- Ninguna Categoria
D2866/76 Engine Training: Euro 2/3 Specs & Maintenance
Anuncio
Translated from Russian to English - www.onlinedoctranslator.com Training material on this topic MOTOR D 2866 / 76 Euro 2 / Euro 3 Compiled March 2003 MAN Steyr AG SERVICE AKADEMIE / VNSA N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 2 This material is for educational use only and is not required to be updated. © 2004 MAN Nutzfahrzeuge Aktiengesellschaft Printing, duplication, distribution, processing, translation, microfilming, storing and/or processing via electronic systems, including the use of data banks and online services, is prohibited without the written permission of MAN. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 3 CONTENT CONTENT................................................. ..........................4 RANGE OF ENGINES................................................... ....................6 GENERAL EXPLANATIONS ON TYPE DESIGNATIONS ..........7 EXHAUST GAS EMISSIONS ..........8 EXPLANATIONS OF THE MOTOR TYPE PLATE......9 ENGINE ID NUMBER...................................10 INSTALLATION CLEARANCE AND WEAR LIMIT ....................................11 STANDARD TORQUE VALUES.......13 SEALANTS, ADHESIVES AND LUBRICANTS.........22 TECHNICAL INNOVATIONS FOR D 2866/76.................................24 FUNDAMENTAL CONCEPTS....................................................25 TECHNICAL PARAMETERS OF ENGINE....................................26 CASE OF CYLINDER BLOCK .................................................... 44 CYLINDER LINERS................................................... .............46 CRANKSHAFT................................................ ...................52 FLYWHEEL .................................................... ................................60 CONNECTING ROD .................................................... ....................................66 PISTONS................................................... ................................70 CYLINDER HEAD AND VALVE ACTUATOR ...................................76 NOZZLE - NOZZLE HOUSING...................................................86 VALVE DRIVE ................................................... .............100 MAINTENANCE INSTRUCTIONS EVB / TIGHTENING TORQUES ................................104 EVB EXPLANATIONS.................................................... .......106 DESCRIPTION OF FUNCTIONS EVB (EXHAUSE VALVE BRAKE)...108 MAINTENANCE INSTRUCTIONS EVB / FREE RELEASE VALVE........................................... .........112 EXHAUST/INDUCTION SYSTEM...............................................114 GAS DISTRIBUTION MECHANISM ....................................122 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc CAMSHAFT.................................................... 124 V-BELT DRIVE .................................................... 132 ADJUSTABLE FAN SUPPORT ..................................... 136 COMPRESSOR .................................................... .................... 138 GAS DISTRIBUTION MECHANISM OF DIESEL ENGINES .................................................................... ........................... 140 EDC MS 6.1 SYSTEM .................................................... .......... 142 INSTALLING A “LIFTING SLIDING” injection pump .... 150 FUEL TREATMENT CENTER (KSC) ..................................... 154 SEPAR 2000................................................... ........................... 156 GENERAL INSTRUCTIONS FOR OPERATING MATERIALS.................................................... ........................... 158 ENGINE LUBRICATION SYSTEM ............................................... 160 OIL LEVEL SENSOR WITH THERMAL ELEMENT.............. 168 REGULATOR "OIL LEVEL INDICATOR"..................................... 170 SUPERCHARGING .................................................... ................................ 172 TURBOCHARGER with WASTE GATE (MOTOR 510 HP). 174 BOOST PRESSURE.................................................... ............ 176 TURBOCHARGER .................................................... ......... 177 CHARGE AIR COOLER (INTERCOOLER) .................................................... ........................... 180 COOLING SYSTEM................................................ .... 182 REMEDER BRAKE WR .................................................... 188 VISCOUS HYDRAULIC CLUTCH 198 ELECTRIC FLARE STARTING DEVICE TGA...................................................... .................................... 204 STARTER CONTROL .................................................... 208 START SUBMISSION LIST: D28..EURO2 / EURO3 (SD 203) ............................................ .... 210 Page 4 D28..EURO 3 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 5 RANGE OF ENGINES Engines Design series Rated power (ISO 1585-88195 EWG) An identification number, beginning with: D 2866 LF 36 .............. Euro 2 .................................. .. TGA..................... 310 HP / 228 KW ................. ............. WMAH.. D 2866 LF 37 ............. Euro 2 ................................. .. TGA..................... 360 HP / 265 KW ................. ............. WMAH.. D 2866LF 32 ............... Euro 2 ............................. .. TGA........................410L/S / 301 KW................. .......WMAH.. D 2876 LF 07 ............. Euro 2 ............................. .. TGA........................460L/S / 338 KW................. .......WMAH.. D 2866 LF 26 .............. Euro 3 .................................. .. TGA........................310L/S / 228 KW................. .......WMAH.. D 2866 LF 27 .................. Euro 3 .................................. .. TGA........................360L/S / 265 KW................. .......WMAH.. D 2866 LF 28 ............. Euro 3 ............................. .. TGA........................410L/S / 301 KW................. .......WMAH.. D 2876 LF 04 ............. Euro 3 ............................. .. TGA........................460L/S / 338 KW................. .......WMAH.. D 2876 LF 05 .............. Euro 3 .................................. .. TGA........................510L/S / 375 KW................. .......WMAH.. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 6 GENERAL EXPLANATIONS ON TYPE DESIGNATIONS Example: TG 510 A Example: FE 460 A T Trucknology F F 2000 G Generation E Evolution 510 l/s without specification according to Euronorm A heavy truck class (over 18 tons) 460 l/s without specification according to Euronorm A heavy class (over 19 tons) N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 7 EXHAUST GAS EMISSIONS Vehicles with a gross standard weight of more than 3.5 tons in Europe are subject totest for harmful content exhaust emissions in 13 stages according to ECE R49. Harmful substances In this case, the content of harmful substances in the exhaust gas emissions of the engine being tested is measured in 13 operating states, determined in advance. After this, the average value is displayed. CO Carbon monoxide HC Hydrocarbons NOX Nitrogen oxides In contrast to EURO 2, for EURO 3 engines the measurements are also taken presumably in a partially dynamic state or, Particles 1993 1996 2000 EURO 1 EURO 2 EURO 3 5 4 2 1.25 1.1 0.6 9 7 5 0.4 0.15 0.1 Indicators of emissions of harmful substances into exhaust gases in g/kW/hour depending on the engine version, in a fully dynamic state. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 8 EXPLANATIONS FOR MOTOR TYPE PLATE Explanation of the type plate Engine type designation D2876 LF 04 MAN - Werk Nürnberg D ..........Fuel type, diesel TypD2876 LF 04 Motor-Nr. /Engine-no NI/NII 5459170015B2E1 P1 28 ..........+ 100 = Cylinder diameter, e.g. 128 mm∅ 7 ............ Characterizes the piston stroke: 6 = 155 mm, 7 = 166 mm 6 ............Number of cylinders: 6 = 6 cylinders, 0 = 10 cylinders 2 = 12 cylinders Field NI/N II I Deviation from the nominal size 0.1 mm II Deviation from the nominal size 0.25 mm Main P journal of the connecting rod H Main bearing journal S Mushroom camshaft tappet L………. Type of supercharging: turbo-supercharging with cooling charge air F............Motor placement: F Truck with cab over engine, vertical engine parts, OH Bus with engine installed in rear vertical engine UH Bus with rear engine, horizontal engine 04 The engine version is of particular importance when purchasing spare parts Technical characteristics and adjustable values N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 9 ENGINE ID NUMBER Example: 248 7840 027 B 281 ABCD EFG T2876028 A.........248............... Engine type code B.........7840............ Assembly day C.........027.............. Assembly sequence (Next number on the day of assembly) D.........B................ Overview Flywheel E.........2................. Overview Injection pump regulation F.........8...................Overview Compressor G.........1................... Special equipment, such as engine dependent power take-off N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 10 INSTALLATION CLEARANCE AND WEAR LIMIT Installation size Main bearing journal diameter, standard size Main bearing inner diameter, standard size Crankshaft main bearing/main bearing journal Main bearing shell release Wear limit 103.98 - 104.00 mm 104.066 - 104.112 mm 0.060 - 0.126 mm 0.3 - 1.2 mm Release of the adjusting bearing shell Axial 0.1 - 0.5 mm clearance of the crankshaft 0.190 - 0.312 mm Connecting Rod Bearing Journal Inner Diameter, Standard Size Connecting 89.98 - 90.00 mm Rod Bearing Inner Diameter, Standard Size Connecting Rod Bearing/Joke 90.060 - 90.102 mm Max. 1.25 mm 0.062 - 0.104 mm Unclamp 0.6 - 1.5 mm Connecting rod bushing/piston pin 0.055 - 0.071 mm Cylinder liner protrusion 0.030 - 0.080 mm Piston protrusion above the top edge of the crankcase 0.013 - 0.331 mm Piston head height - standard size (lower limit 0.2 - 0.4 - 0.6) N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc minimum 0.03 mm 89.750 - 89.800 mm Page 11 Mounting clearance Wear limit Butt gaps of piston rings 1 O-ring - joint gap (Götze, TRW, Thompson, Riken) 2 O-ring (Götze, Riken, TRW, Thompson) 0.350 - 0.550 mm 1.50 mm 0.450 - 0.650 mm 1.50 mm 0.450 - 0.700 mm 1.50 mm 0.450 - 0.650 mm 1.50 mm 0.500 - 0.750 mm 1.50 mm 0.250 - 0.400 mm 1.50 mm Oil control piston ring (Götze, Riken, TRW, Thoml/con) Piston ring axial clearance Exhaust valve lag Intake 1.50 mm valve lag Intake valve head height 0.700 - 1.300 mm Exhaust valve head height 0.700 - 1.300 mm 3.400 - 3.500 mm 3,000 - 3,100 mm N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 12 STANDARD TORQUE VALUES Installation tightening torque (according to factory standard M3059) Puff threaded connections, For which Instructions for using the table Not A special tightening torque is required and can only be done using conventional torque wrenches. The exception to this is auxiliary connections or When mating parts of different strengths other than those specified, it is necessary to use the tightening torque of the part of a lower strength class. (e.g. screw strength class 8.8, nut strength class 10; tightening torque according to column 8.8). Heftverbindung Tightening torques should not deviate from the specified values by more than ±15%. When connecting a part with a longitudinal groove with screws to a part with a round hole, tightening should be done from the side of the round hole. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 13 Bolts/nuts with external or internal hexagon, with a head without shoulder or flange Thread size Strength class (Bolt nut) x step 8.8/8 10.9/10 Thread size x step 12.9/12 Nm Nm Nm M4........................... 2.5................... ...... 4.0 ........................ 4.5 M5 ......................... 5.0................... ...... 7.5 ........................ 9.0 M6 ......................... 9.0................... .... 13.0 ...................... 15.0 M7 ........................... 14.0................... .. 20.0 ...................... 25.0 M8 ........................... 22.0................... .. 30.0 ...................... 35.0 M8 x 1.................... 23.0................... 35.0 . ....................40.0 M10 ........................... 45.0................... 65.0 ......................75.0 M10 x 1.25.............. 45.0....... 65.0 ........ ...............75.0 M10 x 1 ................... 50.0................... 70.0 ... ...................85.0 M12 ........................... 75.0................... 105, 0 .....................125.0 M12 x 1.5................ 75.0.................. 110.0 ........ ............130.0 M12 x 1.25............... 80.0................... 115.0 .......... ..........135.0 M14 ........................115.0...................170.0 ....................200.0 M14 x 1.5...............125.0........ 185.0 ......... ..........215.0 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Strength class (Bolt nut) 8.8/8 10.9/10 12.9/12 Nm Nm Nm M16.......................180.0...................160.0...................310.5 M16 x 1.5..............190.0..............280.0...................330.0 M18 .......................260.0...................370.0...................430.0 M18 x 2 .............270.0...................290.0...................450.0 M18 x 1.5 ..............290.0..............410.0...................480.0 M20....................... 360.0......520.0...................600.0 M20 x 2............. 380.0......540.0...................630.0 M20 x 1.5.............. 400.0......570.0...................670.0 M22....................... 490.0......700.0...................820.0 M22 x 2............. 510.0...................730.0...................860.0 M22 x 1.5.............. 540.0......770.0...................900.0 M24....................... 620.0......890.0................1040.0 M24 x 2............. 680.0......960.0................1130.0 M24 x 1.5.............. 740.0..............1030.0................1220.0 Page 14 For versions with a collar with a ribbed head support surface (e.g. Verbus Ripp), the following must be observed: When tightening on nodular cast iron (GGG) parts, new screws Nm1)The tightening value on parts made of more rigid or nuts must be used at all times. materials, such as C45, improved materials, cast iron (GG, GTS), as well as with a diameter less than/or equal to M14 and nodular cast iron (GGG). When connecting soft and hard parts with bolts, tightening should be done, if possible, always from the side of the more Nm2)Tightening value on less rigid parts materials, such as rigid part. frames and their attachments (QSTE 340, QSTE 420, ST 2 K 60) and on soft materials such as body sheets (ST 12, ST 13, ST 14), attachment parts from ST 37, aluminum alloys and also for diameters M16 from nodular cast iron (GGG). N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 15 Screws/nuts with shoulder or flange Thread size x step M5 M6 M8 M8 x 1 M10 M10 x 1.25 M10 x 1 M12 M12 x 1.5 Strength class (Screw/Nut) smooth serrated (M18 only) or ribbed 10.9/10 100/10 12.9/12 Nm Nm1) Nm2) Nm1) Nm2) 9 10 10 – – 15 17 17 – – 35 40 40 – – 40 – – – – 75 90 100 – – 75 – – – – 85 – – – – 115 130 130 145 170 120 145 170 – – N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Thread size x step M12 x 1.25 M14 M14 x 1.5 M16 M16 x 1.5 M18 M18 x 2 M18 x 1.5 Strength class (Screw/Nuts) smooth serrated (M18 only) or ribbed 10.9/10 100/10 12.9/12 Nm Nm1) Nm2) Nm1) Nm2) 40 – – – – 175 – – 260 300 190 260 300 – – 280 – – 360 415 300 360 415 – – 380 – – – – 400 – – 520 520 420 – – 550 550 Page 16 Deviations from factory standard Note: All screw connections not listed in the table below must be tightened to factory standard M3059. The screws are mounted in a slightly lubricated state. If there are no other requirements, the tolerance according to M3059 ismax.±15%. Screw caps: DIN 908, M14 x 1.5 / M16 x 1.5 ....................................80 Nm M18 x 1.5 / M22 x 1.5 ....................................100 Nm M24 x 1.5 / M25 x 1.5 ....................................120 Nm M30 x 1.5................................................... ......150 Nm DIN 7604, AM10 x 1 / M12 x 1.5....................................50 Nm AM14 x 1.5................................................... ......80 Nm Crankcase/timing housing: Main bearing cap Preliminary tightening M18 x 2 (12.9) ........300 Nm Preliminary tightening M18 x 2 (10.9) .........300 Nm Corner tightening ..............................................90° Counterweight on crankshaft: Preliminary tightening M16 x 1.5 (10.9) ......100 Nm Corner tightening ..............................................90° N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Connecting Rod Bearing Cap: Pre-tightening M16 x 1.5 (10.9).100 Nm Corner tightening ..............................................90° Engine support bracket on crankcase (6 cylinders): M14 (12.9) ................................................. ..225 Nm Inspection hole cover on the timing case housing: M8 (8.8) ................................................... ........10 Nm Adjusting washer on the timing case: M8 (12.9) ................................................. ......40 Nm Timing housing on crankcase: M10 (12.9) ................................................. ....75 Nm Hub damper (6 cylinders): M10 (10.9) ................................................. ....60 Nm Damper hub on crankshaft: M16 x 1.5 ................................................... .....210 Nm Belt pulley on crankshaft: M26 x 1.5 (10.9)............................................220 Nm Pulley damper: M10 (10.9) ................................................. ....60 Nm Flywheel on crankshaft: M16 x 1.5 (12.9 Pre-tightening) ....250 Nm Corner tightening ....................................................90° Page 17 Gear caliper on crankshaft: M16 x 1.5 (12.9) ............................................. .......260 Nm Fan damper on crankshaft: M8 (8.8)................................................... ...............22 Nm Crankshaft damper: M16 x 1.5 (10.9 ............................................... .......220 Nm Oil pump cover, M8 (8.8)...................................22 Nm Oil cooler on oil filter head, M8 (8.8)................................................... ...............................22 Nm Filter cup on the oil filter head, M12 (10.9)................................................. ...........................50 Nm Screw cap (oil drain cap) on the oil pan, Gas distribution mechanism: Adjusting segment on drive shaft drive gear, M26 x 1.5 (10.9) ............................................. ......................80 Nm M10.................................................... ................................90 Nm Oil nozzle on crankcase, M14 x 1.5...................70 Nm Adjustment segment on the intermediate gear, Oil level probe (6-cylinder) M18 x 1.5. M10……….. ......................................... ...........................90 Nm …………………………………………………………………………………50 Nm Rocker arm support strut on cylinder head Threaded plug-oil filter head, M10 (10.9) ................................................. ...........................65 Nm M14 x 1.5 ................................................... ............................40 Nm Lock nut on valve adjusting bolt, M12 x 1 (8.8)............................................ ........................50 Nm Lubrication: Oil pump on crankcase, M8 (8.8) ...............................22 Nm N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 18 Intake/exhaust system: Starter/Generator: Tighten the screw/nut of the exhaust manifold / or tighten it completely from the inside to the outside. Exhaust manifold on cylinder head, M10.......50 Nm D28.. – Euro 1 / Euro 2 in-line engines with “SD” exhaust manifold bolts .........60 Nm +90° (“SD” = designation on the screw head for the hightemperature exhaust pipe screw) Intake manifold on cylinder head, M8 (8.8) ...22 Nm Intake manifold on cylinder head, M8 (10.9) .30 Nm V-belt pulley, K1/N1, M 14 x 1.5 / M 16 x 1.5.................................40 - 50 Nm V-belt pulley on generator T1, M24 x 1.5................................................... ...120 - 150 Nm Generator bracket on crankcase M14 (8.8)................................................... ........................120 Nm Starter on timing housing M12 x 1.5 .................................................... ...............................80 Nm Fuel system: Crankcase oil pressure sensor, M18 x 1.5 ...........80 Nm Crankcase temperature sensor, M14 x 1.5...................20 Nm Injection pump, pressure pipe on the P-pump and injectors, M14 x 1.5 re-installation............10 Nm +300Nm M14 x 1.5 initial installation............10 Nm +600Nm Injection pump, pressure line on A-pump and injectors, M12 x 1.5 ...................................................15 Nm +10 Nm Fuel filter, M12 (8.8) ......................................80 Nm Thermal valve on the fuel filter, M14 x 1.5 ................................................... .......20 - 30 Nm Union nut for fastening the sprayer……………….60 Nm Injector housing in cylinder head ....................................120 Nm N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Sensors: Power take-off: Tachometer intermediate piece on screw cap ............................................................ ...............................80 Nm Tachometer drive on the intermediate piece ............80 Nm Power take-off on crankcase, M10 (12.9) .....................75 Nm Drive gear on the shaft (after tightening to failure - mint), M33 x 1.5 ................................................... ........................300 Nm Flange for the drive shaft (after tightening to failure mint), M24 x 1.5................................................... .............300 Nm Oil nozzle on support housing (for power take-off), M12 x 1.5................................. .......60 Nm Page 19 AIR COMPRESSOR: Drive gear on the compressor crankshaft, M18 x 1.5 (10.9) ............................................. .....360 Nm Drive gear on the camshaft, M10 (10.9)................................................. ............65 Nm M10 (12.9)................................................. ............75 Nm Connecting rod bearing cap (compressor), M8 (10.9)................................................... ..............30 Nm Cylinder liner on the compressor housing, M8.............................................. ....................40 Nm Compressor cylinder head on cylinder, M8 (10.9)................................................... ..............30 Nm Compressor on crankcase, M8 (10.9)................................................... ..............30 Nm TURBOCHARGER: Shaft nut for K 29, SW 10/12....................................12 Nm Shaft nut for K 29, SW 14....................................10 Nm +60° Shaft nut for 4 LGK................................................... ...19 - 21 Nm Shaft nut for 4 LGZ, K361 (protected by Loctite) ....................................5 Nm +60° Compressor crankcase for K 29...................................................7 Nm Compressor crankcase for 4LGK....................................5 - 8 Nm Compressor housing for K 361.................................................15 Nm Compressor crankcase for 4 LGZ with clamping clamp....10 Nm Compressor housing 29, M8 ....................................................20 Nm Compressor crankcase for 4 LGK....................................14 Nm Compressor crankcase for 4 LGZ, K 361.................................10 Nm ZF vane pump on compressor, M10 (10.9)................................................. ............61 Nm RUBBER HOSE CLAMPS: Clamping range 12 - 31 mm, tape width 9 mm....3.6 Nm Clamping range - 32 mm, tape width 13 mm..........5 Nm N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 20 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 21 SEALANTS, ADHESIVES AND LUBRICANTS Group 999/0 Part no. parts Name Execution 04.10160-9049................................. Seal ............ ........................................ ANTIPOR 46 / 50 ML ASBESTFREI 04.10160-9142................................ Contact seal ........... ........................ LOCTITE 574 TB 50 ML ASBESTFREI 04.10160-9189................................. Seal ............ ........................................ DRI SEAL LOCTITE 506 04.90300-9018................................ Contact seal ........... ........................ 250 ML 04.90300-9017................................. Seal ............ ........................................LOCTITE 503 04.10394-9229................................. Sealing compound, transparent ......... ...... DK 150 GR-TRANSPARENT ASBESTFREI 04.10160-9029................................. Seal ............ ........................................ ATMOSIT DS 700 ML 04.10394-9256................................. Sealing compound, red, glue ....... .... DK 310 ML - ROT ASBESTFREI 04.10190-9002.................................Hardener............ ........................................ OMNIFIT-AKTIVATOR 04.10160-9164....................................Self-unscrewing safety device, green LOCTITE 648 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 22 Spare part number Name Execution 04.10160-9107..................... Glue............ ........................................................ .... 50 ML 04.10160-9129................................Glue, green.......... ........................................ 50 ML OMNIFIT 150 M 04.10170-9006................................Adhesive lubricants......... ............ 650 GR UNIVERSAL 09.15011-0003................................. Solid lubricating paste......... ........................... 50 GR 09.14001-0029................................. Lubricants........... ........................ 100 ML NEVER-SEEZ-NSA-4 SPRAYDOSE 09.16012-0114................................High temperature grease .. TB 100 GR TUBE 09.15001-0011....................................Universal grease, Montagepaste LI-POO/000-STOFF- NR 09.16012-0117…………………………Mounting paste.................................... .......... WHITE T / 100 GR OPTIMOLY 04.90300-9023.................................. Mounting paste ........... ................................ 150 GR 04.10160-9208................................. Seal ............ ........................................ HYLOMAR 04.10194-9102................................. Seal ............ ........................................LOCTITE 518 04.90300-9019............................................... ........................................................ ............ OMNI-VISC TP 1002 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 23 TECHNICAL INNOVATIONS FOR D 2866/76 • neues Frontende (new engine front end) • Steel flywheel housing • Connecting rod • Water pump (crankshaft driven) • Fan drive (gear driven) • Clutch-fan (electrohydraulic control) • Adjustable exhaust gas recirculation system with water cooling (AGR) • RegulatorEDC in conjunction with the engine • EDC MS 6.1 • Polyvinyl belts (ribbed V-belt) • BoxMP (manual control program?) (Central • Piston with cooling channels (510 L/S) switchgear) • Extended oil spray nozzles (510L/S) • Turbocharger withWaste - Gate (510 l/s) • Starter, starter regulation (IMR) • Chrome plated conical compression piston ring (510 L/S) • Low noise compact generators • All enginesTGA with EVB • Air conditioning compressor position • Intake silencer (L15 FH) • Fuel service center (KSC) N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 24 FUNDAMENTAL CONCEPTS A.........Torque C Flow curve shape at full load at B.........Power The diagram confirms that in the low speed range, due to C.........Specific fuel consumption poor mixing (under pressure) of fuel particles (14.5:1), the A As the rotation speed increases, the power increases flow rate is unfavorable. At high speeds, the fuel and torque. After overcoming the period of friction losses and combustion process is incomplete due to lack of time. Fuel heat losses, the engine, with optimal filling of the cylinders, consumption increases. reaches its maximum torque. With a further increase in speed, the torque decreases due to increasing flow resistance and short valve opening intervals. B Power –is the derivative of the rotational speed and torque. Since the decrease in torque occurs more slowly than the increase, it initially leads to a further increase in the engine's power output. Between maximum torque and maximum power there is a “flexible” zone, within which, innerhalb, at decreasing speeds, due to increasing torque, constant power is maintained. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 25 ENGINE TECHNICAL PARAMETERS D 2866 LF 36 EURO 2 Model...............................................R6 TI-EDC (4 valves) Start of feed (degrees KW to OT) .....................0ÂñGrad Cylinder placement6 cylinders in a row, vertical Idle speed ......................600 1/min Max. power................................................. .........228 KW Valve clearance with cold engine Rated speed .........................1900 1/min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ………….EV 0.50 mm Max. torque .......................................1500 Nm Valve clearance when exhausted with EVBAV 0.5mm / Speed at max. rotate moment...900-1300 1/min 0.35mm Compression pressure........................................................more28 bar Working volume................................................... ........11967 cm3 Diameter / Lift................................................... ......128 / 155 Permitted pressure difference of individual cylinders ............................................................................... Max. 4 bar Cylinder operating order ...................................................1-5-3-6-2-4 Coolant.....................................50 (I/R 58) l Cylinder 1 is located......fan side Oil filling volume.........................................................42 l Injector opening pressure ....................................300 + 8 bar Supply system ......................................Bosch EDC MS 6.1 Clutch-fan control hydraulically electrically Weight (dry) ................................................... ..........1070 kg N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 26 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 27 D 2866 LF 37 EURO 2 Model...............................................R6 TI-EDC (4 valves) Start of feed (degrees KW to OT) ..................0Âñdegrees Cylinder placement6 cylinders in a row, vertical Max. Idle speed………………600 1/min power................................................. .........265 kW Valve clearance with cold engine..........EV 0.50 mm Rated speed .........................1900 1/min Valve clearance Exhaust with EVB...................AV 0.5 mm / 0.35 mm Max. torque .......................................1700 Nm Compression pressure........................................................more28 bar Speed at max. torque Permitted pressure difference between individual cylinders ...................................................................... 900 - 1300 1/min ............................................................................... Max. 4 bar Working volume................................................... .......11.967 cm3 Coolant.....................................50 (I/R 58) l Bore / Stroke................................................... .............128 / 155 Oil filling volume.........................................................42 l Ignition order ....................................................1-5-3-6-2-4 Supply system .....................................Bosch EDC MS 6.1 Cylinder 1 is located......fan side Fan clutch control...hydro-electrically Injector opening pressure ....................................300 + 8 bar Weight (dry) ................................................... ....................1077 kg N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 28 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 29 D 2866 LF 32 EURO 2 Model...............................................R6 TI-EDC (4 valves) Start of feed (degrees KW to OT) ..................0°Âñnach OT Cylinder placement6 cylinders in a row, vertical Idle speed ......................600 1/min Max. power................................................. .........301 KW Valve clearance with cold engine...........EV 0.50 mm Rated speed .........................1900 1/min Valve clearance when exhausted with EVB....AV 0.60 mm / 0.40 mm Max. torque .......................................1850 Nm Compression pressure................................................... .Uber 28 bar Speed at max. torque Permitted pressure difference between individual cylinders ...................................................................... 900 - 1300 1/min ………………………………………………………………………………max.4 bar Working volume ........................................................ .......11967 cm3 Coolant filling volume....50 (I/R 58)l Bore / Stroke................................................... .............128 / 155 Oil filling volume........................................................42 Liter Ignition order ....................................................1-5-3-6-2-4 Supply system .....................................Bosch EDC MS 6.1 Cylinder 1 is located.........on the fan side Fan clutch control...hydro-electrically Opening pressure der Injector ......................320 + 8 bar Weight (trocken)................................................... ...................1077 kg N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 30 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 31 D 2876 LF 07 EURO 2 Model................................................. ..........R6 TI-EDC (4 V) Start of feed (degrees KVT by OT) ..................4°ÂñByO.T. Cylinder placement6 cylinders in a row, vertical Max. Idle speed ......................600 1/min power................................................. .........338 kW Valve clearance with cold engine...........EV 0.50 mm Rated speed .........................1900 1/min Valve clearance Exhaust with EVB ............AV 0.60 mm / 0.40 mm Max. torque .......................................2100 Nm Compression pressure........................................................more28 bar Speed at max. torque Permitted pressure difference between individual cylinders ...................................................................... 900 - 1300 1/min ............................................................................... Max. 4 bar Working volume ........................................................ .......12816 cm3 Coolant......................................50 (I/R 58)l Bore / Stroke................................................... .............128 / 166 Oil filling volume.........................................................42 l Ignition order ....................................................1-5-3-6-2-4 Supply system ......................................Bosch EDC MS6.1 Cylinder 1 is located......fan side Fan clutch control...hydro-electrically Injector opening pressure ....................................320 + 8 bar Weight (dry) ................................................... ......................1077kg N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 32 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 33 D 2866 LF 26 EURO 3 Model................................................. ..........R6 TI-EDC (4 V) Idle speed ..................600 1/min Cylinder placement6 cylinders in a row, vertical Max. Valve clearance with cold engine...........EV 0.50 mm power................................................. .........228 KW Valve clearance Exhaust with EVB ............AV 0.60 mm / 0.40 mm Rated speed .........................1900 1/min Compression pressure........................................................more28 bar Max. torque .......................................1500 Nm Permitted pressure difference between individual cylinders Speed at max. torque ............................................................................... ...................................................................... 900 - 1300 1/min Max. 4 bar Coolant.....................................50 (I/R 58) l Working volume ........................................................ .......11967 cm3 Oil filling volume.........................................................42 l Bore / Stroke................................................... .............128 / 155 Supply system ......................................Bosch EDC MS6.1 Ignition order ....................................................1-5-3-6-2-4 Fan clutch control...hydro-electrically Cylinder 1 is located……………….on the fan Weight (dry) ................................................... ......................1082kg side. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injector opening pressure ....................................300 + 8 bar Start of feed (degrees KW to OT).................................2°ÂñbeforeO.T. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 34 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 35 D 2866 LF 27 EURO 3 Model................................................. ..........R6 TI-EDC (4 V) Idle speed ..................600 1/min Cylinder placement6 cylinders in a row, vertical Max. Valve clearance with cold engine...........EV 0.50 mm power................................................. .........265 kW Valve clearance Exhaust with EVB ............AV 0.60 mm / 0.40 mm Rated speed .........................1900 1/min Compression pressure........................................................more28 bar Max. torque ........................................1700Nm Permitted pressure difference between individual cylinders Speed at max. torque ............................................................................... ...................................................................... 900 - 1400 1/min Max. 4 bar Coolant.....................................50 (I/R 58) l Working volume ........................................................ .......11967 cm3 Oil filling volume.........................................................42 l Bore / Stroke................................................... .............128 / 155 Supply system ......................................Bosch EDC MS6.1 Ignition order ....................................................1-5-3-6-2-4 Fan clutch control...hydro-electrically Cylinder 1 is located Weight (dry) ................................................... ......................1082kg from the outside fan Injector opening pressure ....................................300 + 8 bar Start of feed (Grad KW vor OT) .....................2°ÂñbeforeO.T. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 36 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 37 D 2866 LF 28 EURO 3 Model................................................. ..........R6 TI-EDC (4 V) Injector opening pressure ....................................320 + 8 bar Cylinder placement6 cylinders in a row, vertical Max. Start of feed (Degree KW to OT) ..................2°-ñafterO.T. power................................................. .........301 KW Idle speed ..................600 1/min Rated speed .........................1900 1/min Valve clearance with cold engine...........EV 0.50 mm Max. torque .......................................1850 Nm Valve clearance Exhaust with EVB ............AV 0.60 mm / 0.40 mm Speed at max. torque Compression pressure........................................................more28 bar ...................................................................... 900 - 1300 1/min Zul. Pressure difference der einzelnen Zylinder.....Max. 4 bar Working volume ........................................................ .......11967 cm3 Coolant.....................................50 (I/R 58) l Bore / Stroke................................................... .............128 / 155 Oil filling volume.........................................................42 l Ignition order ....................................................1-5-3-6-2-4 Supply system ......................................Bosch EDC MS6.1 Cylinder 1 is located Fan clutch control...hydro-electrically fan side ................................................................................................... N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Weight (dry) ................................................... ....................1082 kg Page 38 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 39 D 2876 LF 04 EURO 3 Model................................................. ..........R6 TI-EDC (4 V) Start of feed (degree KW to OT)....................2°ÂñbeforeO.T. Cylinder placement6 cylinders in a row, vertical Idle speed ..................600 1/min Max. power................................................. .........338 kW Valve clearance when engine is cold..........EV 0.50 mm Rated speed .........................1900 1/min Valve clearance Exhaust with EVB ............AV 0.60 mm / 0.40 mm Max. torque .......................................2100 Nm Compression pressure........................................................more28 bar Speed at max. torque Permitted pressure difference between individual cylinders 900 - 1300 1/min ............................................................................... Working volume ........................................................ .......12816 cm3 Coolant.....................................50 (I/R 58) l Bore / Stroke................................................... .............128 / 166 Oil filling volume.........................................................42 l Ignition order ....................................................1-5-3-6-2-4 Supply system ......................................Bosch EDC MS6.1 Cylinder 1 is located on the fan side ...................... Fan clutch control...hydro-electrically Injector opening pressure ....................................320 + 8 bar Weight (dry) ................................................... ....................1089 kg N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Max. 4 bar Page 40 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 41 D 2876 LF 05 EURO 3 Model................................................. ..........R6 TI-EDC (4 V) Start of feed (degree KW after OT).........2°+ñ afterO.T. Cylinder placement6 cylinders in a row, vertical Idle speed ..................600 1/min Max. power................................................. .........375 kW Valve clearance with cold engine...........EV 0.50 mm Rated speed .........................1900 1/min Valve clearance Exhaust with EVB ............AV 0.60 mm / 0.40 mm Max. torque .......................................2300 Nm Compression pressure........................................................more28 bar Speed at max. torque Permitted pressure difference between individual cylinders ...................................................................... 