Service Training 2011 englisch

Service Training
DEUTZ AG
Service Engineering
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Engine Series
DEUTZ 2011
Course-attendant trainee documentation
for service training
Product-related engine technology engine series DEUTZ 2011
Property of:
Attention:
This course attendant trainee documentation is conducive for effective explanation and illustration about the contruction and function of engine, components and systems. The contents of figures are only according to the date of printing actual documentation and are not subject to be updated.
Obligatory upon operation, maintenance and repair are only the engineering data and intructions of the actual technical printed material such as operation manuals, workshop manuals, adjusting- and repair-instructions, technical circulars and ser-vice bulletins.
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Table of contents
Table of contents......................................................................................................................0-1
1. Engine plan.......................................................................................................................1-1 1.1 Model designation................................................................................................................1-1 1.2 Engine view BFL 2011.........................................................................................................1-2 1.3 Engine view BFM 2011........................................................................................................1-4 1.4 Technical data......................................................................................................................1-6 1.5 Nameplate and engine serial number..................................................................................1-7 1.6 Cylinder numbering..............................................................................................................1-7
1.7 Description of nameplate.....................................................................................................1-8
2. Design structure..............................................................................................................2-1 2.1 Crankcase............................................................................................................................2-1 2.1.1 Cylinder................................................................................................................................2-2 2.1.2 Cylinder repair......................................................................................................................2-2 2.2 Drive system........................................................................................................................2-3 2.2.1 Connecting rod.....................................................................................................................2-3 2.2.2 Piston...................................................................................................................................2-4 2.2.3 Determining the piston class (only naturally aspirated engines).........................................2-6 2.2.4 Piston cooling.......................................................................................................................2-7 2.2.5 Crankshaft............................................................................................................................2-8 2.3 Block cylinder head..............................................................................................................2-10 2.
3.1 Valves, valve guidings and valve seat rings.........................................................................2-10 2.3.2 Valve clearance adjustment.................................................................................................2-12 2.3.3 Determining the cylinder head gasket.................................................................................2-14 2.3.4 Mounting the cylinder head..................................................................................................2-16 2.4 Camshaft.............................................................................................................................2-19
2.5 Setting the control times......................................................................................................2-21 2.5.1 Mounting the toothed belt at unfixed central camshaft screws (basic setting)...................2-22 2.5.2 Checking the control times..................................................................................................2-26 2.5.3 Changing the toothed belt at not unfixed central camshaft screw......................................2-27
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3. Lube oil – cooling oil system.......................................................................................3-1 3.1 Lube oil – cooling oil circuit .................................................................................................3-1 3.2 Cylinder and cylinder head cooling......................................................................................3-2 3.3 Circuit diagram lube oil – cooling oil circuit.........................................................................3-4 3.4 Lube oil – cooling oil pump..................................................................................................3-6 3.5 Thermostat..........................................................................................................................3-7
3.6 Valve strip............................................................................................................................3-8
4. Fuel system......................................................................................................................4-1 4.1 Design structure..................................................................................................................4-1
