Key to Illustrations:
1 Spill valve 2 Delivery valve 3 Suction valve 4 Relief valve
5 Safety cut-out device 6 Pressure bush 7 Pressure bush 8 Push rod 9 Cover 10 Pin (short) 11 Pin (long) 12 Compression spring 13 Compression spring 14 Plunger
14a Plunger bush 15 Cap screws 16 Casing 17 Orifice 18 Screw plug 18a Drain screw
19 Fuel injection pump block 20 Screw plug 21 Screw plug 22 Regulating tappet 23 Shut-off valve 24 Vent valve 25 Air cylinder 26 V.I.T. indicator
27 Pointer to setting shield 28 Setting shield 29 Load indicator 30 Speed governor 31 Eccentric shaft to suction valve 32 Eccentric shaft to spill valve 33 Valve housing 34 Valve body 35 Pressure spring 36 Stop sleeve 37 Disc 38 Screw plug 39 Spacer 40 Spacer 41 Nut 42 Withdrawing rod 43 Disc 44 Locking pin 45 Setting screw 46 Positioning unit 47 Distance sleeve 48 Lever 49 Support 50 Setting screw 51 Setting screw 52 Eccentric pin 53 Roller guide 54 Lever to regulating linkage
55 Shut-off valve (suction pipe) 55a Shut-off valve (spill pipe)
56 Fuel channel
57 Shut-off valve housing 58 Vent screw 59 Spindle guide 60 Valve spindle 61 O-ring 62 O-ring 63 O-ring 64 O-ring 65 O-ring 3.12 Fuel lever E Fuel inlet
D to the injection valves K Check bore
R Fuel return
U1 Spill valve to pump 1 U2 Spill valve to pump 2 D1 Delivery valve to pump 1 D2 Delivery valve to pump 2 S1 Suction valve to pump 1 S2 Suction valve to pump 2
Tools:
1 Device for measuring 94552 2 Devices for measuring 94554 2 Fork spanners 94555 2 Special spanners 94555a 2 Fork spanners 94557 1 Withdrawing device 94561 1 Socket insert wrench 94571 1 Torque wrench
1 Grease gun
The fuel pump control can only be correctly adjusted, provided the regulating linkage bores are not worn!
Before starting preliminary measures to carry out checking and adjusting work on the fuel injec-tion pumps, the engine must be changed over to diesel oil before shutting it down!
A) Directions and permissible deviations
The correct adjustment of the fuel injection pump control is extremely important. Changes to the effective plunger (delivery) strokes may only be attempted when, on the occasion of checks, inadmissible deviations from the re-corded data of the setting table are established.
The setting table which will be often mentioned in this description is handed over to the customer together with the
2 a) Replacement of parts:
When parts of the fuel injection pumps (f.i. pumps for short) are replaced which influence the fuel injection control in any way then the f.i. pump controls must be checked and if necessary re-adjusted in compliance with the values of the setting table.
b) Cut-out checks:
In order to ensure that the engine can be shut-down at any time and can never overspeed, the various cut-out checks must be carried out after the fuel injection pumps have been newly adjusted (see section F).
c) Adjusting data in the setting table:
The decisive adjusting data of the f.i. pumps and fuel cams is established for a specified load indicator position and entered in the fuel pump setting table.
These are: Idle stroke, begin of injection, total stroke, end of injection.
The effective plunger stroke is arrived at by subtraction of idle stroke from total stroke.
d) Effective plunger (delivery) stroke in mm:
The effective plunger stroke is adjusted by modifying the length of the regulating tappet for the suction and spill valves.
In this manner shortening the regulating tappet produces an increase in the effective plunger stroke, and lengthen-ing the regulatlengthen-ing tappet produces a reduction in the effective plunger stroke.
Adjusting the regulating tappet during operation is forbidden!
Equal effective plunger strokes on all f.i. pumps are necessary to obtain balanced power outputs on all the cylinders. For this reason the measured values of the individual f.i. pumps have to be compared with each other.
The maximum admissible deviation between the biggest and the smallest effective plunger stroke on
individ-ual cylinders is 0.20 mm, and the deviation of the effective plunger stroke from the values in the setting table should
not exceed ± 0.10 mm. e) Begin of injection:
The begin of injection (° T.D.C.) of a fuel injection pump may only be altered by turning the fuel cams and not by re-adjusting the regulating tappet of the suction valve.
