Chapter I Structure and Working Principle of Diesel Engine

Section I Working Principle of Diesel Engine

Engine is the power source of automobile, which changes the energy in certain form into the
mechanical energy. The engine for automobile is a device which converts the thermal energy
into the mechanical energy. As the combustion is carried out inside the engine (i.e. in the
cylinder), the engine is also called internal combustion engine.
As for combustion modes, there are two kinds of internal combustion engines, i.e. spark
ignition engine (gasoline engine) and compression ignition engine (diesel engine). For the
spark ignition engine, the gasoline and air are mixed at first, and then spark ignition is carried
out at the proper time; for the diesel engine, the diesel oil is injected into combustion
chamber in time and then mixed with air, so that the automatic combustion can be carried out
with the help of high temperature arising from compression.
With high performance on compression and power, the diesel engines are extensively
applied to heavy-duty trucks.

Fig. 1-1 WD615 Series Engine

I. Terms
1. Top Dead Center: The position where the piston top is located in cylinder when the
piston is set at the outmost position away from the slewing center of crankshaft, namely
when the piston is set at the highest position.
2. Bottom Dead Center: The position where the piston top is located in cylinder when
the piston is set at the nearest position away from the slewing center of crankshaft,
namely when the piston is set at the lowest position.
3. Stroke: It means the movement of piston from one dead center to the other dead
center for one time.
4. Stroke of Piston: It means the distance of piston movement from one dead center

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 to the other dead center. Usually, it is expressed as the letter “S”. During one circle of
rotation of crankshaft, the piston will reciprocate in the cylinder for 2 strokes.
5. Cylinder Capacity: It means the room formed by movement of piston from top dead
center to bottom dead center. The capacity of multi-cylinder engine is the capacity sum
of all cylinders. The engine capacity (also called displacement) indicates the capacity
sum of all engine cylinders.
6. Capacity of Combustion Chamber: The room above piston top when the piston is
located at top dead center is called combustion chamber. The capacity of this room is
called capacity of combustion chamber.
7. Total Capacity of Cylinder: It means the room of all cylinders above piston top
(namely the capacity sum of cylinder and combustion chamber) when the piston is
located at bottom dead center.
8. Compression Ratio: It means the ratio of capacity sum of cylinders to capacity of
combustion chamber. It indicates the degree of gas compression in cylinder when the
piston is moving from bottom dead center to top dead center. At present, the prevalent
compression ratio of diesel engine is 16~21.
II. Working Cycle of Engine
The working course of engine is composed of 4 continuous
processes, namely intake stroke, compression stroke,
expansion stroke and exhaust stroke, and such a complete
working course is called as a working cycle. To make the
engine run constantly, the working cycle must be carried out
repeatedly. During a working cycle, if the crankshaft rotates
for two circles and the piston reciprocates for two times to
cover four strokes, such an engine is called four-stroke
engine. While during one working cycle, if the crankshaft
rotates for one circle and the piston reciprocates for one
Fig. 1-2 Schematic Diagram of
time to two strokes, such an engine is called two-stroke
Working Principle of Engine
engine. The working cycle of four-stroke engine is shown as
follows:
1. Intake Stroke: During it, the piston moves from top dead center to bottom dead center,
the capacity above the piston is increased, the pressure in cylinder becomes lower than
the atmospheric pressure and the pressed air is compressed into cylinder promptly. At
the same time, the intake valve is opened and the exhaust valve is closed. When the
piston arrives at the bottom dead center, the intake valve is closed and the air intake
terminates.
2. Compression Stroke: When the piston arrives at the bottom dead center, the
crankshaft will continue rotating under the effect of inertia force of flywheel and the
piston can move upwards from bottom dead center. At the same time, the intake and
exhaust valves are closed and the air in cylinder is compressed into the combustion
chamber. When the piston arrives at the top dead center, the compression stroke
completes. The air pressure in cylinder will be about 2,800~2,600kpa.
3. Expansion Stroke: When the “compression stoke” finishes, the diesel oil is injected into
the cylinder by the injector, the compressed combustible air mixture burns immediately,
and the temperature as well as the pressure in cylinder increases sharply. The piston is
driven by the gas pressure to move downwards and make the crankshaft rotate to carry
out expansion through connecting rod. As the piston moves downwards, the pressure
and temperature of gas decrease. When the piston arrives at the bottom dead center,
the expansion stroke terminates.

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4. Exhaust Stroke: During this course, the piston moves upwards from bottom dead
center, the exhaust valve is opened, and the waste gas is exhausted from cylinder under
the effect of residual pressure of itself and upward movement of piston. When the piston
arrives at the top dead center, the exhaust valve is closed and the exhaust stroke
terminates.
III. Expansion Sequence
When the crankshaft rotates for two circles, each cylinder will execute expansion for one
time. As WD615 Series diesel engine for heavy-duty truck has six cylinders. To secure
the stable operation of engine, the crankshaft has been specially designed and enables
each cylinder to execute expansion at different times. The expansion sequence of six-
cylinder four-stoke engine is 1-5-3-6-2-4.

Section II Structure of Diesel Engine

The WD615 Series diesel engine for heavy-duty truck can sufficiently meet the power
requirements of 91 Series truck of corresponding tonnage as well as the requirements of
other purposes such as engineering machinery. It is also featured by compact structure, fine
rigidity, reliable operation, long service life, good performance and well economical efficiency.
The structure features of diesel engine are summarized as follows:
a. One cylinder head matches with one cylinder, which is good for reliable operation
and convenient removal.
b. The oil injection pump is set at the left side (seen from the free end of engine),
which is good for arrangement on vehicle.
c. The built-in oil cooler is applied, working safely and reliably.
d. The turbocharger is set at the rear position, the arrangement is compact and the
difference between overall dimensions of engine models of this series is small.
e. All engines of this series are six-cylinder in-line engines, which are highly
interchangeable and convenient for complete vehicle assembly.
The engine for automobile is mainly composed of crank connecting rod mechanism,
distribution mechanism, fuel supply system, lubrication system, intake/exhaust system and
starting system. The details are introduced below.
I. Crank Connecting Rod Mechanism
The crank connecting rod mechanism is used to transfer the reciprocating movement
of piston to rotary movement of crankshaft and output the power from engine. (i.e.
convert the thermal energy into the mechanical energy). It is mainly under the effect of
three forces: 1. acting force of gas combustion; 2. inertia force and centrifugal force
arising from reciprocating movement; 3. friction resistance.
The crank connecting rod mechanism consists of crankcase assembly, piston &
connecting rod assembly and crankshaft flywheel assembly, which are shown in the
following figure:

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 Fig. 1-3 Piston and Connecting Rod Assembly and Crankshaft Flywheel Assembly
1. Piston; 2. Piston pin; 3. Piston snap ring; 4. Trapezoidal ring; 5. Conical surface ring; 6. Oil
ring; 7. Connecting rod; 8. Connecting rod big end; 9. Connecting rod bush;10. Upper shell of
connecting rod; 11. Lower shell of connecting rod; 12. Connecting rod bolt; 13. Crankshaft;
14. Crankshaft gear; 15. Crankshaft flange; 16. Shock absorber; 17. Flywheel ring gear; 18.
Flywhee
l1) Cylinder Block
It is the body of engine and used to
bear the engine. All parts and
accessories of the engine are installed
on the cylinder block.
It is made of high-strength gray cast
iron and divided into two parts
horizontally by the centerline of
crankshaft, namely the upper part
(engine body) and lower part
(crankcase). No gasket is set between
the engine body and crankcase, so
that the joint surface shall be clean and the sealant shall be applied to the integral joint
surface. The front end of engine body is connected with the timing gear chamber, while
the rear end is linked with the flywheel housing. The sealant shall be coated on the joint
surface. One auxiliary oil passage (non-through) is set on the middle part on right side of
engine body. 7 camshaft bearing seats are set on the right side in engine body. On the
right side of engine body, one water chamber for installation of oil cooler is located, 6
ducts under which are used as inlets of cooling water into water interlayer of cylinder.
One joint surface is prepared for installation of oil filter on the lower part of engine body
(on the crankcase).
7 main bearings with the same width are set on the engine body. Thrust plates are

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 located at both sides of the second main bearing seat.
The engine body is provided with the structure of dry cylinder liner. The transition fitting
is applied between the cylinder liner and the cylinder bore hole of engine body.
The specially-designed flat reticulate pattern is used for the inner face of cylinder liner,
so that the running-in can be quickened and the abrasion resistance can be improved.
2) Cylinder Head
The cylinder head is provided with an intake valve
and an exhaust valve, and the intake duct and
exhaust duct are distributed on both sides of
cylinder head. As required by direct-injection
combustion system, some rotational flow will be
generated in the intake duct. The cylinder head is
inserted into the copper sleeve of oil injection
nozzle, so as to improve the heat radiation and
functional reliability of injection nozzle. After flowing into the cylinder head, the cooling
water passes the water chamber within the hot area of cylinder nose, and then gets into
the water outlet pipe through the copper sleeve of injector.
3) Cylinder Gasket
It is used to offset the roughness of cylinder and cylinder head, ensure the tightness of
cylinder and avoid the air or water leakage.
2. Piston and Connecting Rod Assembly
It is composed of parts such as piston, piston ring, piston pin and connecting rod (See
Fig. 1-3).
1) Piston
There is a shallow ω-type combustion chamber on
the piston top. After the piston is mounted into
cylinder, the compression clearance shall be 1mm.
The oil injection nozzle is used to cool the piston. As
for the three piston rings on this piston, the first two
are compression rings which used for sealing, while
the third one is oil ring which functions to scrape oil.
2) Piston Rings
They are set in the ring grooves on piston head and
classified into two parts, i.e. compression ring and oil
ring. The compression ring is used to seal the
cylinder, so as to prevent air leakage and assist in heat radiation of piston. According to
the section shape of ring, the compression ring can be classified into rectangular ring,
stepped ring and trapezoidal ring. As for WD615 Series engine, the first piston ring is a
trapezoidal ring, while the second one is a conical surface ring. The oil ring functions to
scrape the surplus oil on cylinder wall, lessen the volume of oil taken into the
combustion chamber and uniform the oil distribution on cylinder wall.
3) Piston Pin
It is used to connect the piston and the small end of connecting rod, with its middle part
getting into the small end hole of connecting rod. The “Floating” installation method is
applied for the piston pin.
4) Connecting Rod

