽车的制动系统主要由刹车盘、刹车鼓、刹车片、刹车蹄、刹车油泵等部件组成。
1故障说明一辆速腾1.4T发动机CFBJ80643抖动，凉车状态下，不加油门，车辆着不住车，热车状态下车辆勉强能着住车，但怠速抖动严重，车辆加速无力，怠速时还轻微伴随有金属敲击声。
对于一汽大众车型，采用专用的诊断仪器VAS6150读取故障码，以助于分析车辆故障原因。
通过VAS6150检测，读取电脑检测显示故障码如图1。
删除故障码，再次着车00136和00022故障码有时无法删除，有时能够删除，能删除时，删除后着车过一会故障码会再次出现。
2故障分析根据故障代码提示，发动机可能存在的故障为凸轮轴位置传感器和发动机转速传感器故障，燃油系统压力故障两个大的方面。
随后进行排除诊断。
首先考虑燃油系统问题，利用诊断仪VAS6150脑读取数据燃油压力数据，在怠速情况下，其燃油压力在80bar 左右，明显大于正常的40bar左右的压力，拔去燃油压力调节阀N276插头，燃油显示达到最高，判断燃油压力调节阀基本无故障。
检查凸轮轴位置传感器G40和发动机转速传感器G28分配问题。
对发动机四个气缸进行缸压测量，拆下四个气缸的火花塞，测量此车缸压，四个缸缸压均在12个左右，测量时发现了一个奇怪的现象，将四个火花塞拆下，将速腾1.4T发动机抖动加速无力故障排除杨文华①;周英辉②（①北京交通运输职业学院，北京100000；②中国铁路北京局集团有限公司，北京100000）摘要:发动机抖动是汽车使用中常见的故障之一。
如果诊断思路不正确会延长修理时间、降低工作效率，因此，对发动机抖动故障应加以重视。
关键词:发动机；抖动；故障3.2利用互联网通信技术实行远程沟通远程沟通和交流在以往的汽车维修行业当中是难以实现的，维修人员的沟通只局限于面对面的直接沟通，利用互联网通信技术实行远程沟通可以打破以往沟通方式的地域限制时间限制，可以实现实时沟通。
实现远程沟通可以实现维修检测技术的共享，有利于汽车维修人员了解新型技术的速度。
将互联网通信技术应用到汽车维护与检修当中，能够达到培训的作用，实时远程沟通，可以不受地域限制帮助维修人员解决维修问题。
栏目编辑：桂江一 guijy@Maintenance Cases 维修实例32-CHINA ·May◆文/辽宁 刘海峰 李宁2015款一汽大众速腾发动机缺缸故障现象一辆2015款一汽大众速腾二手车，搭载EA211型1.4T缸内直喷发动机，行驶里程为53 800km。
据车主反映，该车行驶过程中发动机突然出现严重抖动，且加速不良，同时仪表台上的发动机故障灯点亮。
故障诊断与排除维修人员接车后，首先查验故障现象。
启动发动机，发现仪表台上的发动机故障灯点亮，但发动机怠速时运转正常。
踩下油门踏板，发动机转速很轻松提升至4 000r/min。
连接专用诊断仪，系统内存储有多个故障码(图1)：P1429-制动器真空泵启动，断路；P1503-发电机端子DF负荷信号不可信；P0300-检测到发动机缺缸；P0301-汽缸1检测到缺缸；P0302-汽缸4检测到缺缸。
图1 故障车上存储的故障码清除故障码后重新启动，发动机怠速、加速都正常，未发现车主反映的故障现象。
经与车主交流得知，该车故障现象出现在正常行车过程中。
于是维修人员只好上路进行测试。
经过反复试车，维修人员发现了车主反映的故障现象，且找到故障出现的规律。
当发动机转速超过2 000r/min并保持一段时间后，仪表台上的故障灯会点亮，同时发动机出现严重抖动。
另外，故障出现后关闭点火开关、再重新启动，发动机工作又恢复正常，且只要转速不超过2 000r/min，故障现象就不会再次出现。
也就是说，该车故障是发动机运行到一定条件后才会出现的。
一般情况下，导致发动机缺缸的可能原因有：点火不良、喷油器不工作或堵塞、汽缸压力过低、正时系统故障。
由于该车搭载的是缸内直喷发动机，本着由简到繁的原则，维修人员首先开始检查点火系统。
分别拆下1缸、4缸的点火线圈和火花塞，未发现任何异常。
为保险起见，维修人员又拆下2缸、3缸火花塞和点火线圈，并分别与1缸、4缸进行互换、再次进行路试，但故障依旧。
大众1.4LTsi发动机的结构特点及检修作者：高恩娟来源：《科学与财富》2017年第22期摘要：本论文主要介绍了1.4TSI发动机进气系统、冷却系统、供油系统及发动机管理系统，和大多数增压发动机一样，这个TSI发动机也只有一个废气涡轮增压，而不同的是该涡轮增压具有两个冷却系统，这样就能够延长涡轮增压器的使用寿命。
在供油方面，此款发动机采用了由凸轮轴驱动的机械式高压油泵，日后维护简单，成本较低。
关键词：1.4TSI，涡轮增压，直喷，速腾1 技术特点与数据与之前的两款TSI不同的是，这款1.4L TSI只使用了一个涡轮增压。
特殊的设计实现了在常用的低转速具有较大的扭矩。
从1500rpm到4000rpm都可以实现最大扭矩200Nm。
另外一个特别之处是在进气歧管中有一个的水冷式的中冷器，由于进气门和活塞的改进，从而取消了进气歧管翻板。
2 主要系统与部件2.1 单增压的废气涡轮增压器和大多数增压发动机一样，这个TSI发动机也只有一个废气涡轮增压。
由于很小的增压压力就能达到最大输出功率90KW，所以它可以很好的达到低速大扭矩和燃油消耗率的设计要求。
和以前的TSI发动机一样，涡轮增压和排气道共同构成一个总成。
为了在发动机关闭后，涡轮增压的轴承温度不致过高，涡轮增压器和冷却系统连通，同时也和润滑系统相连来保证轴承的润滑和冷却。
另外，电控的涡轮增压循环阀和用于旁通阀式的增压压力限制的压力单元也都集成在涡轮增压器总成上，见图2.1。
和之前的TSI发动机相比涡轮和叶轮的尺寸分别从45mm降至37mm和从51mm降至41mm。
旁通阀和压力单元内的膜片的直径都增大到26mm，从而一个比较低的压力就可以打开旁通阀。
这样就可以实现在低转速区域保持比较大的增压压力来保证好的动力性，同时，在部分负荷的时候降低增压压力来满足燃油经济性。
其作用是为了改善增压器的低速性能，将壳体做的小一点，这样会改善低速但是为了使高速增压器不超速，保证较高的可靠性这样就把发动机的一部分气体旁通掉。
New Sagitar安装位置编号 803 / 1版本 01.2018继电器继电器支架一览1 - 电控箱上的继电器支架❑发动机舱内左侧❑继电器位置分配→ 章节2 - 车载电网控制单元上的继电器支架❑驾驶员侧仪表板的下方❑12 芯继电器支架的继电器位置分配 → 章节发动机舱内左侧电控箱上的继电器一览发动机舱内左侧电控箱上的继电器一览（GP0)1 - 未占用❑继电器位置 R52 - 冷却液辅助泵继电器 -J496- (645)（到 2012 年 8 月止）❑继电器位置 R4❑仅限配备 1.4L TSI 发动机的汽车3 - 主继电器 -J271- (644)❑继电器位置 R34 - 冷却液继续循环继电器 -J151- (646)（自 2012 年 8 月起）❑继电器位置 1❑仅用于配备 1.8/2.0L TSI 发动机的汽车- 冷却液辅助泵继电器 -J496- (646)（自 2012 年 8 月起）❑继电器位置 1❑仅用于配备 1.4L TSI 发动机的汽车5 - 未占用❑继电器位置 26 - 刮水器电机的转换继电器 2 -J369- (646)❑继电器位置 R2❑仅限带 PR 编号（AW1）的车辆7 - 刮水器电机的转换继电器 1 -J368- (646)❑继电器位置 R1❑仅限带 PR 编号（AW1）的车辆发动机舱内左侧电控箱上的继电器一览(GP1)1 - 冷却液继续循环继电器 -J151- (644)1）❑继电器位置 R52 - 发动机部件供电继电器 -J757- (645)1）❑继电器位置 R43 - 主继电器 -J271- (644)❑继电器位置 R34 - 未占用❑继电器位置 15 - 未占用❑继电器位置 26 - 刮水器电机的转换继电器 2 -J369- (646/655)❑继电器位置 R2❑仅限带 PR 编号（AW1）的车辆7 - 刮水器电机的转换继电器 1 -J368- (646/655)❑继电器位置 R1❑仅限带 PR 编号（AW1）的车辆1)仅用于 2.0L TSI 的车辆仪表板下方 12 芯继电器支架的继电器一览（GP0)仅用于带 PR 编号(AW0)的车辆1-3 - 未占用4A - 燃油供应继电器 -J643- (646)4B - 燃油泵供电继电器 -J17- (646)5 - 供电继电器 1，端子 75 -J680- (645)（到 2012 年 8 月止）6 - 供电继电器，总线端 50 -J682- (645)7 - 端子 15 供电继电器 -J329- (645)8 - 近光灯继电器 -J331- (645)9 - 供电继电器 2，端子 15 -J681- (645)10 - 前雾灯继电器 -J5- (645)（到 2012 年 8 月止）- 供电继电器 1，端子 75 -J680- （644）（自 2012 年 8 月起）11 - 未占用12 - 转换器盒 -J935- (499）仅用于带 PR 编号（AW1）的车辆1A - 双音喇叭继电器 -J4- （646）1B - 大灯清洗装置继电器 -J39- （646）❑仅用于带大灯清洗的汽车2 - 起动机继电器 2 -J907- （507）❑仅用于带起动/停止（Start/Stop)系统的汽车3 - 未占用4A - 冷却液继续循环继电器 -J151- (646)（到 2012 年 8 月止）❑仅限配备 1.8L TSI 发动机的车辆4B - 发动机部件供电继电器 -J757- (646)❑仅限配备 1.8/2.0L TSI 发动机的车辆5 - 供电继电器 1，端子 75 -J680- (645)（到 2012 年 8 月止）6 - 供电继电器，总线端 50 -J682- (645)❑仅用于不带起动/停止（Start/Stop)系统的汽车- 起动机继电器 1 -J906- (645)❑仅用于带起动/停止（Start/Stop)系统的汽车7 - 未占用8A - 加热或后窗玻璃继电器 -J9- (646)8B - 未占用9 - 供电继电器 2，端子 15 -J681- (645)10 - 供电继电器 1，端子 75 -J680- （644）（自 2012 年 8 月起）11-12 - 未占用仪表板下方 12 芯继电器支架的继电器一览(GP1)仅用于带 PR 编号(AW0)的车辆1 - 端子 75x 供电继电器 -J694- (644/645)2 - 起动机继电器 2 -J907- (507)❑仅用于带进入及起动许可的车辆3-4 - 未占用5 - 转换器盒 -J935- (523)6 - 未占用7 - 起动机继电器 1 -J906- (645)❑仅用于不带进入及起动许可的车辆8 - 未占用9 - 继电器，用于端子 15 -J940- (645)10 - 未占用11A - 燃油泵继电器 -J17- (646)11B - 燃油供应继电器 -J643- (646)❑仅用于不带进入及起动许可的车辆12-15 - 未占用仅用于带 PR 编号(AW1)的车辆1 - 端子 75x 供电继电器 -J694- (644/645)2 - 起动机继电器 2 -J907- (507)❑仅用于带起动 / 停止（start/stop）系统的汽车❑仅用于带进入及起动许可的车辆3A - 前雾灯继电器 -J5- (525)❑仅用于带低端氙气灯的车辆3B-4 - 未占用5 - 可加热后窗玻璃继电器 -J9-6 - 未占用7 - 起动机继电器 1 -J906- (645)❑仅用于带起动 / 停止（start/stop）系统的汽车❑仅用于不带进入及起动许可的车辆8 - 未占用9 - 继电器，用于端子 15 -J940- (645)2）10A - 双音喇叭继电器 -J4- (646)10B - 未占用11-15 - 未占用2)至 2015 年 8 月止仅用于带 PR 编号(AW1)2.0L TSI 发动机的车辆1-5 - 未占用6 - 起动机继电器 2 -J907- (507)7 - 端子 75x 供电继电器 -J694- (645)8-9 - 未占用10 - 可加热后窗玻璃继电器 -J9- (646) 11-12 - 未占用13A - 双音喇叭继电器 -J4- (646)13B - 大灯清洗装置继电器 -J39- (646)14 - 继电器，用于端子 15 -J940- (645)15 - 未占用。
