DAF Trainee Doc MX 13
DAF Trainee Doc MX 13
DAF Trainee Doc MX 13
EN2/10
201243 DAF Trucks N.V., Eindhoven,
The Netherlands.
In the interest of continuing product
development, DAF reserves the right to change
specifications or products at any time without
prior notice.
No part of this publication may be reproduced
and/or published by printing, by photocopying,
on microfilm or in any way whatsoever without
the prior consent in writing of DAF Trucks N.V.
The content of this training material is solely
meant for training purposes and can therefore
not be used for actual life situations. The
information in this document is subject to
changes. For the correct chassis specific
technical data it is imperative to consult the
service documentation via Service Rapido.
201243 DW53210601
2 201243
STRUCTURE
Structure
BASIC ENGINE
1
FUEL SYSTEM
2
AIR INLET AND EXHAUST
3
COOLING SYSTEM
4
LUBRICATION SYSTEM
5
201243
BASIC ENGINE
Contents
CO
Basic Engine NTENTS
Page Date
2 201243
BASIC ENGINE
Introduction
1. INTRODUCTION
1.1 GENERAL INFORMATION MX-13 ENGINE
2700
2500
2300
2100
1900 375
1700 340
1500 300
1300
510 hp
kW 380 output
490
450
340
340 430
320
410
300 390
300
370
280
350
260
330
240 310
290
220
270
200
250
ECE R24-03 (ISO 1585) EURO 6
180
-1
8 10 12 14 16 18 20 22 x 100 min
i402053
201243 1-1
BASIC ENGINE
Introduction
2
3
1
4
7
6
5
i402147
1-2 201243
BASIC ENGINE
Introduction
9 1
10
11
12
13
14
i402148
1 EGR valve (L095)
2 Rotary speed actuator (L037)
3 VTG
4 Coolant pump
5 Oil module
6 Oil cooler
7 BPV (L096)
8 Fuel dosing valve (L124)
9 EGR Cooler
10 Common rail
11 Common rail pump unit (L092 , L093)
12 Fuel filtration module
13 ECU
14 Crankcase ventilation module (L090)
201243 1-3
BASIC ENGINE
Introduction
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1 .....................................................................................................................................................
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1-4 201243
BASIC ENGINE
Components
2. COMPONENTS
2.1 ELECTRONIC CONTROL UNIT PCI
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201243 2-1
BASIC ENGINE
Components
Cylinder head
1 Cylinder head 2
1 2
3
Valve bridge
Spring cap
4 Valve spring
5 Valve spring 3
6 Valve spring 4
7 Valve stem seal 5
8 Inlet valves
9 Outlet valves 6
i402054
Valve cover
The valve cover covers the valves and is made
of cast aluminium. The crankcase gases collect
here and led through a labyrinth before being
discharged to the crankcase ventilation module.
How many valves per cylinder are
fitted?
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2-2 201243
BASIC ENGINE
Components
Piston
The one-piece pistons are made of steel with a
closed gallery. The arrow on the piston must 1
point towards the front of the engine. Oil jets
cool the pistons by spraying a large amount of
oil into the piston gallery in the piston head. The
gallery is equipped with holes through which the
oil is supplied and discharged back to the oil
sump.
M201495-2
Liner
The cylinder liners (3) contain an anti-polishing
ring (2). This ring has a slightly smaller inner
diameter compared to the cylinder liner and
prevents carbon build-up on the upper part of
the piston (1). Any such deposits are harmful
since they disturb the oil film on the cylinder liner,
which again leads to liner polishing. The anti-
polishing ring (APR) does not need to be
specifically fixated, as it is kept perfectly and
tightly in place by thermal expansion.
M201632
201243 2-3
BASIC ENGINE
Components
1 Anti-polishing ring
2 Liner 1
1 3
4
D-ring - oil resistant
D-ring - coolant resistant 2
Wet cylinder liners are used. D-rings seal against
coolant leakage.
4
What method is used to secure fixation
of the anti-polishing ring? 3
i402055
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2-4 201243
BASIC ENGINE
Components
Crankshaft
1 Crankshaft
2
3
Crankshaft main bearing shell
Crankshaft main bearing shell
1
4 Thrust washer crankshaft
i402056
Engine block
The engine block is made of compact graphite
iron (CGI). The main bearings (7) are split
fractured to keep the machining of the bearings
exact. Die cast numbers on the main bearing
caps and in the lower block indicate the proper
position. Thrust bearings mounted on the
seventh main bearing cap absorb clutch forces.