900 - 1300 1/min ............................................................................... Max. 4 bar Working volume ........................................................ .......12816 cm3 Coolant......................................50 (I/R 58)l Bore / Stroke................................................... .............128 / 166 Oil filling volume.........................................................42 l Ignition order ....................................................1-5-3-6-2-4 Supply system ......................................Bosch EDC MS6.1 Cylinder 1 is located .................... on the fan side Fan clutch control...hydro-electrically Injector opening pressure ....................................320 + 8 bar Weight (dry) ................................................... ....................1092 kg N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 42 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 43 CASE The cross-flow crankcase is molded together with the cylinder Diameter holes for standard cylinder liner block in a piece of special cast iron and provides special strength amounts to and elasticity. Has replaceable wet cylinder liners. (Repair size increases 0.5 / 1.0 mm). There is a precisely controlled supply of cooling water for forced Diameter flushing of the top hot part of the cylinder liners. amounts to"B" 153.900 - 154.150 mm(Repair increases size 0.5 / "A" 145.800 - 145.840 mm standard collar sleeves cylinder 1.0 mm). Precisely calculated wall thickness and functional fins designed to achieve maximum functionality ensure the crankcase is The depth of the recess for the collar is"C" 9,980 - 10,000 mm. structurally strong and quiet. The lower part of the crankcase is made in the form of a cross-beam to provide strength. Its sealing from the crankcase is carried out using Loctite 518. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 44 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 45 CYLINDER LINERS Wet replacement cylinder liners are made from a special centrifugal casting. New O-rings (2) are inserted into the crankcase dry (Viton Ringe). The O-ring(s) (1) of the upper seal must fit tightly into the grooves of the liner so that it cannot turn. Apply a thin layer of engine oil to the cylinder liner at the top of the O-ring. Lubricate the lower part of the O-ring, as well as the adapter part of the cylindrical part of the liner, with a thin layer of engine oil. . . ATTENTION: Do not use a brush! NOTE: Please take into account changes in sleeve seal cylinders Instead of the previous design (Fig.A) with twoVITON Rings 51.96501.0493for upper sleeve seal Only one shaped ring is used (Fig.B) 51.96501.0540oval design, in combination with modified liner 51.01201-0420 and modified cylinder head seal 51.03901-382. For the lower seal of the sleeve, the same O-rings made of VITON green, 51.96501.0412. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc NOTE: Do not use any other type of sealant! Test methods for measuring the protruding part of the cylinders(measurements are taken without a seal!). Insert the cylinder liner without the O-ring into the crankcase. Install the pressure gauge plate and tighten it fully40 Nm, then take measurements in at least 4 places using an indicator. (1) Cylinder liner (2) Carter (C) Recess for crankcase collar (D) Cylinder liner flange height D - C Sleeve-crankcase protrusion ....................................measure Cylinder projection: min. 0.03mm max. 0.08mm Cylinder liner flange height ( . . . . 9.98 height - 10.00mm Execution fig.A) Recess depth for collar “C“. . Collar “D” 10.05 - 10.07mm Repair increase in size 10.25 - 10.27mm Repair increase in size10.55 - 10.57mm Cylinder liner flange height (rice. B new version) Depth of recess under the shoulder“C“ Collar height 9.98 “D“ - 10.00mm 10.05 - 10.07mm Clamp height increases are only available for standard outer diameters. Page 46 A N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc B Page 47 Carter Holes in the housing for sleeves Mounting socket at top (A 1) Standard size ...........................145,800 to 145,840 mm Repair size increase 0.5 / 1.0 mm...... .................... Mounting socket at bottom (B 1) Standard size ...........................144,500 to 144,540 mm Repair size increase 0.5 / 1.0 mm...... .................... Clamp diameter in cylinder block (C 1) Standard size ...........................153,900 to 154,150 mm Repair size increase 0.5 / 1.0 mm...... .................... Outer diameter of the sleeve on the clamp (C 2) Standard size ...........................153.694 to 153.757 mm Repair size increase 0.5 / 1.0 mm...... .................... Outer diameter of the sleeve on the mounting socket socket (A 2), top Standard size ...........................145.761 to 145.786 mm Repair size increase 0.5 / 1.0 mm...... .................... Gap: Hole in body - sleeve outer diameter on mounting socket, top (Al - A2) .....0.014 to 0.079 mm on mounting socket, bottom (Bl - B2) ...... 0.043 to 0.108 mm on collar (Cl C2) .... ..................................... 0.143 to 0.456 mm Cylinder liner inner diameter D 28 ..................................... ............ 127.99 to 128.01 mm Wear limit, max. ........................... 0.15 mm über Grundmaß Sleeve length............... ............................................... 270 ±0.5 mm D 2876 .................................... ........ 127.99 to 128.01 mm Wear limit, max. ........................... 0.15 mm über Grundmaß Sleeve length ............... ........................................... 270 ±0.5 mm Permitted taper along the length of the cylinder in zone (a) ................................................... ........................... 0.005 mm in area (b) ................. ........................................................ .... 0.008 mm Case protrusion........................................................ .. 0.03 to 0.08 mm Not less than 0.03 mm! Sleeve outer diameter on mounting socket (B 2), bottom Standard size ...........................144.432 to 144.457 mm Repair size increase 0.5 / 1.0 mm...... .................... N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 48 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 49 Cylinder liner 51.01201-0309 Diameter of the cylinder block (C1) Int. Ø 153.900 ... 154.150 mm Ø sleeve diameter (A1) 145.800 ... 145.840 mm Inner diameter of the sleeve body in the lower part (B1)Ø 144.500 ... 144.540 mm Inner diameter of the sleeve collar (C2) Ø 153.694 ... 153.757 mm Ø Sleeve diameter at the top (A2) Sleeve 145.761 ... 145.757 mm Ø diameter at the bottom (B2) 144.432 ... 144.457 mm Determine the piston clearance: Measure the inner diameter of the cylinder liners using intrameter in three levels in the direction from top to bottom radially at equal intervals of 45°. The piston diameter values are NOTE: If the piston clearance is too large, then it is necessary to replace the liners and pistons. calculated based on the new pistons. If the pistons are stuck, Example of piston clearance forD 28..LF Cylinder-∅................................................... .127.99 - 128.01 mm take measurements using an external micrometer from the Piston-∅............................................127.835 - 127.872 mm bottom edge of the piston across the piston axis. Subtract the Possible installation gap ......................0.118 - 0.175 mm Ideal piston diameter from the largest cylinder liner diameter. The installation gap * .....0.14 - 0.15 mm Wear resulting value will be the piston clearance. limit................................................... ..............0.30 mm * Using pairwise selection N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 50 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 51 Machine Translated by Google CRANKSHAFT The crankshaft on 7 bearings is stamped from improved micro-alloy steel. The crankshaft must be dynamic, which is ensured by eight welded counterweights. Main and connecting balancing,rod bearings, including gears, are induction hardened and ground. The connecting rod bearings are supplied with oil from the main bearing through simple holes. For the connecting rod bearing and crankshaft bearing, as well as for the tappet bores, two sizes are available in series production. A steel ring moves in the vibration damper housing in silicone oil. WARNING: Do not remove the vibration damper using a hammer or pry bar. The damper loses its functionality even with the slightest flaw in its surface, which can lead to damage to the clutch and breakage of the crankshaft! Main bearing journal diameter: .. (N) 103.98 - 104.00 mm Main bearing inner diameter: (N) 104.066 - 104.112 mm N = standard N1 = 0.1 mm deviation from standard P Crankshaft, connecting rod bearing N1 H Crankshaft, main bearing N1 S Pushrod bore, N1 FOR SIZE N1 CRANKSHAFT ALL CONNECTING ROD AND MAIN BEARING PULLINGS ARE ALWAYS MADE IN SIZE N1 Crankshaft stop on the axle is achieved using inserted shims on the middle bed of the main bearing. CAUTION: LUBRICATION SLOTS OF ADJUSTING WASHERS (A) MUST POINT TO THE CRANKSHAFT JEEKS VIBRATION DAMPER Mounted on the front of the crankshaft to eliminate critical crankshaft vibrations. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Other repair dimensions: ...0.25 - 0.50 mm, 0.75 - 1.00 mm Crankshaft axial clearance: ................... 0.190 - 0.312 mm Wear limit:................................................. .......max. 1.25 mm Main bearing clearance (Miba, Glyco):. 0.060 - 0.126 mm A Crankshaft axial bearing B Main bearing screw .................. 300 Nm+90° D Crankcase cross member to stiffen it E Designation H und P size with tolerance N or N1 of the connecting rod or main bearing journals (N1= 0.1 mm deviation from size) Deformation of the bearing shells “F”: Check the amount of deformation of the new shells. Place them together on a flat surface. • Measure value "C" • Measure value "D" • Deformation = "C" min u s "D" • Deformation should be between 0.6 mm and 1.6 mm. • ATTENTION: The value "C" must be greater than the value "D" Page 52 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 53 Machine Translated by Google CRANKSHAFT SEAL FRONT AND REAR. On the rear crankshaft seal, as well as on front, rings are used for the radial Polytetrafluorotylene (PTFE) seals, trade mark Teflon. PTFE rings differ from previous rings made of elastomer significantly wider and flatter reeds , as well as the absence of a ring spring tensioning them. INSTALLATION INSTRUCTIONS: PTFE sealing ring during installation must be absolutely free of oil and other lubricants. Even the most insignificant traces of oil or other lubricants on rotating or sealing ring may cause to leakage. Before installation, it is necessary to clean the rotating Thanks to the relatively high intrinsic ring and tools from oil, grease and products The sealing tongue (A) has the property of bend inward. Therefore, the sealing ring is made of PTFE is supplied with a transfer sleeve, on which it is installed. In order for the seal the ring remained suitable for installation, it should remain on this sleeve immediately until the start installation work. It is also necessary in order to anti-corrosion protection. For this purpose it is allowed protect the extremely sensitive tongue from the slightest damage leading to leakage. Flywheel sealing tongue and rotating ring Do not lubricate with oil or other lubricants materials. use any commercially available cleaning products funds. If there is contamination from oil or other lubricants materials on the PTFE O-ring, it is not suitable for use and cleaning in this case not allowed Do not store the O-ring made of PTFE without the supplied transfer sleeve. Already when stored without a sleeve for 20 minutes, it loses tension and becomes unusable. When installing a new O-ring, always The rotating ring must be replaced. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 54 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 55 Machine Translated by Google Remove the radial seal ring Install the rotating ring Separate the sealing ring by lightly tapping it. Clean the inside of the rotating ring and end of the crankshaft. Lubricate the crankshaft end seal Antipor 46. Rotating ring (7) and Move the pressure sleeve (8) onto the adapter (3). Screw the spindle (1) into the adapter (3) tightly with the nut (4). Screw the adapter (3) tightly onto the crankshaft. Adapter (3) must lie on the crankshaft without any play for ensuring the required depth of pressing of the rotating rings. Tighten the rotating ring until it stops sleeves (6). Use special tools for withdrawals Slide the 4 pull hooks along the sealing tongue and turn 90° so as to take the sealing ring at the back of the tongue and remove it by rotating the spindle. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 56 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 57 Machine Translated by Google Install radial seal ring Screw the adapter (11) to the crankshaft. Clean the adapter and the rotating ring sealing ring (12) must be installed “dry”! Not Front crankshaft seal 1 radial seal ring made of PTFE51.01510-0226 (236) 1 rotating ring ................................................ .... 51.02130.0032 1 seal.............................................. ............. 04.10160-9049 lubricate the sealing tongues with oil or other lubricants! Place the radial seal ring (12) with transfer sleeve (13) onto the adapter (11) and push O-ring for adapter. Remove the sleeve. Push the sleeve (14) onto the adapter (11) . Screw the spindle (1) into the adapter (11). Tighten the sealing ring until the sleeve (14) stops. front cover. Rear crankshaft seal 1 radial seal ring made of PTFE ...... 51.01501-6012 1 rotating ring ................................ ...... 51.02130.0013 1 sealing agent.................................... 04.10160- 9049 Actions during repair work In case of repair work, use PTFE O-rings only. When installing a new O-ring, always replace the rotating ring. The following repair kits are available: (Latest model crankshafts are supplied without rotating rings, rotating ring installed when replacing the radial ring seals. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 58 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 59 Machine Translated by Google FLYWHEEL The flywheel is centered in relation to the crankshaft with using a locating pin and secured with ten turning screws. METHOD FOR TIGHTENING FLYWHEEL ROTARY SCREWS Lubricate the screws with oil ATTENTION! Ensure the correct position of the rotating Pre-tightening 250 Nm To tighten completely, rings (2). turn 90°. Modified mounting bolts for flywheels For engines D28..- s10.92 flywheel mounting bolts torque were re-adjusted to bolts tightened at an angle. When carrying out repair work, you should use Only bolts tightened at an angle. They are Install with the outside grip side all the way forward using the installation mandrel. Landing location rotating ring mark green Omnifit. identified by the rotation angle symbol (1) Angle-tightened bolts can be reused NOTE: Standard centering bearing (3) 51.93410-0100 Wide centering bearing (3) 51.93420-0010 only up to the specified size “Max. length". (installed when the drive shaft is fully run-in Bolt Part Number New Length Max. length M 16 x 1.5 x 84 51.90020.0297 M 16 x 1.5 84.0 -1 mm 84.5 mm x 73 51.90020.0298 CAUTION: D2876 Si.Nr. 100000) 73.0 -1 mm 73.5 mm LF05 has modified flywheel bolts. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 60 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 61 Machine Translated by Google Flywheel machining In case of strong traces of processing, removal is allowed material of the pressing surface by 2 mm. Maximum lateral runout of flywheel ring gear Minimum size A: ……………………………………..60 0.5 mm mm Flywheel outer diameter 432.000 - 432.155 mm Standard size…………………………………...62 ± 0.1 When installed, the flywheel ring gear heats up to mm 230°C. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 62 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 63 Machine Translated by Google Crankshaft locating pin and journal hole Seal the hole of the dowel pin and the trunnions Explanations crankshaft. (1) Crankshaft Engine oil may enter the clutch housing through locating pin hole (2) or between trunnions (2) Locating pin (3) Flywheel crankshaft and timing gear crankshaft (1) / flywheel (3). (4) Ball depth approx. 1mm To avoid this when carrying out repair work before (5) Compaction area installation of the flywheel, it is necessary to clean the rear parts of the crankshaft and flywheel in the area marked arrow, (5) using "Alkohol denaturiert" products (Meth alcohol) or Ball dimensions For holes up to 8.4 mm in diameter: ball diameter 8.5 mm cleaner/solvent "TEROLAN-Reiniger/Verdünner FL". For holes with a diameter greater than 8.4 mm: ball diameter 8.7 mm, Then lubricate the end of the crankshaft and the hole sealant "HYLOMAR-Dichtungsmittel". Close the hole with a ball. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 64 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 65 Machine Translated by Google CONNECTING ROD NOTE: The tempered steel connecting rods are stamped and bias split. The piston pin bearing is supplied with oil through a long oil supply hole in the connecting rod. Connecting rod in D2866 Balancing boss and parallel hole • The upper bearing shells are marked TOP or red point on the side (hardened bearing shell base) • Bottom bearing shells are designated BOTTOM New precision for piston pin connecting rods do not have counterweights at the eye connecting rod and on the lower post of the connecting rod bearing, due to which they 200 grams lighter. In addition, they are used CRACK connecting rods for greater strength designs. NOTE: Connecting rod in D2876 with trapezoidal bevels in the area of the hole for piston pin and without boss for balancing The cover and rod are fixed using the teeth of the connector and screwed with Torx shoulder screws. The connecting rod can be removed through the cylinder in an upward direction. Upper bearing shell with highly wear-resistant bearing alloy (sprayed bearing alloy). The maximum weight difference per mounting kit is 50 grams. Installation position Traditional, precision and crack connecting rods can be installed together. Tightening torque A = 100 Nm + 10 Nm Angular tightening = 90° + 10° (M 16x1.5x60/10.9)Torx Reuse is not permitted. Connecting rod bearing journal Install the long part of the connecting rod base to the fuel high pressure pump. Screw connecting rod New Max. 69.0 mm bearing 67.2 - M16x67.5-10.9 Length: 67.5 Piston pin The piston pin in D2866 LF engines has the design molded piston pin, and in D2876 LF engines - a smooth piston pin design. mm ÿ: .................................89.980 - 90.000 mm Inner diameter of the connecting rod bearing................................90.060 - 90.102 mm Radial clearance of connecting rod bearing: ....................0.060 - 0.122 mm Axial clearance of the connecting rod bearing: ...................................0.130 - 0.269 mm Radial clearance of piston pin in connecting rod : ..0.055 - 0.071 mm B Connecting rod and cover are marked together C The last number 6243 is stamped on the trapezoidal connecting rods (Only applies to D2876 motor with 12-point propellers). L1 251 0.02 mm F Molded piston pin G Smooth piston pin N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc L2 256 0.02 mm Page 66 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 67 Machine Translated by Google Connecting rod bearing measurements Connecting Rod Bushing Measure the internal diameter of the already installed connecting rod bearing shells in directions 1, 2, und 3, as well as in levels a and b. When replacing, use bushings ready for installation. The pressing force for all bushings is min. 10.000 N, max. 30.000 N. Recycling bearing shells within frames tolerance limits, Closing both oil holes at the top is permissible in case if the minimum free cross section space is 3.5 mm. Check with ÿ with a large hole, discard, ÿ with a small hole, replace using a mandrel ÿ 3.5 mm. Take into account the size of the bearing shells. In the D 2876 engine: Machining the trapezoid of the bushing = alignment to the connecting rod head, carried out after pressing the sleeve. