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Four-Wheel Drive with Haldex Coupling

Design and Function

Self-Study Programme 206

Service.

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NEW ImportantNote

The Self-Study Programmeis not a Workshop Manual.

Please always refer to the relevant Service Literature

for all inspection, adjustment and repair instructions.

Volkswagen and Audi have been building per-manent four-wheel drive systems for almost 15

years. In Volkswagen's system, a viscous cou-pling distributes input torque to the rear axle; inAudi's system this job is performed by a Torsendifferential.

The slip-recognising system is activated by a dif-ference in speeds between the front and rearaxles. Once activated, it distributes input torqueto both axles.

The viscous coupling previously used by Volks-wagen was able to detect slip alone, but not thecause of it.

The development of the Haldex coupling is agiant step forward in modern four-wheel-drivetechnology. The Haldex coupling is controllable.A processor also makes allowance for additionalinformation during the control process. Slip is nolonger the only decisive factor in the distributionof drive forces; the car's dynamic state is also afactor. The processor accesses the ABS wheelspeed sensors and the engine control unit (acce-lerator pedal signal) via the CAN bus.

This data provides the processor with all theinformation it needs on road speed, cornering,overrun or traction mode, and can respond opti-mally to any driving situation.

SSP 206/001

Advantages of the Haldex coupling

- Permanent four-wheel drive with electroni-cally controlled multi-plate clutch

- Front drive characteristic- Quick response- No strain on clutch when parking and man-

oeuvring vehicle- Compatible with different tyres (e.g. emer-

gency wheel)- No restrictions on towing with the axle raised

off the ground- Fully combinable with traction control systems

such as ABS, EDL, TCS, EBD and ESP

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Table of contents

Four-wheel drive. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Haldex coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Mechanicals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Hydraulics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Test your knowledge. . . . . . . . . . . . . . . . . . . . . . . . . . . 19

System overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

Electrics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Driving situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34

Function diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Self-diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

Test your knowledge. . . . . . . . . . . . . . . . . . . . . . . . . . .40

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The four-wheel drive train

The four-wheel drive train was developed withthe new multi-plate clutch for Group A platformvehicles with transversely mounted front engines.

The new coupling is a compact module located inthe same position as the viscous coupling in theprevious drive unit.

It is mounted on the rear axle differential and isdriven by the prop shaft.

Four-wheel drive

SSP 206/003

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Engine torque is transmitted to the prop shaftthrough the manual gearbox, the front axle diffe-rential and the front axle drive.

The prop shaft is connected to the input shaft ofthe Haldex coupling.

In the Haldex coupling, the input shaft is separa-ted from the output shaft to the rear axle diffe-rential.

Torque can only be transmitted to the rear axledifferential via the closed plate set of the Haldexcoupling.

SSP 206/004

SSP 206/002

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Four-wheel drive

Modifications to the running gear

A new rear axle and a new rear axle suspensionwere required to install the four-wheel drivetrain.

Design

The rear axle subframe has a very flat design tomaximise the available space inside the passen-ger cabin. The separate layout of the springs andshock absorbers preserves the spring characteri-stic of the front drive vehicle and the interiorwidth.

SSP 206/005

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Modifications to the fuel deliverysystem

The fuel tank for four-wheel-drive vehicles wasadapted to the space that is more confined thanon the front drive vehicle.

A tunnel provides the space required for theprop shaft. The result of this is a "divided tank"construction.

A suction jet pump driven by the two-stage fuelpump via the fuel return line pumps fuel from theleft half of the fuel tank into the reservoir housingof the fuel pump.

Fuel gauge senders G and G169 are connectedin series.

R1 + R2 = Rtot

This data is evaluated by the combi-processor ofthe dash panel insert.SSP 206/007

Expansion tank

Tunnel

SSP 206/006

Fuel gaugesender G

Reservoir housing

w. fuel pump

Fuel gaugesender G169

Suction jet pump inreturn line

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The Haldex multi-plate clutch

The Haldex multi-plate clutch has three main

components:

the mechanicals

the hydraulics

and the electronics

Haldex coupling

SSP 206/008

Mechanicals

Hydraulics Electronics

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SSP 206/009

The mechanicals essentially comprise rotatingand moving parts. These include

- the input shaft- the inner and outer clutch plates- the lifting plate- the roller bearing with annular piston- the output shaft

The electronics essentially comprise

- the pump for Haldex coupling- the regulating valve positioning motor

- the temperature sender- the control unit

The hydraulics essentially comprise

- the pressure valves- the accumulator

- the oil filter- the annular piston- the regulating valve

Pressure limiting valve

Accumulator

Output

Oil filter

Control unit

Input

Multi-plate clutch

Posit. motor

Regulatingvalve

Temperature sender

Electricaloil pump

Annular piston

Lifting plate

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The multi-plate clutch

The clutch input shaft, indicated in blue in thefigure, is connected to the prop shaft. The rollerbearings for the lifting piston and the workingpiston, as well as the outer clutch plates, are ent-rained when the input shaft rotates.