7
M201490-2
201243 2-5
BASIC ENGINE
Components
Bearings
The connecting rods are split fractured to keep
the machining of the bearings exact. This
process also provides a much bigger mating
surface between the parts (1). Care must be
1 taken when handling the main bearing cap and
the connecting rod and rod caps, to prevent
damage to the mating surface. Each cap is
marked with an identification that must be
matched with its original position.
2328 2328
M201509-2
M201510 ...........................................................................................................................................
..........
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2-6 201243
BASIC ENGINE
Components
2.5 CAMSHAFT
1 Camshaft
2 Locking plate 1
The camshaft is driven by the crankshaft via the
idler gear. By using a dowel pin, the drive gear
can only be fitted on the camshaft in one
position.
Cam A1 to A6 actuate the intake valves; B1 to
B6 actuate the exhaust valves. C5 and C6 are
three-lobed cams that actuate the pump units for
the common rail system.
i402057
A6
C6 B6
A5
C5 B5
A4
B4
A3
B3
A2
B2
A1
B1
i401968-2
201243 2-7
BASIC ENGINE
Components
1
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2-8 201243
BASIC ENGINE
Components
i402058
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201243 2-9
BASIC ENGINE
Components
M2 01 309
2-10 201243
BASIC ENGINE
Components
B
D
i402059
201243 2-11
BASIC ENGINE
Components
1
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2-12 201243
BASIC ENGINE
Components
i402052
201243 2-13
BASIC ENGINE
Components
i401936
Overview
All engine combustion processes produce
exhaust gases. A small portion leaks from the
combustion chamber down into the crankcase
where the exhaust gases mix with oil and
turn into crankcase gases. These gases must be
discharged constantly to prevent pressure
building up inside the crankcase. The emission
of oil (airborne and oil borne) coming out of the
crankcase ventilation, is restricted to certain
values (demands by several governmental
rules). The crankcase ventilation module must
be able to remove oil out of the crankcase gas
stream to a certain amount. When the gases
leave the module they flow back to the
environment.
2-14 201243
BASIC ENGINE
Components
i401945-2
201243 2-15
BASIC ENGINE
Components
i401937-2
2-16 201243
BASIC ENGINE
Components
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201243 2-17
BASIC ENGINE
Components
2-18 201243
FUEL SYSTEM
Contents
CO
Fuel System NTENTS
Page Date
1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . .
201243 1.1 System introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . .
201243
2 201243
FUEL SYSTEM
Introduction
1. INTRODUCTION
1.1 SYSTEM INTRODUCTION
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201243 1-1
FUEL SYSTEM
Introduction
1-2 201243
FUEL SYSTEM
System
2. SYSTEM
2.1 OVERVIEW FUEL SYSTEM
2
a a a a a
P
b 4
U
TU
e
PU
d
b M M
b
3 a
g m
k l
c
j n c
e d h
b
i
f
o a
b
M
2
a
1 q p
FUEL SYSTEM
System
2-2 201243
FUEL SYSTEM
System
Fuel supply
The fuel from the tank (6) enters the fuel b c
filtration module via shut-off valve (6b) in the
supply pipe. A tank sieve (6a) and a filter in the
hand priming pump prevent any larger R e d
a
2
U
impurities from the bottom of the fuel tank
getting into the fuel system. The return fuel from 6
the fuel filtration module flows back to the tank i402024
via a shut-off valve (6c). The shut-off valves (6b
and 6c) are opened when the fuel lines are
connected. When the fuel lines between engine
and chassis are disconnected, the valves close.
The tank is equipped with a level sensor (6e)
and a pressure valve (6d) in the filler cap.