4.2 Mounting the injection pump................................................................................................4-2
5. Speed regulator..............................................................................................................5-1 5.1 Design structure..................................................................................................................5-2 5.2 Regulator components........................................................................................................5-4 5.2.1 Adaptation............................................................................................................................5-6 5.2.2 Manifold-pressure compensator (LDA)...............................................................................5-8
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Service Engineering
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1. Engine plan 1.1 Model designation
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1.2 Engine view DEUTZ BFL 2011
Service side
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1 - Crankcase breething 1
2 - Crankcase
2 - Charge air manifold 1
3 - Oil filling socket
3 - Cooling fan with integrated alternator 1
4 - Fuel feed pump
4 - V-belt 1
5 - Fuel filter
5 - Solenoid (shutdown solenoid) 1
6 - Connection for oil heating
6 - Wheel box cover 1
7 - Manifold-pressure compensator, LDA
7 - V-belt pulley 18 - Lube oil filter
8 - Oil pan 19 - Removable air cowling
9 - Shutdown lever 20 - Injection pumps
10 - Speed control lever 21 - Oil cooler
11 - Oil dipstick
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Starter side
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22 - Cylinder head 27 - Return line from ETC (lube oil)
23 - Exhaust manifold 28 - Exhaust turbocharger, ETC
24 - Flywheel with ring gear 29 - Feed line to ETC (lube oil)
25 - Starter 30 - Intake socket
26 - Crankcase 31 - Charge air line
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1.3 Engine view DEUTZ BFM 2011
Service side
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1 - Intake socket 10 - Oil dipstick
2 - Blower 11 - Fuel feed pump
3 - V-belt pulley 12 - Fuel filter
4 - V-belt 13 - Connection for oil heating
5 - Solenoid (shutdown solenoid) 14 - Lube oil filter
6 - Wheel box cover 15 - Injection pumps
7 - Shutdown lever 16 - Oil cooler connection
8 - Speed control lever 17 - Injectors
9 - Oil filling socket 18 - Fuel return line
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Starter side
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19 - Crankcase breething 24 - Feed line to ETC (lube oil)
20 - Cylinder head 25 - Exhaust turbocharger (ETC)
21 - Exhaust manifold 26 - Alternator
22 - SAE housing 27 - Charge air elbow
23 - Starter
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1.4 Technical data
F2L/M 2011B/F3L/M 2011 B/F4L/M 2011 Number of cylinders 2 3 4 Cylinder arrangement in line
Bore [mm] 94
Stroke [mm] 112
Total displacement [ltrs.] 1.55 2.33 3.11 Working cycle / combustion system Four-stroke diesel with direct injection Firing order 1 - 2 1 - 2 - 3 1 - 3 - 4 - 2 Direction of rotation When facing flywheel: counter-clockwise Rated speed [rpm] See nameplate
Power [kW] See nameplate
Valve clearance: Inlet / exhaust [mm] 0.3 / 0.5 Commencement of delivery See nameplate
Injector opening pressure [bar] 210+8
Min. oil pressure [bar], at low idling and with
warmed-up engine (110°C oil temperature)
1.4
Type of cooling M = liquid-cooled (oil cooling)
L = Oil-/air cooling with engine-integrated
oil cooler and cooling fan
Thermostat opens at: [°C]
fully opened at: [°C]
93 110
Lubrication Forced circulation lubrication Max. oil temperature in the oil pan [°C] 130
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1.5 Nameplate and engine number
The nameplate is mounted to the valve cover of the engine. The engine number (4) is punched in on the nameplate and laterally on the crankcase.
The engine type (A) and the engine number (B) must be indicated when ordering spare parts.
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Bild 2011-0006
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1.6 Cylinder numbering
• The cylinders are numbered beginning at the flywheel.
• Facing the flywheel, the sense of rotation of the engne is counter-clockwise. • Firing order: 2 cylinders 2011: 1 - 2 3 cylinders 2011: 1 - 2 - 3
4 cylinders 2011: 1 - 3 - 4 - 2
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1.7 Description of the nameplate
For internal combustion engines, the power is always indicated with reference to a standard in which the marginal conditions are determined under which the engine supplies the power indicated on the nameplate.
The power and, in particular, cooling of the engine are essentially influenced by the condition of the ambient air described in the reference standard conditions, that means the combustion air and the cooling air.
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1) The letter S or G according to works standard H 0172 defines the value of the net brake power in
kW on the nameplate.
2)Increasing air temperature and lower air pressure entail a reduced air density and, thus, a reduc-
tion of the oxygen content sucked in during the gas change cycle as well as a deterioration of the cooling. The result is a power loss and higher component temperatures.
If, for a longer time, an engine is operated at clearly less favourable ambient conditions, prema-ture wear must be expected due to thermal overload.
Therefore, upon extended operation or stationary operation under such ambient conditions, the power must be reduced as indicated in the respective tables by downfuelling.
When reducing the power, it must be distinguished between the applications (stationary or quasi-stationary or transient engine operation) and between naturally aspirated and super-charged engines.
For calculating the power reduction , a) the rated power indicated on the nameplate and b) the ambient conditions prevailing at the place of installation must be taken as a basis.
