Engine Training D 2876 LF 12/13 Common Rail: Produced by Plank / Schier MAN Steyr 02/ 2003
Engine Training D 2876 LF 12/13 Common Rail: Produced by Plank / Schier MAN Steyr 02/ 2003
Engine Training D 2876 LF 12/13 Common Rail: Produced by Plank / Schier MAN Steyr 02/ 2003
AT-01c
Produced by Plank / Schier MAN Steyr 02/ 2003
This documentation is intended solely for training purposes. It is not subject to ongoing amendment and updating.
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CONTENTS
CONTENTS .......................................................................................................3 ENGINE DESCRIPTION D 2876 CR ................................................................4 ENGINE RANGE ...............................................................................................7 GENERAL EXPLANATION OF TYPE DESIGNATION.....................................8 EMISSIONS EXHAUST GAS FIGURES ........................................................9 EXTRA EQUIPMENT ......................................................................................10 EXPLANATION OF ENGINE CODE ...............................................................11 ENGINE IDENTIFICATION NUMBER.............................................................12 BASICS OF TORQUE .....................................................................................13 TECHNICAL DATA..........................................................................................15 ENGINE BLOCK CRANK CASE ..................................................................19 CYLINDER LINERS.........................................................................................21 PISTON PLAY CYLINDER LINERS.............................................................23 CRANK SHAFT ...............................................................................................25 FLYWHEEL .....................................................................................................31 CONNECTING ROD .......................................................................................35 PISTONS .........................................................................................................37 ENGINE CONTROL ........................................................................................41 CAM SHAFT ....................................................................................................43 CHECK OF VALVE TIMING ............................................................................47 CYLINDER HEAD AND VALVE GEAR ...........................................................51 CYLINDER HEAD ATTACHMENT..................................................................53 REMOVAL AND FITTING OF INJECTORS....................................................57 REPAIR OF ROCKER ARM BEARING...........................................................59 SETTING OF VALVE PLAY ............................................................................61 EXHAUST VALVE BRAKE (EVB) ...................................................................63 EVB MAINTENANCE / VALVE PLAY .............................................................65 EVB MAINTENANCE / NON-REGULATED EXHAUST FLAP........................67 PRESSURE-REGULATED EVB .....................................................................69 EXHAUST / INTAKE SYSTEM ........................................................................73 EXHAUST TURBO CHARGER WITH WASTE GATE (530 HP ENGINE) .....75 BOOST PRESSURE .......................................................................................77 TURBO CHARGER .........................................................................................79 INTERCOOLER...............................................................................................81 EXHAUST GAS RECIRCULATION (EGR)..................................................... 83 V-BELT DRIVE................................................................................................ 89 ADJUSTABLE FAN BEARING........................................................................ 93 ELECTRICALLY CONTROLLED FAN COUPLING........................................ 95 ACCIDENT PREVENTION CLEANLINESS OF COMMON RAIL ............... 99 WORK ON CR SYSTEM............................................................................... 100 COMMON RAIL ACCUMULATOR INJECTION SYSTEM ........................... 103 FUEL SYSTEM ............................................................................................. 107 LOW-PRESSURE PART .............................................................................. 109 HIGH-PRESSURE AREA ............................................................................. 111 CR HIGH-PRESSURE PUMP....................................................................... 113 UN-FITTING OF HIGH-PRESSURE PUMP ................................................. 115 RAIL............................................................................................................... 117 INJECTOR .................................................................................................... 119 INJECTOR PRINCIPLE ................................................................................ 121 INJECTION TIMING...................................................................................... 123 COMBUSTION PRESSURE CHARACTERISTIC ........................................ 125 SPEED SENSORS........................................................................................ 127 SEPARFILTER 2000..................................................................................... 129 GENERAL NOTES ON LUBRICANTS ......................................................... 131 LUBRICATING OIL SYSTEM ....................................................................... 133 ENGINE OIL CIRCULATION ........................................................................ 135 OIL LEVEL SENSOR WITH TEMPERATURE SENSOR ............................. 143 COOLING...................................................................................................... 145 WATER RETARDER - VOITH ...................................................................... 151 REMOVAL AND FITTING OF WATER PUMP RETARDER ........................ 157 FLAME START SYSTEM TGA ..................................................................... 161 AIR COMPRESSOR ..................................................................................... 167 ELECTRICAL EQUIPMENT.......................................................................... 169 STARTER CONTROL ................................................................................... 171 SEALANTS, ADHESIVES, LUBRICANTS .................................................... 173 CLEARANCES AND WEAR LIMITS............................................................. 175 OBJECTIVE TORQUE FIGURES................................................................. 177 TIGHTENING TORQUES D 28 CR .............................................................. 181
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ENGINE RANGE
Engines Series Horsepower rating (ISO 1585-88195 EEC) Chassis number starting with:
D 2876 LF 12 .............. Euro 3 ................................ TGA......................... 480 hp / 353 kW .................................... WMAH.. D 2876 LF 13 .............. Euro 3 ................................ TGA......................... 530 hp / 390 kW .................................... WMAH..