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201243 2-3
FUEL SYSTEM
System
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2-4 201243
FUEL SYSTEM
System
2 3 4 5
i401932
1 Common rail
2 Injector (B421 - B426)
3 Common rail pressure relief valve (L094)
4 Pressure sensor (F854)
5 Common rail pump unit (L092, L093)
201243 2-5
FUEL SYSTEM
System
a a a a a
2 a P
U b 4
TU
e
PU
d
b M M
b
3 a
i402023
3 Cylinder block
3a Injector back leak valve
3b High pressure pump units
3c Fuel pressure regulating valve
3d Pressure sensor
3e Temperature sensor
4 Common rail
4a Common rail pressure relief valve
4b Pressure sensor
5 Cylinder head
5a Injector
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2-6 201243
FUEL SYSTEM
System
7 2
a
3 a
6
d
CR
1 c
2
b
P
5
a
c
4
b
i401982
1 Pump unit
1a Outlet metering valve
1b Plunjer
1c Check valve
2 Common rail with pressure release valve
(L094)
3 Injector with solenoid
4 Fuel supply line
5 Fuel lift pump
6 Return fuel from common rail pressure
release valve
7 Return fuel from injector
8 Fuel tank
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2-8 201243
FUEL SYSTEM
System
Return lines
There are four return systems distinguishable:
- Leak off from injectors
- Leak off from common rail pressure release
-
valve
leak off from fuel gallery 2
- Return line from fuel filtration module
P
U b 4
T P
U U c
e d
b M
b M
3 g m a
k l
h n
c
c
d b
o
i
a
f M
2
b p
1 c
2-9
FUEL SYSTEM
System
P
U b 4
T P
U U c
e d
b M
b M
3 g m a
2 k l
c
d
h n
o
b
c
i
f a
M
2
b p
1 c
P
U b 4
T P
U U c
e d
b M
b M
3 g m a
k l
h n
c
c
d b
o
i
a
f M
2
b p
1 c
6
2-10
Leak off from fuel supply gallery: When the
pressure in the common rail is high enough, the
overhead metering valves of the pump units are
not activated and fuel is pumped back into the
fuel supply gallery. Anon-return pressure valve
(3c) regulates the pressure in the fuel supply
gallery. The leak off fuel from the pressure valve
is led back to the return line to the tank.
i402037
201243
FUEL SYSTEM
System
P
U b 4
T P
U U c
e d
b M
b M
2
3 g m
k l
c h n a
d
o
i
c
f
2
b b
p
a
M
1 c
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201243 2-11
FUEL SYSTEM
System
2-12 201243
FUEL SYSTEM
Components
3. COMPONENTS
3.1 FUEL LIFT PUMP
i401400
2
i402021 .............
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201243 3-1
FUEL SYSTEM
Components
1c
1b
1a
1q
1k 1m
1o
1l
1i 1g 1f
1h
1p
1j
1n
1d
1e
i401927
3-2 201243
FUEL SYSTEM
Components
4 3
i402039
3-4 201243
FUEL SYSTEM
Components
Fuel heater
The fuel from the fuel lift pump enters the
module at the blue arrow. All fuel entering the
module is passing the fuel heater. Under
warm/hot conditions the heater will not function.
When the incoming fuel is below 2+/-5 C, the
bi-metal switch will close and the heater will
warm up. Since the heater is a self-controlled
part, through a fuel immersed bi-metal switch
and PTC heater stones, parasitic power 2
consumption will be excluded.
i402033
201243 3-5
FUEL SYSTEM
Components
A
B
2 C
D
i402034
A Fuel in
B Fuel through filter element
C Clean fuel
D Separated water
Water separation to AC
The water that is separated from the fuel by the
fuel filter is collected in the water bowl in the
lower part of the filterhousing. The water level in
the lower bowl is sensed by a Water-In-Fuel
sensor. When the separated water level in the
bowl is reaching the sensor pins, the voltage
reading of the sensor will change and trigger the
engine ECU to give a time based actuating
signal to the
3-6 201243
FUEL SYSTEM
Components
A
B
C
D
E
F
G
i402062
A Fuel in E HC-contaminated water
B Fuel through filter element F Clean water
C Clean fuel G Activated carbon
D Separated water
201243 3-7
FUEL SYSTEM
Components
i401923
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3-8 201243
FUEL SYSTEM
Components
Pump unit
5 2
6
2 8
9
3
10
11
i402031
1 High pressure connection
2 Clamp
3 Capnut
4 Plunger return spring
5 Header
6 Disc spring
7 Stator
8 Outlet metering valve
9 Pumping body
10 Plunger
11 Thust pad
201243 3-9
FUEL SYSTEM
Components
L094
F854
i401930-2
3-10 201243
FUEL SYSTEM
Components
i401921
Injector
The injectors are mounted in the cylinder head,
and are held in place by the injector clamp and
accurately orientated to provide a good sealing
interface with the injector pipe that is held in
place by a tube nut.
201243 3-11
FUEL SYSTEM
Components
2 3
5
6
2 7
9
i402032
1 Injector body
2 Capnut
3 Header
4 Stator
5 Nozzle control valve
6 Piston guide
7 Barrel
8 Sealing washer
9 Nozzle
3-12 201243
FUEL SYSTEM
Components
Camshaft
The camshaft is equiped with two
triangular lobes (C5 - C6) so the pump plungers
in the pump units are pumping six strokes over
360 camshaft degrees (720 crankshaft). The
stroke of the pump units is configured such that
there is one pumping cycle per combustion
event to ensure that the pressure at each
injector will be nominally the same at the start of
the injection sequence. The pump units are 2
phased to the engine crank position.