1. Altitude in metres above sea level
2. Air temperature in ° Celsius *)
*) The air temperature is defined as "normal maximal day temperature"; this is the average value of the highest day temperature of the last years in the hottest month.
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N O T E S
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2. Design structure
2.1 Crankcase
Together with the integrated cylinder liners, the crankcase of so-called "open-deck" design forms one unit and is therefore designated crankcase with integrated cylinder liners.
The construction of the crankcase with integrated cylinder liners was optimised with the aid of most modern technical methods and computerised simulation- and analytical systems.
As regards its noise emissions in the acoustically effective frequency range of about 500 to 2500 cps, the housing was optimally executed thanks to a modal analysis for determining the vibration- and resonance behaviour.
To that end, the housing covered with a specified measuring grate is vibrated at the measuring grate points with a defined force (e.g. hammer pulses). The determined resonance is the measure for the acoustical behaviour.
Via computer, the individual vibration results are combined to an overall vibration pattern and can be made visible as represented in the following picture.
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2.1.1 Cylinder
Towards the top, the cylinders integrated in the crankcase are open on either side, which is the so-called "Open Deck" version.
In this way, the coolant is directed underneath the cylinder head improving the cooling in the area of the cylinder liner collar and in the cylinder head.
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2.1.2 Cylinder repair
Honing open the crankcase. The overmeasure is 0.5 mm.
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2.2 Crankshaft assembly 2.2.1 Connecting rod
The bearing cover of the forged connecting rod is horizontally split (90°).
At the lower and upper bearing half, the connecting rod bearing has a retaining nose (1) fitting a
groove in the bearing cover or the connecting rod. The nut of the connecting rod screw is mounted with a bihexagonal wrench. Upon dismounting, it must always be renewed.
Installation reference:
The marking numbers (B) on connecting rod and connecting rod cover must be identical. They must be on one side and be installed showing to the injection pump side.
After the installation, check the connecting rods as to whether they can be displaced on the crank-pin.
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2.2.2 Piston
The pistons of series 2011 are made of a light metal alloy. The piston bowl (2) is arranged eccen-tric.
Two pistons are available which are different as regards their type and size.
- Aspirated engines have pistons of classes A and B .
(Determination of the piston classes as per chapter 2.2.3)
- Turbocharged engines have pistons of class A with a cooling channel and for the 1st pis-ton ring a ring carrier (6) of cast iron.
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1 – Piston base
2 – Piston bowl
3 – Piston bolt
4 – Piston skirt
5 – Piston rings
6 – Ring carrier for 1st piston ring (trapezoidal ring, only BF-engines)
7 – Piston groove for 1st piston ring (rectangular ring, only aspirated engines)
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For aspirated engines, the cross section of the 1st piston ring is asymmetrical (trapezoidal ring). The turbocharged engines have a rectangular ring.
The cross section of the 2nd piston ring is conical (compression ring). The 3rd ring is the bevelled-edge oil control ring with hose spring (oil scraper ring).
The first and the second piston ring are installed with the marking "TOP" showing upwards.
When installing the piston, the ring joints must be arranged offset to each other.
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To recognise the installation direction, the symbol flywheel/crankshaft (A) is punched into the piston base. Upon the installation, it must show towards the flywheel. In this way, the piston bowl is offset towards the injection pump side.
For all pistons, there is an overmeasure stage fitting the cylinder liners bored open.
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2.2.3 Determining the piston class (only for aspirated engines)
For aspirated engines, two piston classes of different construction heights are available. The piston classes are designated A and B.
The selection criterion for the piston class is the distance (X) from the surface of the crankcase up to the upper point of the crankpin, when the latter is exactly in the top dead centre.
Measure (X) is determined with a depth gauge.
With the following table, the respective piston class can be determined via measure (X).
Piston class
Piston height [mm]
Measure “X“
[mm]
A 51,67 196,390 - 196,49 B
51,77
196,491 – 196,69
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2.2.4 Piston cooling
To thermally relieve piston base and piston rings, all engines of series 2011 are equipped with two oppositely arranged piston cooling nozzles. They are located in the crankcase and must not be ad-justed.