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T G A 26 530
Trucknology Generation -vehicle weight above 18 tons Overall weight in t Horsepower figure without Euro standard specification
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In the procedure for Euro 3 engines, in contrast to Euro 2, measurements will probably also be conducted in the subdynamic and, depending on the engine version, in the full dynamic state.
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EXTRA EQUIPMENT
The following extra equipment is possible depending on how the customer intends to use a vehicle: Gear wheel driven power takeoff at engine end with 600 Nm (temporarily 720 Nm) torque Refrigerant condenser, driven by Poly V-belt, firmly attached to intermediate case, for vehicles with air-conditioning Possibility of adding hydro geared pump to cam shaft power takeoff Possibility of adding steering pumps and hydraulic pumps on air compressor front and rear Cooling water preheater from Calix (220 V, 1100 W) Ready for attachment of Frigoblock generators G12/G17/G24 (WR is not possible here) MAN PriTarder combination of water retarder and EVB-ec
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EXPLANATION OF ENGINE CODE ENGINE TYPE LABEL Engine type designation D 2876 LF 12
D ...........Diesel fuel MAN - Werk Nrnberg Typ D 2876 LF 12 N I / N II P1 28 ..........+100 = bore diameter, e.g. 128 mm 7 ............Stroke: 6 = 155 mm, 7 = 166 mm 6 ............Number of cylinders: 6 = 6-cylinder, 0 = 10-cylinder, 2 = 12-cylinder L ............Turbo charger with intercooler F............Engine incorporation: F Truck, forward control, vertical engine
Box N I / N II
I II P H S Deviation of 0.1 mm Deviation of 0.25 mm Big-end bearing pin Crank shaft bearing pin Follower of cam shaft (S1 0.25 mm crush)
OH Bus, rear-engined, vertical UH Bus, rear-engined, horizontal 12 ..........Engine variant, especially important for procuring spare parts, technical data and settings
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212 0025 A B
200 B 2 E 1 C D E F G
T287602
A ......... 212 .............. Engine type code B ......... 0025 ............ Date of assembly C ......... 200 .............. Assembly sequence (progress figure on date of assembly) D ......... B ................. Overview flywheel E ......... 2 .................. Overview injection pump/regulation F ......... E .................. Overview air compressor G ......... 1 .................. Special equipment like engine-governed power takeoff
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POWER
Power is the product of speed and torque. Seeing as the drop in torque is slower than the increase in speed, there is initially an increase if the power output of an engine. Between the maximum torque and the maximum power there is an elastic range in which power is kept constant by increasing torque although the speed is dropping.