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 68 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 69 Machine Translated by Google PISTONS The piston is made of special aluminum cast iron with filled with reinforcing insert for the upper piston rings. To maintain low piston clearance (ensuring better tightness, sound insulation) there is a cover made of steel strips. The piston crown is cooled by a jet of oil from molds in the crankcase. Piston diameter VS 127.834 - 127.866 mm Piston diameter (Mahle) 127.845 - 127.875 mm Thermal clearance of piston rings I Installation position The cooling oil holes must face to the oil nozzle. The diameter of the molded piston pins is 45,994-46,000 mm. Diameter of smooth piston pins 49.994 - 50.000 mm. The diameter of the hole in the piston for the piston pin is 46.003 - 46.009 mm Protrusion of pistons beyond the plane of the cylinder block 0.013 mm - 0.331 mm Mounting clearance Wear limit Compression ring......................... Götze, TRW, Thoml/con ............... ... 0.35 - 0.55 mm ...................................... .1.5 mm (double-sided trapezoidal)...... Riken................................. ................... 0.45 - 0.65 mm II Compression ring......................... Götze .................... ........................ 0.45 - 0.70 mm .................. ........................... 1.5 mm (Conical compression ring).... TRW, Thoml/con.............................. 0.50 - 0, 75 mm ........................................................ ................ Riken................................... ................ 0.40 - 0.65 mm CAUTION The chrome plated tapered compression ring is only available on the D2876 LF05 (510 HP) engine. 60 III Oil scraper ring ................................... .................... .................................... 0.25 - 0.40 mm .... .................................... 1.5 mm (Oil scraper ring with converging chamfers with an annular spring, and ring springs differ in tangential tension) Tension force 50 - 60 N, color blue N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 70 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 71 Machine Translated by Google Pistons (5) Compression ring (double trapezoidal ring) KS……………………………………………………………………..3,200 mm (1) Piston diameter measured perpendicular to the axis of the piston pin bosses: KS 25 mm above the lower edge of the piston skirt (2) 127.834 to 127.866 mm Mahle 27 mm above the lower edge of the piston skirt (2) ……………………………………………………….127.845 to 127.875 mm (4) Piston head height: Standard size: D2865/66 ......................... 89.75 mm Standard size: D2876LF ........... ............... 79.25 mm Repair size reduction steps: 0.2 mm / 0.4 mm / 0.6 mm (3) Bore for piston pins D 2865/66 KS .................…………………………….46,000 to 46,006 mm Mahle................................................... 46.003 to 46.009 mm Piston pin diameter ................ 46.000 -0.006 mm D2876 Mahle................................................... .. 49.988 to 50.005 mm Piston pin diameter ................ 50.000 -0.006 mm (A) Piston protrusion above the top of the cylinder block: supercharged engines ...........................0.013 to 0.331 mm Piston ring groove width N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Mahle................................................... .....3.195 to 3.225 mm (6) Compression ring (tapered compression ring) ............................................... .................3.040 to 3.060 mm (7)Oil ring .............................. ........................................ KS…….................................................. .....5,040 to 5,060 mm Mahle................................................... .....5.020 to 5.040 mm Difference in weight of piston rings in a set of one engine………………………………………………………………..max. 50 g Piston ring height 1. Compression ring Double trapezoidal ring.........3.075 to 3.095 mm 2. Compression ring Tapered compression ring ...2.978 to 2.990 mm 3. Oil scraper ring ......................... 4.978 to 4.990 mm Axial clearance of piston rings 1. Compression ring Double trapeze. Götze ring............0.105 to 0.125 mm Double trapezoid. Riken ring ...............0.100 to o.150 mm 2. Compression ring Tapered compression ring ...0.050 to 0.082 mm 3. Oil scraper rings Oil scraper ring with converging chamfers Götze.................................................... ..0.050 to 0.082 mm Riken ..................................................... .....0.030 to 0.062 mm Wear limit, max.................................... .......... 1.5 mm Page 72 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 73 Machine Translated by Google Pistons with cooling channels For engine D 2876 LF 05 (510 HP) due to high NOTE: thermal loads, a piston with channels is used for Modified oil spray nozzle cooling. (long version) There are two oil holes at the bottom of the piston Chrome plated conical compression ring (channels for cooling). Through them the relevant This way the piston crown is cooled. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 74 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 75 Machine Translated by Google CYLINDER HEAD AND VALVE ACTUATOR Valve drive with 4-valve head 4-valve cylinder head and drive valves cylinders: All TGA engines have a 4-valve cylinder head. Each cylinder has 2 mounted intake and exhaust valves. The valves are controlled Customized cross flow cylinder head made with a cast inlet-outlet channel, ensuring vortex movement of the fuel using a carbide pushrod (intake and exhaust), pushrods and a forged rocker arm. The force is transferred from the rocker arm to the intake and exhaust valves through an adjusting screw and a jumper mixtures, with inlet - outlet insert rings valve seats, as well as with pressed guides valve bushings. The cylinder head is secured with 6 high-strength Torx screws with shoulders. For efficient cooling, coolant cross flow is directed through the cylinder head from the outlet side to the inlet side. Cast Guiding ribs ensure optimal feeding cooling water. Cooling jumper between exhaust valves in a 4-valve head carried out through a cast cooling channel valves, passing through the ends of the valve stems. The jumper is installed valve the milled side on the pusher rod side. A mechanism is installed in the exhaust valve bridge EVB. The oil supply to the rocker arm and EVB is carried out through the rocker bearing housing. The EVB counter support is mounted in the rocker bearing housing. The rocker arms are captured by the axles, which are pressed into rocker bearing housing. Rocker arm bearing housing with cylinder head screwed to the cylinder block. Rod seals are installed on the outlet valve valve for consumption decrease liquids. Cylinder head seal: Steel gasket with combustion chamber corrugation and elastomer seals along the flow of liquid. Suitcase with special tools needed oils And for repair of 4-valve cylinder heads ET - Nr. 80.99606-6096 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 76 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 77 Machine Translated by Google Securing the cylinder head The cylinder head with coolant-sealed rocker body is secured to the crankcase using 6 Torx screws. The cylinder head screw is threaded at the top. These “14” threads are designed to improve communication and alignment between the cylinder head and rocker body. The tightening pattern for the Torx screws for cylinder head “1” is the same as for the 2valve cylinder head. Seal between rocker bearing housing and cylinder head - 04.10394-9272 Loctite 5900 oder 5910 The cylinder head screws can be reused if they do not exceed the prescribed length. L-new 259.5 mm-0.5 L-new 198.0 mm-0.5 L-max 261.5 mm L-max 200.0 mm NOTE THE ROCKER ARM HOUSING FOR CYLINDERS 1 - 4 IS THREADED TO ATTACH THE EGR COOLER. Bolts tightened at an angle with a Torx head (previous version) 1) Place the cylinder heads, center and tighten the bolts to 10 Nm (Lubricate the bolt head with Optimol White and the bolt threads with oil!). 2) Pre-tightening 80 Nm 3) Pre-tightening 150 Nm puffangle for the onfirst time 6) First 90° additional are Bolts additionally tightened at an tightened at the factory. In this case, the engine receives sticker C 51.97801.0211. 7) Second additional tightening by 90° When the vehicle undergoes a mandatory break-in, a second additional tightening of the bolts is tightened at an angle of 90° with a cold or warm engine according to diagram B. After the second additional tightening, the engines receive sticker D 51.97801.0212 (the first sticker should be removed) . NOTE: New and replacement engines E New version of cylinder head seal Torx head screws. (For engines with modified cylinder liners, the first additional factory tightening is not required.) The first tightening sticker is no longer required. (The first additional tightening of the cylinder head bolts has been completed.) 1) Pre-tightening 10 Nm 2) Pre-tightening 80 Nm 3) Pre-tightening 150 Nm 4) Pre-tightening 5) Final tightening 4) Pre-tightening 90° +10° 5) Final tightening 90° +10° N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 78 Machine Translated by Google E N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 79 Machine Translated by Google Tightening the cylinder head bolts after Tightening the cylinder head screws after repair work (previous version) repair work (version with modified sleeve cylinders with profile seal First additional tightening: ring and cylinder head seal) ÿ Not earlier than after one trip lasting one hour and no later than 1,000 km ÿ with a cold or warm engine. ÿ Tighten 90° - according to diagram A (6 Torx bolts) The first and only additional puff: ÿ in the range from 2,000 km to 45,000 km - all screws of each cylinder head when cold or warm engine, tighten 90° according to diagram A (6 Second additional tightening: Torx screws) ÿ In the range from 2,000 km to 45,000 km ÿ with a cold or warm engine only marked bolts - tighten 90° according to diagram B (4 Torx screws) N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 80 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 81 Machine Translated by Google 4 – valve cylinder head from the intake valve side Both intake valves are controlled Valve clearance: from the rocker arm through the jumper. Follow the correct The valve clearance is measured between the pressure installation screw “3“ and jumper “2“. jumpers. Milled support surface of lintel “2“ – from the pusher rod side. Valve clearance “5” with cold engine side The inlet valve differs from the outlet valve only in the inlet side is 0.5 mm, and on the outlet side it is 0.6 mm to a minor extent. (EVB gap - 0.4 mm) Distinctive feature: Rounded recess "6" with The tightening torque for lock nut “4” is small ÿ on the valve plate. 40 Nm When installing the first valve cover on cylinder 1, make sure that the seal on the inlet connection cable for needle motion sensor was placed correctly. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 82 Machine Translated by Google 6 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 83 Machine Translated by Google 4-valve cylinder head exhaust side with EVB Transfer of force from the rocker arm to the exhaust valves carried out through the adjusting screw and through valve bridge leading only through the ends of the stem out with installation of the valve jumper “3“ of the valve is carried the milled side pusher rod. An EVB mechanism is installed in the outlet bridge “3”. Oil is supplied to the rocker arm and EVB through rocker bearing housing. The EVB counter support is mounted in the rocker bearing housing. Valve clearance: 1. Unscrew the adjusting screw “4“ so that it the contact surface disappeared into the counter support. 2. The valve clearance of 0.6 mm is measured between adjusting screw “6” and jumper “3”. 3. The EVB gap of 0.4 mm is measured between adjusting screw “4“ and jumper “3“ = 0.4 mm. Locknut tightening torque “5“ or “7“ = 40Nm The exhaust valves have rod seals valve “1” to reduce oil consumption. ATTENTION: The adjustment screw “6“ for EVB is different from intake valve adjusting screw oil supply holes. If EVB is present, never Use screws without oil supply holes. • Seal screw “2” using 04.10075-0502. The exhaust valve differs from the intake valve only in to a minor extent. Distinctive feature: Rounded indentation "8" with large ÿ on the valve disc. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 84 Machine Translated by Google 8 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 85 Machine Translated by Google NOZZLE - NOZZLE BODY The injectors are located in the cylinder head between NOTE: intake and exhaust valves. Improper seating of the rod filter will throttle and Due to the vertical placement of the hydraulic point lengthens the injection process. impact of the injectors in the middle of the cylinder in combination with multi-jet technology ensures combustion mode, In engines with EDC, a needle injection sensor is installed optimal in terms of exhaust gas generation and fuel consumption. on the first cylinder. For injectors with filter rods it is necessary NOTE: check size A of rod filter 5.0 + During installation, install a new, lightly lubricated rubber 0.3 mm (rod filter is located in the fuel line O-ring and new copper seal high pressure) gasket N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 86 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 87 Machine Translated by Google NOZZLE HOUSING Injector body “A” SÿG* Injector designation D 2866 LF32 28 ....................DLLA 154PV 3187 458 ........ II The factory designation is embossed on the injector body BOSCH, e.g. KDEL 82 P 38, opening pressure, e.g. 250 bar, as well as the last four digits of the spare number parts, e.g. B.: 51.10101-7339 D 2866 LF26, 27, 36, 37 .......DLLA 152PV 3118 7451 ......... II D 2876 LF04, 05, 07 ............. DLLA 154PV 3187 458 ........... II *Classification group according to noise characteristics Injector body “B” The nozzle is stamped with the BOSCH factory designation, e.g. DSLA 154 P 492. The nozzle opening pressure is 300 +8 bar. The new nozzle has 320 +8 bar. Injector opening pressure for engines of the type D2865 LF24 is 280 +8 bar. The new nozzle has 300 +8 bar. 1 Nozzle body with filter rod 2 Installation washer (from 1.00 - 1.95) 3 Pressure spring 4 Compression spring screw 5 Injector diaphragm 6 Union nuts: 60 Nm 7 Seal with copper gasket Checking the injector A Injection pressure (opening pressure) B Sealing C Nature of jet formation D Noise characteristics Adjustment is carried out using adjusting washers. The gradation is 0.05 mm from 1.00 mm to 1.95 mm Tightening torque for union nuts “2“ = 60 Nm N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 88 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 89 Machine Translated by Google Classification group according to noise characteristics x Needle lift y Duration of manual reverse movement lever a Noise vibration-free zone Group I Noise characteristics: Highly audible noise throughout the entire range possible feed speed. Lowest control feed rate, one return movement per second. Jet formation: At low control feed speed, individual jets with coarse spray. By increasing the feed rate The jets are completely separated into thin ones. Group II Noise characteristics: Clearly audible noise at fast and slow speeds feed speed. Between them there may come short silent phases (phases of absence rattling tones) Jet formation: At low control feed speed, individual jets with coarse spray. In the silent zone (zone without rattling tones) – an unsprayed, cord-like stream. When the jet feed speed is increased completely are divided into thin ones. Group III Noise characteristics: Noise only at fast and slow feed speeds. Between them there is a vast silent zone (zone absence of rattling tones (a). Spraying: Up to very high control speed - non-spray cord-like stream. Then the jets are completely separated into small. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 90 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 91 Machine Translated by Google Nozzle protrusion Tightening torque: Install the nozzle body and seal “2” into the head 1) Pre-tightening the housing connection injectors with high pressure flange in the head cylinders is 10 Nm. cylinders Nozzle protrusion “1” (A) Should be 2.5 mm ± 0.3 mm from the end of the head cylinders to the sprayer. 2) Fastening the nozzle fitting tab - 40 Nm. Final injector tightening - 25 3) Nm + 90° 4) Used high pressure fuel line 10 Nm + 30° High pressure fuel line new 10 Nm + 60° Seals "2" There are seals with a thickness of 0.5 - 1.0 - 1.5 - 2.0 mm NOTE: Lightly lubricate the contact surfaces before installation. Figure B: 1 O-ring 2 Copper gasket 3 High pressure flange 4 Spherical disk 5 High pressure flange nut 6 Foot 7 Spherical disk 8 Mounting bolt 9 Injector fittings N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 92 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 93 Machine Translated by Google 4 – valve cylinder head with injector (dismantling & installation) When dismantling the injector, pay attention to Observe the following sequence of actions: ÿ Loosen and remove the tab “8“ for the injector fittings tighten to 10 Nm using torque wrench ÿ Insert pressure pipes “10“ (thinner end logen should be directed towards the injector). “10” on the cylinder head ÿ Remove the injector connections “10” from the cylinder head ÿ Loosen the fastening nut “3“ for the high flange pressure “5“ injector body ÿ Remove the injector body “7“ from the cylinder head with using a special tool ÿ Press in presser foot “8“ with a new rubber ring “11“ 06.56936-0459 (slightly oiled). ÿ Center tab “8” on the high-fuel drive pressure. ÿ Install hex screw “12“ M10x35 10.9 with spherical disc and tighten using torque wrench 10 Nm. When installing the injector, pay attention to Final tightening compliance with the following sequence of actions: 1. Tighten the screw “12” for the foot “8” using torque wrench 40 Nm. ÿ Equip the injector body “7“ with a new rubber ring “6“ gasket 06.56936-6409 and new copper “9“ 51.98701-0111. ÿ Lightly lubricate the rubber ring. ÿ When inserting the nozzle body “7“, the supply hole the fuel should be directed towards the fuel injection pump. ÿ Press injector body “7” as far as it will go (by hand) and Center using the pressure flange “5“. 2. Tighten the collar nut “3” for the clamping flange "5" on the nozzle using torque wrench 25 Nm + angle 90° After a run of 5000 - 10000 km, tighten the clamping nut Tighten flange "5" again by 90°. (Si 101200) 3. During initial installation, tighten the fuel drive high pressure by 10 Nm + angle 60°. When re-installing, tighten to 10 Nm + 30° angle. NOTE All parts must be replaced with new ones at once. ÿ Install pressure flange “5“, spherical disc “4“ and hex nut “3“ with collar M8 10.9 and N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc high pressure fuel lines. Page 94 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 95 Machine Translated by Google Testing the return flow pipeline To avoid breaking the seal of the housing seat nozzles and connections to the pressure pipe must be After any repair work, carry out a test Check the function of the injection pump injection pump valve Release all 6 high pressure lines from compressed air pressure of 1 bar in the pipeline injection pump backflow. Using the fuel priming pump, make fuel pressure is about 3 - 3.5 bar. A To do this, connect a pressure gauge with a shut-off valve compressed air to the return line (6 cylinders) and close the return line fuel supply leading to the tank. B Apply 1 bar compressed air to the system In this case, there should not be any leakage from the fuel injection pump elements. fuel (otherwise the discharge valve in the electric pump is faulty; black smoke, no power, engine runs when under load not exactly). (don't forget to check for leaks control device) and crank the engine 2 turnover. C If within the next 3 min. decline no pressure is observed, then sealing is OK. The air pressure must not fall below 1 bar at for 3 minutes. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 96 Machine Translated by Google T2866012 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 97 Machine Translated by Google Rocker support To dismantle, you must first knock out Installation of the rocker arm axle: rocker axis “3“ side of the exhaust valve using When pressing the rocker axis, turn impact puller (Thread), then press out the rocker shaft pay attention to the correct position of the recess “5“ for the screws "1" intake valves from the inside. cylinder heads. Rocker axis from the intake-exhaust valve side is pressed flush into the rocker body with using special tools. Don't forget about the oil scraper ring “2“ 06.56936-1200! N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 98 Machine Translated by Google 5 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 99 Machine Translated by Google VALVE DRIVE Two mounted inlet and outlet valves per Check valve clearance cylinder. The valves are controlled by Intake valve clearance = 0.50 mm using a mushroom pusher, pusher rods and Exhaust valve clearance without EVB = 0.60mm forged rocker arm. Exhaust valve clearance with EVB = 0.60 mm / 0.40 mm Opposite the camshaft cams are located valve tappets in longitudinal direction with slight displacement, due to which it is ensured forced rotation and minor wear. The camshaft is driven by flywheel side using cylindrical wheels with oblique teeth. With a cold engine, adjust the clearance Turn the flywheel so that the rocker arm the cylinder to be monitored has been unloaded, and the valves of the cylinders operating synchronously were in overlap position. (Sequence of settings, see diagram) Sequence diagram cylinders in firing order valves I Fan side Valve layout II Flywheel side I A Release valve Valve overlap II Cylinders to be adjusted E Inlet valve Ignition order D 2866/76 (B) 1-5-3-6-2-4 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 100 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 101 Machine Translated by Google Setting the valve clearance during maintenance maintenance/repair Separate cams emerge from the main circle. This means that the pusher is already slightly raised and the clearance valves due to this it will turn out when setting too works big. According to this method, the crankshaft is first rotates to the nearest OT position (OT-Stellung), „I“ If Cylinder 1 is in the overlap position, then so that the first or sixth cylinder See fig. for setting method . on page 68 were in the Ignition-OT position (Zünd-OT). In this position, 6 valves can be adjusted . Then the engine turns another 1 revolution - again “II” If Cylinder 6 is in the overlap position, on OT - and you can configure the remaining 6 valves then see fig. for setting method . on page 76 ATTENTION! This method is not acceptable for engines with 5 and 10 cylinders. For these engines, in both crankshaft positions from N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 102 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 103 Machine Translated by Google MAINTENANCE INSTRUCTIONS EVB / TIGHTENING TORQUES Checking or, if necessary, adjusting the gap Unscrew adjusting screw 1 so that between valves should be carried out at intervals accepted the rocker arm and the valve bridge could enter the probe for and are still practiced today. (Cold engine, setting the gap between the valves to 0.60 mm. coolant temperature max. 50°C). Intake Screw in adjusting screw 1 so as to clamp the dipstick. the valves of engines with and without EVB are no different. setting the gap between the valves (the piston When setting the exhaust valves, it is necessary to observe pressed in). following sequence of actions: Loosen adjusting screw 1 so that the dipstick to set the gap between the valves was released without Exhaust valve clearance setting: Install the pistons of the cylinder to be adjusted in Ignition position - OT (Zünd-OT). noticeable resistance. Tighten locknut 1 firmly 40 Nm. Insert the feeler gauge to set the gap between the valves to 0.40 mm between the valve bridge and screw 2, keep the pistons Unscrew the adjusting screw 2 V as much as possible counter support without the use of force. NOTE: Press the valve jumper with a screwdriver and release engine oil from pistons! pressed, and screw in adjusting screw 2 so as to clamp the feeler gauge to set the gap between valves. Loosen adjusting screw 2 so that the feeler gauge setting the gap between the valves was released without noticeable resistance. Tighten locknut 2 tightly 40 Nm. Check: The push rod must have clearance. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 104 Machine Translated by Google 2 1 N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc 2 1 Page 105 Machine Translated by Google EVB EXPLANATIONS ÿ Traditional engine brake: ÿ EVB: During the compression stroke, the piston does the work of compressing the air. During the compression stroke, the piston performs pumping work and heat production. high pressure compressed air through an opening But still, most of this work cannot opening the exhaust valve into the exhaust system. This job be used as a braking action, since the compressed "lost" to the piston, the compressed air can no longer the air presses the piston down again, and the work push it down. Due to this, the work of compression of the piston produced by the piston earlier goes to its reverse optimally used for braking action. movement. In the subsequent release stroke the usual release valve action. During the exhaust stroke, the piston again performs work on forcing air in the exhaust system against the speed With this process, the braking effect compared to exhaust valve pressure. Now this work can already by the action of a traditional engine brake increases completely used for braking action. by about 60%, because the speed pressure in exhaust manifold and the compression work done in compression stroke is used to its best advantage. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 106 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 107 Machine Translated by Google DESCRIPTION OF FUNCTIONS EVB (EXHAUSE VALVE BRAKE) Function in standard operating mode (engine brake not applied) The rocker arm contains a small hydraulic piston, When the valve closes, the oil pressure again which is supplied with engine oil pressure, and directs the piston against the valve stem, and together with release hole through which you can lower then - against the rocker finger on the counter support. engine oil pressure. Above the rocker there is a counter support, whose pressure element closes the unloading outlet when closed exhaust valve. When opening the valve, the relief hole is released and the oil pressure up to the piston can lower, the piston enters the rocker pin. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 108 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 109 Machine Translated by Google Function in engine brake operating mode Due to this, during the compression stroke (upward movement) and If the exhaust valve is closed, then in the exhaust manifold waves a short-term pressure, calling subsequent expansion stroke (piston movement downwards) “Opening” of graduation is formed the valve opening hole remains slightly open (from 1.5 valve, release valve after each closing again up to 2 mm). presses quickly. Due to the fact that the piston experiences oil pressure, it should behind valve drop-down on for a short time, but after that it can no longer return to the previous position, because counter support closes the unloading hole, and the check valve closes the oil supply hole. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 110 Machine Translated by Google N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 111 Machine Translated by Google MAINTENANCE INSTRUCTIONS EVB / FREE RELEASE VALVE The exhaust valve of the engine brake has inside Release valve for EVB 81.15600-6104, torsion spring to regulate system pressure Gap between piston crown and cylinder head release. ........................................................ ........ 3.5 mm minus 0.4 mm It is therefore important that the engine brake valve is always closed to the prescribed preload Release valve for EVB 81.15600-6111, (correct clearance between the piston crown and Gap between piston crown and cylinder head cylinder head). ........................................................ ........ 3.0 mm minus 0.4 mm If the preload is too high (large clearance between the piston crown and the cylinder head), then exhaust valves experience too much thermal load and may burn out. If the preload is too low (too small gap between the piston crown and the block head cylinders), then loss of engine brake power is approximately 60 kW at 1400 1/min. N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 112 Machine Translated by Google Adjusting the engine brake valve clearance Checking and adjusting the engine brake valve clearance is carried out with the control cylinder disconnected T2876029 Disconnected gap at control cylinder and manually If the gap is too large, then needs to be reduced closed engine brake valve: preliminary torsion spring, for this: Clearance in 6 cylinder engine If the gap is too small, then needs to be increased tension preliminary torsion tension spring, for this: insert something between the open the valve manually and carefully stop press the torsion spring into "geschlossen" (closed) and lever direction opposite to the stop valve, open the valve manually and "offen" (open). carefully press the torsion bar V spring in the direction opposite to the stop. 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 113 Machine Translated by Google EXHAUST/INTAKE SYSTEM Exhaust system In engines with a 4-valve cylinder head, a Air intake system In the TGA with a short cab version with left-hand drive exhaust manifold, consisting of 3 parts. control L15 instead of the charging connecting pipe An intake silencer is installed. With his help The manifold parts are connected to each other without motor noise decreases. seals, if the tightness on the A) Muffler outlet (towards cooler connections it is necessary to replace the following charge air) parts: B) Silencer inlet (towards turbocharger) Exhaust manifold parts 1 Rear exhaust manifold....... 51.08101-0914 / 911 2 Lamellar ring ............... 51.98701-0082 3 Middle part of the exhaust manifold 51.08101-0915 / 909 4 Front part of exhaust manifold 51.08101-0913 / 910 5 Exhaust manifold seal 51.08901-0152 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 114 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 115 Machine Translated by Google Exhaust gas recirculation (AGR) system In vehicles with D 28 Euro 3 engines , external regulated exhaust gas recirculation system with water cooling. It serves to reduce the content carbon monoxide compounds (Nox) in the exhaust gas. Exhaust gases added to the intake air reduce oxygen concentration and increase specific air supply heat. Both of these points lead to reduction in combustion temperature (and, accordingly, to reducing the formation of carbon monoxide compounds) and in addition this contributes to reducing the total number formed OG. If the exhaust gas flow is too high due to lack of air, indicators increase emissions of carbon black (soot) and carbon monoxide. Therefore, the amount of exhaust gas fed back is limited The AGR norm is about 10%). Function The exhaust gases are fed into a separate exhaust manifold system (cylinders 1,2,3 and 4,5,6) to the turbocharger. Exhaust gas is supplied from two intake sections (section (A) cylinders 1,2,3 and section (B) 4,5,6) through separate pipes through a heat exchanger (C), which 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc connected to the coolant circulation system. At the end of the heat exchanger behind both passages pressure peaks by valves (D) are combined cooled exhaust gas flow (from approximately 700°C to 200°C). Thanks to this separate supply, the exhaust gas flow has pulsating character necessary to overcome boost pressure in the intake manifold. By using control cylinder AGR (E), controlled electro-pneumatically, can be limited or completely interrupt the exhaust gas return flow (engine brake mode). The setting is carried out from the EDC regulator. Regulator receives information from the reed contact in the cylinder about whether the AGR control cylinder is open or closed. The AGR control cylinder closes with damping. On electro-pneumatic AGR control cylinder is fed receiver pressure 10 bar. The AGR control cylinder is closed without pressure. Mounted in the intake manifold charge air temperature sensor. It serves for disabling the AGR system to avoid the formation too hot or too cold charge air. Page 116 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 117 Machine Translated by Google AGR control valve remains closed The exhaust gas return is switched off if... Thanks to this, it doesn't happen... ...charge air temperature below 10°C ...formation of sulfuric acids due to condensation in cold intake air ...charge air temperature above 70°C ...excessive heating by recirculating charge air OG ...water temperature above 95°C ... the engine heats up too much... ...before dynamic engine operation … the engine brake is activated Setting up the AGR pneumatic cylinder ... loss of engine power ...reduced braking power and too much increase in charge air temperature. F Shut-off valve, controlled electro- pneumatically Pneumatic cylinder ball head adjust so that when the shut-off valve is closed, had a preload of approximately 4 mm. A Air filter The exhaust gas backflow control unit consists of the following elements: • pneumatic cylinder to control the shut-off valve B Charge air cooler C Engine intake manifold D AGR cooler E Pressure Peak Valves 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc • MGV for cylinder adjustment • Reed switch for feedback of the piston rod to the regulator EDC - Pin 1 (3100) – Pin 2 (60367) < 1 ÿ - Pin 3 (60031) – Pin 4 (60153) 34 – 47 ÿ Page 118 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 119 Machine Translated by Google The nature of pressure changes in the exhaust manifold In the exhaust manifold during exhaust, the pressure is peak values. Only at this pressure can exhaust gas be supplied for new combustion. Peak Pressure Values higher than max. boost pressure. 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 120 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 121 Machine Translated by Google GAS DISTRIBUTION MECHANISM Adjusting the valve timing The crankshaft gear markings must be covered by the hot pressed markings. camshaft gear (not identical to OT of the first cylinder). NOTE: • When the first cylinder reaches OT, there must be a corresponding OT marking on the flywheel • The timing case is connected with screws to the oil pan A Gears, flywheel side B Fan side gears 1 Crankshaft 8 Camshaft wheel 2 Oil pump drive 9 Compressor drive gear 3 Oil pump impellers 10 Fan drive gear 4 Camshaft 5 Intermediate gear for fuel injection pump drive 6 Injection pump drive 7 Power take-off 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 122 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 123 Machine Translated by Google CAMSHAFT Placed in the crankcase and has 7 supports in the form of bushings with Anti-twisting - Loctite 648 coated with an antifriction alloy. Characterized by Measure the axial clearance of the camshaft: low noise generation, long life Insert the camshaft into the crankcase without forming operation and system for preventing excess gap rated speed. To dimension y add seal thickness z = 0.5 mm. Permitted distribution gap size Camshaft end clearance = y + z - x shaft Dimension x = dimension between crankcase sealing surface Camshaft axial clearance ....... 0.20 - 0.90 mm And the adjusting surface of the drive gear Wear limit................................................... ............ 1.50 mm camshaft The check should always be carried out without an attachment Dimension y = Dimension between sealing surface compressor. steering gear housing and shim NOTE: Maß z = Thickness of the pressed seal If there is a power take-off mechanism, the distributor of the shaft, the camshaft itself has supports between 1 Carter 2 Dimensional tire “bearings 6 and 7 - reinforced” and in the form 3 Camshaft gear heavy-duty special thrust bearing sliding on support 7. This is necessary for 4 Crankcase sealing surface implementation of high power transmission from the mechanism 5 Sealing surface of the steering gear housing power take-off. Tightening torque: 6 Adjusting washer Screws for shim 40 Nm 7 Timing housing 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 124 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 125 Machine Translated by Google Camshaft, spare part Valve tappets Camshafts supplied by VZ are always correspond to camshafts of serial engines. Valve tappets can only be replaced when dismantled camshaft. NOTE: Make sure you have the correct mounting hardware bolts (1) for the compressor drive wheel on camshaft! For the above-mentioned in-line supercharged engines having a camshaft for The same engine can have pushrods valves size N or NI. NI push rods are marked in red dot, further designations are on the plate with type designation. Lubricate the valve tappets with solid lubricating paste. The permissible impact of the push rod is 0.5 mm. valve clearance 0.5 mm, to secure the drive wheel compressor requires screws - M10x35 - 12.9 - DIN 933, MAN-Nr. 06.01285.7218. Torque: 65 Nm 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 126 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 127 Machine Translated by Google Checking the valve timing In this case, the following actions should be taken: ÿ Install the device for cranking the engine on steering gear housing Check the valve timing when ÿ Remove the cylinder head cover from the first cylinder valve clearance that exactly matches ÿ Carefully adjust the exhaust valve of this cylinder the prescribed value. ÿ Crank the engine until the valves overlap Spinning the camshaft drive wheel first cylinder hot pressed shaft may lead to ÿ Crank the engine back approximately 50° to OT serious engine damage. Therefore after ÿ Then turn it forward again up to 30° to OT engine problems that could cause this cranking, - such as compressor breakdowns it is necessary to check its correctness position using valve timing control. Condition: The pushers must not be deformed! (Please note the degree markings on the flywheel) ÿ Install a dial indicator with preliminary tension of approximately 8 to 10 mm on the plate exhaust valve on the first cylinder and set to "O" ÿ Rotate the engine 180° in the direction of rotation (the exhaust valve is now completely closed) ÿ The amount of valve lift will be visible on indicator The valve timing is correct if valve lift values are within the tolerances specified below. 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 128 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 129 Machine Translated by Google ENGINE TYPES VALVE CLEARANCE VALVE LIFT Exhaust / Intake / EVB D2866 LF 32................................................. .....................0.50 / 0.60 / 0.40 ............... 4.9 up to 5.7 mm D2866 LF 36................................................. .....................0.50 / 0.60 / 0.40 ............... 4.9 up to 5.7 mm D2866 LF 37................................................. .....................0.50 / 0.60 / 0.40 ............... 4.9 up to 5.7 mm D2866 LF 26................................................. .....................0.50 / 0.60 / 0.40 ............... 4.9 up to 5.7 mm D2866 LF 27................................................. .....................0.50 / 0.60 / 0.40 ............... 4.9 up to 5.7 mm D2866 LF 28................................................. .....................0.50 / 0.60 / 0.40 ............... 4.9 up to 5.7 mm D2876 LF04................................... .....................0.50 / 0.60 / 0.40 ............... 4.9 up to 5.7 mm D2876 LF05................................... .....................0.50 / 0.60 / 0.40 ............... 4.9 up to 5.7 mm D2876LF 07................................................ .....................0.50 / 0.60 / 0.40 ............... 4.9 up to 5.7 mm VALVE TIMING DIAGRAM 1 = Engine rotation directions 6 = Inlet closes 2 = Intake opens 7 = Exhaust cam center 3 = Issue closes 8 = Release opening phase 4 = Center of intake valve cam 9 = Intake opening phase 5 = Issue opens 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 130 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 131 Machine Translated by Google V-BELT DRIVE The V-belt no longer has, as was customary earlier, driven by a pulley from the crankshaft. From the slave The camshaft wheel is driven second gear. This wheel is placed on a shaft, which is installed in an adapter housing. On on the opposite side there is a grooved drive V-belt wheel for drive generator A fan with an electric fan clutch is installed on this drive wheel. The lubrication system of both bearings is carried out V-BELT TENSIONER Automatic V-belt tensioning device consists of a spring shock-absorbing element. Basic setup required for this device carried out using an adjustable gauge due to oil splashing from the drive wheel camshaft. V-BELT The shock absorber should not be allowed to “shoot out”, because this may result in damage to the bypass The traditional V-belt is no longer used. A ribbed V-belt is used (poly V-belt belt). It has great flexibility. On the belt outlet movement of the belt pulley is possible. Necessary provide higher pre-tension such a belt in comparison with a narrow-section V-belt. 80.99607-6014 Size = 95.5 mm NOTE: To prevent the shock absorbing element damage from forming, it is important that the tension is released from the shock absorber it happened slowly. In no case on valve located in the shock absorber. Visual The shock absorber should be checked for oil leaks carry out only in the unclamped state. When installing the shock absorber, it is necessary to observe the correct direction for its installation. UP (?bottom part – Unterpartie) or the arrow should point upward. Dismantling Using a ring spanner SW 19, secure the counter support. Then loosen both fasteners screw At the same time, keep the counter support fixed position release. slowly And 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 132 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 133 Machine Translated by Google Installation Install the V-belt. Pull the counter support until until the adjustable caliber 80.99607-6014 enters. tighten both mounting screws with corresponding torque. 