The lifting and working pistons areannular pistons. The output shaft, indicated in red in the figure,

forms a unit from the lifting plate through to thedrive pinion head. The inner clutch plates arealso connected to the output shaft via longitudi-nal toothing.

Mechanicals

SSP 206/010

Outer clutch plate Roller bearing for working piston

Working piston

Output shaft

Drive pinion head

Lifting plate

Inner clutch plate

Input shaft

Roller bearing for lifting piston

Lifting piston

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This oil pressure is diverted via an oil duct to theworking piston. The oil pressure forces the wor-king piston to move to the left against the bea-ring roller and the pressure plate of the clutchplate set.

The clutch plate set is compressed.

The input shaft and the output shaft of the clutchare now interconnected, making four-wheeldrive possible.

Function

When the vehicle accelerates, the input shaft,together with the roller bearing of the liftingpiston, rotates around the still stationary liftingplate of the output shaft. The roller bearing of thelifting piston tracks along the undulating surfaceof the lifting plate. The roller transfers theseupward and downward movements to the liftingpiston. This causes the lifting piston to perform alift movement, building up an oil pressure.

SSP 206/011

Clutch plate set

Input shaft

Oil duct

Pressure plate

Output shaft

Lifting plate

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Mechanicals

The output shaft, with its splines for the innerclutch plate, combines with the lifting plate andthe drive pinion head to form a unit.

The roller bearings are shown herefor your information only.

SSP 206/011

When a difference in speeds occurs between thefront and rear axles, the outer clutch plate hou-

sing, together with the roller bearings, rotatesaround the output shaft in such a way that theroller bearings of the lifting piston roll off the lif-ting plate. Due to the shape of the lifting plate,the roller bearings of the lifting piston follow anundulating path and transfer the lifting move-ment to the lifting pistons in the housing.

For reasons of clarity, we have shown

the lifting plate with two cams. In rea-lity, however, there are three cams onthe lifting plate. The function remainsunchanged.

Roller bearing for working piston

Drive pinion head

Lifting plate

Inner clutch plate

Roller bearing for lifting piston

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The lifting movement of the lifting piston produ-ces an oil pressure which acts on the workingpiston via the oil duct and pushes the piston tothe left.

The pressure is transferred via a pressure plate tothe clutch plate set via the roller bearings of theworking piston. The clutch closes and thus inter-connects the front and rear axles.

The roller bearings are shown herefor your information only.

SSP 206/012The outer clutch plate housing, together with thesplines for the outer clutch plate and the rollerbearing form, combines with the input shaft toform a unit.

The roller bearings are located in theouter clutch plate housing, as shownhere.

Outer clutch plate housingWorking piston

Input shaft

Lifting piston

Splines

Oil ductClutch housing

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SSP 206/013

Pressure limiting valvePressure valves

Regulatingvalve

Positioningmotor

Accumulator

Bearing Clutchplate set

Workingpiston

Liftingpistonpump

Suctionvalves

Liftingplate

Filter

Pump for Haldexcoupling

Strainer

Roller bearingpair

Pressureless

Diagram of pressureless system

The pressure limiting valve determines the maxi-mum pressure on the clutch plates.

The other components are explained on the follo-wing pages.

You have already seen how oil pressure is builtup at the lifting piston as a result of a differencein speeds between the input shaft (blue) and theoutput shaft with lifting plate (red).

This oil pressure is regulated by valves. The plateclutch can thus allow a certain amount of slipwhen open and nearly closed.

For reasons of clarity, we explainedthe function on the previous pagesusing a lifting piston by way of anexample. In reality, there are two liftingpistons in the clutch housing; thesepistons are actuated by roller bearingpairs.

Therefore, two suction valves and twopressure valves are also required.

Hydraulics

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Pressure build-up in pump for Haldex coupling(pre-pressure)

An electrical oil pump is activated electricallywhen the engine speed exceeds 400 rpm.