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TECHNICAL DATA
D 2876 LF 12 Euro 3 Model .............................................................. R6 TI-EDC (4 V) Cylinder arrangement ...................................6 cylinders inline Max. power ..................................................... 353 kW / 480 hp Rated speed ........................................................... 1900 1/min Max. torque................................................................. 2300 Nm Speed at max. torque................................. 1000 to 1300 1/min Capacity.................................................................. 12,816 cm3 Bore / stroke ...............................................................128 / 166 Ignition sequence.....................................................1-5-3-6-2-4 Cylinder 1 location ....................................................... fan side Combustion process, injector............................................. 7-jet Compression..........................................................................18 Idling speed............................................................... 600 1/min Valve play on cold engine .......................................IV 0.50 mm Valve play exhaust with EVB ............... EV 0.60 mm / 0.40 mm Compression pressure .................................................> 28 bar Admissible pressure difference between cylinders...max. 4 bar Coolant............................................................ 50 (I/R 58) liters Oil charge..................................................................... 42 liters Fuel system......................................................... Bosch EDC 7 Fan coupling actuation ........................................ hydroelectric Weight (dry) with WR ................................................... 1071 kg K factor........................................................................... 1.3 m-1
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D 2876 LF 13 Euro 3 Model .............................................................. R6 TI-EDC (4 V) Cylinder arrangement ...................................6 cylinders inline Max. power ..................................................... 390 kW / 530 hp Rated speed ........................................................... 1900 1/min Max. torque................................................................. 2400 Nm Speed at max. torque................................. 1000 to 1400 1/min Capacity.................................................................. 12,816 cm3 Bore / stroke ...............................................................128 / 166 Ignition sequence.....................................................1-5-3-6-2-4 Cylinder 1 location ....................................................... fan side Combustion process, injector............................................. 7-jet Compression..........................................................................18 Idling speed............................................................... 600 1/min Valve play on cold engine .......................................IV 0.50 mm Valve play exhaust with EVB ............... EV 0.60 mm / 0.40 mm Compression pressure .................................................> 28 bar Admissible pressure difference between cylinders...max. 4 bar Coolant............................................................ 50 (I/R 58) liters Oil charge..................................................................... 42 liters Fuel system......................................................... Bosch EDC 7 Fan coupling actuation ........................................ hydroelectric Weight (dry) without WR .............................................. 1049 kg K factor........................................................................... 1.3 m-1
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sensor. The casting and machining of the crank case were also optimized. The crank case is closed off at the rear by the flywheel/timing case of GJS-400 ductile cast iron, with the rear crank shaft sealing ring, and at the bottom by the crank case yoke of permanent mould cast aluminium (Loctite 518 sealing). Apply a track with a maximum width of 1 mm. The crank case venting gases are fed back into the combustion air by way of a wire-knit oil trap with pressure regulating valve attached to the rear left of the crank case to avoid emission on the intake side of the turbo charger.
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CYLINDER LINERS
The wet, exchangeable cylinder liners are produced from a special centrifugal cast iron. The oval O-ring (1) for the upper packing must be inserted without any twist in the second grooves of the liner. Lightly coat the cylinder liner in the region of the upper O-ring with engine oil. Place new O-rings (2) in the crank case (Viton). Lightly coat the region of the lower O-ring with engine oil, as well as the transition of the cylindrical part of the bush. Caution: Do NOT use a brush! NOTE: The packing of the cylinder liners is different. Cylinder liner projection: min 0.035 mm, max. 0.1 mm Rim depth Rim height of cylinder liner C D 7.965 to 8.015 mm 8.05 to 8.07 mm NOTE: DO NOT USE ANY KIND OF GREASE / SEALANT. Method for measuring cylinder liner projection (without the sealing ring). Place cylinder liners in the crank case without an O-ring. Attach a press-on gauge plate and tighten to 40 Nm. Then measure at at least four points with the dial gauge. 1 2 C D D-C Cylinder liner Crank case Rim depth in crank case Rim height of cylinder liner Projection of liner from crank case
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CRANK SHAFT
The crank shaft has a 7-point bearing and eight forged-on counterweights to balance inertial forces. The main and big-end bearing pins as well as the lapped bearing collars are induction hardened and ground. ON A CRANK SHAFT N1, ALL BIG-END OR MAIN BEARING PINS ARE IN EVERY CASE ALSO N1. The axial bearing of the crank shaft is implemented by thrust washers on the middle bearing block. Attention: The oil flutes of the thrust washers A must face the crank webs. Attention: Never dismantle the vibration damper using a hammer or fitter's lever. The slightest dent will ruin the damping function of the vibration damper. This can cause clutch damage and breakage of the crank shaft. A Axial bearing of crank shaft ............ 0.190 to 0.312 mm
Wear limit ............................................................. max. 1.25 mm B D Main bearing bolts .................................... 300 Nm + 90 Crank case yoke to reinforce crank case Use 04.10394-9272 sealant. E Designation H and P tolerance N or N1 of big-end or main bearing pins (N1= 0.1 mm deviation)
Spread of bearing shells F: Measure dimension C. Measure dimension D. Expansion = C minus D Spread must be between 0.3 and 1.2 mm. Attention: C must be greater than D. Main bearing pin diameter..................... N 103.98 to 104.00 mm Main bearing inner diameter.............. N 104.066 to 104.112 mm Other undersizes.................. 0.25 to 0.50 mm, 0.75 to 1.00 mm
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Fitting notes:
The PTFE lining ring must be fitted absolutely free of oil and grease. The slightest oil or grease traces on the race or lining ring can result in leakage.
