7/18/2019 MAN D0836_CR_en Engine training course D 0834/36. Euro 3/4 Common Rail EDC 7 AT 01b http://slidepdf.com/reader/full/man-d0836cren Produced by Plank/Schier MAN Service Academy Steyr Status 06/2005 1/121 7/18/2019 MAN D0836_CR_en This document is intended to be used exclusively for training and is not covered by the ongoing update and amendment service. 2005 MAN Nutzfahrzeuge Aktiengesellschaft Reprinting, copying, publishing, editing, translating, microfilming and storing and/or processing in electronic systems, including databases and online services, is not permitted without the written permission of MAN. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 2 2/121 7/18/2019 MAN D0836_CR_en CONTENTS CONTENTS...................................................................................................3 ENGINE SPECIFICATION.............................................................................5 ASSOCIATION OF POWER UNITS WITH RANGES AND VEHICLE TYPES.6 EXPLANATION OF ENGINE CODE ............. .................. .............. .............. ...7 ENGINE IDENTIFICATION NUMBER............................................................8 DESIGN AND PRINCIPLE OF OPERATION..................................................9 ENGINE SPECIFICATIONS .............. .............. ............... .............. .............. .10 CRANKCASE..............................................................................................22 CYLINDER LINERS.....................................................................................24 CRANKSHAFT.. .............. ................ ............. .................. .............. .............. .26 CRANKSHAFT SEALING RINGS ............. .............. ............... .............. ........ 28 TIMING GEAR HOUSING............................................................................30 CONNECTING ROD....................................................................................32 PISTONS ....................................................................................................32 CAMSHAFT.................................................................................................32 VALVE TIMINGS...... .............. ............... ................. ............... .............. ........ 32 ENGINE TIMING ............. .................. .............. ............... .............. .............. .32 ENGINE OIL CIRCULATION ............. .............. ............... .............. .............. .32 BELT DRIVE ...............................................................................................32 CYLINDER HEAD........................................................................................32 CYLINDER HEAD FIXING...........................................................................32 CHECKING AND ADJUSTING VALVE CLEARANCES................................32 TIGHTENING INJECTOR ON CYLINDER HEAD.........................................32 ROCKER MECHANISM...............................................................................32 EXHAUST VALVE BRAKE..... ................. ............... .............. .............. ......... 32 EVB - SERVICE INFORMATION / EXHAUST BUTTERFLY VALVE UNCONTROLLED ...................................................................................... 32 INLET MANIFOLD ...................................................................................... 32 EXHAUST GAS RECIRCULATION ................ ............... .............. .............. .. 32 TURBOCHARGER...... .............. .............. ............... .............. .............. ......... 32 TWO-STAGE CONTROL VALVE ............ ............... .............. .............. ......... 32 CHARGE PRESSURE CHARACTERISTIC. .................. .............. ............... . 32 TURBOCHARGER...... .............. .............. ............... .............. .............. ......... 32 PREVENTION OF ACCIDENTS - COMMON RAIL CLEANLINESS. ............ 32 COMMON RAIL SYSTEM WITH EDC 7 ENGINE CONTROL UNIT........ ..... 32 LOW-PRESSURE SECTION................... ............... .............. .............. ......... 32 HIGH-PRESSURE SECTION............... .............. ............... .............. ............ 32 CR HIGH-PRESSURE PUMP CP3.................. .............. .............. ............... . 32 REMOVING/FITTING HIGH-PRESSURE PUMP.... .............. .............. ......... 32 RAIL ........................................................................................................... 32 INJECTOR.................................................................................................. 32 SPEED SENSORS ..................................................................................... 32 MAN CATS 2 ENGINE DATA........ .................. .............. .............. .............. .. 32 ACCELERATION TEST ............ ............... .............. .............. .............. ......... 32 COMPRESSION TEST............................................................................... 32 WATER PUMP................ ................ ............... ............... .............. ............... . 32 COMPRESSOR .......................................................................................... 32 GLOW PLUG STARTING SYSTEM ............... ............... .............. ............... . 32 D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 3 3/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 4 4/121 7/18/2019 MAN D0836_CR_en ENGINE SPECIFICATION New features of the Euro 4 engine compared with Euro 3 engines: Engine D 036 .. Common Rail Injection system Reinforced crankcase Reinforced crankshaft bearings Cylinder head (channel feed) Connecting rod Common Rail EDC 7 Pre-supply pump ZP 18 Fuel-lubricated high-pressure pump CP 3 Injection pipes / High-pressure pipes Oil injection nozzles Optional turbocharger (2-stage) Enhanced exhaust gas recirculation Star-type fuel filter Injectors with two-part armatures and 8 hole-type nozzles AGR blocking valve with stepless control Engine oil for Euro 4 engine to MAN standard (M3477) Exhaust gas retreatment system: PM catalytic converter (with OBD sensors) Additional silencers D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 5 5/121 7/18/2019 MAN D0836_CR_en ASSOCIATION OF POWER UNITS WITH RANGES AND VEHICLE TYPES HGV / Bus engines Emissions class Vehicle type Trade designation Chassis No. D 0834 LFL 40 Euro 3 TGL/M xx. 150 BHP (110KW) WMA D 0834 LFL 41 Euro 3 TGL/M xx. 180 BHP (132KW) WMA D 0834 LFL 42 Euro 3 TGL/M xx. 206 BHP (150KW) WMA D 0836 LFL 40 Euro 3 TGL/M xx. 240 BHP (176KW) WMAH D 0836 LFL 41 Euro 3 TGL/M xx. 280 BHP (206KW) WMAH D 0836 LFL 44 Euro 3 xx. 326 BHP (240KW) WMAH D 0836 LOH 41 Euro 3 BUS xx. 240 BHP (176KW) WMA D 0836 LUH 41 Euro 3 BUS xx. 240 BHP (176KW) WMA D 0836 LOH 40 Euro 3 BUS xx. 280 BHP (206KW) WMA D 0836 LUH 40 Euro 3 BUS xx. 280 BHP (206KW) WMA D 0834 LFL 50 Euro 4 TGL/M xx. 150 BHP (110KW) WMAH D 0834 LFL 51 Euro 4 TGL/M xx. 180 BHP (132KW) WMAH D 0834 LFL 52 Euro 4 TGL/M xx. 206 BHP (151KW) WMAH D 0836 LFL 51 Euro 4 TGL/M xx. 240 BHP (176KW) WMAH T-GA, TGL/M D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 6 6/121 7/18/2019 MAN D0836_CR_en EXPLANATION OF ENGINE CODE Engine nameplate Engine type designation D 0836 LF 43 MAN - Werk Nürnberg Typ D0836 LF44 Motor- Nr. / Engine-no . 209 0062 5015 2 0 1 N I / N II P1 Block N I / N II D Fuel type (diesel) 08 + 100 = Bore diameter e.g. 128 mm 3 3x10+100 is approximately equal to the stroke in mm = 125 6 Number of cylinders 6 = 6 c ylinders, L Charging type (turbocharger with charge air cooling) F Engine orientation OH Bus rear-mounted, vertical engine UH Bus rear-mounted, horizontal engine 43 Engine variant, particularly important for technical data and set-up values and procurement of spare parts I Dimensional variation 0.10 mm II Dimensional variation 0.25 mm P Big end bearing journal H Main bearing journal S Camshaft mushroom tappet (S1 0.25 mm oversize) D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 7 7/121 7/18/2019 MAN D0836_CR_en ENGINE IDENTIFICATION NU MBER Example: Engine number Engine type code A 209 B 0062 C 501 D 5 Overview of flywheel E 2 Overview of injection pump/controller F 0 Overview of air compressor G 1 Special equipment such as engine-dependent auxiliary output drive Assembly date Order of assembly (progress number on day of assembly) D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 8 8/121 7/18/2019 MAN D0836_CR_en DESIGN AND PRINCIPLE OF OPERATION The common rail engines are liquid-cooled, 4-stroke in-line engines In contrast to the other designs, the 240 kW / 326 BHP engine (LF44) with exhaust gas turbocharger and air/air charge air cooling. has an external exhaust gas recirculation system. The exhaust gas is cooled by means of a heat exchanger supplied with cooling water. The engine's omega-shaped combustion chamber is located in the The amount of exhaust gas is determined by means of a non-return centre of the piston and is supplied with fuel by a vertically arranged valve and a blocking valve pneumatically controlled by the engine injector nozzle. characteristic. The other engine variants such as the LOH/LUH have internal exhaust gas recirculation, which is defined by the camshaft control times. . D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 9 9/121 7/18/2019 MAN D0836_CR_en ENGINE SPECIFICATIONS D0836 LFL 41 Euro 3 Working principle 4-stroke turbodiesel with charge air cooler Number of cylinders/Design Combustion process 6/vertical in line 7-jet direct injection Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres Compression Max. ignition pressure in bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm left 4 108/125 6.871 18:1 160 206/280 at 2400 1-5-3-6-2-4 fan side 2400 1100 at 1200-1750 K value (m –1) CO (G/KWH) 0.410 HC (g/KWh) 0.070 NOX (G/KWH) 4.960 600 rpm ± 50 Idle speed Max. cut-off speed rpm Valve clearance with engine cold ca. 2640 IV 0.50/EV 0.50 mm EVB clearance with engine cold 0.35 mm Compression pressure 26 - 30 bar Permissible pressure diff. between ind. cylinders max. 4 bar Coolant Oil quantity min/max. Fuel system Cold start capability with/without glow plug Weight (dry) D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren 1.3 21/26 L Bosch Common Rail 15/-32°C 598 kg Page 10 10/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 11 11/121 7/18/2019 MAN D0836_CR_en D0836 LFL 44 EURO 3 Working principle 4-stroke turbodiesel with charge air cooler Number of cylinders/Design Combustion process 6/vertical in line 7-jet direct injection Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres Compression Max. ignition pressure in bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm left 4 108/125 K value (m –1) CO (G/KWH) 0.560 HC (g/KWh) 0.060 NOX (G/KWH) 4.090 Idle speed Valve clearance with engine cold 18:1 EVB clearance with engine cold 240/326 at 2400 1-5-3-6-2-4 fan side 2400 1200 Nm at 1200-1800 ca. 2640 IV 0.50/EV 0.50 mm 0.35 mm Compression pressure 26 - 30 bar Permissible pressure diff. between ind. cylinders max. 4 bar Coolant Oil quantity min/max. Fuel system Cold start capability with/without glow plug Weight (dry) D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren 600 rpm ± 50 Max. cut-off speed rpm 6.871 160 1.2 21/26 L Bosch Common Rail –15/-32°C 618 kg Page 12 12/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 13 13/121 7/18/2019 MAN D0836_CR_en D0836 LOH 41 K value (m –1) Working principle 4-stroke turbodiesel with charge air cooler 6/vertical in line Number of cylinders/Design Combustion process 7-jet direct injection Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres left 4 108/125 6.871 Compression 18:1 Max. ignition pressure in bar 160 Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm 176/240 at 2400 1-5-3-6-2-4 fan side 2400 925 at 1200-1800 CO (G/KWH) HC (g/KWh) NOX (G/KWH) Max. cut-off speed rpm Valve clearance with engine cold ca. 2640 IV 0.50/EV 0.50 mm EVB clearance with engine cold 0.35 mm Compression pressure 26 - 30 bar Permissible pressure diff. between ind. cylinders max. 4 bar Coolant Oil quantity min/max Fuel system 21/26 L Bosch Common Rail Cold start capability with/without glow plug down to –15/-32°C Weight (dry) D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren 600 rpm ± 50 Idle speed ca. 595 kg Page 14 14/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 15 15/121 7/18/2019 MAN D0836_CR_en D0836 LOH 40 Working principle 4-stroke turbodiesel with charge air cooler 6/vertical in line Number of cylinders/Design Combustion process 7-jet direct injection Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres left 4 108/125 6.871 K value (m –1) CO (G/KWH) HC (g/KWh) NOX (G/KWH) 600 rpm ± 50 Idle speed Max. cut-off speed rpm Valve clearance with engine cold ca. 2640 IV 0.50/EV 0.50 mm Compression 18:1 EVB clearance with engine cold Max. ignition pressure in bar 160 Compression pressure 26 - 30 bar Permissible pressure diff. between ind. cylinders max. 4 bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm 206/280 at 2400 1-5-3-6-2-4 fan side 2400 1100 at 1200-1750 Coolant Oil quantity min/max. Fuel system 21/26 L Bosch Common Rail Cold start capability with/without glow plug down to –15/-32°C Weight (dry) D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren 0.35 mm ca. 600 kg Page 16 16/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 17 17/121 7/18/2019 MAN D0836_CR_en D0836 LUH 41 Working principle 4-stroke turbodiesel with charge air cooler 6/vertical in line Number of cylinders/Design Combustion process 7-jet direct injection Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres left 4 108/125 6.871 K value (m –1) CO (G/KWH) HC (g/KWh) NOX (G/KWH) 600 rpm ± 50 Idle speed Max. cut-off speed rpm Valve clearance with engine cold ca. 2640 IV 0.50/EV 0.50 mm Compression 18:1 EVB clearance with engine cold Max. ignition pressure in bar 160 Compression pressure 26 - 30 bar Permissible pressure diff. between ind. cylinders max. 4 bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm 176/240 at 2400 1-5-3-6-2-4 fan side 2400 925 at 1200-1800 Coolant Oil quantity min/max Fuel system 21/26 L Bosch Common Rail Cold start capability with/without glow plug down to –15/-32°C Weight (dry) D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren 0.35 mm ca. 640 kg Page 18 18/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 19 19/121 7/18/2019 MAN D0836_CR_en D0836 LUH 40 Working principle 4-stroke turbodiesel with charge air cooler 6/vertical in line Number of cylinders/Design Combustion process 7-jet direct injection Direction of rotation viewed from flywheel end Number of valves per cylinder Bore/Stroke in mm Capacity in litres left 4 108/125 6.871 K value (m –1) CO (G/KWH) HC (g/KWh) NOX (G/KWH) 600 rpm ± 50 Idle speed Max. cut-off speed rpm Valve clearance with engine cold ca. 2640 IV 0.50/EV 0.50 mm Compression 18:1 EVB clearance with engine cold Max. ignition pressure in bar 160 Compression pressure 26 - 30 bar Permissible pressure diff. between ind. cylinders max. 4 bar Rated power kW/BHP at speed rpm Ignition sequence Position of cylinder 1 Rated speed rpm Max. torque Nm at rpm 206/280 at 2400 1-5-3-6-2-4 fan side 2400 1100 at 1200-1750 Coolant Oil quantity min/max. Fuel system 21/26 L Bosch Common Rail Cold start capability with/without glow plug down to –15/-32°C Weight (dry) D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren 0.35 mm ca. 640 kg Page 20 20/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 21 21/121 7/18/2019 MAN D0836_CR_en CRANKCASE The new crankcase is cast in one piece together with the cylinder Re-machining the crankcase sealing surfaces: block from cast iron alloy. For all engines, three re-machining stages are intended for the cylinder head joint face. 6 cooling water channels drilled between the cylinders guarantee Normal dimension A = 321.97 - 322.01 mm 0.0 mm Stage 1 = 321.77 - 321.80 mm - 0.2 mm Stage 2 = 321.57 - 321.60 mm - 0.4 mm Stage 3 = 321.37 - 321.40 mm - 0.6 mm excellent heat dissipation and a uniform temperature distribution at the surface of the cylinders. High rigidity and lower noise emissions are achieved by providing appropriate ribs on the new aluminium intermediate plate. Surface roughness of crankcase sealing surface 16 m The crankcase ventilation is designed as a closed system, i.e. the B Main bearing bolts 115 Nm + 90o+10° (do not reuse) blow-by is fed back to the engine combustion via a v alve with integral C Dry cylinder liner oil mist separator. D Flywheel bolts 100 Nm + 90o+10° (do not reuse) The pistons run directly in the crankcase where optimum conditions with regard to resistance to wear and oil consumption are achieved due to the ceramic honing of the cylinder surfaces. Note: Version-dependent (with and without cylinder liners) D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 22 22/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 23 23/121 7/18/2019 MAN D0836_CR_en CYLINDER LINERS 1. Cylinder liners (slip fit) "A" 2. Fitting clearances Normal size 111.490 - 111.535 mm Clearance between crankcase bore and liners Rep. stage + 0.5 mm 111.995 - 112.035 mm Outside diameter (A-E) 0.01 - 0.03 mm "B" Crankcase collar diameter "D" Collar depth 4.040 - 4.060 mm "E" Normal size 111.475 - 111.490 mm 3. Liner projection "F" 1st Rep. stage Collar diameter 111.975 – 111.990 mm 115.470 – 115.880 mm Check amount by which liner projects from crankcase, (measure at "G" Inside diameter 108.000 – 108.022 mm 116.00 - 116.10 mm Wear "H" Overall height At the collar (B-F) 0.12 - 0.36 mm 4 points with clock gauge) 0.150 mm "D" Collar depth 4.04 - 4.06 mm 216.700 - 217.000 mm "C" Depth of collar recess "I" Collar projection 4.00 - 4.03 mm 0.01 - 0.06 mm NOTE: Note: Do not use grease or engine oil when fitting the lining. ONLY MOLYCODEPOWDER The collar must sit solidly on the seat. Clean before fitting! The liner collar must not bear against the outside diameter. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 24 24/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 25 25/121 7/18/2019 MAN D0836_CR_en CRANKSHAFT The crankshaft with the counterweights is drop-forged in one piece. The main and big end bearing journals are induction hardened. Crankshaft journal diameter Crankshaft - main bearing internal Ø STD 76.81 - 77.00 mm They can be reground 4 times without re-hardening. The thrust Radial play 0.04 –0.10mm bearing is situated between cylinders 3 and 4 in all cases . Crankshaft axial play 0.15 – 0.28 mm STD 77.04 – 77.08 mm determined by the axial thrust washers C fitted to the 4th main A vibration damper is fixed to the front end of the crankshaft. This bearing (one repair stage possible) reduces the torsional amplitude and thus the loading on the crankshaft due to rotational vibration. o A 100 Nm + 90 Flywheel angle bolt. (Note different lengths! No WVW) B Vibration damper (no WVW) 150 Nm + 90o D Main bearing spread (Miba) 0.60 – 1.60 mm (Glyco) 0.15 – 0.50 mm N1 and N2 designs Even in serial production there are two sizes for big end and crankshaft bearings and for tappet bores. Colour marking is used for any other machining stage; every other fitting stage must be indicated on the nameplate and on the crankshaft. N = Normal size N1 = 0.1 mm dimensional variation P = Crankshaft, big end bearing N1 H = Crankshaft, main bearing N1 S = Tappet bore N1 E V-belt pulley with v ibration damper (vulcanised rubber insert) F Loctite 574TB sealant for crankshaft gear G I 115 Nm + 90 Main bearing bolts Sealing rings (PTFE). Fit in dry condition only. X Fit axial discs with oil pockets facing the crankshaft o . D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 26 26/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 27 27/121 7/18/2019 MAN D0836_CR_en CRANKSHAFT SEALING RINGS Front crankshaft sealing ring F Rear crankshaft sealing ring (flywheel side) Assembly A Preliminary assembly Fit new crankshaft sealing ring 7 with transport sleeve to adapter Fit new crankshaft sealing ring 2 with transport sleeve to adapter 4 from special toolkit. from special toolkit. Slide crankshaft sealing ring 7 onto adapter and remove transport Slide crankshaft sealing ring 1 onto adapter and remove transport sleeve. sleeve. Slide press-on sleeve 8 over adapter and screw to threaded spindle 9. B Fit crankshaft sealing ring Press shaft sealing ring against front timing gear cover as far as the Slide press-on sleeve 5 over adapter and screw to threaded spindle stop using the press-on sleeve. 