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 The connecting rod is used to connect
the piston and crankshaft, transfer the
force applied to piston onto the
crankshaft, and change the straight
reciprocating movement of piston into
the rotation movement of crankshaft
with the assistance of crankshaft.
The connecting rod is composed of the
following three parts: small end, rod
body and big end. Holes are drilled on the small end and liner, so as to lubricate the
friction surface of small end and collect lubricating oil. The section of rod body looks like
an “H”. The big end is dividable, the divided part is called connecting rod cap, and two
halves are fastened with screws.
As specified, the connecting bolt must not be reused or overused; or else, the engine
may be subject to breakage and damage.
During installation, the weight difference between connecting rods belonging to the
same assembly shall be within 29g.
5) Connecting Rod Bearing (Bearing Shell)
The divided sliding bearing (bearing shell)
set in connecting rod big end and
connecting rod cap is made of steel-backed
variable-thickness aluminum-zinc alloy, and
can be used to keep oil film, lessen friction
resistance and improve running-in. The
flange on the shell is inserted into the
groove of connecting rod cap, so as to
prevent the shell from moving or rotating
during operation.
For the connecting rod bearing shell, the
steel-backed variable-thickness bearing
shell made of new coating material provided
by MIBA Corporation is applied. The materials for upper and lower bearing shells are
different, and the upper bearing shell can bear higher explosive pressure. Thus,
attention must be paid during assembly to avoid misplacing.
3. Crankshaft Flywheel Assembly
It is used to bear the force arising from continuous compression strokes of piston and
passing through connecting rod, and then convert the force into the torque and convey it
to the transmission mechanism of vehicle. At the same time, it can drive the piston of
each cylinder through connecting rod to realize intake, compression and exhaust, and
actuate the distribution
mechanism as well as other
auxiliary devices.
1) Crankshaft
The crankshaft is used to bear
the force passed from the
piston through the connecting
rod during compression
stroke, convert the force into

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 the torque, convey it to the drive train and drive the engine to carry out strokes other
than compression stroke. The crankshaft is composed of following parts such as: main
journal, connecting rod journal, crank, front end shaft and flywheel flange disc.
As the supporting point of crankshaft, the main journal is installed in the main bearing
seat of crankcase, so as to improve the strength and rigidity of crankshaft.
The connecting rod journal is used for installation of connecting rod big end. To ensure
stable and uniform running of engine, a certain fitting angle shall be kept between
connecting rod journals. Generally speaking, the fitting angle for six cylinders is 120°.
The crank, which is provided with oil passage running through the main journal and
connecting rod journal, is used to connect the main journal and connecting rod journal.
The front end shaft is used for installation of timing gear, flange, shock absorber and belt
pulley.
2) Flywheel
It is used to store some energy generated during
compression stroke, drive the crankshaft to keep
rotating by inertia and absorb shock of crankshaft.
Around the flywheel lie the ring gears, which
facilitate the engagement between flywheel and
starter to actuate the engine. The flywheel also can
be used as a clutch drive disc to transfer power.
Some marks are set on the side face of flywheel.
The OT mark aligns with the top dead center, and
scales are set before and behind this mark.
II. Air Distribution Mechanism
The air distribution mechanism functions to open and close the intake and exhaust
valves in accordance with the process carrying out in cylinder, so as to complete
ventilation.
As shown in Fig. 1-4, the air distribution mechanism consists of valve assembly and
valve drive assembly.

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 Fig. 1-4 Air Distribution Mechanism
1. Camshaft; 2. Camshaft timing gear; 3. Camshaft thrust plate; 4. Intermediate gear
shaft; 5. Intermediate gear; 6. Shaft; 7. Baffle; 10. Valve rocker-arm block; 11. Intake
valve rocker arm; 12. Exhaust valve rocker arm; 13. Valve cap; 14. Valve key; 15. Upper
seat; for valve spring 16. Outer valve spring; 17. Inner valve spring; 18. Lower seat for
Intake valve spring; 19. Intake valve; 20. Valve tappet; 21. Valve push rod; 22. Valve
clearance adjusting screw; 23. Valve clearance adjusting nut; 24. Lower seat for exhaust
valve spring 25. Exhaust valve
The valve assembly is composed of valve, valve guide, valve spring, spring seat, etc.
The valve transmission assembly consists of parts such as rocker arm shaft, rocker arm,
push rod, tappet, camshaft and timing gear.
When the engine is running, the crankshaft will drive the camshaft to rotate with the help
of timing gear. Once the camshaft reaches the raised part of cam and holds up the
tappet, the rocker arm will be driven to swing through the push rod and adjusting bolt,
the valve spring will be compressed and the valve will be pressed to open. When the
raised part of cam gets away from the tappet, the Top dead center
valve is pressed tightly on the valve seat under the Intake valve open Exhaust valve closed
effect of valve spring, so that the valve will be
closed.
The air distribution phase means the crank angles
covered by valve during the course from opening
complete closing. See Fig. 1-5.
Intake valve open: 2° before top dead center
Intake valve closed: 26° behind top dead center Intake valve Exhaust valve
closed open
Exhaust valve open: 49° before bottom dead center
Exhaust valve closed: 5° behind bottom dead center
Fig. 1-5 Distribution Phase
The main components of air distribution mechanism are listed as follows:
1) Valve
The valve is composed of valve head and valve stem,
and used to control the opening and closing of intake and
exhaust passages. The valve head is of flat-roof structure
and the junction between valve and valve seat is set as
conical surface, so as to ensure good contact and prevent
air leakage. To improve air charging, the diameter of
intake valve head shall be larger than that of exhaust
valve head.

2) Valve Seat
The intake and exhaust valves on cylinder head are
provided with valve seats, which are made of special cast
iron and expected to prolong the service life of cylinder
head.
3) Valve Guide

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 It is used to not only keep the straight movement of valve to ensure proper closing of
valve and valve seat, but also transfer the heat of valve stem to cylinder head. A
clearance of 0.05~0.12mm is set between valve stem and pilot hole, so that the valve
can move freely in the valve guide.
4) Valve Spring
It is used to keep tight engagement of valve and
valve seat and prevent them from getting away
from each other due to inertia of moving parts
during valve opening and closing. To avoid the
spring resonance, one inner spring and one outer
spring with adverse spiral directions are applied.
5) Camshaft
The camshaft is used to control the opening and
closing timing of intake and exhaust valves of each
cylinder, so as to meet the requirements on
working sequence and air distribution phase of
engine. Besides, it controls the variation rule
of valve opening. The camshaft is supported
by several journals, so as to abate
deformation.
The camshaft is driven by the timing gear of
crankshaft, and the gear ratio of crankshaft to
camshaft is 2:1. To prevent forward and
backward moving of camshaft, a locating
device shall be installed on the front end of
camshaft.
6) Timing Gear
Air Hydraulic
compressor pump gear
gear

Camshaft gear

Camshaft
gear
Oil injection Oil injection
pump gear pump gear
Crankshaf
Intermediate t gear Intermediate
gear gear Crankshaft gear
Intermediate gear
Drive gear for Oil for Oil pump
Idle gear for oil
pump pump

Flywheel housing
Observation hole

The gear train of WD615 Series National II diesel engine consists of 7 gears. The tooth
quantity of each gear is shown in the figure. During installation, the mark on camshaft
gear shall be set between two score marks on timing gear chamber (piston of the 1#
cylinder must be set at top dead center, namely the flywheel scale shows 0°). The air
compressor gear is located on the crankshaft of air compressor, while the steering
hydraulic pump gear is mounted above the camshaft gear.

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7) The timing gear chamber is made of high-strength gray cast iron and featured with
higher strength and rigidity. On the upper part of timing gear chamber, the water pump is
installed, and the volute housing of water pump is cast as an integral part with the timing
gear chamber. The water outlet of water pump is set at the back of timing gear chamber,
just facing to the water inlet on the front end of engine body. The front supporting flange
faces of diesel engine are set on left and right sides of timing gear chamber. When
installing timing gear chamber, LOCTITE 510 sealant shall be coated on the joint
surface of engine body and timing gear chamber.
The air compressor is installed on the back of left side of timing gear chamber, and
LOCTITE 510 sealant is applied to the joint surface of air compressor and timing gear
chamber.
As the clearance between spare parts of distribution timing system because there are
two many spare parts, the designer set the valve clearance between valve rocker arm
and valve cap for uniform adjustment. In case of too large or small valve clearance, the
distribution timing will be changed and the engine performance will be directly affected.
For too large clearance, the valve will open late and close early; for too small clearance,
the valve will open early and close late. Both these conditions will cause malfunctions
such as impact of moving parts and collision between valve and piston, thus the diesel
engine shall be subject to adjustment when necessary. In normal condition, adjustment
shall be carried out every 10,000km of working.
The adjustment method is listed as follows:
Two-time adjustment method: First rotate the flywheel to make the “0” on flywheel align
with the mark on flywheel shell and the 1# cylinder set at top dead center. Open the
valve cover and carry out valve adjustment for valves 1, 2, 3, 6, 7 and 10 according to
the rocker arms from the 1# cylinder. Then rotate the flywheel for 360 degree to make it
align with “0”, and adjust the following 6 valves: valves 4, 5, 8, 9, 11 and 12 in
accordance with the specifications of 0.3mm for intake valve clearance and 0.4mm for
exhaust valve clearance (under cool condition).
III. Fuel Supply System
With the high pressure arising from fuel filtering, the fuel supply system will supply the
properly-atomized fuel into cylinder with fixed time, volume and pressure in accordance
with the working condition of engine and certain fuel injection rule, so that the fuel will be
subject to proper and rapid combustion.
As shown in Fig. 1-6, the fuel system is compose of fuel tank, fuel water separator, fuel
filter, fuel pump, fuel injection pump, fuel injection pipe, fuel injector, etc. The fuel is filled
into the fuel tank, sucked into the fuel pump after passing through the fuel water
separator, taken into the fuel pump after being filtered by secondary filter, and then
distributed to each fuel injector by fuel injector pipe. Three times of fuel return take place
within the whole fuel circuit: the first one takes place at fuel injector, the second one
takes place at the overflow valve set on fuel pump through which the surplus fuel gets
back to fuel tank, and the third one takes place at the overflow valve set on the
secondary filter.