摘要本篇论文主要分析了大众速腾轿车常见的故障，雨刮器高速档位故障、制动灯不亮故障、亏电故障、轿车跑偏故障以及亏电无法启动故障等。
速腾是一款中等家庭适用轿车，最大的缺点是异响问题，多注意保养维修，大众速腾是一款的不错的实用车型。
本文针对大众速腾经常出现的一些问题，选取一些真实案例，分析了速腾轿车出现问题的原因，并做出诊断，最后对每一个问题都予以排除。
关键词：大众速腾；雨刮器高速档位故障；制动灯故障；亏电故障；跑偏故障；目录绪论 (3)一、速腾轿车雨刮器高速挡位失效故障检修 (3)（一）故障现象 (3)（二）故障分析与排除 (3)（三）故障小结 (4)二、速腾轿车制动灯不亮故障检修 (5)（一）故障现象 (5)（二）故障分析与排除 (5)（三）故障小结 (6)三、速腾轿车偶发性无法启动故障检修 (6)（一）故障现象 (6)（二）故障分析与排除 (7)（三）故障小结 (8)四、速腾轿车亏电故障诊断与排除 (8)（一）故障现象 (8)（二）故障分析与排除 (8)（三）故障小结 (10)五、速腾轿车跑偏故障诊断与排除 (10)（一）故障现象 (10)（二）故障分析与排除 (10)（三）故障小结 (12)结论 (12)参考文献 (13)致谢 (14)大众速腾轿车常见故障诊断与维修绪论本篇论文以大众速腾轿车常见故障为主题，通过查阅资料分析和总结对速腾发动机几个常见的故障及检修方法进行了重点的介绍。
一般来说，出现故障，不要不加分析的乱拆乱卸，首先要观察各诊断，查找出故障部位，分析故障原因，然后解体故障部位，确切的找出造成故障的原因，然后加以解决。
盲目的拆卸只会增加检修的难度，浪费大量时间，一定要在发现问题之后，通过分析诊断问题，发现要解决的目标部位，利用的合适的方法快速进行故障排除，并多次实验以确保轿车故障排除。
一、速腾轿车雨刮器高速挡位失效故障检修（一）故障现象有一辆2016年生产的大众速腾轿车，发动机型号CSTO。
The 1.4l TSI* engine is the world’s first petrol engine with direct petrol injection and dual-charging. Volkswagen is thus laying another milestone in engine development.* The term “TSI” is a protected abbreviation of Volkswagen.S359_002On the following pages, we will introduce you to the design and function of the new 1.4l TSI engine with dual-charging.Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4Engine mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Poly-V-belt drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6Timing chain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8Cylinder head and valve train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10Dual-charging with supercharger and turbocharger . . . . . . . . . . . . . . . . . 11 Crankcase breather and ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22Dual-circuit cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24Demand-regulated fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Engine Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28CAN networking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30Engine Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46Functional Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60Test Y ourself. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62ContentsIntroductionThe special concept behind this engine is, above all,the combination of direct petrol injection, dual-charging and downsizing.-Volkswagen used direct petrol injection for the first time in the Lupo FSI model year 2001.-In dual-charging, the engine is charged by amechanical compressor and/or a turbocharger.-Downsizing is replacing a large-capacity engine with a powerplant with smaller displacement and/or fewer cylinders. This reduces the internal frictionand this the fuel consumption without the power ortorque being reduced.Special Technical FeaturesTechnical features●Two output versions delivering 103kW and 125kW ●Bosch Motronic MED 9.5.10●Homogenous mode (Lambda 1)●Double injection catalytic converter heating●Turbocharger with waste gate●Additional mechanical supercharger●Intercooler●Maintenance-free timing chain●Engine cover with vacuum tank for the intakemanifold flap control ●Plastic intake manifold●Continuous inlet camshaft timing adjustment●Grey cast iron cylinder block●Steel crankshaft●Duo-centric oil pump●Dual-circuit cooling system●Fuel system regulated according to requirements ●High-pressure fuel pump with a delivery pressureof up to 150 barS359_003Thanks to this concept, it has greater performance than engines with the same output and also consumes less fuel. It therefore meets customer demands for economic FSI engines with a high level of dynamism.Technical data1.4l/125kW TSI enginerpmNmkWS359_093Torque [Nm]Power [kW]rpmNmkWS359_094Power [kW]Torque [Nm]Torque and power diagramThe different output and torque levels are achieved using software. The engine mechanics are the same in both engines.1.4l/103kW TSI engineTechnical dataEngine code BMYBLGType 4-cylinder in-line engine 4-cylinder in-line engine Displacement 13901390Bore 76.576.5Stroke75.675.6Valves per cylinder 44Compression ratio 10:110:1Maximum output 103 kW at 6,000 rpm 125 kW at 6,000 rpm Maximum torque 220 Nm at 1,500 – 4,000 rpm 240 Nm at 1,750 – 4,500 rpm Engine management Bosch Motronic MED 9.5.10Bosch Motronic MED 9.5.10FuelSuper unleaded RON 95Super Plus at RON 98(Super unleaded at RON 95 with slightly higher consumption and torque reduction in the low rev ranges)Exhaust gas treatment Main catalytic converter,Lambda control Main catalytic converter,Lambda control Emissions standardEU 4EU 4Engine mechanicsAlternator belt pulleyBelt tensionerAir-conditioning compressor belt pulleyAncillary components drive beltCompressor beltpulleyCamshaft beltpulleyCoolant pump pulleyPulley for supercharger magnetic clutch N421Tensioning pulleySuperchargerdrive belt TensioningpulleyPoly-V-belt driveS359_004The 1.4l TSI engine has two poly-V-belts.