A6
C6 B6
A5
C5 B5
A4
B4
A3
B3
A2
B2
A1
B1
i401968-2
i400772
201243 3-13
FUEL SYSTEM
Components
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2 .....................................................................................................................................................
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3-14 201243
AIR INLET AND EXHAUST
Contents
CO
Air inlet and exhaustNTENTS
Page Date
1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . .
201243 1.1 Introduction of air inlet and exhaust system . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . .
201243
2 201243
AIR INLET AND EXHAUST
Introduction
1. INTRODUCTION
1.1 INTRODUCTION OF AIR INLET AND EXHAUST SYSTEM
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201243 1-1
AIR INLET AND EXHAUST
Introduction
1-2 201243
AIR INLET AND EXHAUST
System
2. SYSTEM
2.1 SYSTEM OVERVIEW: AIR INLET AND EXHAUST SYSTEM
5 8
3
6 3
10
11
i402102
201243 2-1
AIR INLET AND EXHAUST
System
1 Air inlet
2 Turbo with variable geometry (VTG)
3 Intercooler
4 Inlet manifold
5 Exhaust gas manifold
6 Exhaust Gas Recirculation (EGR valve
7 Exhaust Gas Recirculation (EGR cooler
8 Venturi
9 Back Pressure valve (BPV)
10 Fuel Dosing valve
11 Emission Aftertreatment System
3 Air inlet
Fresh air enters the air inlet behind the cabin
and passes through the air filter before reaching
the compressor side of the turbo.
Turbo with variable geometry (VTG)
The VTG plays an important role in the total air
management system. The operation of the
turbine side of the VTG is related to the
operation of the EGR-valve and the BPV,
different cooperation strategies control the
exhaust gas composition that the engine
delivers to the EAS. The compressor side of the
turbo supplies the air for the combustion
process.
Exhaust Gas Recirculation (EGR) valve
The Exhaust Gas Recirculation is part of the
total air management system. The operation of
the EGR-valve is related to the operation of the
VTG and the BPV, different cooperation
strategies control the exhaust gas composition
that the engine delivers to the EAS.
Exhaust Gas Recirculation (EGR) cooler
The Exhaust Gas Recirculation cooler reduces
the temperature of the exhaust gas that is led
back to the inlet side of the engine.
Back Pressure Valve (BPV)
The Back Pressure Valve is part of the total air
management system. The operation of the BPV
is related to the operation of the VTG and the
EGR-valve, different cooperation strategies
control the exhaust gas composition that the
engine delivers to the EAS.
Fuel dosing valve (HC-doser)
The fuel dosing valve injects fuel into the
exhaust pipe before the oxidation catalyst during
regeneration to raise the temperature of the
exhaust gas.
Crankcase ventilation Module
The crankcase ventilation Module removes soot
and oil out of the crankcase gas stream to a
certain amount.
2-2 201243
AIR INLET AND EXHAUST
System
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201243 2-3
AIR INLET AND EXHAUST
System
Overview
The air inlet and exhaust system for the MX-13
can be divided into several subsystems:
- Air inlet system
- Exhaust system
- Emission Aftertreatment System (EAS-3)
- Air management system
Exhaust system
2-4 201243
AIR INLET AND EXHAUST
System
i401989
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201243 2-5
AIR INLET AND EXHAUST
System
Introduction
MX Engine Brake is available as an option.
This decompression brake delivers the best
performance in the higher engine-speed range,
indicated in blue on the rev counter.
MX Engine Brake always operates in
conjunction with the VTG.
The electronic unit in the engine management
system switches MX Engine Brake on and
off.
3 Engine brake
When activated the engine brake opens the
exhaust valves near the top of the compression
stroke (at approximately 60 BTDC), to release
the highly compressed air through the exhaust
system. The compression stroke is used to slow
the truck down. Because the exhaust valves
open before TDC little energy is returned to the
piston, the energy of the truck forward motion is
dissipated. Opening is done by the CR cam on
the camshaft. Furthermore the exhaust valves
are opened shortly after BDC. This is done by
the BGR cam on the camshaft. Now exhaust gas
enters the cylinder and gives a higher pressure
above the piston, which induces further slowing
down of the truck. In the non braking mode the
solenoid is closed. Oil is pushed in and out of
the master slave piston (tappet). In the braking
mode the solenoid is opened. By opening the
solenoid oil will flow to the actuation piston (LM0
control valve). When the actuation pin is pushed
down, the ball in the LM0 control valve is seated,
creating an hydraulic lock. Oil is trapped
between the master slave piston (tappet), lash
setting is no longer hydraulically compensated.