Because of its own relatively large initial tension, the lip (A) tends to curve inwards. For this reason the PTFE lining ring is supplied on a transport wrapper (B). It must be left on this wrapper until it is used. Another reason for this is that the lip is very sensitive and the slightest damage can result in leakage. The sealing lip and the race of the flywheel must not be coated with oil or other lubricants. Never store the PTFE lining ring without the supplied transport wrapper. After only about 20 min without the wrapper it will lose its initial tension and is then unusable. Before fitting, clean any oil, grease and anti-corrosion agents off the race and pull-in tool. You can use any conventional cleaning agent for this purpose.
NOTE: New engines come without a race. When repairing, only use variants with a race (04.10160-9049 sealant).
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Clean the adapter and the race. The rotary shaft seal must be assembled dry. Do not coat the lips with oil or other lubricants.
Place the rotary shaft seal with the transport wrapper on the
adapter and slide the seal onto the adapter. Remove the transport wrapper. Slide the winding sleeve onto the adapter. Screw the spindle into the adapter. Pull in the rotary shaft seal as far as the stop of the winding sleeve on the end cover.
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FLYWHEEL
The flywheel is centered on the crank shaft by a set pin and attached by ten torque screws. Caution: Make sure the race (2) is properly seated. Use 04.10160-9049 sealant. Tightening method for flywheel screws Place the faced side first and use a mandrel to push it right on. Anti-fatigue screws M16 x 1.5 (12.9) Pretighten to 100 Nm. Turn 900. Tighten finally by turning 90. NOT reusable Clutch shaft guide bearing (1) Coat the seat of the race with green Omnifit.
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Machining of flywheel
In the event of heavy scoring, the permissible material wear of the press-on surface is max. 1,6 mm. Maximal lateral runout of starter rim: 0.5 mm Outer diameter of flywheel: 488 to 487.8 mm The starter rim is heated to between 200 and 230C for Minimum dimension A: 60.5 mm Standard dimension A: 62 0.1 mm assembly.
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CONNECTING ROD
The connecting rods are drop-forged from heat-treatable C38mod steel, without weight compensating battens, and split obliquely by cracking the bearing cap. The oblique split simplifies assembly and repair, because the connecting rods can be taken out through the top of the cylinders. The big-end bearings are designed for extremely high stress and long service life. The upper bearing shell consists of highly wearresistant sputter metal. There is a long oil hole from the large to the small connecting rod eye for proper supply of oil to the latter. Measurement of big-end bearing Measure the inner bore of the big-end bearing shells in an assembled state on the axes 1, 2 and 3 and at levels a and b. Bearing shells whose bore is within tolerance limits can be reused, if they are outside you must renew the bearing. Scrap them if the bore is larger or oval. NOTE: The top bearing shell is marked TOP or has a red spot on the side (tempered backing shell). Big-end bearing pin dia. (standard). .......... 89.980 to 90.000 mm Big-end bearing inner dia. (standard)........ 90.060 to 90.102 mm Big-end bearing spread (Miba).......................... 95.5 to 96.4 mm Big-end bearing radial play............................ 0.060 to 0.122 mm Spread C ........................................................... 95.5 to 96.4 mm Tightening torque of connecting rod screws: 100 Nm+10 + 90+10 Connecting rod screws: M14 x 1.5 x 65/10.9 Torx Re-use of the screws is not permissible. Caution: Do NOT place the connecting rod or the cover on the seam. Any damage (change) to the structural fracture will destroy it.