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 134 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 135 Machine Translated by Google ADJUSTABLE FAN SUPPORT Adjustable fan support (EURO 3) is different from Installation with basic settings not adjustable by the presence of a separate fastening ring. For adjustable fan support Using a measuring tape, apply to the top necessary Carry out the basic setting (Side surface clearance teeth). side of the clamp (shoulder) of the fan support on two markings at a distance of 7 mm from each other Insert the support with light rotational movements fan, lubricated with oil and equipped with a new NOTE oil scraper ring. Before installation, secure the fan shaft in the shaft housing Tighten the flange firmly with mounting sleeve (zero axial play) could be turned by hand. , so that the fan support Rotate the fan support manually (not use tools) counterclockwise and make markings on the mating part of the housing Rotate the fan support clockwise arrows to 7mm and firmly tighten the flange with the corresponding tightening torque. 1) Turn by hand until it stops counterclockwise 2) Unscrew 7 mm clockwise 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 136 Machine Translated by Google 7mm 2 1 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 137 Machine Translated by Google COMPRESSOR A choice of single or dual cylinder compressors are available with maintenancefree drive via a helical spur gear from the camshaft via an idler gear to the compressor. Due to the water-cooled cylinder head, the thermal load is negligible, and due to the connection to the engine lubrication system, it does not require maintenance. Pistons and cylinder inner diameters are divided into pairs of B, C and D with a difference of 0.01 mm. Pistons and cylinders are shown in the drawings. Use only identical pairs Gap between the piston skirt and the cylinder wall……………………...Alcan ............................... ..0.10 to 0.12 mm KS .....................................0.08 to 0.10 mm Piston lag (from the top edge of the cylinder liner) Compressor with 1 cylinder...................................0.4 to 1.2 mm Compressor with 2 cylinders .............................. 1.9 to 2.7 mm NOTE: The top surface of the crankshaft has been machined. Installation should be carried out only with mounting paste "Optimol White T" (Rolling path of the connecting rod bearing shell). Make sure you have the correct compressor drive mounting bolt on the camshaft (M10x35 - 12.9 DIN 933). Torque: ............................................... ................................... 65 Nm Compressor cylinder head screw ......... .................................... 30 Nm Compressor cylinder on compressor housing ...... ......................... 40Nm WORKING VOLUME 1 Compressor cylinder Compressor with 2 cylinders 300 cm3 Seal (1) With cm3 300 consists of two seals glued to each other. It is installed between the valve plate (2) and the cylinder (3) in such a way that the recess located on one side, intended for attaching the suction plate (4) , points towards the cylinder. When the cylinder head screw is tightened, the seal in the suction plate mounting area is deformed accordingly. Inner diameter of the cylinder (3 stages of mating) Mating stage B.................................................... .............. 90.00 to 90.01 mm Piston diameter (3 coupling stages) Coupling stage B Alcan ......................... ........................... 89.89 to 89.90 mm KS................................................... 89 .91 to 89.92 mm A jamming element (2) is glued to the aluminum seal (1) in the area where the suction plate is fastened . This seal is installed in such a way that the jamming element (2) lies on the cylinder (3), and between the valve plate (4) and the wedging element (2) there is space for the suction element (5), (1) Aluminum seal 51.54901.0024 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 138 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 139 Machine Translated by Google GAS DISTRIBUTION MECHANISM OF DIESEL ENGINES Requirements: To achieve a good mixing process, injection of the injection pump must occur at a pressure of 1200 bar to 1400 bar and with the highest possible dosage accuracy per injection. The optimal compromise between fuel consumption, emissions of harmful substances and noise generation (the harshness of diesel operation) requires an injection start accuracy of approximately 1° KW of the engine. To control the start of injection and compensate for the propagation time of pressure waves in the high-pressure fuel line, a fuel injection advance clutch (controlled mechanically or electronically) is used, with the help of which the start of the injection pump moves in the “early” direction. The load and rotation speed of a diesel engine are regulated by changing the amount of injected fuel without throttling the intake air. With a sufficient amount of injected fuel, the unloaded engine speed can increase to the point of engine self-destruction. For this, a speed limiting regulator is required. Injection process: At high pressure and short injection times, the fuel is no longer incompressible. Injection processes therefore do not proceed statically (i.e., according geometric law of displacement), but dynamically (according to acoustic laws). The pump camshaft driven by the engine drives the pistons of the injection pump pump in the supply direction, due to which the pressure in the high-pressure chamber increases. The growing pressure opens the discharge valve and the pressure wave travels at sound speed (approximately 1400 m • s –1) to the nozzle. When the opening pressure of the nozzle is reached, the nozzle needle rises from the seat against the force of the nozzle spring and releases the fuel outlet holes in the direction of the combustion chamber of the engine. Feeding ends when the overflow hole opens. First, the pressure in the pump chamber drops. The injection valve closes and reduces the pressure in the high pressure fuel line. The pressure drop to “Steady Pressure” between the fuel line is limited in such a way that ÿ The injector closes quickly and without leakage ÿ Residual fluctuations in the conductive system are damped so that peak pressure values, on the one hand, cannot cause a second opening of the injector, and on the other On the other hand, minimum pressure waves did not cause problems caused by cavitation. to 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 140 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 141 Machine Translated by Google EDC MS 6.1 SYSTEM Structure and principle of operation The MS 6.1 system described below is different from the system MS 5 primarily due to the presence of a regulator that controls basic functions. In combination with the vehicle control processor (FFR), which takes over all other functions, the controller In the tuning mechanism, along with linear magnets, there is also are - displacement sensor and oil supply pump. Linear magnets transform the torque setting torque at will, which the regulator receives from central processing unit for car control via converts torque values adjusted by desired and received from the control processor (FFR) via CAN information buses, to the corresponding position of the rods regulator Here it is used without any modifications known from CAN information buses, to the appropriate position of the rods regulator For this purpose, information about the worker is processed engine condition, obtained through ÿ sensors in the adjustment mechanism ÿ needle motion sensor MS 5 “lifting sliding” injection pump system. ÿ charge air pressure sensor The injection pump of the EDC system is called “lifting sliding”, ÿ coolant temperature sensor because the injection start setting mechanism performs " - fuel sensing element lifting sliding movement, consists of an injection element - charge air temperature sensor traditional execution of the famous P (pneumatic?) - (only for Euro 3) Bosch pump and electromagnetic tuning mechanism ÿ oil pressure sensor quantity secured by flange in place ÿ fuel pressure sensor mechanical regulator, as well as from an electromagnetic ÿ speed sensor injection start adjustment mechanism (Injection start adjustment mechanism prestroke/feed start settings). 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 142 Machine Translated by Google Via the ISO interface it is possible to communicate with According to the type of operation of intermediate speed adjustment control and diagnostic computer MAN-Cats. Adjusting the idle speed also works. Accurate Of all measured quantities, the controller whose program The idle speed is maintained using matched to the specific engine, idle speed control mechanism up to calculates the optimal position of the regulator rod and as long as the engine power is enough for it. Adjustable The idle speed can be changed by the driver according to optimal start of injection. certain boundaries. Maximum amount of fuel In order to ensure that if one or more injected at start-up if the lower level is exceeded sensors, the car still had the opportunity to get to identification value of rotation speed at start-up, or in the nearest service station, to the regulator There is a built-in emergency program that makes it possible case of “full throttle” mode. To avoid formation excessive amount of smoke and useless acceleration – depending on the situation – implementation of further engine after starting, amount of fuel at start and frequency movements with limited functions. rotation of a cold engine at idle is limited There is no mechanical connection from the pedal to the injection pump depending on the temperature of the coolant. and cannot be installed. For the power take-off, the system acts as a regulator intermediate speed with coefficient unevenness (P-degree) 0, this means that the adjusted the intermediate speed is precisely maintained until since then Bye on this is enough engine power. 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 143 Machine Translated by Google Regulation and limitation of speed speed control FGR (tempomat function) on Speed control is an integral part speed limiting function FGB (Function central processor for car control. Driver temposeta). Then use the SET+ control or can select the desired driving speed. At SET – you can select the desired maximum speed. activation of the engine brake, retarder, service brake, clutch pedal or "AUS" switch Once the desired speed is reached, release the lever and actuate the accelerator pedal. This speed (eg 50 (“Off”) on the control panel or if the speed km/h for city traffic) cannot be exceeded even below the set minimum speed, then the process when the accelerator pedal is pressed all the way and remains regulation is disabled. saved in memory until it is turned off using switch on the toolbar (i.e., turning off cannot Intermediate speed control be produced by another method, e.g. clutch, brake Intermediate speed control (ZDR) process etc.). This means that there is no way to renew it. can be powered by elements need to use the MEMORY button. Control control if the car is stationary. Intermediate frequency light bulb in the switch and light diode in the panel rotation can be individually programmed instruments indicate that the FGB function is activated. order using MAN-Cats (8 different ones). Idle speed control Exact value of idle speed maintained by a regulatory system until as long as the engine power is enough for this. Adjustable frequency rotation at idle can be changed by the driver in within certain limits. Flexible speed limit. By actuating switch on the toolbar you can change the function 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 144 Machine Translated by Google Engine brake function, drive mode action of the retarder. overheat protection If the specified coolant temperature is exceeded When actuating the engine brake or brake - liquid (98 - 110°C), the torque decreases retarder, the amount of fuel injected is set to torque from 100% to 50%. zero feed. Central control processor the vehicle recognizes the status of the engine brake or signal retarder and requests the regulator via Regulating control processes after completion information CAN zero feed. work Control of functions after work is carried out by timed adjustment of the main relay after turning off the ignition. During this process various processor functions are tested and recording possible failures and malfunctions in the appropriate Memory device. 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 145 Machine Translated by Google Vehicle protection logic When replacing the vehicle control processor (FFR) with activated anti-theft locking function (WSP) on the processor, where the anti-theft function lock is not activated, you will have to deal with anti-theft lock. Therefore, it is necessary that the EDC controller and processor car controls could mutually recognize each other friend (pairing). To do this, before starting the engine FFR and EDCs exchange a special number among themselves, which only this vehicle possesses (ID number) in order to recognize a possible replacement regulator and hindrance if necessary starting the engine. When I try to start, the starter still starts spinning but then waits for a message from Starter control To start the engine, a starter model GVB is used. This starter has a serial engine version with gearbox and built-in switching relay. Single-stage switching process controlled by relay switching - “integrated mechanical module (hereinafter referred to as IMR). The start signal is transmitted by the central processor control (FFR) via engine CAN bus to the controller engine (EDC regulator). After checking the tolerance conditions for starting the engine, how e.g. engine stop and time delay process to repeat the start, on Pin 18 of the engine regulator current is supplied and the IMR is adjusted. At the same time, the safety relay is configured K755 from terminal 50 of switch Q101. It closes car control central processor about was the anti-theft locking function deactivated? successful or not. If the EDC system receives a message “WSP deactivated”, it gives permission for injection a certain amount of fuel. Upon receipt electrical circuit IMR from the minus side. This eliminates the possibility of incorrect turning on the starter using the engine regulator (e.g. unauthorized self-start). message “WSP deactivated with interference”, then the injection fuel is blocked and the starter stops. 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 146 Machine Translated by Google control processor to other controllers other Interface systems, such as transmission control or Internal EDC quantities, such as quantity injected fuel or position pedals electronic braking system (EBS). fuel supply control, transmitted through CAN engine information buses to the processor control the car through the transmission -CAN, and from 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 147 Machine Translated by Google DESCRIPTION OF THE EDC MS 6.1 SYSTEM EDC MS6.1 for TG-A To do this, he processes information about workers engine states obtained through sensors E------ Electronic (electronic) 10 and 11 Speed sensor D------ Diesel (diesel) 12 Needle motion sensor C------ Control 13 Charge air sensor M -----Quantity regulation 14 Coolant temperature sensor S------Injection start control 15 Fuel temperature sensor 6.1----Model 16 Charge air temperature sensor (only for Euro 3) 17 Fuel pressure sensor Structure and principle of operation 18 Oil pressure sensor (not used for The MS 6.1 system described below is different from the system EDC) MS 5, first of all, by the presence of a regulator that controls F1 Pedal sensor (?Pedalwertgeber) basic functions. F2 Brake switch In combination with the vehicle control processor (FFR), F3 Control element which takes over all other functions, the regulator F4 Clutch sensor converts torque parameter values, “Sliding” injection pump, known from the M5 system, customizable at will and received from the manager processor (FFR) via CAN information buses, in used here unchanged. the corresponding position of the regulator rods. 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 148 Machine Translated by Google F3 SEUFER MEMORY AUS EDC 4 0 5 60 70 80 30 0 09 EBS 1 F4 0 F2 I-CAN 0 F1 1 1 20 0 12 0 124056 ZBR 10 T-CAN FFR 14 13 15 16 12 XXXXX XXXXX 17 eleven 18 10 M- EDC 6.1 TED108 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 149 Machine Translated by Google INSTALLING A “LIFTING SLIDING” injection pump Install the injection pump onto the engine 1).Loosen the mounting bolts (2) of the injection pump gear. 5)Install And secure Injection pump. Tighten the fastening screw (2) firmly to 10 Nm. so that you can rotate it in longitudinal grooves. Rotate the drive gear so that the mounting bolts are in 6)Remove the locking bolt. in the middle of the longitudinal 7) Check the start of feeding using the light signal groove (1). 2). Unscrew the screw cap (1) from the movable sensor flange. Legend Turn the camshaft of the electric pump to 1 Plunger bushing in the prescribed direction so that the signal 2 Lift gate the arrow through the hole in the movable flange was in 3 Injection pump rack middle. 4 Pump piston 3) Install the locking bolt 5 Camshaft 4) Place the first cylinder of the engine in the OT position 6 Actuating electromagnet of the start of feeding “Ignition” (in a 5-cylinder engine, the first cylinder 7 Lift damper adjustment shaft set to overlap position and then rotate further on 360°) 8 Actuator magnet for displacement amount Rotate the handwheel until the marking begins 9 Inductive fuel injection rack sensor feed (e.g. 8° to OT) will not align with 10 Plug connector marking of the steering gear housing. 11 Disc for blocking the start of feed and element oil pump 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 150 Machine Translated by Google 211N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 151 Machine Translated by Google Setting the start of injection pump supply • Insert the signal sensor into the mounting hole • Slowly turn the engine further until Injection pump. At the same time, make sure that the guide lights A and B will come on. Crankshaft position the projection (2) fits into the groove (3). can be seen from the markings on the flywheel. • Tighten the thumbscrew (4) firmly by hand. • Manually rotate the motor until the first • Tighten the fixing screw (drive wheel) firmly pump) with a prescribed torque of 30 Nm. the cylinder will not enter the compression stroke FB start position injection Before FB injection start position will light up light bulb A. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 152 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 153 Machine Translated by Google FUEL TREATMENT CENTER (KSC) Filter elements still in use today are cartouches. have now been replaced by a system called "Center fuel preparation" (KSC). The KSC system combines a coarse filter in one piece cleaning, fuel priming pump and main filter. Optionally it can be used with both heating element, and without it. The heating element can be install additionally without high costs. In addition, between the fuel priming pump and The KSC element provides a pressure sensor fuel to monitor the fuel filter. The filtering surface is approximately 50% larger than with the previous filtration method. Filter element made without metal elements and can be removed in accordance with compliance environmental requirements. Coarse filter cleaning can be washed. To facilitate starting a cold engine, it is used traditional, but equipped with a new magnetic valve electric torch device to facilitate starting. All parts of the fuel supply system are suitable for use of alternative fuels RME. NOTE: (1) Hand pump To remove air, only loosen the screws on the manual pump (1). The highway should not be opened. (2) Coarse filter (3) Fine filter (4) Filter heating (optional) The initial pressure in the supra-plunger is too low fuel injection pump space leads to low power, high fuel consumption and NBF (needle sensor) breakdowns first injector), bypass spare part number valve 91.12905.0002 (2.9 bar). 