-The ancillary component drive belt is a six-groove poly-V-belt. It drives the coolant pump, the alternator and the air-conditioning compressor from the camshaft pulley.-The supercharger drive belt is a five-groove poly-V-belt. It drives the compressor via the magnetic clutch pulley when the magnetic clutch is engaged.A tensioning pulley ensures that the ancillary component and supercharger belts are correctly tensioned. The tensioning pulley after the crankshaft pulley also ensures that the poly-V-belt runs correctly around the crankshaft pulley and coolant pump pulley.Hydraulic chain tensioner Tensioning railSprocket for camshaft driveSprocket for driving camshafts and oil pump Oil pump drive toothed chainOil pump sprocketSlide railSpring-loaded chain tensioner Sprocket forinlet camshaft with vaneadjusterOutlet camshaftsprocketS359_005Chain driveBoth the camshafts and also the oil pump are driven by the crankshaft via a maintenance-free timing chain.Camshaft timing adjustmentA load- and engine speed-dependent vane adjuster is used for the continuous inlet camshaft adjustment. The adjustment range is a maximum 40° crank angle.The camshaft adjustment allows:-Very good internal exhaust gas recirculation and -improved torqueband.Oil pump driveThe oil pump is driven by a toothed chain with 8 mm pitch for improved sound.It is tensioned by a spring-loaded chain tensioner.Camshaft driveThe toothed chain drive has been optimised due to the greater loading. The toothed chain has hardened pins and heavy-duty link plates that have been adapted to the chain forces.The toothed chain is tensioned by a hydraulic chain tensioner.S359_006Cylinder liningOuter wallEngine MechanicsCylinder blockAs with the 1.4l/66kW and 1.6l/85kW FSI engines, the cylinder block has a so-called open-deck design. This means that there are no webs between the outer wall and the cylinder lining.This has two advantages:-No air bubbles can form in this area which would lead to ventilation and cooling problems particularly with the dual-circuit cooling system,-When the cylinder head is bolted to the cylinder block, the cylinder liner deformation caused by the decoupling of the cylinder liner and cylinder block is less and more even than with a closed-deck design with webs. This results in lower oil consumption as the piston rings compensate this deformation better.The cylinder block on the 1.4l TSI engine is made from grey cast iron with lamellar graphite. This guaranteessufficient operating safety at the high combustion pressures of the TSI engine. Due to the high strength of a cylinder block made from grey cast iron with lamellar graphite compared with one made from diecast aluminium,the camshaft may be removed.Y ou will find further information on the 1.4l/66kW and 1.6l/85kW FSI engines in self-study programmes 296 “The 1.4l and 1.6l. FSI engine with timing chain” and 334 “The fuel system in FSI engines”.Crankshaft driveCamshaftPiston pinConnecting rodPistonCoated piston skirtS359_007The crankshaft drive consists of the crankshaft, the connecting, the bearing shell, the piston and the piston pin. Several modifications have been made to the crankshaft drive as the forces occurring on the 1.4l TSI engine are considerably higher than with the previous FSI engines.PistonThe pistons are made from diecast aluminium.A combustion chamber recess with a deflector has been worked into the piston base. This leads to a strong swirling of the intake air and thus to a very good mixture formation.The outlet side of the piston is cooled with a piston cooling system. The jets open at 2.0 bar.The friction of the piston package has been reduced by a graphite coating on the piston skirt and a greater skirt-to-wall clearance of 55 µm.The piston pin diameter has been increased from 17 to 19 mm due to the high ignition pressure.CamshaftThe forged crankshaft is made from steel and is stiffer than the cast crankshaft on the 1.4l/66kW FSI engine.Above all, this reduces the noises from the engine.Connecting rodThe connecting rods are fracture-split. Therefore only the same two components fit together, they are cheap to produce and good positive engagement is formed.Engine MechanicsS359_097High-pressure fuel pumpRoller tappetPump camCamshaft caseInlet camshaftThe cylinder head is the same as on the 1.4l/66kW FSI engine except for a few modifications.Several changes have been made to the valve train due to the greater loads and exhaust gas temperatures.●Due to the higher loads, the outlet valves arereinforced on the valve seats and the valve springs are heat-treated.