Their oil jet is directed underneath the piston base and cools the piston (FL/M- and BFL engines). The pistons of the engines BFM 2011 have a cooling channel. Here, the oil jet of the piston cooling nozzle enters the cooling channel.
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2.2.5 Crankshaft
The crankshafts are cast of spheroidal graphite iron. The contact surface of the shaft sealing ring is hardened.
To increase the stability, every crankshaft has one main bearing more than the respective engine has cylinders.
To increase the bending strength, the crank-
shaft has cold-rolled fillets.
Bild 2011-0018 Crankpin and main bearing journal can be re-
worked twice, i.e. per stage 0.25 mm. Working
into the rolled fillets is not admissible, since
this will lead to a tension reduction and to a
rupture of the crankshaft.
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N O T E S
2.3 Block cylinder head
The engines have a single-part cylinder head of grey cast iron with integrated valve guides (5) and shrunk-in valve seat rings.
In the cylinder head, the valves are arranged suspended. They are operated via camshaft, tappet, rods and rockers.
The cylinder head comprises cooling oil- / lube oil channels (see chapter 3.2).
The cylinder heads of the naturally aspirated engines and turbo engines are different (crankcase breething).
2.3.1 Valves, valve guides and valve seat rings
Per cylinder, the engines comprise one inlet- and one exhaust valve, each.
To avoid an excessive oil consumption, the valves are provided with valve shaft seals (4).
The shaft seals must be immersed in oil prior to being installed. When sliding on the shaft seals, an assembly sleeve must be used for protecting the sealing lip against the sharp clamping cone grooves.
For the valve spring (6), no installation direction is specified.
The valve guides (5) are integrated in the cylinder head. In case of a repair, they are drilled. The repair valve guides are pressed in.
Due to the thermal and mechanical loads acting here, the valve seat rings are made of different material than the cylinder head.
The new valve seat rings are installed supercooled with nitrogen. Re-working as directed is neces-sary.
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1 – Valve 4 – Shaft seal
2 – Clamping cone 5 – Valve guide
3 – Valve disc 6 – Valve spring
2.3.2 Setting the valve clearance
A wrong valve clearance can entail damage to the engine due to thermal and mechanical overload. Therefore, it must be checked at specified intervals and newly set, if required.
The valve clearance must be checked and set at an oil temperature <80°C.
Inlet valve = 0.3 mm Exhaust valve = 0.5 mm
Between rocker arm tappet and valves, a suitable feeler gauge with low resistance must permit to be slid in. If the gap for the feeler gauge is too large or narrow, the clearance must be reset.
For resetting, loosen the counter nut (1) with a wrench. Regulate the setting screw (2) with a hexa-gon socket screw key such that the feeler gauge can be moved at low resistance with tightened counter nut.
The checking and setting works must always be made at all of the valves!
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Setting the valve clearance as per scheme
Irrespective of the number of cylinders of the engine, the valve clearance is set in two crankshaft adjustments:
Crankshaft position 1:
Turn crankshaft in the direction of the engine, until both valves are overlapping at cylinder 1 (i.e. the exhaust valve is not yet closed and the inlet valve starts opening). Under crankshaft position 1, the valve scheme indicates the valves to be set.
Crankshaft position 2:
Further turn crankshaft by one rotation (360°). Now, the residual valves can be set.
To simplify the procedure, for crankshaft position 1, the set valves can be marked with chalk.
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2.3.3 Determining the cylinder head seal
The thickness of the cylinder head seal (3) is responsible for the correct piston crown clearance measure (1) of the engine. This measure is decisively influencing the combustion and, hence;
o Performance
o Fuel consumption
o Exhaust gas emission
After the determination of the piston
class (2) (see chapt. 2.2.3, only naturally
aspirated engines) and of the piston pro-
jection via the thickness of the cylinder
head seal (3), the piston crown clear-
ance (1) is set.
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Measuring the piston projection
For measuring the piston projection, a dial gauge with a device is required. The device comprises the following:
1 – Dial gauge
2 – Bridge
3 – two spacer plates
In the top dead centre, the piston is located above the crankcase surface.
A Set the dial gauge on the level of the crankcase surface to "Zero".