The deviation from the setting table shall not exceed ± 0.3. f) Equalizing the maximum cylinder (firing) pressures:
The equalizing of the maximum cylinder pressures may only be brought about by turning the fuel cam and not by changing the lengths of the regulating tappets of suction and spill valves (on condition that the compression pres-sures are equal). Directions for the turning of fuel cams are given in group 4203–3.
g) Spacers for fuel delivery reduction:
While adjusting and checking the f.i. pumps no spacers may be inserted for delivery reduction. Directions to this effect are given under group 5512–1 in the Operating Manual.
B) Preparations (see also group 4003–2 of the Operating Manual)
1. Close shut-off valve for starting air with the handwheel to position CLOSED (closed by hand). 2. Start lubricating oil pumps for bearings and crossheads and set pressures for normal operation.
3. Disengage the turning gear, bring reversing lever on the local manoeuvring stand to AHEAD (RUN AHEAD), and stop lever 5.07 to RUN.
4. All pressure indicators (end position indication) of the valve groups D , located under the housings for the fuel injection pumps and actuator pumps, must be actuated. Check whether the reversing valve 5.02 is also in posi-tion AHEAD (see Engine Control Diagram sheet 4003–2 in the Operating Manual) and that its position indicator is not protruding.
5. Engage turning gear.
6. Drain the fuel injection pump block 19. Thereby proceed as follows: – Shut off the fuel feed pumps.
– Close the corresponding shut-off valves 55(a) in the fuel channel 56, and loosen their vent screws 58 by several turns.
– Loosen carefully the drain screw 18a marked with red colour (Fig. ’A’ and ’H’) by several turns in the fuel injection pump block 19 on the corresponding spill valve side which points away from the engine (possibil-ity of hot fuel!).
The screw plugs 18 and 21 (Fig. ’A’ and ’H’) are secured with LOCTITE No. 243 and should not be loosened for draining the fuel injection pump block.
Danger of accident! Always loosen first the vent screws 58, prior to loosening the
correspond-ing drain screw 18a.
A
I
I
55a 55 56 18 21 62 21 56 19 21 21 19 18 61 57 58 60 18a 18aI
00.7012 59 65 64Remark
Attention
4
7. Remove all covers 9, valve housings 33 and the corresponding internal parts (Fig. ’G’ and ’H’).
8. Wash suction and spill valves as well as their valve seats with clean diesel oil. Check that the valves slide easily in their bodys and that the valve seats are undamaged. If necessary recondition the seat faces by careful grind-ing-in or replace the valves. Refit suction and spill valves (without their springs), apply MOLYKOTE G to the pressure bushs 6, and tighten these to a tightening angle of 25° (160 Nm) by means of the socket wrench insert 94571 and a torque wrench.
9. Check whether the spacers 39 and 40 of the dial gauge holders slide well and the dial gauge functions properly. If so, mount the dial gauge holders and screw them tight (see Fig. ’F1’ and ’F2’).
10. Draw fuel lever 3.12 out of position REMOTE CONTROL and engage it with the lever to the regulating linkage 54 (Fig. ’R’). This move vents the air cylinder 25 (see also group 4003–2 of the Operating Manual). Set fuel lever together with lever 54 to position ’8’.
11. Close shut-off valves 23 in the console to the control air supply. Open and actuate both vents 24 to drain the air bottles till they are without any air pressure (see Fig. ’B’).
12. Distance sleeve 47 must be fitted between the lever 48 and strap of support 49 as shown in Fig. ’C1’. By this, the eccentric shafts 31 for the suction valves are locked i.e. the V.I.T. indicator 26 is forced to be in position ’0’. If necessary move the lever 48 correspondingly by means of the setting screws 50 and 51 in order to facilitate the fitting of the distance sleeve 47.
13. The V.I.T. indicator 26 must point to zero (Fig. ’C’).
After completing the checking, the spacer sleeve 47 must again be disconnected, and for storing be mounted as shown in Fig. ’C’. Turn back to the original position and lock the set-ting screws 50 and 51 if they have been adjusted.
The joints of the regulating linkage between the governor and the f.i. pumps are equipped with grease nipples. They must be lubricated weekly with MOLYKOTE paste G by a grease gun which is supplied with the tools.
Tighten the drain screws 18a. Tighten the vent screws 58 and open the shut-off valves 55(a) in the fuel channel.
Steuerluftversorgung CONTROL AIR SUPPLY
24 23 24 96.7010 287HA 287HB
B
Remark
96.7009
I - I
I
I
50 31 48 48 26 32 27 28 47 49 46 47 49 48 25 49 51 50 29 3.12 30 32 31 48 28 27 46 26 54C
C
1D
6 96.7317 94561 44 44 15 3 (1) 94561 43 41 19 42 3 19 2 41 43 42 1 19 94552 94554 15 40 39 14a 14 6
E
F
1For removal of the valve seats use the withdrawing device 94561 (see Fig. ’E’).