The component consists of 6 engine brake units
with actuation system (dedicated cam,
solenoids). The illustration is showing a
disengaged brake.
2-6 201243
AIR INLET AND EXHAUST
System
10 4 2
11 1
12
7 5
6
8
3
i400862-2
1 Solenoid valve
2 Cylinder head oil supply
3 Non-return valve
4 Accumulator
5 Control valve
6 Exhaust valve push rod
7 Piston operating valve
8 Camshaft
9 Operating valve
10 Exhaust valve rocker
11 Bridge for exhaust valves
12 Exhaust valves
i 400165
2-8 201243
AIR INLET AND EXHAUST
Components
3. COMPONENTS
3.1 TURBO (VTG)
A B
E C
i401938
A Exhaust gas
B Electronic actuator
C Inlet air
D Boost air outlet
E Exhaust gas outlet
201243 3-1
AIR INLET AND EXHAUST
Components
3
by varying the area of a nozzle; a set of guide
vanes that control the flow of exhaust gas
through the turbine. The vanes slide axially. The
sliding nozzle ring alters the aperture through
which the exhaust gases flow onto the turbine
wheel. This alteration in the geometry of the
turbo charger increases the boost as the nozzle
is closed down. Reducing the aperture increases
exhaust manifold pressure and increases the
turbo charger speed. As the nozzle ring opens
up, the exhaust pressure reduces and the turbo
charger boost decreases.
A watercooled and automatically calibrated
electric motor actuator (B) is fitted on the VTG
for an accurate operation.
Operation
* Minimum turbine exit area (1) 1
* Maximum exhaust manifold pressure
* Maximum shaft speed
* Maximum boost pressure
i401658
3-2 201243
AIR INLET AND EXHAUST
Components
i401659
i401660
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201243 3-3
AIR INLET AND EXHAUST
Components
3-4 201243
AIR INLET AND EXHAUST
Components
EGR cooler
A Exhaust gas EGR-cooler in A
B Exhaust gas EGR-cooler out
C Coolant EGR cooler in
D Coolant EGR cooler out
201243 3-5
AIR INLET AND EXHAUST
Components
- EAS-control
- Non-MEB braking
- Advanced engine control
EAS-control: When the BPV is closed there is a
high back pressure buildup in the exhaust
manifold. The result is less flow and -when the
HC-doser injects fuel- more heat generated for
active and stationary regeneration
(aftertreatment).
When the engine is not equipped with a MEB
the BPV can be closed to block the exhaust flow
so the engine uses the compression force to
slow down the engine. The BPV supports the
VTG in this, as the sliding nozzle ring of the
VTG also is capable of limiting the exhaust gas
flow.
The BPV also has a task in engine control, by
closing the valve the pressure drop over the
VTG can be reduced rapidly to prevent the VTG
from overspeeding.
3-6
i401975
201243
AIR INLET AND EXHAUST
Components
1 Coolant exit 1 2 3
2 Fuel supply
3 Coolant entrance
201243
3
i401680
3-7
AIR INLET AND EXHAUST
Components
3
carried out in a confined/enclosed
space. Furthermore, inhalation of
the smoke must be avoided if
possible.
Background: Within the
aftertreatment system an insulating
material is used to prevent the
exterior of the system from
reaching high temperatures. The
insulation uses an organic binder
for packaging purposes which is
known to smolder once it reaches
>300C. The combustion of this
binder does not affect the
performance of the aftertreatment
system. During normal vehicle
operation the maximum
temperature reached is below the
temperature required for the binder
to begin smoldering. During
periodic intervals the aftertreatment
system will begin a regeneration
cycle. It is during these
regeneration cycles that the
temperature of the aftertreatment
system will increase to the point
where the insulation binder will
begin to smolder releasing smoke
from the aftertreatment system. The
binder is typically consumed within
the first full regeneration cycle after
which time no further smoke should
be seen from the system, however,
it is possible that the smoke may
continue in subsequent
regenerations until the binder is
fully consumed. Analysis of the
smoke shows trace quantities of
Carbon monoxide (CO).
3-8 201243
AIR INLET AND EXHAUST
Components
3
6
7 1
2 3
i402104
1 Exhaust gas from engine
2 DOC (Diesel Oxidation Catalyst)
3 DPF (Diesel Particulate Filter)
4 Diesel Exhaust Fluid (DEF) doser
5 Decomposition pipe
6 Selective Catalytic Reduction (SCR)
7 Ammonia Oxidation Catalyst (AMOX)
Operational background
In theory, when fuel is burned, there is a
chemical reaction taking place. Under the
influence of heat, Hydrocarbons (CxHy) break
up and connect to Oxygen (O) resulting in
Carbon-dioxide (CO2) and water (H2O). In
practice though, this process is disturbed by a
number of hard to control conditions such as
excessive heat or lack of oxygen. As a result,
internal combustion engines emit four major
types of emissions:
- Oxides of Nitrogen (NOX)
- Particulate Matter (PM)
- Hydrocarbons (HC)
- Carbon Monoxide (CO)
NOX are highly reactive gases that form when
fuel is burned at high temperatures with excess
air. It is primarily composed of nitric oxide (NO)
and nitrogen dioxide (NO2).