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 Fig. 1-6 Fuel Supply System
1. High-pressure fuel pump; 2. Fuel secondary filter; 3. Low-pressure pipe; 4. Fuel return
pipes; 5 & 6. Lubricating oil pipe; 7. Fuel injection pipe; 8. Fuel injector
1) Fuel Water Separator
It is installed on the frame and used to eliminate the water in fuel.
2) Fuel Filter
Generally, the diesel engine is provided with two filters. The first one is primary filter
which is set in front of the fuel pump and used to filter the impurity in big size. The
second one is secondary filter which is installed in front of fuel injection pump and can
filter impurity in small size.
3) Fuel Pump
The fuel pump is used to convey the fuel in fuel tank to fuel injection pump against the
flowing resistance in pipeline when the diesel engine is running.

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4) Fuel Injection Pump
The fuel injection pump
also called high-pressure
fuel pump, which
functions to increase the
fuel pressure and inject
certain fuel into
combustion chamber at
specified time in
accordance with the
working condition of
diesel engine. All models
of WD615 Series
National II diesel
engines are provided
with PS8500 fuel
injection pump and RQV-K variable speed governor.
The fuel injection pump shall meet the following requirements:
a. Considering the differences on combustion chamber type and formation mode of
gas mixture, the fuel injection pump must pressurize the fuel with sufficient
pressure, so as to ensure high quality of atomization;
b. The fuel supply volume shall be adjustable and that of each cylinder shall be equal;
c. The fuel supply advance angle of each cylinder shall be the same, and the starting
and stopping of fuel supply shall be carried out at high speed.
The fuel injector is installed on the cylinder head and used to atomize the fuel to be
atom in extremely small size as well as inject it into the cylinder. The requirements of
atomization quality mainly lie on the combustion chamber type.
5) Fuel Injector
The fuel injector is used to evenly inject the fuel supplied
by fuel injection pump into the combustion chamber. It is
of the low-inertia structure featured by crown bar and low
spring, and obtains required starting pressure (30Mpa) of
fuel injector by applying pressure adjusting gaskets in
different dimensions.
As the performance parameters such as power and fuel
consumption ratio are directly affected by the working
condition of fuel system of diesel engine, to ensure the
normal working condition of diesel engine, the diesel
getting into cylinder shall be subject to multi-level filtering,
an fuel water separator shall be installed in front of the fuel pump, the primary filter
screen shall be installed in fuel pump and the primary filter as well as secondary filter
shall be set behind fuel pump. By this way, the diesel getting into the low-pressure
chamber of fuel pump will be clean and early abrasion of couplers of plunger, fuel outlet
valve and fuel nozzle. The abrasion of above parts will cause variation of fuel supply
rule, decrease of diesel engine power and difficulty of cold starting; the improper
atomization will cause malfunctions such as insufficient combustion; water in diesel
engine will result in malfunctions such as seizing of couplers of plunger and fuel nozzle.
Thus, regular maintenance and replacement of diesel filter is very importance. It is

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 recommended to carry out maintenance in accordance with following specification:
For every 10,000km/300h travelling, replace the felts and paper filter cores of
primary and secondary filters. Besides, replace them when the filter core is
broken and the seal fails to work.
IV. Lubrication System
The lubrication system is used for cooling, abrasion weakening, rust prevention, sealing
and washing, and mainly composed of following spare parts: oil cooler, pressure limiting
valve of main oil passage, oil filter, oil pump, oil pan and oil strainer. For its schematic
diagram of cycling, see Fig. 1-7.

Oblique oil Oil passage of crankshaft main journal Auxiliary oil

Inner chamber of piston

passage passage
Fuel injection
pump

Camshaft bearing Valve mechanism

Intermediate gear
Connecting rod
bearing

Main oil passage Supercharger

Oil cooler Oil pressure sensor

Oil filter

Pressure limiting valve of main oil passage

Pressure limiting valve of oil pump

Oil pump

Oil pan

Notes: 油泵传动轴室：propeller shaft of fuel injection pump 主轴承：main bearing

斜油道：oblique oil passage 活塞冷却油喷嘴：Cooling oil nozzle of piston

◇旁通阀：bypass valve
Fig. 1-7 Schematic Diagram of Cycling of Lubrication System
1) Oil Cooler
The plate oil cooler which can improve oil
cooling effectively is applied. To prevent
oil cooler blockage or low temperature
and strong viscosity in case of cold
starting as well as high resistance of oil
cooler which may cause damage of

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 engine due to oil starvation, the oil cooler safety valve (bypass valve), whose starting
pressure is 600±50kPa, is set in the oil circuit of engine.
2) Limiting Valve of Main Oil passage
Setting at the lower right part of crankshaft and standing out from the inner chamber of
oil pan, the limiting valve of main oil passage can ensure its starting pressure of
500±50kPa through the adjusting gasket.
3) Oil Filter
The oil filter is provided with two parallel rotary-type filter cores, so that you can just
replace the old core with new one during maintenance.

4) Oil Pump
The gear pump which has 10 teeth is applied as oil pump, and the depth of single-stage
pump is 45mm.

5) Maintenance of Lubrication System

For STEYR diesel engine, CF-4 level oil shall be applied, as for brand, the ambient
environment shall be considered, in details, the area whose lowest temperature is no
less than -10℃ shall apply 15W/40 (namely 5W/30 for winter and 20W/50 for summer).
In case of oil filling, please select the oil of the same brand and do not mix the oil of
several brands. It is recommended to replace oil every 15,000km/450h of travelling.
Once the filter core is blocked due to excessively dirt oil, the bypass valve set inside the
oil filter will open automatically and the oil will get into the lubrication surface without
filtering, which will result in more severe abrasion. To ensure normal working of diesel
engine and prolong the service life of it, it is recommended to replace the oil filter after
every 10,000km or 300h of travelling.
The oil and oil filter must be replaced together under the following conditions:
① The running-in period terminates;
② The specified time for oil replacement is arrived after long-time running;

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 ③ Mixing of oil and water, oil deterioration or decrease of oil viscosity is detected; and
④ Lots of metal tips appear in oil after scoring of cylinder or bearing shell.
V. Cooling System
The cooling system is used to output the heat arising from engine in time, so that the
engine can operate at optimum temperature. As shown in Fig. 1-8, it is mainly composed
of following parts: water pump, fan, radiator tank, expansion tank, thermostat and water
outlet pipe.

Fig. 1-8 Cooling System

1. Water pump; 2. Fan flange; 3. Ring-type fan; 4. Timing gear chamber; 5. Tensioner;
6. Thermostat; 7. Rigid fan; 8. Wind belt; 9. Fan shroud
The working cycle of cooling system of WD615 Series engine is listed as follows: the
coolant is filled into the expansion tank and taken into the water pump through water
inlet hose, pipe connector and water inlet pipe in order. The water inlet hose meeting
with the specific requirement on its diameter must be installed, so as to ensure the
presence of certain pressure and prevent malfunctions such as vapor lock in water
pump or cooling pipeline, pumping failure of coolant, difficult cycling of coolant, etc.
The water pump of WD615 Series diesel engine is set on the front end of engine. The
volute housing of water pump is set on the timing gear chamber and cast as an integral
part with it. The water flowing out of the volute housing directly gets into the water
chamber on the right side of engine body, crosses the oil filter, flows into the water
interlay of 6 cylinders to cool the heat around the cylinders transferred from the piston
chain, and then divides to be two parts: one part of it flows out from the water interlayer
of inner cylinder sleeve hole between the second and third cylinders, and then gets back
to the water inlet of water pump after cooling the air compressor; the other part of it gets
into the water chamber of cylinder head through the upper water inlet of engine body to
cool the cylinder head, injector as well as intake and exhaust valves, and then is
charged from the water outlet to water outlet pipe through the cylinder head. The second
part of water is divided into two sub-parts: one sub-part flows back to the water inlet of
water pump and the other sub-part flows back to thermostat which has two exits at the
pipe end. In case one sub-part flows to the water pump and the other sub-part flows to
the inlet of water pump, the small cycle is carried out. The thermostat will start working

15
 when the cooling water temperature is at 80±2℃ (the thermostat is at 80℃); when the
temperature is lower than 80±2℃ (the thermostat is at 80℃), the thermostat will
disconnect above passages and the cooling water will flow into the inlet of water pump
directly to carry out small cycle, so that the diesel engine will warm up rapidly and
achieve the thermal status required by operation, so as to avoid low-temperature
abrasion and prolong the service life of diesel engine. As shown in Fig. 1-9, the oil
chamber of water pump shall be filled with 120cm 3 of SHELL Roller Bearing Lubricant A
and shall be refilled when necessary.