6. Press shaft sealing ring against flywheel cover as far as the stop Press-on tool 80.99606-6030 using the press-on sleeve. Extractor 80.99606.6011 D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 28 28/121 7/18/2019 MAN D0836_CR_en D D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren F Page 29 29/121 7/18/2019 MAN D0836_CR_en TIMING GEAR HOUSING Removing timing gear cover Remove fixing bolts from timing gear housing. Remove timing gear cover fixing screws, Remove timing gear housing seal 1 from engine block. remove timing gear cover, and remove front seal 3 from gear casing 4. Assembly is carried out in reverse order. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 30 30/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 31 31/121 7/18/2019 MAN D0836_CR_en CONNECTING ROD The connecting rods are precision drop-forged and separated at the big end by CRACKING . The separation joint is produced by means Fitting dimensions of fracturing (cracking). The small end is trapezoidal in shape. The Big end bearing journal (normal size) :.... 69.981 – 70.000 mm Big end bearing spread C(Miba): ....................... 74.5 – 76.0 mm Big end bearing radial play:............................ 0.026 – 0.088 mm Big end bearing axial play:............................. 0.120 – 0.259 mm Hole spacing: ....................................................... 196 0.02 mm Gudgeon pin bearing (internal) :.....42mm +0.050 + 0.066 mm Connecting rod weight difference per engine set: max. 50g topmost of the two connecting rod bearing shells is made of highly wear-resistant sputter bearing metal. Measuring the connecting rod bearings The measuring instrument is used to measure the bearing hole for the big end bearing shells in the fitted state in directions 1, 2 and 3 and in measuring planes a and b. Bearing shells with bearing holes within the tolerance limits can be reused. If the dimensions are outside the tolerance limits, the Tightening torque for connecting rod bolts: Md ....................................................... 50 Nm + 10 plus 90° +10° Connecting rod bolts M 11x1.5 x60 Torx E14 Connecting rod bolts must not be reused bearings must be replaced. The connecting rod and the connecting rod cap are marked together at the side next to the break point. NOTE: Top bearing shell is identified with TOP (B) or red coloured dot on the side. (Hardened supporting shell). Note: Do not stand the connecting rod or the connecting rod cap on the break point. Damage (change) to the joint can cause damage to the connecting rod. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 32 32/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 33 33/121 7/18/2019 MAN D0836_CR_en PISTONS 3-ring (cut back) pistons made from special cast aluminium are used A: Piston diameter: ................................ 107.791 – 107.800 mm with a cast-in ring carrier for the top piston ring. The combustion area B: Measure piston diameter 17 mm above bottom of piston. is slightly drawn in, stepped and omega-shaped. Valve pockets are C: Compression height (standard):....................... 63.9 – 64 mm provided on the crown of the piston on the inlet and exhaust sides. To D: Piston projection / crankcase edge: .......... 0.093 – 0.391 mm relieve the thermal stress, the pistons for the D0836 LF44 engine are manufactured with a cast-in cooling channel and cooled by means of a Piston ring height / end clearance jet of oil from the oil spray nozzle. The flow cross-section of the oil spray nozzles has been matched to E: Compression ring double-sided trap. ring Height End clearance 4.00 mm 0.30 to 0.55 mm Height End clearance 2.50 – 2.52 mm 0.40 to 0.65 mm Height End clearance 2.97 – 3.00 mm 0.30 to 0.60 mm the new piston cooling channel. The oil spray nozzle is controlled by means of a pressure control valve in order to ensure adequate piston F: Sealing ring taper-faced ring cooling. NOTE: G: Oil scraper ring bevelled ring Difference in piston weight per engine set max. 40 g. Note: Rings: Engine D0836 LF44 (326 BHP) with cooling channel pistons The sealing rings comprise a double-sided trapezoidal ring and a Engine D0836 LF41 (280 BHP) without cooling channel pistons taper faced ring. The bevelled spring-loaded ring is used as an oil scraper ring. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 34 34/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 35 35/121 7/18/2019 MAN D0836_CR_en CAMSHAFT The forged camshafts are arranged in the crankcase on the exhaust side. In the 6-cylinder engines, the camshaft is mounted in 7 leadbronze bushes. The camshafts for external and internal exhaust gas recirculation differ from one another with respect to the different "1" Camshaft (external or internal exhaust gas recirculation design) "2" Guide pin "3" Thrust washer valve timings. "4" Camshaft gear with 7 reference marks for EDC ECU The camshaft gear is designed with 7 reference marks, 2 of which "5" Collar screw, spectacle flange 23 Nm are considerably closer together than the others. "7" Collar screw, camshaft gear 65 Nm These are used by the EDC control unit to detect the first cylinder. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 36 36/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 37 37/121 7/18/2019 MAN D0836_CR_en Checking camshaft axial play NOTE: Check camshaft axial play with clock gauge. The notch 1 on the camshaft bearing bush must point to the fan side. The oil holes 2 in bearings 1, 3, 5 must coincide with the oil feed Camshaft axial play "C" .....................................0.14 – 0.27 mm holes in the housing. All other bearings are offset with respect to the Thickness of axial thrust washer "A"..................4.83 – 4.86 mm holes (no oil feed). Camshaft bushes .................................. 51.000 – 51.030 mm Camshaft bearing diameter........................ 50.910 – 50.940 mm Radial play ..................................................... 0.060 – 0.120 mm "B" Camshaft flange bolts M10x38x1.25...........................65Nm D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 38 38/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 39 39/121 7/18/2019 MAN D0836_CR_en VALVE TIMINGS The valve timings are checked with the specified valve clearance. "A": Valve timings: Engine D 0834 external exhaust gas recirculation "A": Valve timings: Engine D 0836 external exhaust gas Inlet opens recirculation Inlet opens D 0834 6° before TDC Inlet closes D 0834 32° after BDC Exhaust opens D 0834 63° before BDC Exhaust closes D 0834 13° after D 0836 18° before TDC Inlet closes D 0836 32° after BDC Exhaust opens D 0836 63° before BDC "B": Valve timings: Engine D 0834 internal exhaust gas Exhaust closes D 0836 29° after recirculation TDC Exhaust closes "B": Valve timings: Engine D 0836 internal exhaust gas recirculation Inlet opens D 0836 18° before TDC Inlet closes D 0836 Exhaust opens D 0836 32° 63° after BDC before BDC Exhaust closes 1° before TDC D 0836 59° after TDC Example: Timing diagram 1 Direction of engine rotation 2 Inlet opens 3 Exhaust closes 4 Inlet opening time 5 6 7 8 9 Centre of inlet cam Exhaust opens Exhaust closes Exhaust opening time Centre of exhaust cam D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren D 0834 TDC Page 40 40/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 41 41/121 7/18/2019 MAN D0836_CR_en ENGINE TIMING On assembly, the mark on crankshaft gear "A" must coincide with Tightening torques: the mark on crankshaft gear "B" identified by " - - ". A Crankshaft gear..........................Z = 32..... 150 Nm + 90° B Camshaft gear............................Z = 64 ................ 65 Nm C Compressor drive gear...............Z = 27 ........................... D Intermediate gear ....................... Z =40................ 115 Nm E Intermediate gear .......................Z = 31 ................. 22Nm F CR high-pressure pump .............Z = 24 G Oil pump drive gear. ................... Z =18.................. 30 Nm H Water pump fitting Note: Intermediate gear "D" is mounted with the VP 44 radial injection pump as on engine D0834/36. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 42 42/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 43 43/121 7/18/2019 MAN D0836_CR_en ENGINE OIL CIRCULATION Forced feed lubrication: Engine oil pressure The forced feed lubrication system feeds the crankshaft, big end and camshaft bearings. The valve drive, intermediate gear, air Idle speed 600 rpm ....................................................... > 1.0 bar Rated speed 2400 rpm..................................................