It is used as follows:
Push the withdrawing rod 42 with-out any accessories right down through the valve body and pull it back until the spread forward end comes against the front end of the valve body.
Mount disc 43 and screw on nut 41 but not right down yet.
Lead the locking pin 44 through the withdrawing rod until its ring enters the slot at the upper end. By tightening the nut 41 the valve body can now be pulled out of the pump block.
F1 = Arrangement of the dial gauge above the plunger (delivery valve)
F2 = Arrangement of the dial gauge above the suction and spill valves.
III - III
V - V
V
II
II
V
III
III
P P U1 20 15 4 S1 E S2 38 34 33 36 35 37 E 18 16 19 R R 20 D2 U2 D1G
I
16 17 638
IV - IV
II - II
IV
IV
6 15 4 15 9 11 12 21 8 21 18 14a 19 8 9 6 7 11 12 10 13 2 3H
9 21 5 00.7011 14 K 18a 19 1C) Mounting the dial gauge for adjustment and checking of fuel injection pump timing
Adjusting the dial gauge above the suc-tion valve:
Turn the engine till the roller reaches the highest position (cam peak).
Install the dial gauge above the suction valve (S), now closed, providing an initial tension and set to zero.
Adjusting the dial gauges above the spill valve and plunger:
Turn the engine ASTERN till the roller lies on the base circle of the cam.
Install a dial gauge above the spill valve (U) which is now closed, and above the plunger providing an initial tension and set to zero.
J
K
Spill valve (U) Suction valve (S) Spill valve (U) Dial gauge set to ’0’ Suction valve(S) closed
Roller on cam peak
Clearance
Dial gauges set to ’0’
Plunger Clearance
Roller on cam base circle
10
D) Adjustment of fuel injection pump timing
– Carry out the preparations according to the sections A) and B).
– All checking data may neither exceed nor fall bellow the deviations mentioned in section A). – The required data below is to be taken from the fuel pump setting table.
1. Adjusting positions . . . ⇒ Setting shield, normal position 8 (F.Q.S. + V.I.T. positions ’0’) 2. Idle stroke ’a’ in mm . . . ⇒ Suction valve closes at a plunger stroke of ’a’
3. Begin of injectionbefore T.D.C. in °. . . ⇒Suction valve closes before T.D.C. in ° 4. Total stroke ’b’ in mm . . . ⇒ Spill valve opens at a plunger stroke of ’b’ 5. End of injectionafter T.D.C. in ° . . . ⇒Spill valve opens after T.D.C. in ° 6. Effective plunger (delivery) stroke . . . ⇒Total stroke – idle stroke (’b’–’a’ in mm)
Adjusting the begin of injection:
Turn the engine AHEAD till the dial gauge above the plunger shows the value of the idle stroke ’a’.
Adjust the regulating tappet 22 with the special spanners (Fig. ’M’) so that the dial gauge above the suction valve (S) shows 0.02 mm (Fig. ’L’).
(When taking the reading the locking nut of the push rod in question must already have been tightened).
This position signifies:
Suction valve closes = Begin of injection
On the flywheel graduation check the crank angle before T.D.C. in ° and record it. If necessary the fuel cam must be turned
appropriately (see group 4203–3).
94557 94555 94555a 94557 96.7407 S S U U 94555a 94555 45 8 22
M
’a’ 0.02 mmL
98.7132 Clearance 0.02 mm 0.00 mmPlunger stroke ’a’ (idle stroke)
Spill valve (U) Suction valve
Adjusting the end of injection:
Turn the engine AHEAD till the dial gauge above the plunger shows the value of the total stroke ’b’.
Adjust the regulating tappet 22 with the special spanners (Fig. ’O’) so that the dial gauge above the spill valve (U) shows 0.02 mm (Fig. ’N’).
(When taking the reading the locking nut of the push rod in question must already have been tightened).
This position signifies:
Spill valve opens = End of injection
On the flywheel graduation check the crank angle after T.D.C. in ° and record it.
N
96.7322 Suction valve (S) Spill valve (U) ’b’ 0.02 mmO
0.00 mm 0.02 mm Plunger stroke ’b’ (total stroke) Clearance 94555 94555a 94557 96.7134 S S U U 94555a 94555 45 8 22 9455712
E) Checking of fuel injection pump timing
– All checking data must be compared with the fuel pump setting table, and may neither exceed nor fall bellow the deviations mentioned in section A).