Fig. 1-9 Diagram for Cooling Water Cycling of Cooling System

1. Water valve; 2. Heater; 3. Radiator exhaust pipeline; 4. Cooling water exhaust pipeline of
engine; 5. Water inlet pipe of heater 6. Water outlet pipe of heater; 7. Pressure limiting valve
of expansion tank; 8. Expansion tank; 9. Thermostat; 10. Water Pump; 11. Oil cooler
1) Water Pump
The water pump of WD615 Series diesel engine is set
on the front end of engine. The volute housing of
water pump is set on the timing gear chamber and
cast as an integral part with it. The water flowing out of
the volute housing directly gets into the water
chamber on the right side of engine body.
2) Expansion Tank
This part is equipped by the complete truck
manufacturer rather than separately provided with the
diesel engine. It
is used to
eliminate the vapor in low-pressure part of
cooling system to avoid vapor lock and refill
cooling water. The pressure in expansion tank
shall be kept at 50kPa, and the position of
expansion tank must be 400mm above those of
the diesel engine and radiator.
All water tank caps in cooling system shall be
kept in good condition and shall not be
constantly opened. The inner pressure of 50kPa
shall be kept in cooling system, so as to

16
 improve the cooling efficiency of cooling system and avoid boiling.
3) Fan
The ring-type ten-blade plastic fan (Ф640mm or above) is applied. This kind of fan is
featured by two driving modes: positive drive and silicon oil clutch drive (viscous drive).
The viscous fan, which can carry out fan
control by temperature through dual-metal
temperature-sensing element, will not only
conserve energy but also keep the diesel
engine under good thermal condition, doing
good to the performance and service life of
diesel engine. The main working principle of
viscous fan is as follows: the diesel engine will
drive the driving wheel in the fan clutch shell.
As the fan blades are integrated with the shell
and there is certain clearance between the
driving wheel and shell, the driving wheel will
drive the shell to rotate when the clearance is
filled with silicon oil with large viscosity,
otherwise (without silicon oil), the driving wheel
will idle (in fact, the fan will be driven to run at the speed of 25%n of driving wheel): the
dual-metal feeler lever is the valve which controls the entrance of silicon oil into the
working area, thus the operation of fan is controlled by temperature. In case the
temperature of wind in front of the fan is lower than 40℃, the dual-metal feeler lever will
make the silicon oil valve close, so that the driving wheel can transfer little power and
the fan will rotate at the speed of 25% of driving wheel. When the temperature is higher
than 60℃, the silicon oil valve will fully open, so that the working area will be filled with
silicon oil and the fan will rotate at the speed of 95% of driving wheel.
In case of application of viscous fan, take care not to put it flatly, or else the silicon oil
will leak from the fit clearance of sensor shafts, which will make the fan fail to work.
4) Maintenance
Check the water pump bearing for lubrication and fill lubricant regularly
(20,000km/600h).
Maintenance of Lubricant:
The lubricant shall be replaced once in summer, and cleaning liquid for diesel shall be
filled during lubricant replacement. After starting the diesel engine for warming up, the
new lubricant can be filled only when the cleaning liquid is completely bled;
The lubricant filled which can be used for following aspects shall be original and long
acting:
a. Preventing freezing;
b. Preventing scale deposit;
c. Preventing cavitation erosion of cooling system components; and
d. Preventing corrosion of cooling system components.
VI. Intake and Exhaust System
The intake and exhaust system functions to supply fresh and clean air of corresponding
volume periodically according to the working condition of engine and exhaust the waste
gas. The main parts of this system are intake pipe, air filter, air compressor, exhaust

17
pipe and turbocharger.
1) Air Filter
For the double-stage air filter used in vehicle, a cyclone deduster works as the first
stage, and the paper filtering core and safety filtering core serve as the second stage.
The maximum resistance of air filter shall be less than 5kPa. When the maintenance
indicator becomes red, you shall timely maintain or replace the air filter, or else the
power and service life of diesel engine will be adversely affected.
The air filter functions to eliminate the dust and sand from the inside of cylinders, so as
to abate the abrasion of mechanical parts such as cylinder and piston and prolong the
service life of engine. At present, two kinds of air filters are applicable to the heavy-duty
vehicles.

Precautions for Desert Air Filter:

1. Check whether the parts and connecting pipelines of air filter are properly sealed.
2. Maintenance of Paper Filtering Core for Every 5,000km or 150h:
a. Dismantle the paper filtering core, and then lightly knock the end cover or wipe
away the accumulated dust from its surface by a soft brush;
b. For a better result, it is suggested to reversely blow the filtering core (from inside to
outside) with compressed air;
c. It is forbidden to clean the filter by any water or oil.
3. Replace the paper filtering core, provided that the alarm still sounds after the
maintenance of paper filtering core, or the paper filtering core is damaged, or the
vehicle has travelled for 20,000km or 500h.
4. When replacing the paper filtering core, you shall wipe the inside of air filter till it
becomes clean.
5. Maintenance of Prefilter for Every 10,000km or 250h:
a. Dismantle the rear cover (dust collection box), clear away the accumulated dust
from its inside and outside, and check the intactness of dust discharge bag;
b. Dismantle the prefilter, and then use the detergent (Never use the gasoline!) to

18
 clear away the internal and external accumulated dust or use the compressed air to
blow away the internal accumulated dust.
6. The aged or damaged dust discharge bag shall be replaced in time. During routine
work, keep the duck mouth facing downwards, or else the first-stage dedusting
function of cyclone deduster will be lost to cause the premature failure of filtering
core.
7. The quality of filtering core has a crucial effect on the service life of engine, so that
any poor filtering core shall not be used.
Precautions for Oil Filter:
1. The engine oil has not been filled before the new vehicles leave their manufacturer.
2. The engine oil shall be filled into the vehicle in use. To exert the functions of oil filter,
the viscosity of engine oil in oil filter must be similar to that of engine oil the engine
uses at the same time.
3. Do not fill overmuch engine oil (the depth and volume of filled engine oil shall not
exceed 30mm and 5L respectively)
4. When shaking the oil pan but the engine oil flows toughly, you must clean the
filtering core and change the engine oil. Under the extremely harsh working
conditions, you must check the oil filter every day. Normally, the oil filter can be
consecutively used for 80~150 hours, and the filtering core can be used for a long
term without replacement.
5. For each day, at the end of work, you shall check whether the connecting bolts for
vehicle shell and oil pan are loosened and tighten the loose bolts (if any).
2) Turbocharger
The turbocharger used for WD615 Series
Euro III diesel engine is a radial-flow exhaust-
gas turbocharger which is provided with the
bleeder valve. This turbocharger effectively
improves the engine performance under
medium and low speed and reduces the
exhaust gas emission. The engine oil used to
lubricate and cool turbocharger is guided out
from the rear of main fuel passage of engine
and directly returns to the downside of
crankcase.
The turbocharger works at a very high rotation
speed (80,000~105,000r/min). So, after the diesel engine starts up, loads shall not be
added to the diesel engine unless an adequate time (approximately 5 minutes, or slightly
less in case of short shutdown) is given for the engine to
idly run. When the diesel engine runs at the high speed
and under the heavy loads, it shall not be immediately
shut down. Instead, you shall gradually reduce the load
and rotation speed of engine, and make the engine idly
run for 3~5 minutes. Or else, the turbocharger bearing will
be damaged and disabled. For a disassembled
turbocharger, you shall add clean engine oil into its oil
inlet when reassembling it.
3) Turbocharging Intercooler

19
 It takes the air-air cooling mode. Under the rated working conditions, the resistance of
intercooler shall be less than 10.8kPa. The intercooler is located at the bottom, its
diameter is 110mm or 80mm, and the diameter of its upper outlet is 100mm.
Caution: It is required to ensure the airtightness of turbocharging pipeline system
and its parts as well as the heat radiation performance of intercooler.
VII. Starting System
The starting system mainly comprises storage battery, generator, starter, and starter
relay.

The battery is an important component of starting system. Generally, it functions to store

the electric power produced by generator and provides the voltage for the starter when
the vehicle starts up.
The generator is mainly used to generate the electric power and output the engine
speed. It has three wiring terminals, i.e. D+, B+ and W. Among these wiring terminals,
D+ is connected to the vehicle tachometer, B+ is connected to the positive pole of
battery, and D+ is connected to the exciter line.
When the key switch is turned to the “Start” position, the starter drives the flywheel to
rotate. After the engine ignition, the starter gear leaves the ring gear. At present, a
starter gear may have 10 or 11 teeth. For the 10-tooth starter, the 136-tooth ring gear is
applicable; for the 11-tooth starter, the 159-tooth ring gear is available (exceptionally, the
136-tooth ring gear can be used for the 11-tooth starter manufactured by MITSUBISHI
or DENSO).
The starter relay is installed between the key switch and starter, basically functioning to
protect the starting circuit.

20
Starter Starter
Relay

Generator

21
 Chapter II Structure and Operation Principle of EGR Engine

Section I Operation Principle of EGR Engine

I. Definition of EGR Engine

WD61557 base+H pump＋Exhaust Gas Recirculation (EGR)

Fig. 2-1 EGR Engine

II. Concept of EGR
EGR means exhaust gas recirculation, in which a small portion of cooled exhaust gas
reenters the cylinder and joins in the combustion of the gas mixture, and this on the one
hand reduces the temperature in the cylinder while it is combusting and on the other
hand reduces the oxygen content. As a result, the generation of NOX is restrained and
the content of NOX in the exhaust gas is accordingly reduced since NOX is generated
under the high-temperature and oxygen-abundant circumstances.
Operation principle of EGR System
The ECU (Engine Control Unit), in accordance with the signs like speed, load, intake
temperature and pressure, and cooling water temperature, controls the electromagnetic
valve and cylinder and enables these two to opportunely open the EGR valve; and a
small quantity of exhaust gas enters the air intake system through the EGR valve and
then enters the cylinder and joins the combustion after mixing with the gas mixture.
However, too much exhaust gas involved in the recirculation would affect the

22
 flammability of the gas mixture and accordingly affect the engine powerfulness, and the
engine performance would be significantly influenced by the recirculated exhaust gas
especially in case of idle speed, low speed, low load and cold engine.
Therefore, ECU, in case of idle speed, low speed, low load, working-condition change,
and cold engine, will control the exhaust gas and disable it to involve in the recirculation
to guarantee that the engine performance is not influenced; and the ECU would enable
a small amount of the exhaust gas to involve in the recirculation when the speed and
load of the engine go beyond certain values and the temperature reaches at a certain
degree.