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PISTONS
The three-ring pistons are of a special cast aluminium with a moulded ring insert for the uppermost piston ring. The combustion chamber is slightly retracted, graduated and omega-shaped. There are valve recesses on the inlet and outlet side. To reduce the effects of heat, the pistons have a cast integral cooling duct and are cooled by an oil jet from injection nozzles. The pistons were adapted to the higher ignition pressures by graduated bracing of the connecting rod, suitable selection of materials and appropriate scaling of the combustion chamber. The oil injection nozzles in the crank case are matched in their flow cross-section to the new cooling duct of the pistons. The oil pressure valve in the injection nozzles is omitted to ensure proper piston cooling also at low engine speeds. Gap of piston rings, wear limit I II III Trapezoidal ring, wear limit 1.5 mm Second compression ring, wear limit 1.5 mm Oil scraper ring, wear limit 1.5 mm Piston projection under/over top edge of crank case: -0.03 to +0.331 mm Rings Double-faced trapezoidal ring and second compression ring as compression rings, ventilated oil scraper ring with spiral expander and bevelled outer edges. A new, smooth piston pin of larger diameter is used to take load off the piston pin boss.
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Piston ring height Double-faced trapezoidal compression ring Height ....................................................... 3.99 to 4.025 mm Gap ............................................................. 0.35 to 0.55 mm Second compression ring.................................... 2.97 to 3.0 mm Gap .................................................................0.7 to 0.9 mm Oil scraper ring KS ............................................................. 3.975 to 3.99 mm Gap ............................................................. 0.25 to 0.55 mm
- 0.03 to +0.30 mm
Piston weight difference per engine set ...................... max. 50 g Piston ring flutes (5) Compression ring 1 ......................................... 4 to 4.05 mm (6) Compression ring 2 .................................... 3.04 to 3.06 mm (7) Oil scraper ring .......................................... 4.04 to 4.06 mm Fit with arrow pointing to the frontend
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A 1 2 3 4 5 6 7
Gear wheels on flywheel side Crank shaft Oil pump drive Oil pump delivery wheels Cam shaft Intermediate gear for high pressure pump High pressure pump drive Auxiliary drive
B 8 9
Gear wheels on fan side Cam shaft wheel Compressor drive gear
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CAM SHAFT
The cam shaft is forged from Cf53 steel with induction hardened and ground cams and bearing points. It is seated in the crank case with a 7-point bearing in white metal bushes. The axial bearing of the cam shaft takes the form of a collar end bearing in the crank case on bearing 7. In the timing case there is a butting ring screwed in as an axial stop. Engines with cam shaft power takeoff are fitted with a specially forged shaft of carburizing 16MnCr5 steel with a highly wearresistant, sputter collar end bearing 7 in the crank case. 1 2 3 4 5 Reference markers to identify first cylinder High-pressure pump drive wheel Cam shaft drive wheel Retaining screw 65 Nm Oil hole The cam shaft is driven from the crank shaft by case-hardened, helically toothed spur wheels on the rear side of the engine. Bolted at the back of the cam shaft is also the drive wheel for high-pressure pump CP3.4 (M10 x 35 10.9 Nm 65). This gear wheel bears markings for the cam shaft engine speed sensor. Valve lifter lubricant paste 09.15011-0011. A spur wheel is fitted to the front end of the cam shaft to drive the air compressor and the fan shaft.
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Admissible play of cam shaft Cam shaft axial play........................................ 0.20 to 0.90 mm Wear limit.................................................................... 1.50 mm Test without the air compressor attached. NOTE: For cam shaft power takeoff, the cam shaft is held reinforced between bearings 6 and 7 and in a highly wear-resistant, special collar end bearing on bearing 7. Tightening torque: Screws for butting ring 40 Nm Secure with Loctite 648.
Measure the axial play of the cam shaft. Press the cam shaft tightly against the crank case. Add the seal thickness z = 0.5 mm to dimension y. Cam shaft axial play = y + z - x
Dimension x = margin of sealing face of crank case to butting face of cam shaft drive wheel Dimension y = margin of sealing face of timing case to butting ring Dimension z = thickness of seal pressed 1 2 3 4 5 6 7 Crank case Gauge rail Cam shaft gear wheel Sealing face of crank case Sealing face of timing case Butting ring Timing case
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D 2876 LF 13 0.50 IV / 0.60 EV / 0.40 EVB Valve play Valve travel 9.0 to 9.5 mm
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Timing
Timing D 2876 LF 12/13 Inlet opens Inlet closes Exhaust opens Exhaust closes 23 before TDC 12 after BDC 60 before BDC 30 after TDC 1= 2 = 3 = 4 = 5 = 6 = 7 = 8 = 9 = Direction of engine turning Inlet opens Inlet closes Inlet opening time Center inlet cam Exhaust opens Exhaust closes Exhaust opening time Center exhaust cam Timing diagram Degrees referred to crank shaft angle
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1
TDC
2
70 2
7
23 30
4
2 1 5
9
60 12
3
BDC
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The engines have cylinder heads of special GJL-250 cast iron, with cast integral, swirl inlet and exhaust ports, shrunk-in inlet and exhaust valve seat rings, and press-fit, exchangeable valve tracks.