●Due to the higher exhaust gas temperatures, the outlet valves are filled with sodium for better heat transfer. This reduces the temperature at the outlet valves by approx. 100°C.Camshaft caseThe camshafts, which are mounted on three bearings, are inserted into the camshaft case. Their axial play is limited by the cover and the camshaft case.The high-pressure fuel pump is bolted to the camshaft case. It is driven by a double cam on the inletcamshaft. Due to the higher injection pressures and the fuel quantities to be delivered compared with previous FSI engines, the pump stroke has beenincreased from 5 to 5.7 mm. The friction is reduced by a roller tappet between the high-pressure fuel pump and camshaft and halves the drive moment of the high-pressure fuel pump.The seal between the camshaft case and cylinder head is formed with a liquidgasket. Please note the repair instructions in ELSA.S359_008Inlet valve Outlet valveCylinder headCylinder head and valve train11Dual-charging with supercharger and turbochargerMechanical superchargerS359_009S359_092TurbochargerSuperchargerThe supercharger is a mechanical charger that is activated by a magnetic clutch.Advantages:-Faster build up of boost pressure-High torque at low revs-Only activated when required-No external lubrication and cooling necessaryDisadvantages:-Requires drive power from engine-Boost pressure is produced at any engine speed and is then regulated with part of the generated power being lost againTurbochargerThe turbocharger is constantly powered by the exhaust gas.Advantages:-Very good efficiency due to use of exhaust gas energy Disadvantages:-In a small engine, the boost pressure produced in the low rev ranges is not sufficient to generate high torque-High thermal loadingCurrent charged engines mostly use turbochargers. The 1.4l TSI engine is the first to use a combination of supercharger and turbocharger. That means the engine is charged by a supercharger in addition to the turbocharger depending on the torque requirements.12Engine MechanicsS359_010Mechanical supercharger Superchargerdrive beltCatalytic converter IntercoolerExhaust manifoldMagnetic clutchAncillarycomponents drivebeltRegulating flap control unit J808ExhaustgasThrottle valve module J338Fresh airIntake manifoldIntake manifold pressure sender (supercharger) G583with intake air temperature senderG520Air filterCharge air pressure sender G31 with intake airtemperature sender G299Intake manifold pressure sender G71 with intake air temperature sender G42Charge pressurecontrol solenoid valve N75Pressure canisterTurbochargerWaste gate flapSchematic diagram of all supercharging componentsThe schematic diagram shows the basic set-up of the “dual-supercharging” system and the path of the fresh intake air.Air is drawn in through the air filter.The position of the regulating flap is defined in the regulating flap control unit determining whether the air flows via the supercharger and/or straight to the turbocharger.The air flows from the turbocharger via the intercooler and the throttle valve module into the intake manifold.Turbocharger air recirculation valve N24913The diagram shows the working ranges of the mechanical supercharger and the turbocharger. Depending on the torque requirements, the engine control unit determines whether the required boost pressure is generated and, if yes, how. The turbocharger works during the all of the coloured areas. The exhaust gas power is not sufficient in the lower rev ranges to produce the required boost pressure on its own, however.Working ranges of the supercharging componentsT o r q u e [N m ]Engine speed [rpm]S359_011Requirement-dependent boost range of superchargerUp to a maximum engine speed of 3,500 rpm, the supercharger is activated when necessary. This is, for example, necessary when the car is driven at a constant speed in this range and then accelerates quickly. Due to the slow response of the turbocharger, acceleration would be delayed (turbo lag). Therefore the supercharger is activated and the required boost pressure is reached as quickly as possible.Constant boost range of superchargerFrom a minimum torque requirement and up to an engine speed of 2,400 rpm, the supercharger is constantly activated. The supercharger boost pressure is controlled via the regulating flap control unit.Exclusive turbocharger boost rangeIn the green area, the turbocharger manages to produce the necessary boost pressure on its own. Theboost pressure is controlled by the charge pressure control solenoid valve.Engine MechanicsImplementation of working rangesNaturally aspirated mode at low loadThe regulating flap is fully open in naturally aspirated mode. The intake air flows via the regulating flap control unit to the turbocharger. The turbocharger is already driven by the exhaust gas, but the exhaust gas energy is so low that it only produces a small boost pressure.The throttle valve is opened depending how far the driver presses