A: Air cleaner B: Intercooler C: Intake manifold D: EGR cooler E: One-way peak valve F:
EGR control valve
Fig. 2-2 EGR Principle and Structure Illustration
III. Concept of H Pump
H pump refers to the variable flow rate electronic-controlled fuel injection pump, of which
greatest characteristic is that the fuel-supply rate adjusting device (also called prestroke
control device) is specially designed and equipped on the fuel injection pump.
Operation principle of H pump: ECU controls the motor and adjusts the prestroke of the
fuel injection pump through driving the worm gear and consequently controls the pump
end pressure and injection advance angle of the engine to meet the Euro III Emission
Standards.

Section II Structure of EGR Engine

I. Overview of EGR Engine

The WD615 GIII (EGR) series of diesel engine, which can fully meet the power
requirement of the heavy-duty vehicles and multi-utility requirement of the construction
machinery, adds an EGR system on the ground of the diesel engine of Euro II diesel
engine and applies the flow rate electronically-controlled fuel injection pump (also H
pump for short), and its connection to the complete vehicle is basically consistent with
the requirements of Euro II, and there is only slight change in the outlet of the

23
 thermostat; this brings the engine a compact overall structure, good rigidity, reliable
operation, long service life, excellent performance and good economical efficiency.
The structural features are generalized as follows:
a. One cylinder and one cover plus four-valve intake and exhaust structure enabling
reliable operation and simple disassembly.
b. With left-placed fuel injection pump (seen from the free end of the engine), flow rate
electronically-controlled fuel injection pump is applied and ECU controls the
prestroke of the fuel pump and the EGR valve switch as well, which facilitates the
arrangement on the whole vehicle.
c. Equipped with the built-in oil cooler, which makes the engine safe and reliable.
d. Rear-mounted supercharger and EGR arranged on the upper part of the engine
enable a compact structure of the engine and bring little change in the external
dimensions of various models of the series products.
e. The in-line 6-cylinder structure is applied in the whole series, enabling a high
degree in common use and facilitating the whole vehicle matching.

II. Fundamental Structure of EGR Engine

1. Engine Body
The engine body is improved and designed on the basis of the wide engine body of in
the original Steyr design. There is a conjunction surface for mounting the fuel injection
pump bracket in the middle of the left side of the engine body; when the said bracket is
mounted, the fuel supply pump bracket shall, generally speaking, not be disassembled
after the components are processed and they shall be integrative, onto which the fuel
injection pump will be fixed.
2. Connecting Rod Mechanism of Crank
The structure is similar to that of National II, without need for description again.
3. Valve Mechanism and Cylinder head
See Fig. 1 for the cylinder head and valve system.
The cylinder head is dedicated and manufactured by alloy cast iron containing NiCr
pearlite; each cylinder has one cover, designed with a four-valve intake and exhaust
system including two intake valves and two exhaust valves in which the valves of the
same kind are connected by the valve bridge; the design of four-valve for each cylinder
enables a more evenly distributed fuel injection, higher volumetric efficiency and good
combustion, and effectively reduce the discharge and enhance the powerfulness.
The intake and exhaust passage are arranged on both sides of the cylinder head, and
the intake passage generates some swirls in conformity to the requirements of the direct
injection combustion system.
Each cylinder head has 4 cylinder-head king bolts of M16, 3 studs of M12 shared with
the neighboring cylinders.
The built-in bushing structure of injector is applied to the cylinder head, which greatly
benefits improving the heat elimination of fuel injection nozzle and enhancing the
operational reliability of the fuel injection nozzle. After entering the cylinder head, all the
cooling water goes through the water chamber of the nose-bridge area and then enters
the water outlet pipe passing by the injector bush.

24
 The injector is mounted in the middle of the intake and exhaust valves.
The valve clearance, which means that between the surface R of the valve rocker
arm head and the valve bridge, is supposed to be measured by regulating the
adjusting bolt on the rocker arm.
The rocker arm bonnet is changed to the split style in order to match with the new valve
mechanism, and the upper bonnet is sealed by rubber seal ring.

Fig. 2-3 Cylinder and Valve System

1. Cylinder head 2. Injector bush 3. Valve guide 4. Valve locking clamp 5. Valve
spring
6. Upper seat of valve spring 7, 8. Valve bridges 9, 10. Rocker arm of intake and
exhaust valves 11, 12. Intake and exhaust valves 13. Valve lifter 14. Valve push rod
15. Lower part of rocker arm bonnet 16. Seal ring of rocker-arm upper bonnet
17. Upper part of rocker arm bonnet 18. Valve rocker arm seat 19. Cup ring
20. Camshaft 21. Hexagon socket head screw 22, 23. Valve clearance adjusting
screw and bolts
4. Fuel Supply System
1) Electronically-controlled H Pump:
Concept of H pump: It refers to the variable flow rate electronic-controlled fuel injection
pump, of which greatest characteristic is that the fuel-supply rate adjusting device (also
called prestroke control device) is specially designed and equipped on the fuel injection
pump.
Operation principle of H pump: ECU controls the motor and adjusts the prestroke of the
fuel injection pump through driving the worm gear and consequently controls the pump
end pressure and injection advance angle of the engine to meet the Euro III Emission
Standards. It is an electronically-controlled pump and the users shall not fix it by
themselves. The speed governor of H pump is a variable speed governor of BQV-K.
The fuel injection pump is designed with a smoke limiter to improve the bad combustion

25
 that is caused by low speed of the exhaust turbine, low exit pressure of the air
compressor, and reduction in the air intake and increases the limit of smoke; the
pressurized compensator senses the pressure of the air inlet pipe by means of the air
pipe and accordingly limits the quantity of fuel supply. This will enable the diesel engine
to have a proper limit of smoke in case of low speed. The diesel engines have been
adjusted when they are leaving the company and tested, and therefore the users are not
supposed to adjust them by themselves.
2) Adjustment of Diesel Engine Advance Angle:
Adjusting steps is as follows: First of all, align the scale value of the flywheel with the
sign on the flywheel casing in accordance with the values of the advance angle in the
matching list of the fuel system, and align the indicator of the fuel injection pump with the
scale mark of the flange, and then screw up the tension bolt of the angle-regulating
plate, with a tightening torque of 280N.m for M16×1.5 and 230N.m for M14×1.5. The
advance angle shall not be adjusted through checking the injected fuel quantity without
computerized monitoring.

Connecting the
Indicator of
scale mark of
fuel injection
the flange
pump

Drag bolt of the

angle
regulating plate

Fig. 2-4 EGR Engine Coupling

3) Injector Assembly:
The P-type multihole injector is applied, with an opening pressure of 33MPa.
5. Thermostat
The thermostat, mounted on the back end of the water outlet pipe, is used to
automatically adjust the quantity of water entering the radiator on the basis of the
temperature of the cooling water and improve the cycling range of water so as to adjust
the heat dissipation ability of the cooling system and guarantee that the engine operates
within a proper temperature range.
To guarantee the normal work of the engine, the thermostat must be kept in good
technical order, the thermostat must be regularly checked and those thermostats being
blocked or closed loosely shall be dismounted and cleaned up or fixed up, and shall not
be put up with; otherwise, the normal operation of the engine will be seriously affected; it
is generally recommended that the thermostat core be replaced timely after one year of

26
 service.
The general installation drawing of the thermostat and water outlet pipe is shown in Fig.
2, and in replacing the thermostat, the thermostat core can be taken out just through
opening the EGR water outlet connecting elbow pipe. In replacing the thermostat core,
the installation direction shall be noticed and the direction of the vent hole shall be
guaranteed, and the installation shall be aligned and the various parts shall be well
sealed up.

EGR water outlet conjunction elbow pipe

Thermostat core
Vent hole position shown on the section
Water outlet direction ±20℃

Water-seal ring

Thermostat casing

Fig. 2-5 Installation of Thermostat and Water outlet connecting elbow pipe
6. Air Intake and Exhaust System
1) EGR Air Intake and Exhaust System
The EGR control system enables a portion of the exhaust gas in the exhaust pipe to be
cooled by the EGR heat exchanger and then enter the fresh gas mixture in the air intake
pipe, reducing the oxygen content and highest combustion temperature of the cylinder
and controlling the generation of the harmful gas NOx of the engine and accordingly
reducing the exhaust discharge. This device can, based on the working condition of the
engine, control the exhaust gas recirculation and achieve the precise control over the
EGR rate; and the main parts and components are shown in Fig. 3.
The ECU (Engine Control Unit), in accordance with the signs like speed, load, intake
temperature and pressure, and cooling water temperature, controls the electromagnetic
valve and opportunely open it, and the EGR valve will be opened through the cylinder;
and a small quantity of exhaust gas enters the air intake system through the EGR valve
and then enters the cylinder and joins the combustion after mixing with the gas mixture.
However, too much exhaust gas involved in the recirculation would affect the
flammability of the gas mixture and accordingly affect the engine powerfulness, and the
engine performance would be significantly influenced by the recirculated exhaust gas
especially in case of idle speed, low speed, low load and cold engine. Therefore, the
ECU, in case of idle speed, low speed, low load, and cold engine, will control the
exhaust gas and disable it to involve in the recirculation (i.e. EGR valve being closed) to
guarantee that the engine performance is not influenced; and the ECU would enable a
small amount of the exhaust gas to involve in the recirculation (i.e. EGR valve being
opened) when the speed and load of the engine go beyond certain values and the

27
temperature reaches at a certain degree.