New steel cylinder head seal inserts were developed for D 2876 LF 12/13 engines, with a newly designed seal plus drain moved forward to the combustion chamber, elastomer seals on the fluid ports and an elastomer seal on the outer contour.
The cylinder heads were adapted to the higher ignition pressure by reinforcing the baseplate and using smaller valve diameters. . To increase the prestressing force, the cylinder heads are now each attached to the crank case by six larger, high-strength Torx collar screws with an M16 x 2 thread.
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Fit the cylinder heads, align them and tighten the screws to
10 Nm (paint the screw heads with Optimol White and oil
the threads). Pretighten to 80 Nm. Pretighten to 150 Nm. Pretighten to 90+10. Finally tighten to 90+10.
Use Loctite 5900 or 5910 sealant between the rocker arm bearing case and the cylinder head. Use 09.16012-0017 paste. Length of cylinder head screws: Bold with fixed shim (2,3,5) Bold with fixed shim (1,4,6) Bold with unfixed shim (2,3,5) Bold with unfixed shim (1,4,6)
227,5 mm 285,3 mm 225,8 mm 287,3 mm
NOTE:
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Valve cover Bridge Setting screw Check nut Inlet valve setting (0.50 mm) Valve steam seal Retaining screw Exhaust valve bridge Setting screw EVB (0.4 mm) Check nut EVB (tighten to 40 Nm) Setting screw with elephant foot (0.60 mm) Check nut (tighten to 40 Nm)
The inlet valve only differs slightly from the exhaust valve.
Distinguishing feature: spherical recess (B) of small diameter
in the valve disk from the inlet valve. Inlet valve diameter 44 mm Exhaust valve diameter 41 mm The inlet valve retrusion is 0.60 0.2 mm. The exhaust valve retrusion is 0.69 0.2 mm.
The EVB mechanism is incorporated in the exhaust valve bridge (3). The oil supply of the rocker arms and the EVB is
through the rocker arm bearing case. The EVB arrester is integrated into the rocker arm bearing case.
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1. Undo the injection lead and cover up the pipe. 2. Undo and remove the screw for the pad. 3. Take out the pressure pipe stub using a special-purpose tool. 4. Remove the cheese-head screw of the pressure flange. 5. Pull out the injector using a special-purpose tool and keep it in a safe place (not above the pressure flange).
NOTE:
Tighten the injector cheese-head screw (5) to 25 Nm + 90. Tighten the pad for the pressure pipe stub, screw (8) 20 Nm + 90. Connect the high-pressure lines from and to the rail. - Tighten the retaining screws of the rail (hand tight). - Tighten the nuts of new high-pressure lines to 10 Nm + 60. - Tighten the nuts of used high-pressure lines to 10 Nm + 30. - Tighten the retaining screws of the rail. Tightening torque for electrical connection M4 1.5 Nm. O-ring (grease) Copper gasket Retaining pressure flange Spherical washer Pressure flange screw Pad Spherical washer Retaining screw Pressure pipe stub Pressure flange
The pressure pipe stub must not be used again after removal, and always use new O-rings and a Cu gasket (1.5 mm).
Fitting of injector
6) 1 2 3 4 5 6 7 8 9 10
Do not remove the protective cap until immediately before fitting the injector in the engine.
1)
Pretighten the injector with the pressure flange (ensure correct position) with the cheese-head screw (5) M8 x 55
10.9 in the cylinder head to 1 to 2 Nm.
2)
The thinner end (10) of the pressure pipe stub must face the injector. Pretighten the cheese-head screw (8) to
10 Nm.
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When pressing in the rocker arm axles (09.16012-0117 paste), make sure that the openings (5) for the cylinder head screws are correctly positioned. Press the rocker arm axle of the inlet and exhaust valve side flush into the rocker arm case using the appropriate specialpurpose tool.