The electrical oil pressure pump extracts hydrau-lic fluid from the depressurised chamber of theclutch housing through a strainer and pumps theoil through a filter via the suction valves on thelifting piston.

The lifting pistons are thus supplied with oil andsimultaneously brought into contact with the lif-ting plate via the roller bearings.

At the same time, oil is supplied to the workingpiston via the regulating valve and through thepressure valves; the working piston is also brou-ght into contact with the lifting plate. This pre-pressure eliminates play in the clutch plate set,permitting a quick clutch response.

The pre-pressure of 4 bar is determined by theaccumulator. An additional task of the accumula-

tor is to smooth out pressure fluctuations.

SSP 206/014

Pressure limiting valvePressure valves

Regulatingvalve

Accumulator

Clutchplate set

Workingpiston

Liftingpiston pump

Pre-pressure

Suctionvalves

Filter

Pump for Haldexcoupling

Strainer

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Pressure build-up via the lifting piston(regulating valve open by one third)

The regulating valve is approximately one thirdopen, allowing some of the oil to flow back intothe oil sump via the accumulator.

This results in a pressure reduction, so that theclutch only permits limited torque transmission.

The clutch thus allows reduced four-wheel drive

in certain driving situations.

SSP 206/016


Regulatingvalve

Positioningmotor

Accumulator

Pressure valves

Clutchplate set

Workingpiston

Liftingpiston pump

Liftingplate

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Pressure build-up via lifting piston(regulating valve open)

The regulating valve is open, allowing the oil toflow back into the oil sump via the accumulator.

As a result, no pressure is built up at the workingpiston. The plate clutch is open, and no torquetransmission takes place.

The accumulator maintains the pre-pressure inthe return line of the regulating valve.

There is pre-pressure (4 bar) in theregulating valve return line routed to

the accumulator.

Hydraulics

SSP 206/017


Regulatingvalve

Positioningmotor

Accumulator

Suctionvalves

Pressure valves

Clutchplate set

Workingpiston

Liftingpiston pump

Liftingplate

Regulatingpin

Pinion

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Test your knowledge

1. What are the outstanding features of the Haldex coupling?

Permanent four-wheel drive with electronic regulated plate clutch

Directionally stable acceleration (front drive characteristic)

Delayed response

Quick response

Compatible with different tyre sizes (e.g. emergency wheel)

Utilises CAN signals

No restrictions on towing with axle raised off the ground

2. The Haldex coupling has three main elements. What are they?

Electronics

Pneumatics

Hydraulics

Mechanicals

3. What components are connected to the three main component parts of the clutch?

Output shaft: ......................................, ....................................., ......................................, .....................................

Input shaft: ........................................., ........................................., .........................................

Clutch housing: ........................................., ........................................., .........................................

4. The pump for Haldex coupling is electrically activated when the engine speed

is greater than 400 rpm.

is less than 400 rpm.

A

B

C

D

E

F

G

A

B

C

D

A

B

C

A

B

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System overview

+Engine torque

Engine control unit

Engine speed sender G28

Longitudinal accelera-tion sender G249 ABS control unit J104

Brake light switch F

Handbrake switch F9

Accelerator positionsender G79/G185

Wheel speed sendersG44 - G47

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SSP 206/018

Temperature sender,Haldex couplingG271

Handbrake switch F9

Haldexcontrolunit J492

Positioning motor V184

Pump for Haldexcoupling V181

Diagnosis plugconnection

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Electrics

The engine control unit

The engine control unit is mounted differently onthe various engines, but is normally accommoda-ted in the plenum chamber.

The operating mode of the engine control unit istorque-oriented; the new EPC function has madethis possible.

SSP 206/023

Signal utilisation for the four-wheel-driveelectronics

The engine control unit provides the followingsignals along the CAN bus.

- Engine speed- Accelerator pedal position- Engine torque

Effects of signal failure

- Engine not running

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Engine speed sender G28

The engine speed sender is an inductive sender,and is installed in the vicinity of the oil filter onthe left-hand side of the engine.

Electrical circuit

J...

Signal utilisation

The sender records the exact angular position ofthe crankshaft to determine the ignition andinjection point, as well as engine speed.

Engine speed

As soon as the engine turns, the sender wheelmoves past G28 and generates an AC voltagethe frequency of which changes as a function ofengine speed.

The control unit calculates the engine speed fromthe frequency of the AC voltage.

Ignition point

For recognising the crankshaft position, the sen-

der wheel has a tooth gap of two teeth whichserves as a reference mark.