PM is a mixture of solids and liquids that might
include soot from incomplete combustion.
HCs are the result of unburned fuel and
lubricating oil.
201243 3-9
AIR INLET AND EXHAUST
Components
i401987
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3-10 201243
AIR INLET AND EXHAUST
Control functions
4. CONTROL FUNCTIONS
4.1 AIR MANAGEMENT SYSTEM
EGR system
The EGR (Exhaust Gas Recirculation) system is
used to reduce the NOx emission in the exhaust
gas. EGR recirculates a part of the engine's
exhaust gas back into the intake manifold. NOx
is mainly produced at high combustion
temperature and pressure. The intake air mainly
consists of N and O . Under high pressure and 2
2
high temperature N and O are oxidated to 3
NOx. By letting2 less air2 and more exhaust gas
into the combustion chamber, less N oxidates
2
into NOx. In addition to this, exhaust gas is an
inert gas that does not participate in the
combustion process. This results in a lower
combustion temperature and lower NOx
emissions.
During engine operation, EGR flow is controlled
by the ECU according to multiple inputs
including:
- engine load
- coolant temperature
- manifold temperature
- boost pressure
- oxygen level in the exhaust
201243 4-1
AIR INLET AND EXHAUST
Control functions
3
the valve, instead of being controlled
by the ECU.
i401975
4-2 201243
COOLING SYSTEM
Contents
CO
Cooling system NTENTS
Page Date
1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . .
201243 1.1 Introduction cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . .
201243
2 201243
COOLING SYSTEM
Introduction
1. INTRODUCTION
1.1 INTRODUCTION COOLING SYSTEM
4
What are the coolant properties for
the coolant that has to be used in the
MX-13 engine?
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201243 1-1
COOLING SYSTEM
Introduction
1-2 201243
COOLING SYSTEM
System
2. SYSTEM
2.1 OVERVIEW COMPONENTS COOLING SYSTEM
DR
L095
AUX
P R EC
IN 4
OC 2
ll 4
CH B 3 C 1 D
5
A
V
RAD COM
i401981
I -II Coolant flow from coolant pump to IN Intarder
oil cooler V Verturi
A Coolant flow from coolant pump Ex Expansion tank
B Coolant flow to VTG COM Compressor
C Coolant flow to auxiliaries RAD Radiator
DR De-aeriation
D Coolant flow to fuel dosing valve (L124)
& BPV module (L096)
1 Coolant flow to intarder (plugged for Non-
intarder)
2 Coolant flow from fuel dosing valve
(L124) & BPV module (L096)
3 Coolant flow to EGR-cooler (plugged for
intarder)
4 Coolant flow from VTG
5 Coolant flow to heater
L124 Fuel Dosing Valve
L096 BPV module
L095 EGR valve module
L037 Rotary speed actuator (VTG)
R Regulators (Thermostats) in coolant
pump
P Coolant pump
OC Oil cooler
CH Heater
EC EGR-cooler
AUX Auxilairy components
201243 2-1
COOLING SYSTEM
System
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2-2 201243
COOLING SYSTEM
System
3 4
C
4
5
||
A
|
A-D
1-5
| - ||
i401980
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2-4 201243
COOLING SYSTEM
Components
3. COMPONENTS
3.1 COOLANT PUMP
4
3
6
i401941
201243 3-1
COOLING SYSTEM
Components
Coolant Pump
The coolant pump is located at the right-front
side of the engine and driven by a single belt
from the crankshaft pulley (5). The pump has
two integrated thermostats to reduce the
pressure difference over the pump. The coolant
4
entering the pump comes from the EGR-cooler
(full flow) (1) and flows, depending on the
temperature, through the radiator (3 6) or
directly into the engine block (4). The pump is
equipped with a sensor that detects a stalled
pump, the sensor is located at the V-belt
tensioner.
The coolant entering the engine block is divided
between the main coolant gallery in the block
and the coolant supply to the oil cooler. The
coolant returning from the oil cooler enters at the
rear side of the pump. The supply for the cabin
heater is connected at (2) but this part of the
pump has no internal connection to the coolant
pump. The return gallery in the engine block
feeds the cabin heater.