28
 Fig. 2-6 Installation Figure of Parts and Components of EGR Air Intake and Exhaust System
Main parts: 88. EGR water outlet connecting elbow 89. EGR cooling water hose 91. EGR cooler water outlet pipe 96. EGR exhaust pipe
100. EGR exhaust valve assembly 101. EGR one-way valve assembly 102. EGR cooler valve connecting flange 105. EGR cooler casing
110. EGR cooling pipe assembly 112. EGR cooler air-intake pipe flange 115. EGR air intake pipe (I) 117. EGR air intake pipe (II)
120. EGR cooler water inlet pipe

29
2) Supercharger:
Used as the supercharger of the diesel engine of WD615 National III (EGR), the
radial flow type exhaust-gas-turbosupercharger designed with the air escape valve
can effectively improve the engine performance in case of medium and low speed
and reduce the exhaust discharge. The engine oil to lubricate and cool the
supercharger runs out from the back end of the main oil duct of the engine and the
return oil directly enters the lower part of the crankcase.
3) Two-cylinder Air Compressor
The two-cylinder air compressor is driven by the gear of fuel injection pump, and as
for its lubrication, the lubricant enters the air compressor through the main oil duct
and via the oil pipe fixed on the cylinder body and lubricates its bearings, and then
the return oil reaches the oil pan through the gear chamber.
The inlet air of the two-cylinder air compressor is filtered by the air cleaner; before
entering the supercharger and after going through the air cleaner, the air goes to the
two-cylinder air compressor via a branch pipe.
In terms of the cooling unit of the two-cylinder air compressor, the pipe will be
connected from the cylinder to the cylinder head of the two-cylinder air compressor,
and then to the inlet on the side of the water pump of the diesel engine after the
water goes out of the cylinder head.
The transmission ratio of the two-cylinder air compressor to the engine is 0.5,
needless to install the drive shaft, and the timing relation between the air compressor
and the fuel injection pump shall be noticed in the installation. Before installing the
fuel injection pump gear, other gears of the engine shall be positioned in accordance
with the given fuel supply advance angles, and the crankshaft of the air compressor
shall be positioned according to the correct timing position given by Fig. 1-13.

Fig. 2-7 Timing of Air Compressor

 Section III EGR Engine Electronic Control System

The electronic control system includes the ECU, wiring harness, stepping motor of the H
pump, all kinds of sensors, electromagnetic valve controlling the EGR valve, electric
generator, starter, flame preheating device, etc.
I. Sensor
The sensors installed on the engine are as follows: (provided by the engine
manufacturers, and see Fig. 4 for them)
(1) Rotation speed sensor;
(2) Water temperature sensor;
(3) Intake air temperature and pressure sensor;
(4) Throttle sensor;
(5) Prestroke sensor; and
(6) Engine oil pressure sensor.

Fig. 2-8 Interconnection between ECU, Sensors and Electromagnetic valves

1. Water temperature sensor 2. Electric heating relay 3 Intake air temperature and

pressure sensor 4.Throttle sensor 5. Fuel injection pump 6. Prestroke sensor 7.

Electromagnetic valve 8. Diagnose interface 9. 15+Socket connector

10. 30+Socket connector 11. 31Socket connector 12. Crankshaft position sensor

13. Malfunction indicator lamp 14. CAN bus interface 15 .Brake signal

31
32
 Motor wiring terminal
Water temperature
sensor

Intake air temperature

and pressure sensor

Rotation speed
sensor
Electromagnetic valve to
be connected to this line

Throttle position
sensor Prestroke sensor

Fig.2-9 Circuit elements of EGR Engine

The water temperature sensor is used to measure the temperature of the engine
cooling water; the intake air temperature and pressure sensor, which is mounted on
the air intake pipe, is used to measure the temperature and pressure of the air
intake; the prestroke sensor, which is mounted on the stepping motor of the fuel
injection pump, is used to test the prestroke, which will be transmitted to the ECU as
the feedback signal for the control of ECU over the stepping motor; the throttle
position sensor is installed nearby the accelerator rod of the fuel injection pump, and
the load signal will be obtained through testing the position of the accelerator rod; the
crankshaft rotating speed sensor is installed on the flywheel casing, and the EGR
engine has just one crankshaft rotating speed sensor, which is used to measure the
engine rotating speed.
II. ECU
The ECU is the core of the electronic control system of the engine, and all the control
operations will be enabled through the ECU, which consists of hardware circuit and
software.
On the grounds of the signals such as rotation speed, load, intake air temperature
and pressure, and cooling water temperature of the engine measured by the
sensors, the ECU controls the electromagnetic valve and they will be opportunely
opened, and the EGR valve is opened or closed through the cylinder; and a small
portion of the exhaust gas enters the intake air system through the EGR valve and
then enters the cylinder and joins the combustion after mixing with the gas mixture.
In addition, the ECU also controls the advance angle of injection and injection
pressure through controlling the prestroke of the fuel injection pump by means of the
electric motor.
III. Opening Condition for EGR Valve
The opening and closing conditions for the EGR and the prestroke control of the
stepping motor are determined by the MAP, which includes the prestroke MAP,
supercharging pressure MAP, and EGR MAP. The prestroke MAP is a multi-
dimensional table, and the given prestroke can be obtained through looking up the
table on the grounds of the throttle position and engine speed; this data will be
transmitted to the stepping motor by the ECU so as to control the advance angle of
fuel injection and injection pressure. The supercharging pressure MAP and EGR

33
 MAP are used to set the opening and closing of the EGR valve. The minimal value of
the supercharging pressure under the circumstances of a certain throttle position and
engine speed may be obtained from the supercharging pressure MAP, a multi-
dimensional table, and if the actually measured value is less than the said value, the
EGR will be closed.
The EGR MAP includes the upper and lower limit values of the air intake (10℃—
70℃), water temperature (50℃—95℃) and rotation speed (1,200rpm—2,000rpm),
and fluctuation limit values of velocity, throttle and air intake pressure. The EGR
valve will not open before all the said various values fall within the given limit value
range; in case of unconformity to any one condition, the EGR will be closed.
IV. EGR Valve Control Principle
1. Electromagnetic valve –Cylinder –EGR Valve
When the engine operates, the ECU will, under the circumstances of a certain
working condition, control the electromagnetic valve and make the airflow enter the
cylinder via the electromagnetic valve; after the air enters the cylinder, the EGR
valve handle will be pushed to open the EGR valve and at this point the exhaust gas
may enter the air intake pipe and mix with the air intake if the exhaust pressure is
higher than the intake pressure.

Electromagnetic
valve

EGR valve handle

Cylinder

Fig. 2-10 Operation Principle of EGR Valve

V. Electronically-controlled EGR Cylinder
The EGR cylinder has been changed to the electronically-controlled EGR cylinder
since 2009, and the electromagnetic valve of the whole machine has been cancelled
accordingly. The structure and operation principle of the electronically-controlled
EGR cylinder are as follows:
It consists of two systems (electronic control system and pneumatic system) and
three parts (electromagnetic valve, valve body, and cylinder).

34
 Fig. 2-11 Electronically-controlled EGR Cylinder
Operation Principle:
When the electromagnetic coil is switched off, the reset switch is on and the reset
signal is sent out; when the electromagnetic coil is switched on, the air intake valve
of air supply is opened and meanwhile the exhaust valve is closed, the high pressure
air is enabled to enter the cylinder to push the piston to move rightward, and when
the moving distance reaches 6±1 mm, the reset switch is off and no reset signal is
sent out; when the electromagnetic coil is switched off, the air intake valve of air
supply is closed and meanwhile the exhaust valve is opened, and the piston, under
the action of the reset spring, moves leftward and gets reset; when the distance
between the piston and the full reset point is 6±1 mm, the reset switch is on and the
reset signal is sent out.

Fig. 2-12 Operation Principle of Electronically-controlled EGR Cylinder

35
 Chapter III Structure and Operation Principle of Common
Rail Engine

Section I Operation Principle of Common Rail Engine

I. Definition of Common Rail Technology

The common rail technology refers to a fuel supply means, in which the generation
course of injection pressure and injection course are completely separated in the
closed-loop system consisting of the fuel supply pump, common rail component, and
injector.
II. Features of Common Rail Electronically-controlled Fuel Injection Technology
It can not only help reach a relatively high injection pressure and achieve the control
over the injection pressure and fuel injection quantity but also enable the pilot
injection and sectional injection, which accordingly optimizes the fuel injection
features, lowers the diesel engine noise and greatly reduces the discharge of the
harmful ingredients in the exhaust gas. Its features are as follows:
1. Designed with advanced electronic control devices and high speed
electromagnetic switch valves, facilitating the control over the fuel injection
course and providing many controllable parameters, which benefit the whole
course optimization of the combustion of the diesel engine.
2. The common rail fuel supply method is applied, which brings small pressure
fluctuation of the fuel injection system, little interference between various
injectors, relatively high control precision in the injection pressure and precise
control over the fuel injection quantity.
3. The high speed electromagnetic switch valve with a high frequency can be
controlled flexibly, which enables a wide adjustable range of the injection
pressure of the fuel injection system and can also achieve the functions such as
pilot injection more simply to offer effective means to the optimization of the fuel
injection law of the diesel engine, improvement on the performance and
reduction of the exhaust gas discharge.
4. The system structure can be transferred easily and is adaptable in a wide range,
especially it is able to well match with all the light, medium and heavy-duty
diesel engines nowadays, which shows a good prospect on the market.