> 4.0 bar compressor and exhaust gas turbocharger are supplied with lubricating oil. The oil pressure must be checked when the engine is warm. The gear oil pump sits in the spur gear housing. The gears are fitted in the pump housing and in the spur gear housing. The oil pressure "A" Oil pressure control valve control valve sits in the main channel and serves to relieve the load Opening pressure........................ 5.0 – 6.0 bar on the oil pump after a cold start at low ambient temperatures. The oil filter and plate oil cooler are physically combined in the oil "B" module. Recyclable paper filters enable the oil filter to be disposed of Oil filter bypass valve Opening pressure........................ 2.5 ± 0.5 bar in a maintenance friendly and environmentally friendly manner. The piston crown is cooled by the valve-controlled oil spray nozzle, "C" Oil filter bottom valve (drainage protection) which sprays into the piston ring channel or onto the piston crown. Opening pressure........................ 0.2 ± 0.1 bar Engine oil M 3477 Euro 4 – M 3277 Euro 3 Oil pressure switch B 104: The only engine oils that are approved are those, which have been Wire (0.75mm2) 60155 Pin 1 to EDC A40 tested to and comply with works standard M 3477/3277. Wire (0.75mm2) 60158 Pin 2 to EDC A37 Wire (0.75mm2) 60137 Pin 3 to EDC A20 D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 44 44/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 45 45/121 7/18/2019 MAN D0836_CR_en Oil pump: 1 FIXING NUT NOTE: 2 DRIVE GEAR Slide oil pump drive gear "4" (internal taper free from grease) onto 3 OIL PUMP GEAR grease-free taper of drive gear. 4 OIL PUMP GEAR Oil pump gears must not be fitted dry 5 OIL PUMP HOUSING (indicated by a note on gears 3/4) 6 FIXING BOLT M24X1.5 60NM 7 SEALING RING Tightening torques: 8 COMPRESSION SPRING Oil pump drive gear nut "1" M12x1.5..................................... 30 Nm 9 PISTON 10 INTERMEDIATE PLATE Checking the gap: Gap = Housing depth minus Gear height ENGINE OIL PRESSURE CONTROL VALVE: Measure gear height at different positions WITH 9 PISTON - 8 SPRING 7 SEALING RING Measure housing depth: Housing depth D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren 25.000 – 25.033 mm Page 46 46/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 47 47/121 7/18/2019 MAN D0836_CR_en Oil filter module The oil module 6 combines the oil filter 4 and oil cooler in one housing. The filter is designed as a recyclable paper filter. The Oil filter bypass valve.............................................. 2.5 ± 0.5 bar Oil filter bottom valve (drainage protection)............. 0.2 ± 0.1 bar heated engine oil is cooled in a heat exchanger 9 by approximately Oil return blocking valve............................................................ 7 0 15 C. Tightening torque, filter cover 2.........................................25 Nm Fixing bolts to engine ........................................................22 Nm Oil pressure switch 5 .........................................................50 Nm Oil filter cover spanner 1 ..................................... 80.99606.0581 Oil module seal 8 Replace sealing rings 3/10 when changing filter D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 48 48/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 49 49/121 7/18/2019 MAN D0836_CR_en Oil spray nozzle for piston crown cooling: NOTE: Oil spray nozzle pressure valve: Ensure that the adjusting ball in the body of the oil spray nozzle locates in the hole provided. 1 Valve remains closed until.................................... 1.5 +– 0.1 bar Valve fully open .................................................... 2.0 +– 0.1 bar Bent oil spray nozzles must not be straightened! 2 Oil pressure valve begins to open .......................... 1.4 – 1.6 bar 3 Oil pressure valve fully open................................... 1.9 – 2.1 bar Checking oil spray nozzles Check whether the valve spring still pushes the valve piston onto the valve seat, otherwise change oil spray nozzle valve. Tightening torques: Oil spray nozzle pressure valve M12 ........................................ 40 Nm D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 50 50/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 51 51/121 7/18/2019 MAN D0836_CR_en BELT DRIVE The V-belt is no longer driven from the belt pulley on the crankshaft vibration damper but via the belt drive shaft, which is connected to A .........Left-hand threaded bolt M16x1.5x45-8.8LH 100 Nm+90° B .........Belt pulley the compressor drive gear. The belt drive (E) is connected to the compressor drive gear (D) by means of the cross-shaped disc ( G) and does not require adjustment. The belt pulley is fixed to the drive shaft by means of a screw ( A) with a left-hand thread. C .........Fixing bolt M10x35-8.8 45 Nm D .........Compressor gear E..........Drive housing The V-belt tensioner (1, 2) works automatically and needs no adjustment. To loosen the belt, turn hexagonal bolt (1) anticlockwise F ..........O-ring and remove belt. G .........Cross-shaped disc Note: The central bolt (A) for the belt pulley (B) has a left-hand thread. H .........Belt tensioner for alternator and water pump I ...........Belt tensioner for optional extras, e.g. air-conditioning D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 52 52/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 53 53/121 7/18/2019 MAN D0836_CR_en CYLINDER HEAD The channelling in the cylinder head of the D 0836 Euro 4 engine is "1" Height of cylinder head different from that of the Euro 3 engine. In order to withstand the high Overall height "A"............................. 109.85 –110.15 mm peak combustion pressures, the engines have just one continuous Minimum size.................................... 109.35 –110.05 mm cylinder head for all cylinders. "2" Valve seat angle The cylinder head is made from cast iron alloy with cast-in inlet and Exhaust valve ................................................................ 90o exhaust channels. The cylinder head is fixed with 4 equally Inlet valve .................................................................... 120o distributed angle bolts per cylinder. (24 in total). The exhaust and inlet valve seating rings are shrunk in place, and the v alve guides are pressed in. The valve star is slightly offset. "3" Valve recess distance Exhaust "A" .............................................. 0.60 – 0.90 mm Inlet "B" .................................................... 0.30 – 0.60 mm The sealing surface of the cylinder head "A" can be re-machined (maximum 0.5 mm) "4" Valve guides A thicker copper washer must then be used for the injector Exhaust valve guide recess .... 22.70 – 23.10 –-(-0.40 mm) (51.98701.0093). Inlet valve guide recess ............20.70 – 21.10 –(-0.40 mm) The core hole closures are fitted with Loctite 648. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 54 54/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 55 55/121 7/18/2019 MAN D0836_CR_en CYLINDER HEAD FIXING TIGHTENING/CHECKING CYLINDER HEAD BOLTS: NOTE: Tightening torques and torsion angle: Engine cylinder head bolts must not be reused once they have been loosened. Tightening sequence following a repair: When repairs are carried out, as a basic principle all cylinder head Align, and pre-tighten to 10 Nm bolts M 14 x 2 (E18) must be replaced. 1st tightening stage 80 Nm NOTE: 2nd tightening stage 3rd tightening stage 150 Nm 90° The combustion chamber is sealed by means of multi-layer steel 4th tightening stage 90° gaskets with enhanced sealing quality, and re-tightening is not 5th final tightening stage 90° necessary. Smear contact surface of the cylinder head bolts with Optimol White No further re-tightening of the cylinder head bolts is required. T and oil the thread. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 56 56/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 57 57/121 7/18/2019 MAN D0836_CR_en CHECKING AND ADJUSTING VALVE CLEARANCES VALVE ADJUSTMENT: IGNITION SEQUENCE: D 0834 1 - 3 – 4 – 2 IGNITION SEQUENCE: D 0836 1 - 5 – 3 – 6 – 2 – 4 Overlap Adjustment = = 624153 153624 A Valve clearance, inlet valve 0.50 mm B Valve clearance, exhaust valve 0.50 mm C Clearance, rocker braking device 0.35 mm Fixing bolt (cylinder head bolt) Fixing bolt, bottom cable shaft M6x1 (8.8) Lock nut, valve adjustment screw M10x1 (8.8) 1 Valve adjustment screw, inlet valve 2 Feeler gauge 0.50 mm 3 Valve bridge, inlet valve 4 Valve bridge, exhaust valve 5 Adjusting nut, exhaust valve 6 Adjusting screw, exhaust valve 7 Adjusting screw EVB 8 Lock nut EVB 9 Feeler gauge 0.35 mm 9 Nm 9 Nm 40 Nm The valve clearances are adjusted with the engine cold (T < 500) D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 58 58/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 59 59/121 7/18/2019 MAN D0836_CR_en Removing an injector: Fitting an injector: Note: 1 Do not remove the injector from the box until immediately Before removing the injector, always remove the appropriate before fitting. pressure pipe support first. 2 Remove protective cover from injector hole in cylinder head. Only remove one injector at a time. 3 Always fit injector together with pressure flange. Remove injector with pressure flange and seal. Immediately seal injector hole in cylinder head with a 4 Fit new O-ring and new Cu gasket to injector. protective cover. 5 Slide pressure flange onto injector. Immediately seal injector nozzle with a protective cover. 