If the engine speed signal supplied by the enginespeed sender fails, the engine cannot be startedor run.

SSP 206/019

SSP 206/020

G28

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The control unit

The control unit monitors senders G79 and G185for proper functioning and plausibility; their cha-racteristic curves are different (refer to diagram).If one of these two senders fails, the other senderacts as a back-up and fault warning lamp K132for the electrical throttle control in the combi-instrument comes on.

SSP 206/021

U accelerator

pedal position

R e s

i s t a n c e

SSP 206/022

Accelerator position sender G79/G185

Accelerator position sender G79/G185 serves totransfer the driver input to the engine controlunit.

The accelerator position sender sends an ana-logue signal corresponding to the acceleratorpedal position to the Motronic. To back up theEPC function, the accelerator position sender hastwo independent potentiometers (G79 and G185).

EPC: Electrically activated throttlevalve

The mechanical throttle cable isreplaced by an electronic throttlecontrol.

For more detailed information,please refer to Self-Study Programme210.

Electrics

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SSP 206/031

When the ignition is turned on, the control unitscarry out a self-test. The control unit consists oftwo processor systems. This ensures a high levelof fail-safety. In addition to monitoring individual

components, the two processor systems monitoreach other.

Signal utilisation for four-wheel-drive electro-nics

The following signals are supplied to the Haldexcontrol unit along the CAN bus:

- Wheel speed sender- Brake light switch- Handbrake switch- Longitudinal acceleration sender

If the vehicle also has ESP, then ESP control takesprecedence over the four-wheel drive function.

ABS control unit J104

The control unit (by ITT Automotiv) is combinedwith the hydraulic unit as a module and mountedin the engine compartment on the left-hand side.


In the unlikely event of total failure of the controlunits, the driver will only have the standardbrake system without closed-loop brake controland four-wheel-drive control at his disposal.

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SSP 206/024

Wheel speed senders G44 - G47

The wheel speed sender detects the change inspeed of the wheel and sends this information tothe control unit in the form of engine speed infor-mation.

Electrics

The wheel speed sender is mounted in the vicinity

of the axle flange. A toothed wheel is positionedon the axle flange in such a way that it movespast the top end of the engine speed senderwhen the wheel rotates. Magnetic lines of forcebetween the tooth and tooth gap of the toothedwheel are distorted. This induces a sine-wave ACvoltage in the coil of the engine speed sender.The frequency in the coil is dependent on thewheel speed.

The control unit calculates the momentary speedof individual wheels from the frequency.


- No ABS control- No four-wheel-drive control

The failure of a wheel sensor does not cause anyrestrictions to four-wheel drive.

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Longitudinal acceleration senderG249

Longitudinal acceleration sender G249 is atta-ched to the A pillar on the right.

When the Haldex coupling is closed, the frontand rear wheels are coupled rigidly.

The true vehicle road speed is calculated fromthe data supplied by the individual wheel speedsenders. This value, under certain circumstances,may be too inaccurate at low coefficients of fric-tion and when the Haldex coupling is closed.

The measured longitudinal acceleration serves toback up the theoretically determined vehicleroad speed.


Without the additional measurement oflongitudinal acceleration, it is not possible todetermine the true vehicle road speed exactly inunfavourable conditions. The ESP and TCSfunctions fail.

When ESP is activated, the Haldex coupling isopened.

Electrical circuit

The longitudinal acceleration sender is connec-ted to the control unit J104 via three lines.

For details of its design and function,please refer to Self-Study Programme204.

SSP 206/025

SSP 206/026

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Effect of signal failure

The information provided by the CAN bus is usedas an alternative.

Signal utilisation

The brake light switch sends the "brake activa-ted" signal to ABS control unit I104.

The control unit informs the Haldex control unitalong the CAN bus. When the brake is applied,

the Haldex control unit immediately opens thepressure regulator via the positioning motor andthe Haldex coupling is depressurised.

Electrical circuit

SSP 206/027

SSP 206/028

Brake light switch F

Brake light switch F is located at the upper end ofthe brake pedal and is secured to the pedal sup-port.

Electrics

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Handbrake switch F9

Handbrake switch F9 is located under the hand-brake lever.

Signal utilisation

The handbrake switch sends the "handbrakeengaged" signal to the ABS control unit J104 andsimultaneously to the Haldex control unit J492.Whereas the ABS control unit transfers thisinformation to the Haldex control unit in "filte-red" form along the CAN bus, the Haldex controlunit receives the information directly from thehandbrake switch.