the accelerator and there is a vacuumin the intake manifold.Supercharger and turbocharger operation at higher loads and engine speeds up to 2,400 rpmIn this range, the regulating flap is closed or partly opened to regulate the boost pressure. The supercharger is activated via a magnetic clutch and is driven by the supercharger drive belt. The supercharger draws in air and compresses it. The compressed fresh air is pumped by the supercharger to the turbocharger. There the compressed air is compressed even more.The boost pressure of the supercharger is measured by the intake manifold pressure sender G583 and regulated by the regulating flap control unit. The overall boost pressure is measured by the charge air pressure sender G31.The throttle valve is completely open. A pressure of up to 2.5 bar (absolute) is built up in the intake manifold.Depending on the load and rev range, the engine control unit calculates how the required quantity of fresh air should reach the cylinder to create the required torque. It determines whether the turbocharger can produce the boost pressure on its own or whether the compressor needs to be activated.S359_0161415Turbocharger and supercharger operation at high loads and revs between 2,400 and 3,500 rpm In this range, the boost pressure is produced at, for example, constant speed, by the turbocharger alone. If the car now accelerates quickly, the turbocharger would be too slow to generate the boost pressure fast enough. There would be turbo lag. To avoid this, the engine control unit activates the supercharger briefly and adjusts the regulating flap control unit according to the required boost pressure. It helps theturbocharger produce the necessary boost pressure.Turbocharger operationFrom an engine speed of approx. 3,500 rpm, the turbocharger can produce the required boost pressure on its own at any load point.The regulating flap is fully open and the intake air flows straight to the turbocharger. The exhaust gas energy is now sufficient in all conditions to produce the boost pressure with the turbocharger.The throttle valve is completely open. A pressure of up to 2.0 bar (absolute) is built up in the intake manifold. The boost pressure of the turbocharger is measured with the charge air pressure sender G31 and regulated by the charge pressure control valve.S359_017SuperchargerRegulating flap SuperchargerRegulating flap16Engine MechanicsSupercharger driveThe supercharger is activated as required and is driven by the coolant pump via an auxiliary drive.The auxiliary drive is activated with a maintenance-free magnetic clutch on the coolant pump module.Due to the ratio of the crankshaft belt pulley to the supercharger belt pulley as well as a internalsupercharger gear ratio, the supercharger turns at five times the crankshaft speed. The maximum speed of the supercharger is 17,500 rpm.Supercharger drive beltPulley for magnetic clutch for superchargerCoolant pumppulleyCompressor beltpulleyTensioning pulleyCamshaft beltpulleyMechanical superchargerThe mechanical supercharger is bolted to the cylinder block on the intake manifold side after the air filter. Due to the shape of its two compressor rotors, it is also called a twin-screw supercharger.The boost pressure is controlled via a regulating flap control unit. The maximum boost pressure that the supercharger produces is about 1.75 bar (absolute).Pressure side Suction side S359_023RotorsThe supercharger may not be opened. The chamber containing the speed step gear and the synchronous gear is filled with oil. It is filled for life.Synchronous gear S359_037Rotors Speed step gearSuperchargerS359_014Supercharger17How it works:Supercharger functionThe two supercharger rotors have been designed so that, when they rotate, the space on the intake side becomes larger. The fresh air is drawn in andtransferred to the pressure side of the supercharger by the rotors.On the pressure side, the chamber between the two supercharger rotors becomes smaller again. The air is pushed towards the turbocharger.Supercharger boost pressure regulationThe boost pressure is regulated by the position of the regulating flap. When the regulating flap is closed, the supercharger produces the maximum boostpressure at this engine speed. The compressed fresh air is pumped to the turbocharger. If the boost pressure is too high, the regulating flap is opened slightly. Now part of the intake air is sent to the turbocharger and the rest via the partly openedregulating flap to the intake side of the supercharger. The boost pressure is reduced. On the intake side, the air is drawn in again and compressed. This relieves supercharger and the required drive power for the supercharger is reduced. The boost pressure is measured by the intake manifold pressure sender(supercharger) G583.18Insulating foamHousingSound-proofing on discharge sideSupercharger drive beltSound-proofing on fillsideInsulating foamHousing SuperchargerEngine MechanicsNoise insulation of superchargerTo keep the mechanical noise from the supercharger low ...