The coolant pump is equipped with two
thermostats (1 and 2) to provide sufficient flow
over the pump. 2
I401942-2
3-2 201243
COOLING SYSTEM
Components
3.2 RADIATOR
4
i402027
Radiator
The radiator is the heat exchanger to transfer
the heat from the coolant to the environment.
The coolant transported to the radiator enters
the radiator at the top and leaves it at the
bottom. The coolant flows from back to the
coolant pump via the coolant return pipe.
Function: cool down coolant to keep several
components at operating temperature
Input: hot coolant, ambient air
Output: cold coolant, hot air
201243 3-3
COOLING SYSTEM
Components
M201439
3-4 201243
COOLING SYSTEM
Components
Overview
The electronically controlled fan clutch provides
sufficient air flow through the radiator in all
possible circumstances, even in situations when
the truck does not have driving speed. An
electronically controlled fan clutch (B335) is
used for accurate control of the fan speed.
1 Stator 1
2 Valve
3 Rotor
4 Coil
5
6
Drive shaft
Supply chamber 4
7 Working area 2
i401951
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201243 3-5
COOLING SYSTEM
Components
C A
F H D
4
B
M201442
A Oil from engine block to oil cooler
D Oil cooler
E Cooled and filtered oil to engine block
H Coolant from engine block to oil cooler
I coolant from oil cooler to coolant pump
Oil Cooler
The oil cooler is part of the cooling system, the
heat from the oil is transferred to the coolant in
the oil cooler. The oil cooler is the heat
exchanger to transfer the heat from the oil to the
coolant. The oil cooler is located in the oil
module at the right side of the engine. The
coolant which is to cool the lubricating oil enters
the oil module via opening (H). From here the
coolant flows through the oil cooler (D) and
leaves the oil module via the channel (I) to the
coolant pump.
Function: cool down oil to keep several
components at operating temperature
Input: cold coolant, hot oil
Output: hot coolant, cold oil
3-6 201243
COOLING SYSTEM
Components
A Exhaust gas in A
B Exhaust gas out
C Coolant from EGR cooler to water pump
D Coolant in
B
D
C
i401958 4
EGR Cooler
The EGR cooler is part of the cooling system,
the heat from the exhaust gas is transferred to
the coolant in the EGR cooler. The EGR cooler
is the heat exchanger to transfer the heat from
the exhaust to the coolant. The EGR cooler is
located at the right side of the engine. The
coolant which is used to cool the exhaust gas
enters the oil module via opening (D). From
here the coolant flows through the EGR cooler
and leaves via connection (C) to the coolant
pump.
Function: cool down exhaust gas that is routed
back to the intake side of the engine to reduce
temperature of air entering the engine.
Input: cold coolant, hot exhasut gas
Output: hot coolant, cold exhaust gas to mix
with intake air
201243 3-7
COOLING SYSTEM
Components
3-8 201243
COOLING SYSTEM
Functions
4. FUNCTIONS
4.1 ELECTRONICALLY CONTROLLED FAN CLUTCH
The speed control is shown in Fig. 401959 201243
-401963. In state 1, the opening (port) in the
supply chamber is kept close by the valve and
this annular chamber in the rotor remains filled
with silicon fluid. The valve is normally open but
in this state it closes by the attraction of the
magnetic field. Despite the drive speed, no
torque is transferred to the secondary side
(stator). The clutch is disconnected and the fan
idles at a low speed as a result of the bearing
friction.
i401959
4-1
COOLING SYSTEM
Functions
50%
ON
OFF
i401960
In state 2, with the port temporarily open, the
centrifugal force causes the silicon fluid to move
into the working area. The shear friction of the
fluid in the extremely narrow, profiled working
area between the rotor and stator provides the
drive torque. The speed difference that always
occurs between the rotor and the stator as a
result of the slip is used to generate a static
pressure. This pressure on the outer
circumference of the rotor, pumps back the
silicone fluid into the supply chamber through a
return port in the disk against the centrifugal
force. Depending on how much the valve is
opened, the working area can be filled to any
level, providing fan speeds between idle 1 and
full engagement 3.
4-2
201243
COOLING SYSTEM
Functions
i401961
In state 1, the fan almost reaches the engine
speed, apart from a small remaining slip. The
degree of opening of the valve is controlled by
pulsing a magnetic field generated by a coil.
The valve closes when the magnetic field is on
at it's strongest and opens when it is off. The
degree of opening depends on the PWM-on-off
time proportions.