If the signal generated by handbrake switch F9 ispicked up, the Haldex coupling is opened.

Electrical circuit


- No four-wheel drive control and restrictionson ABS control

SSP 206/029

SSP 206/030

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Electrics

Haldex coupling temperature senderG271

The Haldex coupling temperature sender isinstalled in the vicinity of the regulating valve inthe Haldex control unit housing and is immersedin hydraulic fluid.

Signal utilisation

The temperature sender senses the momentaryhydraulic oil temperature and sends this informa-

tion to the Haldex control unit.

This information is used for adapting to the chan-ging viscosity of the hydraulic fluid.

If the hydraulic fluid temperature exceeds 100C,the clutch is depressurised. If the temperature ofthe hydraulic fluid drops below 100C, the clutchis again pressurised.


- Four-wheel drive is shut off

Temperature Hydraulic fluid/viscosity Regulating valve

in the minus range high viscosity slightly more open

normally 20C normal normally open

over 20C low viscosity slightly less open

SSP 206/032

Temperature sender

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SSP 206/033

Haldex control unit J492

The Haldex control unit is mounted directly onthe housing of the Haldex coupling and combi-nes with the positioning motor and the regulatingvalve to form a unit.

Design and function

The Haldex coupling control unit is connected tothe engine and the ABS control unit via the CANbus. From the signals that are generated by thecontrol unit sensors, the Haldex control unit deci-des what oil pressure to apply to the plates of theHaldex coupling.

The oil pressure acting on the plates of theHaldex coupling determine what torque is to betransmitted to the rear axle.


- No four-wheel driveIn vehicles with an automatic gearbox,signals are exchanged between theengine control unit and the automaticgearbox control unit via the CAN bus.

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Electrics

Positioning motor V184The positioning motor is integrated in the Haldex

control unit housing.

Design and function

The positioning motor is supplied with voltage bythe Haldex control unit and functions as a step-ping motor.

At the command of the Haldex control unit, thepositioning motor changes the level of the regu-lating pin in the pressure regulator via a smallpinion gear.

The level of the regulating pin changes the cross-section of a return bore in the pressure regulator.The pressure acting on the working piston of theclutch plates is calculated in this way.

SSP 206/034

Regulator closed:maximum pressureon clutch plates

Regulator partially open:reduced pressureon clutch plates

Regulator fully open:

no pressure on clutch plates

Regulatingvalve

Regulating pin

Positioningmotor

Pinion

Positioningmotor

Return bore

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Pump for Haldex coupling V181

The pump for the Haldex coupling is attached tothe Haldex coupling housing.

SSP 206/035

Design

After the engine has been started, the pump forthe Haldex coupling is supplied with voltage bythe Haldex control unit as soon as the enginespeed exceeds 400 rpm.

Function

The pump for the Haldex coupling conveys oil tothe lifting piston and brings the lifting piston intocontact with the lifting plate via roller bearings.

At the same time, oil reaches the working piston.This eliminates any play from the clutch plate setand ensures quick clutch response.


- No four-wheel drive

Electrical circuit

The pump for the Haldex coupling is directly sup-plied with voltage by the Haldex control unit.

SSP 206/038

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Driving situations

Parking Acceleration High-speed driving

Difference in speed between front and rearaxles

low high low

Torque required at rear axle low high low

Condition of multi-plate clutch lowcontact pressure

high contact pressure,up to maximum,EDL control system canincrease contact pres-sure

closed,as required

Input signals - engine torque

- engine speed

- accelerator pedal

position

- four-wheel sensors

- engine torque

- engine speed

- accelerator pedal

position


- engine torque

- engine speed

- accelerator pedal

position


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Driving on a slippery

surface

Driving with the emer-

gency wheel fitted

Braking Towing Brake test

(roller dynamometer)

fluctuates between lowand high

normal to high normal to high high high

fluctuates between lowand high

low 0 0 0

closed,up to maximum

open or slightly closed open open,electrical pre-pressurepumpOFF (when ignition isOFF)

open,electrical pre-pressurepumpOFF (when ignition isOFF)