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc (5) Magnetic valve (6) Torch spark plug (7) Fuel tank Page 154 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 155 Machine Translated by Google SEPAR 2000 Water separator and fuel filter Separ 2000 is installed in an easily accessible location on the intake pipe. All other filters on the intake pipe must be removed. The coarse filter, as well as fine and very fine filters remain in the fuel preparation unit. Before each drain of condensate, replace the threaded sealing ringthreaded of the vent cover vent cover with a new one. Unscrew the one or two turns. If the filter is located lower than the fuel tank, a shut-off valve must be installed in front of the filter to prevent fuel leakage when changing the filter cartridge. Open the shut-off valve Draining condensate and contaminants (performed once a week or more often, depending on climatic operating conditions). NOTE: The fuel tank must be at least half full before draining the condensate. Condensate and/or contamination must be drained before they reach the lower edge of the centrifuge (visible through the filter sight glass). Place the vehicle in park. Screw the hose with clamp (MAN-Nr.: Close the shut-off valve 81.12540-6004) to the drain valve supports. Installation INSTRUCTIONS: Tighten the clamp only to such a position that the tube can be pushed in! Place the collection tank Drain condensation and dirt and remove them properly Screw the vent cap tightly again. Remove the hose. Tightening torque of the threaded vent cover .................................................................... ....................... 8-10 Nm If the filter cartridge is dirty, it is necessary to clean the upper part of the filter housing or replace the cartridge. (See Maintenance Manual). A Fuel inlet B Fuel Recirculation C Threaded Vent Cap D Water tap E Microfilter (10 ) 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 156 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 157 Machine Translated by Google GENERAL INSTRUCTIONS FOR OPERATING MATERIALS Engine oil Motor oil additives It is necessary to use motor oils approved For MAN engines only the use of factory standards MAN M3275 (EURO 2) and M3277 (EURO such motor oils that have been tested in 3). in accordance with factory standards M3275, M3277, M3291 and correspond to them. Engine oil for diesel engines large power Performance Diesel (Super High according to internal MAN directive M3291 These oils have a significantly higher level of These oils have such a formula that, if observed, Oil) prescribed replacement intervals in any situation meet the vehicle operating requirements. Additives to motor oil of any kind change it power than motor oils according to the factory properties in unpredictable ways. MAN standard 270 and 271. Since the use of such additives may have a negative impact SHPD oils offer significant benefits in impact on both engine power, in terms of piston cleanliness, wear and greater reserve necessary maintenance work and power primarily for diesel engines with service life of the engine, then in case of non-compliance with these supercharged. Therefore, in the interests of a longer rules all claims for warranty work addressed to service life, we recommend the use of such oils for MAN Nutzfahrzeuge Aktiengesellschaft will not be accepted. volume supercharged engines. It goes without saying that they Also suitable for naturally aspirated engines. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 158 Machine Translated by Google Motor oils and at high levels - lubricant in sufficient quantities at full load or high speed. Regardless of the specified time frame, replacement of the motor Therefore, filling the engine with oil of the correct viscosity oils must be produced at least once every depends on the operating conditions of the vehicle. year! Sulfur content in diesel fuel Rules for special cases of operation If the sulfur content exceeds 1.0%, then change the oil If, when operating vehicles abroad in must be done twice as often as indicated We do not have any motor oil approved for intervals. using MAN, you only need to use motor oil for which the manufacturer or Viscosity classification supplier SAE grades indicate the viscosity of oils. compliance of its quality level with the requirements according to The SAE class indication determines the viscosity of oils at low and high temperatures. At low temperatures confirmed in writing MIL-L-2104D, API-CD/SF, CE/SF, CE/SG, or CCMC-D4, and also D5. Viscosity is important for starting a cold engine, 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 159 Machine Translated by Google ENGINE LUBRICATION SYSTEM Circulating lubrication system The circulating lubrication system covers the crankshaft shaft, connecting rod and camshaft bearings, valve drive, gearbox intermediate gear ENGINE OIL PRESSURE Idling .........>0.6 bar Rated speed >3.5 bar (or gearboxes?), compressor, as well as exhaust turbocharger. Gear oil pump with housing mounted in Checking the oil pressure must be done when warm running engine. rear of the crankcase, and pressure control valve oil in the main channel, at the same time designed for unloading the oil pump after starting cold „A“ Oil pressure control valve Opening pressure ........9.0 - 10.0 bar engine at low ambient temperatures. Water oil cooler can have different quantities flat plates to obtain the degree of cooling, appropriate power. Purification of lubricating oil in the main flow is produced using a single replaceable cartridge that does not require complex technical service. Oil filling and related measurements are also simple to implement and can be carried out without the need to tilt the driver's cab. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 160 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 161 Machine Translated by Google Oil pump valves Engine oil pressure Oil pumps are designated (A). 500 rpm................... 0.6 bar min. oil pressure 1000/1500 rpm....... 2.5 bar min. oil pressure 2200 rpm................ 3.5 bar min. oil pressure Impeller width (38) = 38 mm gear width crown Flow = 600 min-1 = 33 l Oil pressure must be checked when warm running engine. Valve opening pressure (B) Oil pump safety valve 9.0 - 10.0 bar 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 162 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 163 Machine Translated by Google Oil filters The oil filter is installed vertically and has a replaceable Engine oil filters paper cartridge and automatic return system oil supply when replacing the filter. At every oil change it is necessary to replace O-rings 1/2/3. They are included for (1) Filter bypass valve opening pressure 2.5 ± 0.5 bar (2) Oil filter cap tightening torque ............max. 25 + 5 Nm (3) Return shut-off valve (2x)..............0.2 ± 0.05 bar (4) Return channel for filter replacement replacing oil filters. To replace oil filters, open cover 4 slightly. so that the upper oil scraper ring is visible. After approximately. 1.5 minutes when removing the cover oil filters, oil will not leak out. Oil cooler 51.05501-718x, depending on the execution Tightening torque 25 Nm + 5 Nm Old version of the oil filter cap Key opening 36 mm New version of oil filter cap Key opening 135 mm 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 164 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 165 Machine Translated by Google Oil spray nozzle for Oil spray valve piston crown cooling injectors The oil stream must reach the bottom without obstruction. Opening pressure 1.9 - 2.1 bar piston Closing pressure 1.4 - 1.6 bar LF05 WARNING D2876 It has modified oil spray nozzle (long version) (A) Discharge valve is closed (B) Discharge valve is open NOTE: It is forbidden The tightening torque for the discharge valve is 70 Nm. straighten up deformed oil spray nozzle. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 166 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 167 Machine Translated by Google OIL LEVEL SENSOR WITH THERMAL ELEMENT NOTE Information about the current condition of the engine oil torque can only be obtained with the ignition on on the combo toolbar display. • Oil level probe regulator 81.25805-6000 in this execution provides the calculated value for information buses until, when switched on, or turning off the ignition, a new one will not be calculated A) Oil level sensor function size. The oil level is measured in a probe using the heated principle. threads After turning on the ignition through the level indicator oil, a current of 280 mA is sent with a duration exposure 0.8 sec. At the beginning and at the end of the current flow the current drop through the pointer resistance is measured level. The difference between both measurements is difference voltage, which is estimated as the value measurement, analyzed by the regulator (frame) and transmitted to toolbar (line chart). Technical specifications Resistance Pin 1 - 2 ...............5.65 ÿ (25°C) Time ........................................ti 0.8 s Current ...................................I max 280 mA B) oil temperature sensor function • Oil level probe regulator 81.25805-6003. After When the ignition is turned on, the oil level is measured and supplied to the data buses every 5 seconds. Therefore, with this method of measuring level changes oil can be seen while topping up. ATTENTION! When starting the engine, cyclic measurement the oil level stops and the information tires The last value is supplied. Cyclic level measurement oil is renewed when the engine starts. A 551 Oil level regulator B 270 Oil level probe A 403 Vehicle control processor A 302 Central on-board computer A 434 Combined instrument panel T Measuring oil temperature Q Oil level measurement I-CAN CAN devices T-CAN transmission CAN The oil temperature is measured using (A) TCC. Resistance Pin 3 - ÿ (25°C) (30°C) ÿ (60°C) (80°C) 4 ..............2000 .................................. ........................2080 ........................ ...............................2600 ................... ....................................2980 ÿ ........... ...................... ÿ 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 168 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 169 Machine Translated by Google REGULATOR "OIL LEVEL INDICATOR" The oil level sensor (B 270) is connected to electronic transmission elements (A 551). This "Regulator for the sensor oil level" sends a message to the information Triebstrang-CAN transmission bus about the level value oil, which was measured when the ignition was turned on, and about the current oil temperature. This message transmitted by the central on-board computer to combined instrument panel via I-CAN, and can be read on the display. • After stopping the engine and when starting it again ignition time passes before the new value oil level will be entered into the processor memory control and transferred to information buses Triebstrang-CAN transmissions. If this time is less prescribed and indicated in the table, then it is issued oil level from the previous trip. Settings: Temperature 0 °C 20 °C 50 °C 80 °C oils Time 40 min. 20 minutes. 10 min. 5 minutes. • The vehicle control processor (FFR) recalculates obtained oil level values for the panel devices, taking into account data specific to a particular vehicle (such as engine type, oil size pan, engine tilt) in such a way that the filling level was MIN. = 15% and MAX = 85%. • Reading accuracy is 1 l. Automatic indication If the oil level is below a critical value, i.e. <15%, >85% or The oil level on the display is too low symbol - The oil level on the display is too high symbol+ Temperature compensation For temperature compensation measured filling level depending on current oil temperature is converted into the value oil level at 20°C. expectations Instrument readings • If, when covering a distance of more than 1000 km, a new value is not available, then the oil level value erased. When requesting information about the oil level on At the driver's request, the oil level (item menu "Engine parameters "Motordaten“) can be shown along with other operating parameters. The display shows the following message: "The oil level is not available." 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 170 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 171 Machine Translated by Google SUPERCHARGING A turbocharger, also called a turbocharger, consists mainly of four elements. 1. Rotor part 2. Bearing housing 3. Turbine housing 4. Compressor housing The turbine converts the exhaust energy, which is usually wasted, into propulsion energy and drives the compressor. The compressor, in turn, accelerates the fresh air and supplies pressurized air to the individual cylinders of the engine. The air mass in the cylinders thus increased can also be supplied with a correspondingly increased amount of fuel. Result: Greater engine power is achieved LUBRICATION The turbocharger is connected to the oil circulation system and therefore does not require maintenance. But you should still adhere to the prescribed quality of the oil used. When replacing a turbocharger, it must be filled with oil before connecting the discharge pipe. IMPORTANT! Do not switch off the engine immediately after stopping movement, as this will prevent the turbocharger from cooling and may cause damage to the sealing area and support. Max. axial clearance of the Schwitzer rotor shaft.................................................... ...................0.17 mm KKK, Type 361................................................. .........0.156 mm Holset................................................ ......... 0.10 - 0.15 mm Max. Radial clearance of Schwitzer rotor shaft.................................................... ...................0.70 mm KKK, Type 361................................................. .........0.630 mm Holset................................................ ......0.031 - 0.047 mm 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 172 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 173 Machine Translated by Google TURBOCHARGER with WASTE GATE (MOTOR 510 HP) Release regulation Boost pressure control valve (Waste gate) The task of the boost pressure Boost pressure structure and achieved dynamics vehicle movement in the lowest frequency range control valve is to limit the charge pressure produced by the turbocharger within a tolerance range. rotation is improved without exceeding the limit turbocharger rotation speed. Thanks to this, it is If the boost pressure exceeds the set value, then the valve opens and directs part of the flow Exhaust gas past the possible to organize a curve torque due to low frequency rotation, so as to avoid the disadvantages associated with harmful emissions and peak pressure at high rotation speed. WASTE GATE MEANS HAPPY MOMENT ROTATION AT LOWER SPEED AND CONSTANT BOOST PRESSURE ALL OVER ROTATIONAL FREQUENCY RANGE. . turbine. This, in turn, due to the lower mass flow gives less power. A The compression power, in turn, decreases corresponding volume, and the boost pressure decreases by the set amount. This regulatory process is repeated every time change in engine power. Setting the boost pressure control valve produced by the manufacturer and should not change. In addition to regular engine technical inspections for such a turbocharger does not require any work By maintenance work. others 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 174 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 175 Machine Translated by Google BOOST PRESSURE Minimum boost pressure at full load When calculating the boost pressure, take into account that the measurements For engines equipped with a turbocharger with must be carried out on the charge air cooler valve And at constant full load. Waste-Gate, indicated maximum permitted boost pressure. Minimum boost pressure engine's type Charge pressure across the charge air cooler at 1900 rpm ÿ D2866 LF 36................................................. ..............min. 1350 mbar ÿ D2866 LF 37................................................. ..............min. 1480 mbar ÿ D2866 LF 32................................................. ..............min. 1520 mbar ÿ D2866 LF 26................................................. ..............min. 1320 mbar ÿ D2866 LF 27................................................. ..............min. 1450 mbar ÿ D2866 LF 28................................................. ..............min. 1700 mbar ÿ D2876 LF 07................................................. ..............min. 1600 mbar ÿ D2876 LF 04................................................. ..............min. 1600 mbar ÿ D2876 LF 05................................................. ..............min. 1600 mbar 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 176 Machine Translated by Google TURBOCHARGER Before replacing the turbocharger, the following checks should be carried out: Often the turbocharger is replaced with a new one when it is too bearing. To eliminate its formation, compact high engine oil consumption, too low power or unusual noises occurring when air intake and exhaust gas exhaust. When checking manufacturer of the relevant parts, supposedly with defects, it is often necessary to state that in order to replace in the future only broken turbocharger, first necessary check the following items: IF OIL CONSUMPTION IS TOO HIGH: - CHECK THE AIR FILTER FOR PRESENCE POLLUTION -CHECK THE SUCTION PIPE FOR NARROWING THE CROSS SECTION (E.G. DUE TO DAMAGE, CONTAMINATION) -BOTH REASONS SPECIFIED DUE TO INCREASE LOW PRESSURE CAUSES HIGH PRESSURE OIL CONSUMPTION. -WHEN THE TURBOCHARGER IS 3HD AND 3HF, CHECK IT FOR TRACES OF OIL OUTSIDE In these models, during continuous operation forced idling, e.g., moving downhill, oil deposits on the housing appear through the sealing 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc CURIL T housing or similar means. Consumption due to oil, directly turbocharger, depends on the degree of bearing wear and relatively quickly leads to mechanical damage. for UNSATISFACTORY ENGINE: A prerequisite achieving POWER satisfactory engine power is to carry out the prescribed regulation standards: - start of feeding - valve clearance ÿ engine regulation (to the rack travel limiter) ÿ the throttle valve of the engine brake, it should open completely In addition, it is necessary to check ÿ boost pressure ÿ compression ratio ÿ air filter for contamination ÿ air intake system for narrowing the cross section and leakage ÿ exhaust system for damage Page 177 Machine Translated by Google If during these checks a possible cause is not determined, then it is necessary to check the turbocharger for - carbon formation in the turbine area, causing obstruction of the rotor part (can be eliminated with using axis movements) ÿ presence of large contaminants in the compressor area ATTENTION! Be careful when handling the wheel compressor made of light alloys. Don't damage it. IN THE EVENT OF UNUSUAL NOISE WHEN AIR SUCTION OR EXHAUST: ÿ Check the exhaust gas intake and exhaust system in the group area - presence of damage by foreign bodies boost. Failed seals may be ÿ slipping of the turbine rotor on the housing. taken for damage to the turbocharger, their needs to be replaced. If in this case too unusual If there is large contamination, it is necessary to carry out the noises don't stop clean the rotor side and check the bearing clearance. ÿ Necessary check gap bearing (turbocharger without mechanical damage, cannot cause noise!) 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 178 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 179 Machine Translated by Google CHARGE AIR COOLER (INTERCOOLER) The charge air cooler carries out The charge air cooler works according to the principle reduction of elevated charge temperature air cooling. air For automobile vehicles found The result is achieving a low charge temperature application so-called air/air cooler. air. The charge air cooler is always located While the increased charge air density between the charging system and the engine. results in higher power or Check charge air pressure lower fuel consumption, lower temperature The condition is a warm running engine. Pressure charge air reduces the thermal load on boost prescribed for a certain frequency engine, and due to this, reduces the exhaust temperature and rotation, set after approximately 3 NOx emissions. minutes at full load and maintaining a constant frequency rotation. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 180 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 181 Machine Translated by Google COOLING SYSTEM Cooling Coolant replacement Liquid forced cooling adjustable Important: Replace the filling cap and the working cap. thermostat with high power water pump, valve on the compensation tank. driven through the crankshaft and not requiring Coolant with anti-ice agent Maintenance. The thermostat cartridge is located in MAN 324 (antifreeze) separate casting case; cooling circulation Maintenance group A every 3 years (not liquid is carried out along a small circuit during later than after 450,000 km) warming up. Maintenance group B every 4 years (without Since when the engine is cold the radiator remains mileage restrictions) separated from the coolant circulation until until the thermostat starts to open at 83°C, then thanks to this, it is possible to quickly achieve working coolant temperature. Opening temperature on thermostat Beginning of opening:........................................................ 