-the gearing has been modified, e.g. meshing angle and twisting play,-the supercharger shafts have been stiffened and -the supercharger case has been reinforced with special ribs.To reduce the noises upon intake and compression ...-both sides (fill and discharge side) of the supercharger have been sound-proofed,-the supercharger has been encapsulated and the housing parts also lined with insulating foam.SuperchargerDuring fast acceleration, the supercharger can “whine” at rev ranges between 2,000 – 3,000 rpm. This is the normal turbine-like operating noise of a supercharger.Magnetic clutchWhen the magnetic clutch is switched off, three leaf springs pull the friction plate back to the starting position.Due to the high forces, a normal “clicking” of the magnetic clutch can occur. This can occur up to an engine speed of 3,400 rpm.Due to the arrangement of the supercharger in the direction of the passenger cell, the remaining noises can beheard by the occupants. Several measures have been taken to reduce the noise level.S359_10419Coolant connectionTurbocharger system componentsTurbocharger moduleThe turbocharger forms a module with the exhaust manifold.Both are made from highly heat-resistant cast steel due to the exhaust gas temperatures.The turbocharger has been incorporated in thecooling system to protect the shaft bearings from high temperatures. A circulating pump ensures that the turbocharger does not overheat for up to 15 minutes after the engine has been turned off. This prevents steam bubbles forming in the cooling system.The shaft bearings are connected to the oil system for lubrication.Furthermore the electrical recirculation valve for the turbocharger and a pressure canister for boostpressure limitation with the waste gate are part of the turbocharger module.Exhaust manifoldUp to now in petrol engines, the mixture was enriched early due to the high exhaust gas temperatures.The exhaust manifold on the 1.4l TSI engine is designed for exhaust gas temperatures up to1,050 °C. As a result, the engine can be run with a high boost pressure and with Lambda 1 in almost all map ranges.S359_020S359_021Pressure canister for boostpressure limitationWaste gateTurbocharger Exhaust manifoldTurbocharger airrecirculation valveTurbocharger moduleOil connectionEngine MechanicsIntercoolerThe TSI engine uses an intercooler. This means that the charge air flows through a cooler and releases its heat via the aluminium fins. These are cooled by the surrounding air.S359_024Turbocharger IntercoolerFrom turbochargerRegulating flapcontrol unit J808Throttle valvemodule J338From superchargeror from theregulating flapcontrol unitTo throttle valvemoduleOnce the intake air has passed the turbocharger, it is very hot. It is heated to up to 200°C mainly by thecompression process, but also by the high temperature of the turbocharger.As a result, the air has a lower density and less oxygen will reach the cylinder. Cooling the air to just above theambient temperature, will increase the density and more oxygen is fed to the cylinders.Furthermore the knocking tendency and the production of nitrogen oxide are reduced.2021Crankcase breather and ventilationS359_025S359_086Crankcase breatherThe crankcase breather allows the crankcase to be rinsed out and thus reduces the formation of water in the oil. The breather is in the form of a hose from the air filter to the camshaft housing.Crankcase ventilationUnlike conventional naturally-aspirated engines, the crankcase ventilation system for a charged engine is more complex. While there is a constant vacuum in the intake manifold of a naturally aspirated engine, it is up to 2.5 bar (absolute) in the TSI engine. Oil separationThe gases are drawn out of the crankcase by the vacuum.In the labyrinth and in the cyclone oil separator, the oil is separated from the gases and drips back into the oil sump.Gases are sent to the intake air as followsThe gases flow from the timing chain case to the check valve for the crankcase ventilation.Depending on whether the pressure is lower in the intake manifold or in front of the regulating flap control unit, the return valve will open and allow the gases to pass through. In the intake manifold or in front of the regulating flap control unit, the gases mix with the intake air andare fed to the combustion chamber.A throttle in the connecting hose to the intake manifold limits the throughput when the vacuum pressure becomes too high in the intake manifold. A pressure regulating valve is therefore no longer necessary.Oil separatorOil return To the check valve for the crankcase breatherTo intake manifold with throttleTo intake manifoldFrom valve bodyCheck valve for crankcase breatherGases22Engine MechanicsOil supplyOil circuitThe