6 Fit injector together with gasket and pressure flange into Remove injector O-ring from above and place the injector in a box for safe keeping. (Pressure flange cannot be fitted retrospectively). cylinder head. 7 Push injector with pressure flange completely into cylinder head. 8 Align pressure pipe connection hole in injector channel pressure pipe support in cylinder head. Tighten fixing screw and spherical washer slightly to allow for later adjustment. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 60 60/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 61 61/121 7/18/2019 MAN D0836_CR_en TIGHTENING INJECTOR ON CYLINDER HEAD 1. High-pressure pipe 2. Connector 3. Sleeve nut 4. Leakage oil channel A Pre-tighten Allen screw to 2 Nm 5. Pressure pipe with filter and anti-rotation locking device B Pre-tighten pressure screw to 10 Nm 6. Copper washer C Tighten Allen screw finally to 30 Nm 7. O-ring D Tighten pressure screw finally to 55 Nm 8. 9. Electrical connection Injector E F High-pressure pipe sleeve nut 10 Nm + 30 Tighten electrical connector to 1.5 Nm 10. Anti-rotation locking device for sword connector Injector tightening procedure: 0 D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 62 62/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 63 63/121 7/18/2019 MAN D0836_CR_en ROCKER MECHANISM Technical data: 1 Rocker, exhaust valve 2 Valve adjustment screw Fixing bolts (cylinder head cover) 3 Thrust washer Retaining screw, rocker shaft (8) M8x50-8.8 22 Nm 4 Compression spring Fixing screw, rocker mechanism M8x85-8.8 22 Nm 5 Thrust washer 6 Valve adjustment screw 7 Rocker, inlet valve 8 Retaining screw, rocker shaft 9 Rocker shaft 10 Rocker block 11 Adjusting screw EVB D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren 9 Nm Page 64 64/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 65 65/121 7/18/2019 MAN D0836_CR_en EXHAUST VALVE BRAKE All D 0836LF engines are fitted with the conventional EVB. The If the exhaust brake valve is closed, pressure waves build up in the braking effect is increased by ca. 60% compared with a conventional exhaust manifold, which briefly re-open the exhaust valve, i.e. the engine brake. exhaust valve is opened again briefly every time it closes. A hydraulic piston, to which engine oil pressure is applied, is located As the piston is under oil pressure, it is pushed in the same direction in the exhaust valve bridge. The oil pressure can dissipate again due as the briefly opening valve, but cannot return, as the counter- to a relief hole. A counter-support is located above the valve bridge support closes the relief hole and the non-return valve closes the oil with an adjustment screw, which seals the relief hole when the exhaust valve is closed. When the camshaft opens the valve, the feed hole. The exhaust valve therefore remains slightly open during the relief hole is opened and the oil pressure in front of the piston can compression stroke and the subsequent expansion cycle. This dissipate. negates the compression work of the piston, which would otherwise have driven the crankshaft. The braking power of the engine increases. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 66 66/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 67 67/121 7/18/2019 MAN D0836_CR_en EVB - SERVICE INFORMATION / EXHAUST BUTTERFLY VALVE UNCONTROLLED Inside the exhaust butterfly valve is a torsion bar spring to control the Gap: exhaust counterpressure. It is therefore important that the engine braking valve is always If the initial tension is too large (gap too large), the exhaust valves closed with the specified initial tension. will be too highly stressed thermally and may overheat or burn out. If the initial tension is too small (gap too small), a corresponding loss of engine braking power may occur. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 68 68/121 7/18/2019 MAN D0836_CR_en Adjusting the engine braking valve gap: The gap is checked and adjusted with the actuating cylinder removed. Measure the gap with the actuating cylinder If the gap is too large, reduce the initial If the gap is too small, increase the initial removed after closing the engine braking tension of the torsion bar spring. tension of the torsion bar spring. valve by hand. Open the valve by hand, and push the torsion Place an object between the " closed" stop bar spring carefully against the "open" stop. and the valve lever, close the valve by hand, and push the torsion bar spring carefully against the stop. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 69 69/121 7/18/2019 MAN D0836_CR_en INLET MANIFOLD Inlet manifold with return pipe: The return pipe for the injectors is integrated within the inlet manifold, Inlet manifold gasket: and the two channels (inlet, return) are sealed with a steel gasket. C Intake air The gaskets are discontinuous between the individual channels. D Discharge opening in the event of leaks See repair manual A 20 Page 6,105 E Injector fuel return A B Inlet manifold with integral injector return pipe Common return connector D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 70 70/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 71 71/121 7/18/2019 MAN D0836_CR_en EXHAUST GAS RECIRCULATION In order to obtain favourable economy, high utilisation of energy and The hot exhaust gases are fed to the EGR module by means of the low fuel consumption in the Euro 3/4 Common Rail engines, the EGR valve connecting pipes. The exhaust gases flow through the D0836.. engines are equipped with an internal or external controlled double-flow stainless steel heat exchanger in the EGR module. The exhaust gas recirculation system (EGR). exhaust gas is cooled in the EGR module from ca. 700°C to less than 200°C (in the Euro 3) by means of cooling water (the temperatures With exhaust gas recirculation, some of the burned gases are fed in the Euro 4 are even lower). back to the cylinder (ca. 10% Euro 3 and up to ca. 20% The EGR butterfly valve on the hot side is actuated by a compressed Euro 4 ). This results in lower combustion temperatures and thus air cylinder. The solenoid valve and a reed switch are integrated lower NOx emissions. within the compressed air cylinder. A Air filter 1 Inlet Internal EGR: B/5 Charge air cooler 2 Exhaust gas outlet The internal exhaust gas recirculation is controlled by the valve C Engine inlet manifold 3 Waste gate bypass timings. to D EGR cooler 6 Engine approximately 10% remains in the cylinder as a result of closing the E Peak pressure valves 8 Timing valve exhaust valve early. F/4 Electropneumatically controlled blocking valve G/7 Exhaust butterfly valve PM Kat (Euro 4 engine) 9 Low-pressure stage PM a (1) from turbocharger b (2) to atmosphere c (3) to waste gate d Electrical connector A residual amount of exhaust gas amounting External EGR: With external exhaust gas recirculation, the exhaust gas is extracted from the exhaust manifold and cooled in the EGR module. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 72 72/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 73 73/121 7/18/2019 MAN D0836_CR_en Components of the exhaust gas recirculation system: A Fixing bolt M 8x55-8.8 B Connecting pipe, inlet manifold - EGR module C Cover D Peak pressure valves E Water outlet EGR cooler F EGR module G Water inlet EGR cooler H Exhaust gas connecting pipe - blocking valve and EGR cooler Charge air temperature sensor .................. .......................... 45 Nm I Exhaust gas inlet to EGR module Cover for peak pressure valves......... M8x60-8.8.................. 22 Nm J Blocking valve EGR module Cable shaft on EGR module.............. M6x18-8.8.................... 9 Nm 23 Nm Euro 4 control with infinitely variable adjustment 1 Blocking valve with integral position sensor for feedback of EGR valve position 2 Proportional valve for control of compressed air in Euro 4 with stepless adjustment Tightening torques: EGR control: Note: Euro 3 control (black, white) The EGR module must not be dismantled. It is forbidden to open Compressed air cylinder for EGR valve electrically the rear manifold. actuated by the EDC ECU Reed contact switch for feedback of EGR valve position to Adjusting the EGR cylinder: EDC control unit, Euro 3 Compressed air connection from circuit 4 (10 bar) Note that the exhaust gas recirculation cylinder is pre-stressed to ca. 4 mm D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 74 74/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 75 75/121 7/18/2019 MAN D0836_CR_en TURBOCHARGER Maintenance-free exhaust gas turbocharger, 1-stage charging with With two-stage charging, the exhaust gas first flows through a small waste gate turbocharger (high-pressure stage) and then through a larger Waste gate opening starts at Waste gate stroke 1.52 bar 1.1 – 2.6mm turbocharger (low-pressure stage). As two turbochargers are available for the whole speed-load range, the HP (high-pressure) turbine can be made very small. It is A Turbocharger, single-stage design therefore easier for the HP compressor to quickly provide the B Seal for oil return pipe required amount of air during acceleration. C Fixing bolt When there is a high mass flow of exhaust gas, the high-pressure D Fixing bolt turbine is partially bypassed. This keeps the unburned carbon during acceleration low and avoids overloading the HP turbine. 2-stage charging, via timing valve controlled exhaust gas The advantages of two-stage charging can be clearly seen in turbocharger in the D0834 LFL42 151 kW 4-cylinder engine dynamic operation. Along with the increased amount of air available, the main factor here is the improved response. 