Section II Structure of Common Rail Engine

I. Overview of Common Rail Engine

In terms of the WD615 engine of Euro III manufactured by China National Heavy
Duty Truck Group Co., Ltd., with application of the most advanced design means and
testing methods in the world and supported by the huge database of RICARDO and
experienced designers, and with the help of the software such as three-dimensional
finite element, WAVE combustion analysis and CFD hydrodynamic calculation
analysis and components and parts testing equipment, the interior structures of
important components and parts are originally designed, the interior structures of the
engine body and cylinder head are improved qualitatively; on the basis of the WAVE
combustion simulation, hydrodynamic calculation and optimal supercharger match,
the combustion chamber, atomization and airflow are reasonably organized, the

36
water flow and thermal load of the cylinder and cylinder head are improved
fundamentally, and the thermal load and mechanical load are improved and its
shockproof performance is greatly enhanced. The key components and parts such
as connecting rod, crankshaft, piston, piston ring, and bearing shell are optimized in
material selection and key structural size, and the thermal and mechanical shock
resistances are enhanced greatly, which underpins the reliability improving, noise
reducing and power promoting. The engine has a B10 service life not less than
12,000 hours, with a complete machine noise lower than 97 dB.
The application of generation 2 electronically-controlled common rail fuel injection
system and four-valve structure and its excellent combustion and air-inflation
performance bring the engine a very high dynamic behavior. With a constant engine
displacement, the maximum power of the engine can reach up to 294 kW, namely,
400 hp. The engine can satisfy the discharge requirement of Euro IV if the common
rail pressure is slightly adjusted and necessary processing system is provided
additionally while the installation dimensions of the complete machine keep
unchanged, which greatly facilitates the matching of the main engine plants.
For a high torque, long service life, low fuel consumption, and low discharge, the
diesel engine has become the most practical and reliable means to solve the energy
problem of the vehicle and engineering machinery. Therefore, more and more diesel
engines have been applied widely. Meanwhile, the demand for the dynamic behavior,
economic performance and control over the exhaust discharge and noise pollution
has become higher continuously. In recent years, with rapid development of the
computer, sensor and information technologies, the electronic products have been
able to meet the electronic control requirements of the diesel engine in reliability,
cost and volume. After the general layout of various computational analyses of
Ricarcdo, the structure of the diesel engine of Euro III Emission Standard is basically
the same with that of the WD615 diesel engine of the former Euro II Emission
Standard. The main features of the WD615 diesel engine of the former Euro II
Emission Standard are reserved, with the same one-cylinder-and-one-cover, frame
type structure, cylinder centre distance, cylinder diameter, dry liner and cylinder head
stud position; in terms of the engine body, it is improved and designed on the basis
of the wide engine body of the original design of Steyr. For the entire overall size,
only its height is added by 56 mm; the dimensions for the connection to the
suspension of the axle of the complete-vehicle, connection to the air intake and
exhaust, and connection to the cooling system remain unchanged, and only the
dimensions for the connection to the intercooler pipeline are slightly changed.
The structural features are summarized as follows:
 New generation of electronically-controlled common rail fuel injection system of
Denso
 Noise being lowered to less than 97 dB (A)
Lowering the combustion noise: One of the reasons for selecting the common rail
fuel injection system is that the common rail system can do better in controlling the
engine noise; and the pilot injection is a very good means. The pilot injection fuel
being injected into the cylinder beforehand has adequate combustion readiness time,
and the pilot injection fuel has a very small quantity, which brings little premixed fuel
gas in the preliminary combustion. This greatly improves the generally inevitable and
inherent situation that the diesel engine has not only high preliminary combustion
value and great combustion noise. As a result, the pilot injection of the common rail
fuel injection system can obviously lower the combustion noise. In addition, the
electronically-controlled common rail system can precisely compensate the
unbalance between the fuel injections of various cylinders, which cannot be achieved
by the mechanical pump and greatly improve the shock situation of the engine as a
result.
Enhancing shock absorbing behavior and reducing noise: The improved design of

37
the cylinder body and crankcase fully strengthens its rigidity; and through the three-
dimensional finite-element vibratory response analysis and actual testing, it
effectively reduces the vibration and noise of the cylinder body assembly, and noise
radiation. The noise reduction measures are fully weighed in designing the parts like
rocker arm bonnet.
Shock absorbing measures: The crankshaft vibration damper is redesigned through
analyzing the former torsional vibration system of the crankshaft.
 JOCOBS Electronically-Controlled Brake System
The engine is provided with the exhaust type brake device of Jacobs (U.S.A),
working with the exhaust brake at the same time; when the engine speed reaches
2200r/min, a braking power not less than 146 kW can be obtained which obviously
enhances the brake power of the vehicle and improves the vehicle security.
 New generation of cold starting apparatuses
The electronic control system can automatically indicate whether the engine is in a
starting state, and automatically adjust the advance angle and fuel injection quantity
in accordance with the air and water temperature, and therefore, the cold starting
performance of the engine is obviously promoted.
The resistance air preheater can, under the control of the electronic control system,
perform the heating in advance before the engine starts, and automatically continues
to heat for some time in accordance with the engine speed after the engine runs,
which not only greatly enhance the cold starting performance of the engine but also
obviously reduce the phenomenon (inevitable for traditional diesel engines) in which
the unburned diesel gives out white smoke in case of low temperature start.
 Excellent driving and controlling performance
The electronic control system can automatically adjust the fuel injection of the
injection nozzle according to the different working conditions such as engine starting,
idle speed, departure, acceleration, steady speed, neutral position, astern running,
air conditioner using, and power take off, and thus the driving and controlling
performance is greatly enhanced.
The electronic control system can, in accordance with the difference in the rotation
speeds of various cylinders in operation, automatically balance the fuel injection
quantities of various cylinders to make the rotation speeds of various cylinders in
operation become exactly the same so as to enable the engine to achieve a very
steady idle speed.
In addition, the cruise mode is provided.
Good Succession of Complete-Machine Layout
The complete-machine layout of the WD615 engine of Euro III Emission Standard is
highly succeeded, and with respect to the overall size except for its height that is
slightly increased is basically the same as that of the engine of Euro II Emission
Standard; its connection to the complete vehicle remains unchanged basically. As a
result, when they are applied to the existing vehicles matching with the WD615
engine, the said vehicles need no alteration basically.
 CEVB Technology
As an auxiliary braking apparatus, the EVB system is an engine retarder and based
on the traditional exhaust auxiliary braking apparatus of the butterfly valve, and it can
further enhance the braking efficiency of the engine.

38
 Fig. 3-1 Outside View of Common Rail Engine
II. Fundamental Structure of Common Rail Engine
1. Engine Body
Based on the wide type cylinder body of the original design of Steyr in compliance
with Euro II Emission Standard, the engine is greatly altered in order to further lower
the engine noise, and significantly improved to promote the thermal load of the
engine. However, the improvement is mainly embodied by the alteration to the
casting blank, and what is related to the machine tooling is altered little; and
therefore, the cost of the cylinder body is equivalent to that of the cylinder body in
compliance with Euro II Emission Standard.

Fig. 3-2 Engine body, crankcase, and flywheel casing

Main parts: 1. Engine body 2. Crankcase 3. Flywheel casing 4. Cylinder casing
5. Cylinder head stud 6. Rear oil seal 7. Fuel injection pump bracket
8. Thrust plate 9. Hexagon bolt 10. Main bearing stud
The dry type cylinder casing is applied to the engine body, and it is transition fit
between the cylinder casing and the cylinder holes of the engine body. The thin-wall
cylinder casing is manufactured by abrasion-proof alloy cast iron, with a wall
thickness of 2 mm; and the testing of the cylinder casing demands the dedicated
measuring unit. The internal surface of the cylinder casing is covered by specially-
made overlapping curves, and this brings good effect on the acceleration of running-
in and abrasion-proof performance.

39
 The front end of the engine body is connected to the timing gear chamber while its
rear end is connected to the flywheel casing.
There is a conjunction surface for mounting the fuel injection pump bracket in the
middle of the left side of the engine body; after the said bracket is mounted, the
components will be processed, and the fuel supply pump bracket shall not be
disassembled after the components are processed so as not to make the installation
precision of the fuel supply pump be affected by the disassembly and reinstallation.
2. Crank-connecting Rod Mechanism
Crankshaft:
The crankshaft of the WD615 (Euro III) series of diesel engine is manufactured by
steel die forging, with 42CrMo steel as its material. The crankshaft has 12 balancing
weights, a main journal of Ф100 mm and rod journal of Ф82 mm, and the width of
each journal is 46 mm; and the crankshaft goes through the treatment of tufftride and
has a good fatigue strength and abrasive resistance.
Crankshaft Vibration Damper:
The silicon oil damper (outside diameter, Φ280 mm) is adopted, with good reliability
and effect, and torsional-vibration amplitude is controlled within 0.2°.
Flywheel:
The SAE1 flywheel is adopted, the gear ring has 136 teeth, and the matched clutch
wearing-piece has a diameter of Φ430 mm. Be noticed that it is clearance fit
between the SAE1 flywheel and gear ring. (16-hole flywheel)
Piston:
The forced cooling type of built-in oil-cooled gallery piston is applied, the piston is
manufactured by MAHLE 142 with a higher thermal load resistance, and the small
end of connecting rod is of wedge structure, which enhances the piston strength
accordingly. The first ring groove is inset by cast iron, which is required to have a
good sticking to the piston only so as to guarantee a good adhesive strength and
heat transfer effect. The piston has two gas rings and one oil scraping ring; the first
gas ring is the double ended trapezoidal tubbish ring in the cast-iron inset ring
groove, and the working surface is plated with chromium-based ceramic, which
benefits the running-in, anti-galling and antifriction effect. The second gas ring is a
surface-phosphatized complex-alloy tapered-face ring, with a ring height of 3 mm,
and the assembling clearance between the ring and ring groove is 0.08~0.115 mm.
The third ring is a coil-spring-loaded alloy cast iron oil ring, with a ring height of 4
mm, and the double-edged surface is plated with chromium, with a strong oil
scraping capability, and the clearance between the oil ring and ring groove is
0.04~0.075 mm. The piston pin hole has a diameter of Ф50 mm and the complex
molded lines are applied to the piston skirt to guarantee that the piston and the
cylinder casing are well contacted with each other, and there is a 0.02 mm-thick
spray coating of graphite for the skirt surface, which brings a good antifriction effect.
The compression height of piston is 80 mm, and the top land has a shallow ω-type
combustion chamber. The compression clearance after the piston is mounted in the
cylinder is 1 mm. The piston is cooled by engine oil via injection nozzle.
Piston Pin
The round structure with a diameter of Ф50 mm is applied, and its internal and
external surfaces both go through the treatment of carburizing and quenching, with a
case hardness of 57~65HRC.
Connecting Rod:
It is forged by means of forging die and the connecting rod body is thickened to bear
a maximum combustion pressure of 160bar. The connecting rod is 219 mm long, its