201243 4-3
COOLING SYSTEM
Functions
201243
COOLING SYSTEM
Functions
When there is maximum power (100%) supplied 201243
to the coil, a continuous magnetic field pulls the
valve to the fully closed position to make sure
that the fan speed is reduced to idle as quick as
possible. The silicon fluid from the working area
is pumped back into the supply chamber
through the return bore. The speed difference
between stator and rotor provides the pumping
force.
i401963
4-5
COOLING SYSTEM
Functions
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4-6 201243
COOLING SYSTEM
Functions
[rpm]
1000
The fan clutch is equipped with a Cold Start 500
speed control function, designed to prevent the
fan from rotating during startup of the engine. 0
This saves fuel, noise and prevents dust blow. 00:00 00:02 00:04 00:06 00:08 00:10 00:12
[s]
The silicon fluid in the supply chamber is flowing 2000
into the working area when the coil is not
energized. This is also the case when the
engine is not running, so theoretically the
1500
II
4
complete content of the supply chamber could
1000
settle into the working area. When the engine is A
started and there is no demand for cooling the [rpm]
valve will be closed forcing the fluid from the 500
working area back into the supply chamber. B
This can take a certain amount of time in which 0
the fan is rotating at high speed, causing noise, 00:00 00:02 00:04 00:06 00:08 00:10 00:12
dust and fuel consumption. [s]
i401965
i401964
201243 4-7
COOLING SYSTEM
Functions
4-8 201243
LUBRICATION SYSTEM
Contents
CO
Lubrication system NTENTS
Page Date
1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . .
201243 1.1 Introduction lubrification system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1 . . . . .
201243
5
201243 1
LUBRICATION SYSTEM
Contents
2 201243
LUBRICATION SYSTEM
Introduction
1. INTRODUCTION
1.1 INTRODUCTION LUBRIFICATION SYSTEM
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201243 1-1
LUBRICATION SYSTEM
Introduction
1-2 201243
LUBRICATION SYSTEM
System
2. SYSTEM
2.1 SYSTEM OVERVIEW
7 5
6
4b 10
2
3 4d
4c 4a
1 1a
i402153
1 Oil sump
1a Oil pick-up strainer
2 Oil pump unit
3 Oilmodule
4a Camshaft bearings
4b Main oil duct
4c Main and Big end bearings
4d Oil pressure sensor
5 Valve train
6 VTG
7 Tappets common rail pump unit
10 Compressor
201243 2-1
LUBRICATION SYSTEM
System
4 d U 8
P 7
1 2 3 4 5 6 9
b
c 6
5 10
3 d
2 c
f e T a
c a
g b
b
1
a
i402123
4b
1 Oil sump Main oil duct
4c
1a Oil pick-up strainer Main and Big end bearings
4d
2 Oil pump unit Oil pressure sensor
4.1-4.6
2a Oil pump Oil nozzles
5
2b Oil pressure relief valve Valve train
6
2c Oil pressure regulating valve VTG
7
3 Oilmodule Tappets common rail pump unit
8
3a Oil thermostat PTO
9
3c Oil filter 10 Gear train
3d Oil temperature sensor Compressor
3e Oil cooler
3f Oil pressure relief valve
3g Non-return valve
3h Centrifugal filter
4 Engine block
4a Camshaft bearings
2-2 201243
LUBRICATION SYSTEM
System
201243 2-3
LUBRICATION SYSTEM
System
5
2-4 201243
LUBRICATION SYSTEM
Components
3. COMPONENTS
3.1 OIL PUMP
1 Suction side 1
2 Drive gear
3 Oil pressure regulating valve
4 Delivery side 2
5 Oil pressure relief valve
5
4
M202008
M202009
201243 3-1
LUBRICATION SYSTEM
Components
3c B C 3h E 3e
5
3a A
F1
F2
F3
F4
i402156-2
F1 Oil flow to oil filter 'cold'
F2 Oil flow to oil filter 'hot'
F2 Oil flow to centrifugal oil filter
F4 Cooling circuit
3-2 201243
LUBRICATION SYSTEM
Components
i402091-2
3-4 201243
LUBRICATION SYSTEM
Components
3 d
U
f e T T a
c g
b
Sump
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201243 3-5
LUBRICATION SYSTEM
Components
5
B
M201437
3-6 201243
LUBRICATION SYSTEM
Components
5
B
i402099
201243 3-7
LUBRICATION SYSTEM
Components
G A
5
i402105-2
i402100-2
3-8 201243
LUBRICATION SYSTEM
Components
3
i402095-2
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5
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201243 3-9
LUBRICATION SYSTEM
Components
i402073-2
3-10 201243