1 Charge air outlet 2 Note: 3 Exhaust gas inlet Engine oil connector 4 Intake air inlet The charge pressures are pressures, which are measured after the The actual charge pressure can be interrogated with MAN_CATS 2. charge air cooler, and are not equal to the waste gate valve opening pressure. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 76 76/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 77 77/121 7/18/2019 MAN D0836_CR_en TWO-STAGE CONTROL VALVE Design 3/2 control valve (PWM controlled timing valve) 24 Volt 1 From turbocharger A Mark-space ratio in % 2 To atmosphere B Pressure at connector 3 to waste gate pe(kPa) 3 To waste gate 4 Electrical connector (PWM signal EDC 7) ca. 91 Ohm D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 78 of 121 78/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 79 79/121 7/18/2019 MAN D0836_CR_en CHARGE PRESSURE CHARACTERISTIC A Charge pressure (m bar) B Engine speed (rpm) C Torque (Nm) D Engine torque curve E Example of uncontrolled charge pressure. F gate. G D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Example of charge pressure with uncontrolled waste Charge pressure, controlled waste gate with timing valve. Page 80 of 121 80/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 81 81/121 7/18/2019 MAN D0836_CR_en TURBOCHARGER Operation of the PM-Kat® system (PM = Particulate Matter): 1. The PM-Kat is integrated within the normal exhaust housing 2. The exhaust gas flows through the two identical individual modules (A, B) inside the unit 3. In the first stage, nitrogen monoxide NO is oxidised to form nitrogen dioxide NO2 in the upstream section of the catalytic Components: Temperature sensor before the PM Kat Temperature sensor after the PM Kat Differential pressure sensor converter (Platinum converter A) (2NO +O2 = 2NO2) PM KAT 4. In the second stage (B), unburned carbon particles are separated in a sintered metal fleece by the specific formation of turbulence. (Separator) 5. The trapped carbon particles are burned with the NO2 formed in the first stage, and thus converted to gaseous carbon dioxide CO2. 6. In this way, the smallest particles are removed and eliminated from the exhaust gases.(D) D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 82 82/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 83 83/121 7/18/2019 MAN D0836_CR_en PREVENTION OF ACCIDENTS - COMMON RAIL CLEANLINESS CAUTION Risk of injury Jets of fuel can penetrate the skin. Vaporisation of fuel presents a fire risk. You should wait for at least one minute before undoing the bolts until the rail pressure has dissipated. Check the pressure reduction in the rail with MAN-cats 2 if necessary. Never undo the bolts on the high-pressure fuel side of the common rail system with the engine running (injection pipe from the high- Caution: pressure pump to the rail, on the rail, and on the cylinder head to the Do not touch live parts on the injector electrical connector when the injector). engine is running. Caution: Risk of injury! When the engine is running, the pipes are continuously under high fuel pressure up to 1,600 bar. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 84 84/121 7/18/2019 MAN D0836_CR_en Working on the CR system: Cleanliness: Modern diesel injection components are today made from highprecision parts, which are subjected to extreme loads. Because of this high-precision engineering, extreme cleanliness must be observed when carrying out any work on the fuel system. Dirt particles of more than 0.2 mm can lead to component failure. Do not use the steam jet to spray directly onto electrical components, alternatively fit covers Position the vehicle in a clean part of the workshop where no work, which could generate dust, is being carried out. (Grinding, welding, brake repairs, brake and power tests etc.) It is therefore essential that the measures described below are observed before starting work: Before starting work Avoid air movements (possible generation of dust by starting engines, workshop ventilation/heating, draughts etc.). The area around the still sealed fuel system must be cleaned and dried with compressed air. Risk of damage due to contamination! The engine and engine compartment must be cleaned before working on the clean side of the fuel system (steam jets). When Protective slee ve set Set of protective sleeves for fuel connections Complete set Et. No. Protective tube for injector Et. No. 81.96002-6005 09.81020-1000 Protective tube for pressure pipe Et. No. 09.81020-1001 doing so, the fuel system must be sealed. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 85 85/121 7/18/2019 MAN D0836_CR_en During work RISK OF DAMAGE DUE TO CONTAMINATION! The use of compressed air for cleaning is not permitted after opening The connecting openings of all removed parts of the clean-side fuel system must be sealed immediately with suitable sealing caps. the clean side fuel system. Loose dirt must be removed during the assembly work by means of a This sealing material must be kept packed in a dustproof container suitable suction device (industrial vacuum cleaner). until it is used, and must be disposed of after a single use. The components are then to be stored carefully in a clean, closed Only undamaged tools may be used (scratched chrome plating). container. Materials such as cloths, cardboard or wood may not be used when removing and fitting components, as these may shed particles and For these components, never use cleaning or test liquids that have fibres. already been used. If paint should become chipped when undoing connections (possibly New parts must not be taken out of their original packing until due to excess painting), then these chips of paint must be carefully immediately before use. removed before finally removing the bolt. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 86 86/121 7/18/2019 MAN D0836_CR_en Bus engine NOTE: Risk of damage due to contamination! Remove injectors: Before opening the clean-side fuel system: After removal: Clean the parts of the engine around pressure connectors, injection Flush out the injectors with the high-pressure connection hole pipes, rail and valve cover with compressed air. pointing downwards using a cleaning fluid Removed the valve cover and then clean the parts of the engine Remove pressure pipe c onnectors: around the pressure connectors, injection pipes and rail once more. Unscrew pressure pipe connector sleeve nuts, remove pressure pipe Next slacken only the pressure pipe c onnectors: connectors and clean injector hole in cylinder head. Slacken the sleeve nuts on the pressure pipe connectors and Assembly is carried out in exactly the reverse order. unscrew by 4 turns. Lift the pressure pipe connectors using a special tool. Reason: do not remove the pressure pipe connectors completely until the injectors have been removed so that no dirt can fall into the injectors from above. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 87 87/121 7/18/2019 MAN D0836_CR_en COMMON RAIL SYSTEM WITH EDC 7 ENGINE CONTROL UNIT The CR injection system consists of a quantity-controlled high- pressure. Other sensors, such as coolant temperature sensor, pressure pump, which can apply very high fuel pressure to a "rail" charge air temperature sensor or atmospheric pressure sensor help storage volume (max. 1600 bar). The rail transmits this pressure to the engine to adjust optimally to changing ambient conditions. the "injector" to enable it to inject a fine vapour. The main feature of the CR system is therefore the decoupling of A High-pressure B Low-pressure section C Fuel tank D Suction line E High-pressure pump F Pressure line pressure generation and injection from the rail. This pressure-timecontrolled injection system thus overcomes the typical limitation of G Pre-supply pump J Rail H FSC K Rail pressure sensor I Pressure limiting valve L High-pressure line conventional cam-controlled systems. The increased average injection pressure and the timing of the injection can be selected within wide limits independently of the engine operating point. M Injector O Camshaft sensor Q Input signals R Output signals P Crankshaft sensor This is the basis of a combustion process, which achieves excellent values for exhaust emissions and noise. Note: The hydraulic components of the injection system are monitored by CR engines are not approved for use with RME (biodiesel) for the control unit, the sensors of which continuously gather data related the time being to the engine and vehicle operation. So, for example, the rail pressure sensor, the control unit and the pressure-controlled highpressure pump form a control loop for producing the required rail D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 88 88/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 89 89/121 7/18/2019 MAN D0836_CR_en Injection lines: The injection lines (A) have an outside diameter of 6 mm and are Note: The same CR cleanliness specifications apply when changing the hydraulically pre-stressed and matched in length due to the high line pressures. They are fixed to the engine using anti-vibration fittings. filter. Fuel feed line to CR injector: The CR injectors vertically mounted in the cylinder head are clamped CR injector and injection nozzles: from above by means of a bracket with high-elasticity bolts. 