Adjusting the begin of injection:
Turn the engine AHEAD till the dial gauge above the suction valve (S) shows 0.02 mm.
This position signifies:
Suction valve closes = Begin of injection
On the dial gauge above the plunger check the idle stroke ’a’ and record it.
On the flywheel graduation check the crank angle before T.D.C. in ° and record it.
Adjusting the end of injection:
Turn the engine AHEAD till the dial gauge above the spill valve (U) shows 0.02 mm. This position signifies:
Spill valve opens = End of injection
On the dial gauge above the plunger check the total stroke ’b’ and record it.
The effective plunger stroke is arrived at by subtraction of ’b’–’a’.
On the flywheel graduation check the crank angle after T.D.C. in ° and record it.
P
’a’ 0.02 mm 0.00 mm Plunger stroke (idle stroke) Suction valve (S) Spill valve (U) 0.02 mmQ
96.7322 Suction valve (S) Spill valve (U) 0.02 mm 0.00 mm 0.02 mm Plunger stroke ’b’ (total stroke) Clearance ’b’ ClearanceF) Cut-out checks
The cut-out checks of the f.i. pumps are of major importance and must therefore be carried out after every re-adjust-ing of the f.i. pumps. We further recommend that these checks also be made after every major overhaul of the f.i. pumps. Thereby the following checks must be carried out:
1. Checking the fuel cut-out with the fuel lever 3.12:
This check has to be performed best subsequently to the adjustment and checking of the fuel injection pump timing, whereby proceeding as follows:
Turn the engine AHEAD till the dial gauge above the suction valve shows 0.02 mm, i.e. begin of injection (Fig. ’L’).
Set the fuel lever 3.12 together with the lever to the regulating linkage 54 to position zero (Fig. ’R’). Check the stroke on the dial gauge above the spill valve.
(This amount must be compared with the value quoted in the fuel pump setting table; only a little discrepancy is allowed and it should be never less than 0.8 mm.)
Check whether the zero positions on the load indicator 29 and the setting shield 28 of the f.i. pumps coincide (Fig. ’R’).
R
98.7136 29 3.12 30 26 31 48 32 27 28 5414 2. Checking the manual cut-out on the f.i.
pump:
Cut out the drive of the fuel injection pump (see Operating Manual group 5512–2). There must be a visible clearance of about
2 mm between the roller and the fuel cam peak after cutting off.
98.7137
S
53 52~2 mm
3. Checking the safety cut-out device:
The instructions in the Operating Manual group 4003–1 must be strictly followed.
As the suction valve tappets are suddenly lifted with a jerk during this test, the suction valve units should be com-pletely installed or at least secured by means of a cover.
G) Installing the valves after a check
The following points must be observed when fitting the valves:
All the valves and springs must be dipped in clean diesel oil before fitting them.
If the pressure bushes 6 and 7 were once more removed after the resetting, their threads and seating surfaces must also be coated with MOLYKOTE paste G; then tighten the pressure bushes to an angle of 25° [160 Nm] (see Fig. ’H’).
During the assembly, tighten the screws 15 carefully crosswise and in small steps with 60 Nm. Use MOLYKOTE paste G as lubricant (see Fig. ’H’).
H) Checking of stagnation pressure control valve
During a check-up on the fuel injection pumps, at the same time also the stagnation pressure control valves (Fig. ’T’) are to be removed, cleaned and examined. Slight damage to the seating surface of the valve body 34 and of the valve housing 33 can be remedied by lapping-in with fine lapping paste.
The parts of the stagnation pressure control valves may not be interchanged.
The valve stroke ’X1’ must be checked and if necessary readjusted, if the valve body 34, the seating surface ’A’ (Fig. ’T’) on the fuel injection pump block 19 or on the valve housing 33 have been remachined or lapped in.
Checking and adjusting the valve stroke:
– Insert valve body 34 into the valve housing 33. Measure and record the distance ’X’ using a depth gauge (Fig. ’U’).
– Fit the disc 37 and the stop sleeve 36 in the corresponding bore of the fuel injection pump block 19 (Fig. ’V’).
– Measure and record the distance ’Y’. 98.7220
T
U
V
X1 X Y 36 33 33 34 37 19 34 36 19 37 35 ’A’The difference X–Y results in the measured valve stroke.
The calculated valve stroke is 1.40 ± 0.15 mm.
If the valve stroke is below 1.25 mm it can be adjusted by remachining the small landing surface (touching disc 37) of the stop sleeve 36.
If the valve stroke is more than 1.65 mm the valve body 34 and the valve housing must be checked and if neces-sary replaced.