83° C Maintenance group C every 4 years (not later than 4000 working hours). Replacement coolant with anti-corrosion agent MAN 248 (without de-icer) for everyone maintenance groups - once a year. Constant temperature ................................... 90°C 1 Short-term ..................................... 105°C 2 Engine crankcase ventilation Short-lived 3 Compensation tank (Retarder operating mode) ......... 110°C 4 Thermostat Engine 5 Filling pipe Full opening:................................................... .95 °C Lift ..................................... min. 8 mm at 95°C 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc 6 Water pump 7 Radiator Page 182 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 183 Machine Translated by Google Coolant filling NOTE: Due to correct filling of the cooling system can be avoided which are breakdowns, arise predominantly in the water pump due to cavitation. Make sure you have the option to completely remove it air from the system. To do this, it is necessary, first of all, to fill the coolant slowly. Placement of filler pipes and screw plugs ÿ After driving the car for 1-5 hours Check the coolant level again, if necessary, add. The coolant level should be visible above edge. This is the only way to ensure perfect engine cooling. Glycol Vol.-% Freezing point (snow flakes) Boiling point C° -4 -9 -17 -26 -39 +101 +102 +104 +106 +108 10 20 30 40 50 contained in the relevant manual operation. Screw in all screw plugs/close drain cocks or reattach loose hose clamps. - provide sufficient anti-corrosion And anti-cavitation protection of anti-icing agent 50 Vol.-%). ÿ Open (place on the red dot) the adjusting heating lever (for buses - control cabinet lever (concentration air conditioning system) ÿ Do not open the cap with the operating valve when filling (2) ÿ Fill slowly through the filler pipes (1). coolant ÿ For approximately 5 minutes. leave the engine running idling at high speed, at In this case, constantly add coolant. ÿ Turn off the engine, constantly monitor the level coolant, top up if necessary. ÿ Close the filling pipes. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc A Filler plug (1) B Stopper With working (2) Safetyvalve valve opens at 0.7 + 0.2 bargage pressure The vacuum valve opens at 0.1 bar pressure C Coolant level probe If the coolant level is below the limit values, then via information buses tools I-CAN sends a warning message to the display reduced B139 message (reed switch) (electrical connection to ZBR R1/3 wiring number 16113) Page 184 Machine Translated by Google C 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 185 Machine Translated by Google Water pump Maintenance free water pump mounted on the front end of the crankshaft housing and A) From the engine driven directly from the crankshaft. Running B) to the engine water wheel C) from heating cooler pump with one-way support, hot pressed into a steel shaft and D) from the water cooling radiator mounted directly on the engine crankshaft using the central bolt. The seal consists of two rotating SiC wheels designed for long-term term 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc services. Page 186 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 187 Machine Translated by Google WR BRAKE Function/components Operating principle of the WR retarder The hydrodynamic retarder consists of a rotor Coolant flow delay in the stator chamber (rotating) and stator (stationary), located causes the rotor to slow down and, due to this, in the water pump housing. car braking. Depending on the required braking torque required amount of system coolant 1 Stator cooling is located between the rotor and stator. 2 Rotor The coolant is driven 3 Circulation rotating movements of the rotor and circulates through closed cycle between the rotor and the stationary stator. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 188 Machine Translated by Google 3 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 189 Machine Translated by Google Voith water pump retarder Engine side view View from the cooler side 1 Bypass – connection from the thermostat housing 1 Control valve 2 Control valve 2 Pressure meter 3 WR output to motor 3 Check valve 4 Connecting coolant from the radiator 4 Three-way two-piece valve 5 Air connection M10x1 max. 10 bar 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 190 Machine Translated by Google 1 1 2 2 3 3 4 5 4 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 191 Machine Translated by Google WR retarder control circuit 1 Crankshaft 24 Fuse 5A 2 Water pump 25 Connection Ground 3 Three-way two-piece valve 30 Brake regulator 4 Retarder WR 35 Proportional valve 5 Control valve 36 Pressure sensor Actuator pressure 6 Check valve 40 Three-way two-section changeover valve 7 Temperature sensor (before engine) 45 Connection Air receiver 8 Temperature sensor (after engine) 50 Car engine 9 Two-way two-section directional valve 51 Engine crankcase ventilation 11 Housing pressure sensor 60 Car radiator 19 Connection Diagnostics (Service) 61 Compensation tank (car) 20 CAN-high 62 Draining and filling 21 CAN-low 63 Filling 23 Connection, terminal 15 64 Bleeding air from the radiator 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 192 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 193 Machine Translated by Google WR retarder function Idle mode: Retarder mode “On”: ÿ Coolant is supplied through the water pump (2), firmly fixed to the crankshaft (1), on three-way two-section valve (3). ÿ Coolant is supplied through the water pump (2), firmly fixed to the crankshaft (1), on three-way two-section valve (3). ÿ The three-way two-section valve (3) is located in rest position and directs coolant past the control valve (5), closed by force spring tension to the engine. ÿ The three-way two-section valve (3) is supplied ÿ Engine coolant ÿ Depending on the required braking torque on control valve (5) variable supply control pressure. Thanks to this the valve opens fully or partially. Cooling is directed to the thermostats (9), and depending on operating temperature, via bipass or radiator car - to the water pump (2). ÿ Two-way two-section valve (10) is closed in idle mode by spring tension. ÿ The check valve (6) is opened by tension springs and directs internal leaks to the water pump (2). receiver pressure. The valve comes into operation position. Coolant is supplied to circulation of the retarder (4). the fluid is directed from the circulation of the retarder (4) through the opening to varying degrees control valve (5) to the engine. ÿ Engine coolant is directed to the thermostats (9), and depending on operating temperature, via bipass or radiator car - to the water pump (2). ÿ Two-way two-section valve (10) is closed in idle mode by spring tension. ÿ The check valve (6) is closed hydraulically pressure arising in the retarder system. The throttle section remains open. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 194 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 195 Machine Translated by Google Retarder mode “Off”: ÿ Coolant is supplied through the water pump (2), firmly fixed to the crankshaft (1), on three-way two-section valve (3). ÿ The three-way two-section valve (3) is free from pressure action and spring tension force maintained in a resting position. Cooling the fluid is sent directly to the engine. ÿ The control valve (5) is fully open and The retarder circuit (4) is emptied. After complete emptying, the control valve (5) is closed by spring tension. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc ÿ To quickly drain the retarder system (4) for an additional few seconds two-way feed pressure two- opens section valve (10). ÿ The check valve (6) is opened by tension springs. ÿ Engine coolant is directed to the thermostats (9), and depending on operating temperature, via bipass or radiator car - to the water pump (2). Page 196 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 197 Machine Translated by Google VISCOUS HYDRAULIC CLUTCH It consists of three main parts. Leading primary An element that performs rotational movements together with pulley, driven secondary element and regulation. secondary link, constantly supplies working fluid to The driven secondary element is divided by an intermediate backup chamber from which she is exposed disk to the backup and working cameras, through which centrifugal force again rushes through the hole working fluid circulates. valve into the working chamber. The drive disk in the working chamber performs rotating When the ambient temperature drops movement without any mechanical connections. regulating device using electrical Torque transmission is carried out due to magnets close the valve. So liquid internal friction of a highly viscous liquid and its is collected in the reserve chamber, and the working chamber sticking to walls. Between drive and driven empties. The clutch disengages to a small extent there is a certain amount of slippage in the link. residual moment. Depending on the temperature temperature sensor located in cooling water, two operating stages are installed throughout the entire range regulation. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 198 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 199 Machine Translated by Google Clutch – electrically controlled fan Ventilator with viscous coupling Technical specifications Spur driven fan Regulation........................................24 V from the processor with 9 feathers 670 mm ÿ equipped with a viscous coupling - Input speed n1 (fan shaft) Rotation frequency electrically controlled fan. He installed in such a way as to avoid amplification of noise, generated by the compressor due to structure-borne noise engine ........................................................ ............................+25% (i=1.25) The rotation speed of the switched on fan is about 88% of n1 the ventilation fan itself. Fan speed at idle at a speed limited by the regulator 500-1000 1/min A signal is received from the vehicle control processor voltage and regulates the magnetic valve in ventilator Fan Clutch Magnetic Valve controlled by the vehicle control processor (FFR). The fan speed depends on ÿ cooling water temperature ÿ external temperature ÿ charge air temperature (Euro3) ÿ prescribed values secondary brakes- moderator 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 200 Machine Translated by Google FUNCTION: OUTPUT: Hydrodynamic process inside the fan clutch, The control processor voltage (FFR) is causing electrically controlled, identical to the process the action of a magnet that attracts the anchor plate bimetal control: Why does the fan spring close the hole? There is a backup and working camera. backup chamber and the fan clutch is turned off. These chambers are separated from each other by a partition. Spring (maximum fan slip). the fan opens a hole in this partition so that Depending on the water temperature (or range so that silicone oil can flow out of the reserve load) the processor turns off the voltage, the magnet cameras into the working one. There it transmits through two narrow slits is put into action. Due to this, the anchor plate stands up angular speed of the rotor driven by the engine, at back to its original position, and the valve needle opens fan clutch housing, and due to this - on itself hole leading to the backup chamber. Fan coupling fan. The outer diameter of the case is silicone turns on. (minimal slippage). the oil is again fed back into the reserve chamber with VOLTAGE FAILURE = LOCKOUT CIRCUIT using a high-speed pressure pump. In couplings - In the event of a power failure, the fan clutch fans with bimetal control, switches on to full operation. It means that the fan spring is controlled by a bimetal, and in the coupling with the engine cannot overheat, because the fan works with electrically controlled by an electric magnet. maximum possible rotation speed. According to this principle accident-free operation ("Fail-Safe"-) spring V the fan opens the hole completely partition and all silicone oil gets from the backup chamber to the working one. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 201 Machine Translated by Google FAN CLUTCH TESTS Static test: Current is supplied to the fan clutch. Fan clutch This test provides information only about the function of the magnet. disabled • A soft knocking noise may be heard when inserting or removing the magnet. Fan clutch housing anchor plate (or using MAN-cats II) A) Working chamber • Control processor B) Hole • Fan regulation C) Partition Dynamic test D) Fan spring • Set the frequency limited by the regulator • Disconnect the plug connector (wire 61304 to electromagnetic coupling). E) Backup camera F) Pressure pump G) Fan • After 2 minutes the maximum H) Electrical connection fan speed (Engine speed x gear ratio I) Torque support fan i=1.25 minus slippage, which is about 12%). The fan clutch is J) Connecting pin connected. K) Anchor platform ÿ Switch on the plug connection again L) Magnet support ÿ Within 1 minute, the fan speed should M) Electric magnet decrease to 500-1000 rpm (Rotation speed at idling) The fan clutch is disconnected. Clutch-fan is de-energized Clutch-fan is turned on 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 202 Machine Translated by Google H A I B J K C L D E F M N G 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc T2876001 Page 203 Machine Translated by Google ELECTRIC FLARE STARTING DEVICE TGA The electric torch starting aid serves to facilitate starting a cold engine. 1. The central on-board computer ZBR controls the regulation electric torch device to facilitate starting. 2. The electric torch device for facilitating starting is driven into effective only at certain coolant temperatures liquids (< +10 degrees C). Pre-heating time ÿ Via the I-CAN information buses there is a constant setting the heating control LED ÿ The relay of the electric torch starting aid K 102 (closing relay) is adjusted synchronously at a voltage > 24 V, at a voltage < 24 V the relay is continuously supplied with voltage. ÿ Solenoid valve Y 100 de-energized ÿ At a voltage of 22 - 23 V during pre-heating is approximately 33 - 35 s. ÿ When activated during preheating starting switch, terminal 50 (Q101), control switches off light bulb and relay for the electric torch starting aid. Preparing to start the engine • Indicator light for electric torch relief device start operates through the information highway „Instrumentierung I – CAN. Electric torch relay cycles starting aid devices are made depending on voltage at terminal 15 • Solenoid valve Y 100 de-energized • When actuating the starting switch, terminal 50, V during preparation for starting the engine, the electric torch relay starting aids continue to perform step-by-step , A movement depending on the voltage at terminal 15 control light of the electric torch relief device start cycles in the same way as the electric torch relay devices. The electric flare device is activated. . When the starting switch, terminal 50, is turned off, engine starting. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Maintenance (short-term operation of electric torch starting aid devices together with the internal combustion engine) • The relay of the electric torch device operates depending on voltage at terminal 15, and the control light The electric torch device cycles in the same way as a relay. The MGV flare device is switched on. • Or the engine does not start, the generator does not have a rotation speed >0 during the emergency shutdown time. Relay and control The light bulb is not functioning. When activating the starting circuit breaker, terminal 50, after the emergency time has expired the relay is turned off and the indicator light and MGV remain without functions. NOTE: If the coolant temperature sensor fails, An alternative is the engine oil temperature. The electric torch device comes into action when exiting building engine temperature. Duration of support Engine operation is limited to 30 seconds. Inputs • The starter is driven by a signal from the FFR control processor – T CAN • Coolant temperature EDC from T CAN • Flare glow plug current of the electric torch device central on-board computer ZBR II Pin ZE/19 • Terminal 15 from center. On-board computer ZBR II ZE/17 • R 100 torch glow plug - ÿ signal from fuse F 106 (40 A) place on ZE 23 to relay K 102 • A 302 Signal from central on-board computer ÿ to indicator A 407 via I-CAN • A 403 Signal from control processor from EDC controller (M-CAN) to central on-board computer (T-CAN) • B 124 Coolant temperature sensor (NTC) signal to EDC regulator Page 204 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 205 Machine Translated by Google Flare glow plug R100 / Solenoid valve Y100 Fuel is supplied to the glow plug of the electric torch devices via magnetic valve Y 100 from the center fuel preparation (KSC) Magnetic valve • 1 Fuel flow direction arrow • 2 Plug connection DIN 72585 A1-2.1-9nK2 Electrical values of glow plugs • 3 Date of manufacture on the surface of the hexagon electric torch device •U •I • A Connection to glow plug nenn = 24 V. 26 • P Connection from KSC = 28 A +- 2 A after 26 sec • V Diode for suppressing voltage peaks • T 28 = 10900 C after 26 sec Technical specifications Tightening torque: glow plug • Valve function – de-energized and closed • Winding resistance 32 ÿ 20 C Screw-in thread M 32 x 1.5 max. 25 Nm • Electrical current consumption max. 0.7 A at Oil drain connection M 5 max. 5 Nm Fuel connection M 10 x 1 rated voltage 10 Nm 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc • Nominal voltage 27 V Page 206 Machine Translated by Google 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 207 Machine Translated by Google STARTER CONTROL The start signal is transmitted by the ignition switch on At the same time, the safety relay K755 is configured from vehicle control processor FFR, and via CAN buses terminal 50 of switch Q101 and switches off from the side engine is further transmitted to the EDC regulator. minus electrical circuit IMR. After checking the engine starting tolerance conditions, This prevents incorrect switching e.g. stopping the engine and delaying time for starter by electronic engine control unit restart, on Pin 18 electronic unit (eg, unauthorized self-start). motor control, current is supplied and IMR setup. 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 208 Machine Translated by Google 37 X1064 8 F400 10A 1 23 30010 - 1 A100 90/1 ZE 90/2 A2/18 A3/6 ZE/5 A302 F355 A3/5 ZBR F354 125A 125A A435 + ANL EDC 00305 + NA-M C 00305 70050.1 3 X1913 NA-C T B/18 + 60314 1.5 G100 A403 FFR 00007 3 31321 1.5 X1966 7 2 00350.1 5 00305 1050 15 3 12351.1 3 6705 02 3 X3/7 X1549 K755 + thirty 50 31b 5 2 6 87 87 86 Q101 2 4 thirty 30/1 X669 IMR G101 85 thirty 4 8 M100 15/1 15 50 R 5 3 1 6 X669 2 1 X1966 1 31000 0000 17 3 50300 1.5 31 X1644 TED107 81.99192.2981 - 1 / 2 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 209 Machine Translated by Google START FEED LIST: D28..EURO2 / EURO3 (SD 203) • D2866 LF35 ...265kW / 360L/S ........EURO2 Version with 2 valves EDC MS5.3 Start of flow 0° • D2866 LF34 ...228kW / 310L/S.......EURO2 Version with 2 valves EDC MS5.3 Start of flow 0° • D2866 LF31 ...301kW / 410L/S ........EURO2 Version with 4 valves EDC MS5.3 Start of flow 0° • D2876 LF06 ...338kW / 460L/S ........EURO2 Version with 4 valves EDC MS5.3 Start of flow 4° • D2866 LF23 ...228kW / 310L/S ........EURO3 Version with 4 valves EDC MS5.5 Start of flow 2° • D2866 LF24 ...265kW / 360L/S ........EURO3 Version with 4 valves EDC MS5.5 Start of flow 2° • D2866 LF25 ...301kW / 410L/S ........EURO3 Version with 4 valves EDC MS5.5 Start of flow 2° • D2876 LF03 ...338kW / 460L/S ........EURO3 Version with 4 valves EDC MS5.5 Start of flow 2° • D2866 LF36 ...228kW / 310L/S.......EURO2 Version with 4 valves EDC MS6.1 Start of flow 0° +1 +1 +1 -1 after OT F2000 +1 +1 -1 +1 to OT after OT to OT +1 • D2866 LF37 ...265kW / 360L/S ........EURO2 Version with 4 valves EDC MS6.1 Start of flow 0° • D2866 LF32 ...301kW / 410L/S ....... .EURO2 Version with 4 valves EDC MS6.1 Start of flow 0° +1nach OT • D2876 LF07 ...338kW / 460L/S ........EURO2 Version with 4 valves EDC MS6.1 Start of flow 4° • D2866 LF26 ...228kW / 310L/S ........EURO3 Version with 4 valves EDC MS6.1 Start of flow 2° • D2866 LF27 ...265kW / 360L/S ........EURO3 Version with 4 valves EDC MS6.1 Start of flow 2° • D2866 LF28 ...301kW / 410L/S ........EURO3 Version with 4 valves EDC MS6.1 Start of flow 2° • D2876 LF04 ...338kW / 460L/S ........EURO3 Version with 4 valves EDC MS6.1 Start of flow 2° • D2876 LF05 ...375kW / -1 after OT +1 +1 -1 +1 TGA to OT to OT after OT to OT 510L/S ....... .EURO3 Version with 4 valves EDC MS6.1 Start of flow 2°-1 after OT 210N:\VMT\5TRAININ\MOTOR\MOTORD28\1TEXTE\D2876_tga_ru.doc Page 210
0
Anuncio
Documentos relacionados
Descargar
Anuncio
Añadir este documento a la recogida (s)
Puede agregar este documento a su colección de estudio (s)
Iniciar sesión Disponible sólo para usuarios autorizadosAñadir a este documento guardado
Puede agregar este documento a su lista guardada
Iniciar sesión Disponible sólo para usuarios autorizados