7-jet The fuel feed line from the injection line to the CR injector is in the blind-hole nozzles with an opening pressure of 300 bar are fitted. The form of a pressure pipe, which is c lamped from the outside by means CR injector is sealed at the bottom by means of a Cu ring, and at the of a clamping nut. An edge-type filter is integrated within the pressure top with an O-ring. pipe. The pressure pipe is arranged at one side of the cylinder head. This avoids the necessity of opening the fuel side when servicing the A Fuel tank B High-pressure pump CP3 fuel distributor valve drive. The CR injector leakage fuel is fed to a common pipe C Fuel pump outside the pressure pipe. D Fuel filter E Pre-filter manual pump engine oil filling Fuel Service Centre (FSC): The FSC, which has been redesigned for the CR engines, is mounted on the air distribution pipe and comprises externally mounted hand pump G, pre-cleaner, main filter, permanent ventilation and filter heating in one module. F Proportional valve H Glow plug I Pressure limiting valve J Rail K Rail pressure sensor L Injector M Leakage oil return (overflow valve 1.2 –1.3 bar on Euro3 only) D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 90 90/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 91 91/121 7/18/2019 MAN D0836_CR_en Fuel system: A new Fuel Service Centre (FSC) is used in the D08 CR engines. The conventional glow plug starting system, albeit with a new The FSC combines the pre-cleaner with the manual pump, main solenoid valve, is provided as an aid to cold starting. filter, permanent ventilation and heating element in one unit. A fuel The gear pump sucks the fuel from the tank and pumps it through the pressure probe for monitoring the fuel filter is also provided between fuel filter to the high-pressure pump. the fuel pump and the FSC. The pre-filter is washable. Compared with conventional versions, common rail fuel filters are Note: very much finer. The filter inserts are fully recyclable. The system is bled by slackening and operating the hand pump. Note: A Drain screw When changing the filter, do not suck out deposited dirt but B Sealing ring, heating element allow it to run out through the drain screw. C Fuel filter for high-pressure pump D Fuel filter seal E Pre-filter F Sealing ring H Filter cover J Electrical connector - filter heater and fuel temperature D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 92 92/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 93 93/121 7/18/2019 MAN D0836_CR_en LOW-PRESSURE SECTION Components: The fuel pump must not be dismantled or removed from the highpressure pump. Fuel transfer pump: The gear transfer pump sucks the fuel from the tank and pumps it 1 BYPASS VALVE OPENS AT CA. 10-11 BAR through the FSC to the high-pressure pump. 2 NON-RETURN VALVE F OR BLEEDING THE SYSTEM 3 GEAR PUMP 4 HAND PUMP A FROM FUEL TANK B TO FUEL SERVICE CENTRE All fixed engine fuel lines are designed as PA pipes with easy-to-fit Raymond plug connectors. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 94 94/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 95 95/121 7/18/2019 MAN D0836_CR_en HIGH-PRESSURE SECTION The high-pressure section has the task of producing the high B Metering unit (M-Prop.): pressure required for injection and pumping an adequate quantity of (Fuel quantity proportional valve) CP 3.4 fuel under all operating conditions. The fuel is pumped from the The metering unit (M-Prop.) is bolted to the suction side of the transfer pump (3) via the fuel lines to the FSC, and via the metering high-pressure pump housing. unit (1) into the suction chamber of the high-pressure pump. The metering unit is controlled by means of a PWM signal (pulse The metering unit is an actuator for controlling the fuel pressure in width modulated signal). the high-pressure reservoir of the rail and controls the input pressure Mark-space ratio 100% No pumping min. input pressure in the high-pressure pump. Mark-space ratio 0% Maximum pumping max. input pressure A High-pressure pump CP 3.4: The high-pressure pump must be filled with engine oil (0.04 l) when C Max. fuel quantity the pump is changed or a new one fitted. Tighten the oil filler screw to D Min. fuel quantity 18 Nm. New fuel-lubricated version. E Trapezoidal slot Grease the taper of the drive gear when assembling the gear. The drive gear is fitted to the drive shaft without grease and tightened to 110 Nm. Tighten M10 flange bolts ( 2) to 45 Nm. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 96 96/121 7/18/2019 MAN D0836_CR_en A D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren B Page 97 97/121 7/18/2019 MAN D0836_CR_en CR HIGH-PRESSURE PUMP CP3 Unlike conventional diesel engines, the installation of the CR high- 1 Fuel feed from fuel filter pressure pump requires no adjustments. 2 To rail 3 To tank The CR pump is driven by the camshaft gear with a ratio of 1:1.67 to 4 To filter the crankshaft. 5 Return to tank 6 From filter When the engine is started, the signals from the speed sensor on the 7 To rail camshaft drive gear and the f lywheel speed sensor are synchronised. 8 Proportional valve After a few revolutions, the CR high-pressure pump receives the NOTE: signal (reference mark signal 1st cylinder) and the engine runs. The starting process takes somewhat longer with CR engines than with conventional diesel engines (finding TDC mark). A High-pressure section B Low-pressure section C Engine oil D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 98 98/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 99 99/121 7/18/2019 MAN D0836_CR_en REMOVING/FITTING HIGH-PRESSURE PUMP Removing the high-pressure pump: Remove fuel lines and seal all connectors including high-pressure pump with plastic plugs. Note: Unscrew only one line at a time and immediately seal the connectors with clean plastic plugs. Fit special tool (A) to the high-pressure pump (B). Unscrew fixing bolts and remove high-pressure pump. Withdraw the high-pressure pump by tilting and turning between the oil module and the timing gear housing. Fitting the high-pressure pump: Insert the high-pressure pump with the new O-rings (one O-ring for the lubricating oil feed hole and one O-ring for the housing seal) between the oil module (E) and the timing gear housing, and by turning and tilting (F) align it with the flange on the timing gear housing, insert and fit. Note: Version 1 Fill high-pressure pump with engine oil (0.04 l). The engine oil can be added by means of a pipette (C). Version 2 The latest version of the CP3 high-pressure pump is now fuellubricated. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 100 100/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 101 101/121 7/18/2019 MAN D0836_CR_en RAIL The high-pressure reservoir (rail)pressure has the oscillations task of storing fueldue at high-pressure. At the same time, that the occur to the pumping and injection actions, are damped by the storage volume. The pressure in the rail is maintained at an almost constant value even when using large quantities of fuel. This ensures that the injection pressure remains constant when the injector is opened. If the pressure valve open quickly enough when the rail pressure is limiting too high, it is does forcednot open. To force open the pressure limiting valve, the fuel metering unit is opened and the removal of fuel for injecting is blocked. The rail pressure increases rapidly until the opening pressure of the pressure limiting valve is reached. If this forcing action is not successful, e.g. due to a mechanically sticking pressure limiting valve, the engine is shut down. A Two-stage pressure limiting valve: B Rail pressure sensor The two-stage pressure limitingvalve valveand is mounted on limiter. the rail and has the function of an overpressure a pressure If the pressure is too high, a drain hole is opened. Under normal operating conditions, a spring pushes a piston tightly into the valve seat so that the rail remains closed. Only when the maximum system pressure is exceeded is the piston pushed open against the spring by the pressure in the rail. Pin 1 (60160) –A 61 Rail pressure ground Pin 2 (60162) –A 80 Rail pressure input (1.01-1.60 Volt) Pin 3 (60161) –A 43 Rail pressure (4.75-5.25 Volt) Approximately 30 cm3 of fuel is available in the rail. Note: If the rail pressure is too high (1800 bar), the first piston moves and opens part of the cross-section permanently. The rail pressure is then held constant at ca. 700-800 bar. The two-stage pressure limiting valve does not close again until the engine is stopped. Once the pressure limiting valve has opened, the second stage remains open as long as the engine is running. Rail tightening torque 45 Nm C High-pressure line connector D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 102 102/121 7/18/2019 MAN D0836_CR_en A B D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 103 103/121 7/18/2019 MAN D0836_CR_en INJECTOR The CR injectors vertically mounted in the cylinder are clamped from above by means of a bracket. 7-jet blind-hole nozzles with an Components: 1 Jet needle 2 High-pressure connector opening pressure of 300 bar are fitted. 3 Coil 4 Valve ball 5 Electrical connector 6 Fuel return 7 Feed throttle 8 Drain throttle 9 Drain valve ball The EDC 7 control unit determines the injection duration (control of the injector coil for pre-injection, main injection and secondary injection) and the injection pressure. In the Euro 4 engines, the injectors are designed with two-stage A Small ring surface B Large surface armatures. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 104 104/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 105 105/121 7/18/2019 Combustion pressure characteristic: A Pre-injection B Main injection F Secondary injection MAN D0836_CR_en The advantages of pre-injection: The pressure rises uniformly and, as a result, the combustion noise is reduced and the engine runs more smoothly. PRE, MAIN, and SECONDARY INJECTION take place across the whole characteristic. Note: Better particle reduction is achieved by the use of secondary Exception: injection (F). The particle discharge is strongly dependent on the The 326 BHP D0836 LF44 engine has no pre-injection at higher fuel-air mixture. speeds and loads as the injector loading would be too high. Advantages of secondary injection: The TURBULENT charge movements are slower More energy due to shorter injection Unburned carbon burns off better Has no effect on NOX or better cleaning of individual cylinders. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 106 106/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 107 107/121 7/18/2019 SPEED SENSORS MAN D0836_CR_en Crankshaft speed sensor (3): This sensor (3) is used to calculate the crank angle of the crankshaft and is responsible for the correct timing of the injectors in the intervals. The synchronising mark ( 1) is an additional mark and is close to the individual cylinders. The Flywheel (A) The phase marks are distributed over the segment gear at equal has 60 divisions with 58 holes (two holes are missing), which are spaced by 60 and with a gap of 180 (4). This gap phase mark for the first cylinder to identify the 1st cylinder. It is used to determine the angle of the engine within 720°. is used to determine the angular position (3600 crankshaft) of the engine and, in addition, to detect the crankshaft position of the 1st or 6th cylinder. (TDC – Instant of injection) C Speed sensor signal from flywheel D Camshaft speed sensor signal Camshaft speed sensor (2) The camshaft rotates at half the speed of the crankshaft. Its position determines whether a piston is on the compression or exhaust cycle. The segment gear (B) on the camshaft is known as the phasing gear. It has one phase mark per cylinder (altogether 6 marks and one synchronising mark 1). D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 108 108/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 109 109/121 7/18/2019 MAN CATS 2 ENGINE DATA MAN D0836_CR_en Smooth running control: Evaluation example: (always in ignition sequence) The smooth running control is intended to achieve even running of If the 6th cylinder has poor performance, the correction amount on the engine, particularly at idle speeds. injector 6 is increased. In a six-cylinder engine, each cylinder accelerates the engine for If the engine still does not run evenly after this, the quantity for the 120° in its working cycle. The control unit evaluates the running of the 2nd cylinder injector is also increased. engine every 120° and drives the injectors of the "slowest" cylinders However, after this, the quantity for all other cylinders is reduced so for longer and those of the "fastest" cylinders for less time, as a result that the engine does not run too fast. of which the injection quantity varies. The fuel correction amount is the deviation from the desired amount. It is therefore possible to detect a group in which two injectors have an increased amount (+) and the other injectors have a reduced The ignition sequence 153624 must be taken into account amount (-). when carrying out the evaluation. In this + + - group, the first cylinder is the one with the worst power output. In order to obtain an overview of the condition of the engine, when carrying out comparative monitoring of the cylinders, the speed and the (calculated) injection quantity should also be displayed. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 110 110/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 111 111/121 7/18/2019 ACCELERATION T EST MAN D0836_CR_en Prerequisites: Engine at operating temperature > 750 C The acceleration test can only be evaluated in conjunction with the Drive vehicle until warm, do not leave running compression test. This acceleration test only compares cylinders with one another. The result must be consistent with the correction To determine whether all injectors are injecting evenly, the speed that amount. the engine is able to reach with a defined injection quantity in a certain time is measured in the acceleration test. The average value, total of all cylinders, which lie at roughly the same level A deviation of about +- 25 from this average value is still In the first acceleration test, all injectors are controlled and the speed reached is determined. Rule of thumb: In the second acceleration test, the engine is accelerated acceptable again but with injector 1 disconnected. The third acceleration test is carried out without injector 2, the Rate of change of speed: fourth to seventh acceleration tests without injector 3 to 6. knocks) If the engine now reaches almost the same speed as in the first acceleration test in spite of the disconnected injector, then this Value too high (no pre-injection or amount too low, engine Value too low (quantity too large, engine knocks) cylinder is not working well in motoring mode. (Check the engine mechanics). D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 112 112/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 113 113/121 7/18/2019 COMPRESSION TEST MAN D0836_CR_en Procedure: 1 Battery 100% charged Strong braking, i.e. a low speed before TDC, indicates relatively 2 Engine at operating temperature > 75 0 C good compression. 3 Drive vehicle until warm, do not leave running 4 Follow the MAN-CATS 2 instructions quickly (otherwise no A Minimum speed (rpm) Measurement on the compression cycle from ca. 8° before to 8° after TDC (maximum difference evaluation) 3 rpm between the individual cylinders) During the compression test, the engine is turned by the starter. The control unit suppresses injection (engine does not start) and B Maximum speed (rpm) Measurement at ca. 70° before TDC (maximum difference 3 rpm between the individual c ylinders) measures how strongly the starter is braked on each cylinder during C Difference (rpm) Maximum difference 5 rpm between the the compression cycle. To do this, the starter must be activated by means of the ignition key until the control unit has measured the speeds at TDC and shortly individual cylinders Remedies: Adjust valves, valve damage, piston ring damage etc. before BDC for all cylinders. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 114 114/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 115 115/121 7/18/2019 WATER PUMP MAN D0836_CR_en 1 Coolant pump fixing bolts 23 Nm Note: 2 Coolant pump Smear sliding seal and coolant pump shaft with coolant according to 3 Coolant pump gasket MAN standard 324 Type N before fitting. 4 Sliding seal Press bearing (6) into the coolant pump as far as the stop with a 5 Impeller suitable fitting tool. 6 Coolant pump bearing (Do not touch the sliding seal with your fingers). 7 Circlip 8 Coolant pump hub 9 Fixing bolts 10 Coolant pump housing 11 Gasket D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 116 116/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 117 117/121 7/18/2019 MAN D0836_CR_en COMPRESSOR A single-cylinder air compressor with optionally 238 cm or 350 cm 1 2 Air compressor with resonance reservoir O-ring, air compressor oil hole (Vaseline 09.15014-0001) is used in the TG1. 3 Fixing bolt 23 Nm 4 O-ring, air compressor housing (techn. Vaseline 09.15014- 3 3 The air preparation system consists of a water-cooled single-cylinder 0001) air compressor. It is located on the right-hand side of the engine and 5 Steering pump driving disc is driven by a spur gear on the camshaft. The system is designed for 6 O-ring, steering pump (techn. Vaseline 09.15014-0001) an effective pressure of 12.5 bar. 7 8 Steering pump with 20/16.6/14 cm /min Fixing bolt, steering pump 23 Nm The steering pump (impeller pump) with a flow volume of 20 cm3/min, 9 Overpressure valve, opening pressure 17 bar +- 2 bar (200 Nm) 3 16.6 cm3/min or 14 cm3/min is mounted on the rear face of the air compressor. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 118 118/121 7/18/2019 MAN D0836_CR_en D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 119 119/121 7/18/2019 GLOW PLUG STARTING SYSTEM 1 Manual pump 2 FSC 3 /5 Fuel pipe MAN D0836_CR_en Ready to start Terminal 15 on Flame start relay clocked at f= 1 Hz at a voltage of > 21.5V The flame start relay is continuously energised at a voltage of 2 4 Solenoid valve Y100 (17300 1 mm) 6 BERU glow plug R 100 (17301 62mm) A The central on-board computer controls the glow plug starting < 21.5 Volt. system. B The glow plug starting system is only actuated at a coolant Flame start indicator LED flashes via I CAN at f = 1 Hz, 50% TEXT: Start ENGINE There is no voltage on flame start solenoid valve If the engine is not started, at the end of the ready-to-start temperature of < + 10 degrees C. period (15 sec) the system starts to measure the dwell time before restarting (dependent on the battery voltage) Pre-heating time Indicator LED (pre-heating) continuously controlled via I-CAN The start relay K 102 is clocked with a v oltage of > 24 V. If the voltage is < 24 V, the relay is permanently energised. There is no voltage on the solenoid valve. When the voltage is 22 - 23 V, the pre-heating time is ca. 33 - 35 TEXT: NEW PRE-HEATING Terminal 50 on during ready ready-to-start Flame start indicator lamp clocked via I – CAN as flame start relay, TEXT: START ENGINE in the display Flame start solenoid valve switches on sec. D:\Auto\TRUCK\MAN\MAN Series\Двигатель_Топливная система\Двигатели\en\D0836_CR_en.doc http://slidepdf.com/reader/full/man-d0836cren Page 120 120/121 7/18/2019 http://slidepdf.com/reader/full/man-d0836cren MAN D0836_CR_en 121/121
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