oil circuit differs from the one used in the1.6l/85kW FSI engine because of the turbochargerand the piston cooling system.Colour legendOil pickupOil sendOil returnOil pump driveThe duo-centric oil pump is bolted to the bottom of thecylinder block and is driven by the crankshaft via amaintenance-free toothed chain.Due to the exhaust gas turbocharger and the pistoncooling system, a greater oil delivery volume isrequired. This has been achieved with a greatertransmission ratio from the crankshaft sprocket to theoil pump sprocket.The chain is tensioned by a steel spring on the chaintensioner.S359_026Oil returnRegulatedduo-centric oil pumpTurbochargerOil pickupOil filterToothed chainS359_027Oil pump sprocketCrankshaft sprocket Steel spring forchain tensionerPiston coolingnozzles23Oil pressure above 3.5 barThe oil pressure (yellow arrows) presses the control ring against the control spring. The outer rotor is also rotated in the direction of the arrows and the space between the inner and outer rotor becomes smaller. As a result, less oil is transported from the fill to the discharge side and pushed into the oilcircuit. The oil pressure also decreases with the oil quantity.Oil pressure below 3.5 barThe control spring presses the control ring against the oil pressure (yellow arrows). The outer rotor also turns with the control ring and thus enlarges the space between the inner and outer rotor. As a result, more oil is transported from the fill to the discharge side and pushed into the oil circuit. The oil pressure also increases with the oil quantity.Regulated duo-centric oil pumpThe regulated duo-centric oil pump has been taken from the current FSI engines. The oil pressure of 3.5 bar is regulated with the oil delivery quantity over almost the whole rev range.This has the following advantages:-the drive power of the oil pump is reduced by up to 30%,-the oil quality is not affected so much as less oil is circulated,-the oil foaming in the oil pump is minimised because the oil pressure is the same across the whole rev range.Discharge side Fill side Outer rotorS359_029Control ringTo the oil circuitInner rotorControl springFrom the oil sumpS359_028Discharge side Control ringControl springFrom the oil sumpFill side Outer rotorTo the oil circuitInner rotor。
♦不允许弄脏尾件（镜头）或用手指触碰。
♦不允许加热光缆。
♦两个光缆或铜导线与光缆绞合是不允许的。
7.4.4维修 CAN 总线♦CAN 总线电缆可使用无屏蔽双股导线 -1- 和 -2-（横截面积为0.35 mm 2 或者 0.5 mm 2）。
♦CAN 总线电缆的颜色代码可参考下表：♦即可利用合适横截面的维修导线也可以利用备件目录中已绞合的导线“绿/黄”或“白/黄” 维修 CAN 总线 ⇒ 备件目录（ETKA）。
♦维修时两根总线导线必须长度相同。
导线 -1- 和 -2- 绞合时绞距必须为 A = 20 mm。
♦未绞合的导线，例如在焊接连接件区域-箭头-，线段长度不得超过 B = 50 mm。
♦在维修位置贴上黄色胶带，以便识别先前的维修。
7.4.5更换天线导线为天线导线的维修开发了一个新的方案。
目前，配件中用不同长度的连接导线和不同的适配接口导线代替整个天线导线。
概述：♦天线导线不得维修，而是只能在需要维修时，用原装提供的连接导线和适配接口导线备件更换。
♦备件在 ⇒ 备件目录（ETKA）中： 特别目录；电气连接；原厂配件；子目录 35 自图号 035-20 开始 寻找。
♦这些原装配件适用于所有要更换的各种导线截面的天线导线。
♦作为备件，天线导线的插接外壳只有一种颜色，但是可以用于所有颜色的天线插头。
♦各种天线插头的更换没有列在维修事件中。
♦这些导线可以用在带有各种天线导线截面的以前所有大众车型上。
♦所有接口和连接导线适用于所有的发射和接收信号。
♦该维修方案也可以用作检测或者加装装备的解决方案。
CAN 高速电缆，驱动桔黄色／黑色CAN 高速电缆，舒适 / 便利功能 桔黄色／绿色CAN 高速电缆，信息娱乐桔黄色／紫色CAN 低速电缆（所有）桔黄色／棕色A BN97-026112天线导线的装配图：举例： 收音机到天线的天线导线损坏。
维修时需要如下导线：1-连接到收音机的适配接口导线。
长度约为 30 cm。
技师⼿册⼀汽⼤众速腾篇前⾔经验是最好的⽼师，此⽂由陈⼯多年在⼀汽⼤众4S店的维修经验总结编写，希望对⼴⼤汽修同仁能有所帮助，遇到同类故障代码及故障现象时作为参考，少⾛弯路。
0112款速腾1.4T发动机灯亮、⾼速⽆⼒故障诊断：电脑读取发动机系统存有⼀00665—增压压⼒控制没有达到控制极限（静态）故障代码，进⼊发动机数据流01-08-115读取增压测量值未见异常。
这种情况应该重点检查电磁阀N75的真空控制装置，其低压端真空管路发⽣堵塞，导致的⾼速调节不良，⽆⼒。
故障排除：更换吸油管（真空管）。
0208款速腾空调不制冷故障诊断：检查空调冷媒正常，系统⽆故障代码。
读取空调数据流⼀组⼀区，显⽰代码为：8，含义为环境温度过低，读取数据流4区2组，显⽰为0度，这⾜以说明空调不⼯作主要就系统检测到环境温度过低（低于3度）导致。
这种情况应该先断开电池头30秒，让系统复位，如不能恢复再检测传感器及相关线路。
故障排除：⼀般断电复位可以恢复。
03速腾1.6发动机灯报警故障诊断：电脑检测系统存有16795-⼆次空⽓喷射系统检测不到正确的空⽓流量（间歇式）。
查看其他各主要数据，未发现异常。
对⼆次空⽓泵进⾏⾃诊断测试，能够正常⼯作，这种情况⼤多主是由于机械组合阀有堵塞现象导致（通病）。
故障排除：更换机械组合阀。
04速腾发动机灯报警故障诊断：电脑检测存有⼀故障码为08825⼀发动机进⽓系统中的空⽓泄漏，静态。
读取发动机3组3区节⽓门电位计数值为0.0%(正常为2-5之间），说明有漏⽓的可能性是很⼤的，电脑会调节节⽓门⾓度变⼩，减少进⽓量。
这种情况如果检测发动机外表没发现漏⽓现象，应重点检查炭罐电磁阀的进⽓管，⼤多是其内部的两个单向阀损坏导致。
故障排除：更换炭罐电磁阀进⽓管。
05速腾2.0⾃动空调制冷差故障诊断：电脑检测⽆相关故障代码，读取空调测量值压缩机⼯作电流能达到0.82A，但是压缩机负荷只为4.0 N·m，标准正常值应在7.0^-8.0 N·m，负荷应随着系统压⼒的变化⽽变化，系统压⼒越⾼，则负荷越⼤，这⾜以说明压缩机内部故障导致空调系统异常。
汽修案例丨全新速腾1.4TSI加速无力故障，不要随意更换零部
件
车型：速腾1.4TSI行驶里程：19215KM故障现象：正常行驶时急加速发动机动力不足。
诊断过程：1、首先用VAS6150进行电脑检测，发动机控制单元里有以下故障码。
2、根据故障码进行分析，一般有以下几种原因：（1）增压压力传感器本身损坏（2）线路中存在断路虚接（3）发动机控制单元故障
3、用诊断仪VAS6150读取增压压力传感器数值。
（故障车辆）
（正常车辆）4、由上面数据可以看出增压压力传感器现在是处于非工作状态，查看电路图。
对比正常车辆此车测量结果正常，说明发动机控制单元到增压压力传感器之间线路正常。
5、由上面测量初步判断增压压力传感器损坏
导致，试更换其它车辆压力传感器试车故障排除，但是当车辆停车熄火后再次启动发动机行驶一段距离后故障再次出现。
6、回忆整个测量过程，应该是在测量时碰到或插拔插头导致故障消失。
7、重新检查线路时发现增压压力传感器插头内部插孔间隙过大，从而导致插头与增压压力传感器有时接触不良导致故障。
原因分析：由于出厂时插头间隙过大导致插头虚接。
处理方法：处理增压压力传感器插头。
专用工具/设备：VAS6150B 、万用表、电路图案例点评及建议：在维修偶发故障时要思路清晰，有目的检查，不要随意更换零部件防止一些偶发故障不能再现。