- engine torque

- engine speed

- accelerator pedal

position


- CAN correspon-

dence


- via ABS control unit


- via ABS control unit

- brake light switch

engine speed< 400 rpm

engine speed< 400 rpm

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Function diagram

Input signalOutput signal

PositiveCANEarth

Components

D Ignition switch

F Brake light switch

F9 Handbrake warning switch

G271 Hydraulic temperature sender

J... Engine control unit

J104 ABS control unitwith EDL/TCS/ESPin the engine compartment at the left

J217 Control unit for automatic gearboxin the plenum chamber at the centre

* applies to vehicles withautomatic gearbox only

J285 Control unit with display unitin the dash panel insert

J492 Control unit for four-wheel drive(located near the rear axle differen-tial)

K Connection(K-wire (diagnosis))

K14 Handbrake warning lamp

M21 Bulb for left rear brake

S51 Fuse

V181 Pump for Haldex couplingV184 Positioning motor for oil pressure

A80 Connection -1- (x)in dash panel wiring harness

A121 Connection (Hi bus)A122 Connection (Low bus)

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SSP 206/036

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Self-diagnosis

Self-diagnosis

The self-diagnosis electrically monitors

- the signals generated by the sensors- activation of the positioning motors- the control unit by carrying out a self-test

If the control unit detects a fault, it calculates asubstitute value from other signals and makes anemergency running program available.

When storing faults, the control unitdifferentiates between constant and

sporadic faults. If a fault occurs onlyonce during several driving cycles, it isstored as a sporadic fault.

If the fault subsequently remains un-detected over a distance of approx.1000 km, it is erased from the memoryautomatically.

If the fault persists throughout the driving cyclesstored in the control unit, it is stored to the controlunit memory as a constant fault.

In the data transfer facility, the followingfunctions can be read out under the addressword 22 "4-wheel-drive electronics" with the

- VAS 5051 testing and information system:

01 Interrogate control unit version02 Interrogate fault memory03 Positioning motor diagnosis04 Basic adjustment05 Erase fault memory06 End of output07 Encode control unit08 Read measured value block

For more detailed information, pleaserefer to the relevant WorkshopManual.

SSP 206/039

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Test your knowledge

5. The roller bearing pairs of the lifting piston follow an undulating path on the lifting platewhen a difference in speed is detected between the front and rear axles. In this way,

the lifting pistons build up a pressure.Which of the following statements are true?

The pressure reaches the working piston via the pressure valves.

The pressure is limited by the accumulator.

The pressure is limited by the pressure limiting valve.

The pressure is influenced by the regulating valve.

The pressure acts on the clutch plates via the working pistons.

6. The accumulator

determines the maximum pressure.

determines the pre-pressure of 4 bar.

acts as a damper to smooth pressure fluctuations.

7. The positioning motor is supplied with voltage by the Haldex control unit and activates theregulating pin in the regulating valve via a pinion. As a result, the return bore is more or lessclosed. Which of the following statements is true?

Return bore in regulating valve closed = no pressure on clutch plates

Return bore in regulating valve open = maximum pressure on clutch plates

Return bore in regulating valve open = no pressure on clutch plates

Return bore in regulating valve closed = maximum pressure on clutch plates

A

B

C

D

E

A

B

C

A

B

C

D

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8. Which two sensor signals are sent directly to the Haldex control unit from the outside?

Longitudinal acceleration sender

Handbrake switch

Brake light switch

Haldex coupling temperature sender

9. The Haldex coupling temperature sender is integrated in the Haldex control unit housing andsenses the momentary hydraulic oil temperature.What does the Haldex control unit use this information for?

For adaptating to the changing viscosity of the hydraulic fluid by means of the pressure regulator.

for emergency running.

To depressurise the clutch when a temperature of 100C is reached.

10. If there is a large difference in speed between the front and rear axles, e.g. under acceleration

the torque to be transmitted to the rear axle is ....................................................

the contact pressure on the plate clutch is ....................................................

The following input signals are relevant:

...................................................

...................................................

...................................................

...................................................

A

B

C

D

A

B

C

A

B

c

d

E

F

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Solutions

1. A, B, D, E, F, G.

2. A, C, D.

3. A: drive pinion head, lifting plate, inner clutch plates, pressure plate.

B: outer clutch plate housing, outer clutch plates, roller bearing.

C: lifting piston, working piston, oil duct.

4. A.

5. A, C, D, E.

6. B, C.

7. C, D.

8. B, D.

9. A, C.

10.high, high, engine torque, engine speed, accelerator pedal position, 4 wheel sensors.

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Notes

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For internal use only. VOLKSWAGEN AG, Wolfsburg

All rights reserved. Technical specifications subject to change without notice.

840.2810.25.00 Technical status: 11/98

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4X4_HALDEX