Do NOT forget the O-ring (2) (06.56936-1200).
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The rocker arms are held by wear-resistant axles pressed into a rocker arm bearing case and bolted to the cylinder head. The EVB mechanism is incorporated in the exhaust valve bridge. The oil supply of the rocker arm bearing and the EVB is through the rocker arm bearing case. The valve lifter is arranged slightly offset from the cam of the forged cam shaft in lengthwise direction to produce forced
rotation and thus reduce wear.
Valve play inlet valve = 0.50 mm Valve play exhaust valve without EVB = 0.60 mm Valve play exhaust valve with EVB = 0.60 mm / 0.40 mm
Schematic of cylinder sequence I II A E
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Check the valve play at the customary intervals and set if necessary (engine cold, coolant temperature max. 50C). In the case of the inlet valve, there is no difference between engines with EVB and those without EVB. Proceed as follows for the exhaust valve:
Turn back the setting screw (1) far enough to insert a 0.60 mm valve gauge between the rocker arm and valve bridge. Turn the setting screw (1) until the valve gauge is held firmly (the piston is pressed back). Loosen the setting screw (1) , but only enough to pull out the valve gauge with slight resistance. Tighten the check nut (1) to
40 Nm.
Insert a 0.40 mm valve gauge between the valve bridge and screw (2), hold the piston down and turn the setting screw (2) until the valve gauge is held firmly. Loosen the setting screw (2) but only enough to pull out the valve
Turn back the setting screw (2) in the arrester as far as possible
(without using force).
NOTE:
gauge with slight resistance. Tighten the check nut (2) to 40 Nm.
Press on the valve bridge with a screwdriver and drain the piston of engine oil.
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2 2 1
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The exhaust flap has an internal torsion bar spring to regulate the exhaust back-pressure. It is important that the flap should always be closed with the prescribed initial tension (correct gap).
If the initial tension is too high (gap too large), the exhaust valves are subjected to excessive thermal load and can burn out. If the initial tension is too low (gap too small), the exhaust braking loss is approx. 60 kW at 1400 1/min.
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5 2
T2876029
Gap with the operating cylinder detached and the exhaust brake flap closed by hand.
If the gap is too large, reduce the initial tension of the torsion bar spring, i.e. open the flap by hand and carefully press the torsion bar spring against the "open" stop.
If the gap is too small, increase the initial tension of the torsion bar spring, i.e. place an object between the "closed" stop and the flap lever, close the flap by hand and carefully press the torsion bar spring against the stop.
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PRESSURE-REGULATED EVB
The pressure-regulated EVB was designed to cut the large spread in braking action and for possible integration into brake management. The aim was indirect regulation of the engine braking power through regulation of the exhaust back pressure. Regulation of the exhaust pressure means that the braking power can be set continuously, and power fluctuations, also those caused by tolerances, can be prevented. To reduce the temperature load on the components in the To achieve the required exhaust back pressure, the pressureregulated EVB specifically alters the pressure applied to the operating cylinder of the exhaust brake flap. In this flap there is no torsion bar spring. The applied pressure is set by a proportional action valve driven by the vehicle management computer (FFR) with a pulse-width-modulated (PWM) voltage signal. To regulate the exhaust back pressure, the latter is metered by a pressure sensor and the information is sent to the FFR.
When the brake is applied, first the maximum permissible shortterm exhaust back pressure is utilized. After approx. 30 s, down regulation commences to the exhaust back pressure for permanent braking. After approx. 1 min, this regulation process is ended and the exhaust back pressure admissible for permanent braking is reached.
The governor unit integrated in the FFR computes the pulse width of the output voltage signal from the input variables exhaust back pressure, engine speed, required braking action, onboard voltage, compressed air supply, etc. The proportional action valve, pressure sensor and rigid brake flap components are integrated into a module from the supplier.
combustion chamber during longish braking phases, a strategy founded on engine speed and time functions is used to slightly reduce the maximum brake torque.
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Advantages compared to former, non-pressure-regulated EVB: Exhaust brake torque can be set continuously. With the regulated exhaust brake it is possible to regulate