1.4 L - Motronic/88 kW，发动机型号代码 CAXA 自 2008 年 7 月起提示：相关信息：♦继电器位置分配和保险丝位置分配♦多芯插头连接♦控制单元和继电器♦接地连接⇒ 安装位置一览！相关信息：♦故障查询程序⇒ 引导型故障查询ws=白色sw=黑色ro=红色br=褐色gn=绿色bl=蓝色gr=灰色li=淡紫色ge=黄色蓄电池、起动机、三相交流发电机、保险丝A蓄电池B起动机C三相交流发电机C1电压调节器J519车载电源控制单元SA1保险丝架 A 上的保险丝 1SA5保险丝架 A 上的保险丝 5SC12保险丝架 C 上的保险丝 12SC27保险丝架 C 上的保险丝 27T2 2 芯插头连接T2c 2 芯插头连接，在起动机附近（针对未配备空调的汽车）T3ba 3 芯插头连接T4t 4 芯插头连接，在起动机附近（针对配备空调的汽车）U11内部插座，230 V、110 V1接地带、蓄电池 - 车身12接地点，在发动机舱内左侧507螺栓连接（30），在蓄电池保险丝架上652变速箱和发动机接地的接地点A17连接（61），在仪表板线束中B169正极连接 1（30），在车内线束中91011121314ws=白色sw=黑色ro=红色br=褐色gn=绿色bl=蓝色gr=灰色li=淡紫色ge=黄色冷却液辅助泵继电器、车载电源控制单元、接线端 15 供电继电器 2、接线端 50 供电继电器G65高压传感器J496冷却液辅助泵继电器J519车载电源控制单元J681接线端 15 供电继电器 2J682接线端 50 供电继电器SB20保险丝架 B 上的保险丝 20SC2保险丝架 C 上的保险丝 2SC4保险丝架 C 上的保险丝 4T3c 3 芯插头连接T9b9 芯插头连接T14a14 芯插头连接，在蓄电池附近T4040 芯插头连接V50冷却液循环泵A2正极连接（15) ，在仪表板线束中A20正极连接（15a），在仪表板线束中A41正极连接（50) ，在仪表板线束中A199正极连接 4（15a），在仪表板线束中-••-仅针对配备可变保养周期显示器的汽车1516171819202122232425262728373839404142dws =白色sw =黑色ro =红色br =褐色gn =绿色bl =蓝色gr =灰色li =淡紫色ge =黄色燃油存量表传感器、预供给燃油泵、车载电源控制单元、燃油泵控制单元G 燃油存量表传感器G6预供给燃油泵J519车载电源控制单元J538燃油泵控制单元，在燃油存量表传感器附近SB6保险丝架 B 上的保险丝 6SB15保险丝架 B 上的保险丝 15SB24保险丝架 B 上的保险丝 24SB28保险丝架 B 上的保险丝 28T3j 3 芯插头连接T5b 5 芯插头连接T10v 10 芯插头连接T4040 芯插头连接U512 V 插座78接地点，右侧 B 柱下部383接地连接 18，在主线束中E30接线（87a），在发动机线束中eD784344454647484950515253545556ddD182ws=白色sw=黑色ro=红色br=褐色gn=绿色bl=蓝色gr=灰色li=淡紫色ge=黄色Motronic 供电继电器J271Motronic 供电继电器，在电控箱上，在发动机舱内左侧 (100)J519车载电源控制单元SB10保险丝架 B 上的保险丝 10SB13保险丝架 B 上的保险丝 13SB14保险丝架 B 上的保险丝 14SB22保险丝架 B 上的保险丝 22SB23保险丝架 B 上的保险丝 23T14a14 芯插头连接，在蓄电池附近T4040 芯插头连接D78正极连接 1 (30a)，在发动机舱线束中D182连接 3（87a），在发动机舱线束中*仅针对配备手动变速箱的汽车D182eD78656667686970dws =白色sw =黑色ro =红色br =褐色gn =绿色bl =蓝色gr =灰色li =淡紫色ge =黄色发动机控制单元J519车载电源控制单元J527转向柱电子装置控制单元J623发动机控制单元，在排水槽内中部T20d 20 芯插头连接T9494 芯插头连接131接地连接 2，在发动机舱线束中607接地点，在排水槽内左侧B508连接（DF），在车内线束中D78正极连接 1 (30a)，在发动机舱线束中D182连接 3（87a），在发动机舱线束中798081828384ws=白色sw=黑色ro=红色br=褐色gn=绿色bl=蓝色gr=灰色li=淡紫色ge=黄色发动机控制单元、带功率输出级的点火线圈、火花塞J519车载电源控制单元J623发动机控制单元，在排水槽内中部N70带功率输出级的点火线圈 1N127带功率输出级的点火线圈 2N291带功率输出级的点火线圈 3N292带功率输出级的点火线圈 4P火花塞插头Q火花塞T14a14 芯插头连接，在蓄电池附近T6060 芯插头连接15接地点，在气缸盖上85接地连接 1，在发动机舱线束中281接地连接 1，在发动机敷设电缆线束中642EC 风扇接地点D20连接 (87a)，在右前线束中8586878889909192939495969798ws=白色sw=黑色ro=红色br=褐色gn=绿色bl=蓝色gr=灰色li=淡紫色ge=黄色燃油压力传感器、节气门控制单元、发动机控制单元G186电子油门操纵机构的节气门驱动装置G187电子油门操纵机构的节气门驱动装置角度传感器 1G188电子油门操纵机构的节气门驱动装置角度传感器 2G247燃油压力传感器J338节气门控制单元J519车载电源控制单元J623发动机控制单元，在排水槽内中部T6x 6 芯插头连接T6060 芯插头连接220接地连接（传感器接地），在发动机线束中D101连接 1，在发动机舱线束中22022099100101102103104105106107108109110111112G 42G71G 40ws =白色sw =黑色ro =红色br =褐色gn =绿色bl =蓝色gr =灰色li =淡紫色ge =黄色霍尔传感器、进气温度传感器、进气歧管压力传感器、发动机控制单元G40霍尔传感器G42进气温度传感器G71进气歧管压力传感器J519车载电源控制单元J623发动机控制单元，在排水槽内中部T3q 3 芯插头，在发动机前部T6060 芯插头连接D101连接 1，在发动机舱线束中114115116117118119120121122123124125126113ws =白色sw =黑色ro =红色br =褐色gn =绿色bl =蓝色gr =灰色li =淡紫色ge =黄色发动机转速传感器、增压压力传感器、冷却液温度传感器、进气温度传感器 2、发动机控制单元G28发动机转速传感器G31增压压力传感器G62冷却液温度传感器G299进气温度传感器 2J519车载电源控制单元J623发动机控制单元，在排水槽内中部T6060 芯插头连接220接地连接（传感器接地），在发动机线束中D107连接 5，在发动机舱线束中N30N31N32N33ws=白色sw=黑色ro=红色br=褐色gn=绿色bl=蓝色gr=灰色li=淡紫色ge=黄色爆震传感器 1、发动机控制单元、喷油嘴G61爆震传感器 1J519车载电源控制单元J623发动机控制单元，在排水槽内中部N30气缸 1 喷油嘴N31气缸 2 喷油嘴N32气缸 3 喷油嘴N33气缸 4 喷油嘴T6060 芯插头连接D103连接 3，在发动机舱线束中ws =白色sw =黑色ro =红色br =褐色gn =绿色bl =蓝色gr =灰色li =淡紫色ge =黄色发动机控制单元、增压压力限制电磁阀、涡轮增压器空气循环阀、冷却液循环泵J519车载电源控制单元J623发动机控制单元，在排水槽内中部N75增压压力限制电磁阀N249涡轮增压器循环空气阀T4x 4 芯插头连接，在左下散热器风扇上T14a 14 芯插头连接，在蓄电池附近T6060 芯插头连接T9494 芯插头连接A99连接 1（87），在仪表板线束中D181连接 2（87a），在发动机舱线束中***散热器风扇接口156157158159160161162163164165166167168155ws =白色sw =黑色ro =红色br =褐色gn =绿色bl =蓝色gr =灰色li =淡紫色ge =黄色散热器出口上的冷却液温度传感器、发动机控制单元、活性炭罐电磁阀 1 、凸轮轴调节阀 1 、燃油压力调节阀G83散热器出口上的冷却液温度传感器J519车载电源控制单元J623发动机控制单元，在排水槽内中部N80活性炭罐电磁阀 1N205凸轮轴调节阀 1N276燃油压力调节阀T14a 14 芯插头连接，在蓄电池附近T6060 芯插头连接T9494 芯插头连接D181连接 2（87a），在发动机舱线束中791851701711721731741751761771781791801811821691939ws =白色sw =黑色ro =红色br =褐色gn =绿色bl =蓝色gr =灰色li =淡紫色ge =黄色氧传感器、油门踏板位置传感器、油门踏板位置传感器 2 、发动机控制单元、氧传感器加热装置G39氧传感器G79油门踏板位置传感器G185油门踏板位置传感器 2J519车载电源控制单元J623发动机控制单元，在排水槽内中部T6h 6 芯插头连接T4am 4 芯插头连接，在发动机舱内前部T9494 芯插头连接Z19氧传感器加热装置184185186187188189190191192193194195196 183ws=白色sw=黑色ro=红色br=褐色gn=绿色bl=蓝色gr=灰色li=淡紫色ge=黄色制动灯开关、制动踏板开关、尾气催化净化器后氧传感器、车载电源控制单元、发动机控制单元、尾气催化净化器后氧传感器 1 的加热装置F制动灯开关F47制动踏板开关G130尾气催化净化器后氧传感器J519车载电源控制单元J623发动机控制单元，在排水槽内中部T4y 4 芯插头连接T4ao 4 芯插头连接，在发动机舱内前部T9494 芯插头连接Z29尾气催化净化器后氧传感器 1 的加热装置402接地连接（车内照明），在车内线束中B131连接（54），在车内线束中B383 B390J743ws=白色sw=黑色ro=红色br=褐色gn=绿色bl=蓝色gr=灰色li=淡紫色ge=黄色T9494 芯插头连接367接地连接 2，在主线束中602接地点，在左前脚部空间内605接地点，在转向柱上部B383连接 1（驱动 CAN 总线 High），在主线束中B390连接 1（驱动 CAN 总线 Low），在主线束中**仅针对配备手动变速箱的汽车-••-仅针对配备双离合器变速箱 0AM (DSG) 的汽车ws=白色sw=黑色ro=红色br=褐色gn=绿色bl=蓝色gr=灰色li=淡紫色ge=黄色多功能显示器、组合仪表控制单元、车载电源控制单元、数据总线诊断接口J119多功能显示器J285组合仪表控制单元J519车载电源控制单元J527转向柱电子装置控制单元J533数据总线诊断接口，在左侧脚部空间内，中控台附近K132电子油门操纵机构故障指示灯T1616 芯插头连接，仪表板左下方的诊断接口T2020 芯插头连接T20d20 芯插头连接T3636 芯插头连接376接地连接 11，在主线束中381接地连接 16，在主线束中655接地点，在左大灯上B383连接 1（驱动 CAN 总线 High），在主线束中B390连接 1（驱动 CAN 总线 Low），在主线束中B397连接 1（舒适 CAN 总线 High），在主线束中B406连接 1（舒适 CAN 总线 Low），在主线束中-••-仅针对配备可变保养周期显示器的汽车ws =白色sw =黑色ro =红色br =褐色gn =绿色bl =蓝色gr =灰色li =淡紫色ge =黄色机油压力开关、燃油存量表、增压压力显示器、冷却液不足显示传感器、机油油位/机油温度传感器、组合仪表控制单元F1机油压力开关G1燃油存量表G30增压压力显示器G32冷却液不足显示传感器G266机油油位和机油温度传感器H3蜂鸣器和报警音J285组合仪表控制单元J519车载电源控制单元K3机油压力指示灯K31定速巡航装置指示灯K38机油油位指示灯K83废气警示灯K105燃油存量指示灯T6z 6 芯插头连接，在左大灯附近T14a 14 芯插头连接，在蓄电池附近T3636 芯插头连接410接地连接 1（传感器接地），在主线束中-••-仅针对配备可变保养周期显示器的汽车。