B Place the dial gauge onto the piston, i.e. on the piston bolt axle at the measuring points (C) and
determine the largest projection.
C Measuring points on the piston.
The measurement is made at each of the pistons. The largest determined piston projection deter-mines the thickness (t) of the cylinder head seal (see table). There are three different thicknesses which are identified by notches (4):
Piston projection Identification of the cylinder head
gasket
0,53 - 0,69 mm >0,69 - 0,76 mm >0,76 - 0,83 mm 1 notche
2 notches
3 notches
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2.3.4 Assembly of the cylinder head
• Clean the threads in the cylinder crankcase.
• On the cylinder head side and crankcase side, the sealing surfaces must be checked for dam-age.
• Clean sealing surfaces (remove residues of cylinder head seal without damaging the surfaces).
Place new cylinder head seal.
• Carefully place block-type cylinder head (observe adapter sleeve).
• Check cylinder head screw for clean condition and oil it.
• Screw in cylinder head screws and tighten them as directed.
The specified tightening sequence according to the following illustrations must absolutely be o b-served.
Tightening instruction:
1st Stage: 30 Nm
2nd Stage: 80 Nm
3rd Stage: 160 Nm
4th Stage: 90°
Tightening sequence for 2-cylinder
Elbow side
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Tightening sequence for 3-cylinder
Elbow side
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Tightening sequence for 4-cylinder
Elbow side
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N O T E S
2.4 Camshaft
The bearings and cams of the camshaft are inductive-hardened. The number of bearings is calcu-lated as follows: number of cylinders + 1.
Every cylinder has an inlet- (3), an exhaust- (1) and an injection pump cam (2).
The first bearing of the camshaft comprises a bore for the fixing pin (7) for fixing the camshaft upon setting the engine control times when mounting the toothed belt.
The camshafts of naturally aspirated and turbocharged engines are different as regards the shape of inlet- and exhaust cams.
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1 – Exhaust cams 5 – Camshaft toothed wheel
2 – Injection pump cams 6 – Contact disc
3 – Inlet cams 7 – Bore for fixing pin
4 – Camshaft bearing 8 – Disc
9 – Central camshaft screw
N O T E S
2.5 Setting the control times
The camshaft (5) arranged in the crankcase is driven by the crankshaft via a toothed belt (1) which, at the same time, also drives the lube oil pump (4). The required tension is generated with the aid of the spring-loaded pulley (3).
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The maintenance interval of the toothed belt with pulley depends on the site conditions (also see operating instructions).
Light operation every 6000 op. hours or at least every 5 years Heavy operation every 5000 op. hours or at least every 5 years Extreme operation every 3000 op. hours or at least every 5 years
If defects are found at a toothed belt such as
• broken out teeth or teeth torn at the tooth base,
• strong embeddings of dirt, rust or foreign bodies in the tooth profiles, • cracks in the toothed belt back,
the belt must be renewed in any case together with the pulley.
Attention:
• A tooth belt already used and still found in good condition is not permitted to be re-tensioned.
• If, within the scope of a repair, demounting of the toothed belt and of the pulley should become
necessary, they must be renewed irrespective of their service life.
1 – Toothed belt
2 – Crankshaft toothed wheel
3 – Pulley
4 – Oil pump
5 – Camshaft toothed wheel
2.5.1 Mounting the toothed belt with loosened central camshaft screw
(Basic toothed belt setting)
To safeguard the basic setting of crankshaft and camshaft during the installation of the toothed belt, both shafts are fixed with fixing pins.
Crankshaft fixing
After having turned the locking screw off the crankcase, the fixing pin for the camshaft is screwed in, until it is in tight contact. Attention: When turning the crankshaft, make sure that the fixing pin is not damaged.
Turn the crankshaft in the sense of rotation of the engine against the stop of the crankshaft jaw.
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Camshaft fixing
After having turned the locking screw off the crankcase, the fixing pin for the camshaft is screwed through the crankcase, until it is in tight contact.
Reference:
The bore in the camshaft must exactly match the bore in the crankcase.
Both fixing pins for fixing the crankshaft and the camshaft are identical.
Bild 2011-0034。