40
big

41
 Fig. 3-3 Main Moving Parts
1. Crankshaft 2. Crankshaft gear 3. Flat key 4, 5. Cylindrical pin 6. Flange 7. Shock absorber 8. Belt pulley 9. Hexagon bolt
10. Main bearing shell 11. Thrust plate 12. Connecting bar 13. Connecting-rod bolt 14. Connecting rod bearing shell 15. Piston 16. Piston
ring 17. Retaining ring
18. Piston pin 19. Retaining ring 20. Bush 21. Flywheel 22. Flywheel ring gear
 end is 46 mm wide, its small end is of wedge structure, and the thinnest part is about
29 mm. The chamfer angle of the big end of the connecting rod is 45°, with
application of zigzag positioning structure of 60° and two connecting-rod bolts of
M14×1.5 for the connection, and the screwing up of the connecting-rod bolts shall be
in conformity to the requirements of Rotation Angle Screwing Method.
The connecting-rod bolt has a performance grade of 12.9, 42CrAH being applied.
The rotation angle anti-loosening measures are applied to the connecting-rod bolts,
and in accordance with the requirements, the connecting-rod bolts are not allowed to
be reused or used beyond the limit so as to avoid fracture and collapse accidents of
the machine.
The small end of the connecting rod is manufactured by steel-backed copper-
aluminum alloy, with a thickness of 2.5 mm; and its lubrication groove is T-shaped,
with a big pressure bearing surface.
The weight difference between the connecting rods in the same group in the
installation is not more than 29g.
Connecting Rod Bearing Shell:
The steel-backed unequal-thickness bearing shell with a new plating material
(supplied by Miba) is applied to the connecting rod bearing shell; the upper and
lower bearing shells use different material, the upper bearing shell is able to sustain
a higher detonation pressure, and the two shells shall not be misplaced in the
assembly.
Main Bearing Shell:
The steel-backed equal-thickness bearing shell with a new plating material (supplied
by Miba) is applied to the main bearing shell and can sustain a higher detonation
pressure. The seven main bearing shells share the same width, and are all universal
and manufactured by the steel-backed tin-aluminum alloy, with a hardness of
HV35~45.

3. Valve Mechanism and Cylinder Head

Cylinder Head:
The special cylinder head for Euro III emission standard is applied, which is made
from NiCr pearlitic alloy cast iron. Each cylinder is provided with one cylinder head,
and a double-valve intake & exhaust and CEVB system is applied.
In order to prevent engine oil from coming into air passage through the gap of valve
guide, a sealing device is installed above the valve guide.
Each cylinder has four M16 king bolts and two M12 studs shared with adjacent
cylinders. The auxiliary nuts of studs are held down through the clamping blocks with
V-shaped pressure surface. The main bolts and auxiliary nuts are fastened by torque-
angle tightening method.
Valves:
The intake valve is made from 21-4N material, with a head diameter of Ф46.2mm,
and is nitrificated completely.
The exhaust valve is made by frictional welding of two high-temperature resistance
materials. The valve surface is treated with bead welding of stellite alloy F (P37). The
valve head has a diameter of Ф40.6mm, and the valve stem is chrome plated at its
surface.
 Fig. 3-4 Cylinder and Valve System
1. Cylinder head 2. Fuel injector bush 3. Valve guide 4. Valve locking clamp 5. Valve
spring 6. Upper seat of valve spring 7, 8. Valve bridges 9, 10. Rocker arms of intake
and exhaust valves 11, 12. Intake and exhaust valves 13. Valve tappet 14. Valve push
rod 15. Lower part of rocker arm bonnet 16. Seal ring of upper part of rocker arm bonnet
17. Upper part of rocker arm bonnet 18. Valve rocker arm seat 19. Cup ring 20.
Camshaft 21. Hexagon socket head screw 22, 23. Valve clearance adjusting screw and
nut
4. Overview of Fuel Supply System
The main components of the system are shown as follows, taking HPO fuel pump as
an example.
Engine ECU

Throttle position Fuel rail

sensor

Fuel rail pressure sensor

Fuel
temperature
sensor
Fuel injector

Pump control valve (PCV)

Coolant temperature
sensor Fuel filter (main)

1
Fuel filter
(auxiliary)

Cylinder
identification
sensor
(G sensor)
Crankshaft position sensor (NE
sensor)

44
 Fig. 3-5 Common Rail Fuel Injection System

The Generation II electronic control common rail fuel injection system from DENSO
Corporation is applied, the maximum common rail pressure of which can reach 180
MPa. It can achieve 5 times of fuel injection within one second, and can adjust fuel
injection quantity, times, common rail pressure and advance angle flexibly and
accurately based on rotation speed, fuel temperature, load, water temperature, boost
pressure, and the running status of engine and vehicle, so as to achieve the best
emission performance, noise level, power performance, economy, stability and low-
temperature starting performance of the engine, and the optimal maneuverability of
the vehicle. Now, WD615 model is calibrated according to Euro III emission
requirements, so only 140 MPa of the common rail pressure and two times of fuel
injection (main injection and pre-injection) are used. In this system, the fuel
atomization is enough to meet the regulatory requirements on particulates, while the
accurate electronic control of advance angle plus pre-injection can well meet the
regulatory requirements on NOx. If the full common rail pressure (180 MPa) as well
as the pilot injection, post injection and later injection all are applied, with adjustment
and calbrication plus the post-exhaust treatment system, such a system is fully
capable of meeting Euro IV emission requirements that is to be implemented. And
also, the system presents nice idle performance, for its electronic control system can
automatically balance the fuel injection quantity of each cylinder depending on the
difference of rotation speed for each cylinder in working so as to make the rotation
speed of all cylinders in working same with each other and thus achieve the stable
idle performance of engine.
The system mainly consists of fuel pump, common rail components, fuel injector
assembly, ECU control assembly and various sensors for different purposes.
1. HP0 fuel pump is applied. The lubricating oil required by the fuel pump comes
from an oblique oil hole at the left side of cylinder block, and the lubricating oil
returns back to the crankcase viz the lubricating oil pipeline.
2. In consideration of the reliability and service life of high-pressure common rail
fuel injection system, a primary filter is installed between the fuel tank and the
fuel pump, which is not provided along with the ex-factory engine while is
provided by the complete vehicle assemblage plant.
3. The 670* fuel injector assembly is applied in this system. There are two kinds of
QR code identification on the fuel injector assembly, of which, one is machine-
reading code and the other is the one with 30 characters for manual reading.
For replacement of fuel injector assembly, the compensation valve QR of the new
one should be written into the ECU control assembly by personnel of an authorized
service station.
(1) Fuel circuit system
The fuel pump is a “triple-cam” high-pressure plunger pump. As for the “triple-cam”, it
refers to the cam provided with three bumps for driving the fuel pumping plunger
(generally, only one bump is set on the cam). Thus, for each rotation circle of cam,
three fuel pumping actions can be achieved to enhance the fuel injection quantity by
three times. In particular, during the start of diesel engine, the increasing rate of oil
pressure inside the common rail can be accelerated to facilitate the start of diesel
engine. The oil return valve is equipped on the high-pressure fuel pump and the oil
return process would be started when the pressure inside the pump body exceeds
225kPa. Fuel filter is equipped with a limiting valve and the oil return process would
be started when the fuel pressure exceeds 319kPa. High-pressure fuel pump is
composed of two plunger pumps and each pump has a fuel-supply pressure

45
 regulating valve controlled by the ECU.
(2) Common rail system
Common rail is connected with the high-pressure oil pipe of each cylinder through the
flow buffer which is used to reduce the pressure fluctuation in the common rail and
high-pressure oil pipe and automatically cut off the oil supply to the injector when the
oil flow is excessive (leakage). The spring-type common-rail pressure controller
installed at one end of the common rail would automatically open to reduce the
pressure when the common rail pressure achieves 140Mpa and automatically close
when the common rail pressure drops to 30Mpa. The fuel pressure sensor installed
on the common rail is pressure-sensitive resistance type and provides the feedback
signal of actual fuel pressure inside the common rail to the ECU.
(3) Fuel injector system
The high-pressure fuel in the common rail directly flows into the fuel return passage
by which the needle valve and electromagnetic valve at the lower part of injector
control the control room at the top of hydraulic piston which is equivalent to a ram.
When the electromagnetic valve is cut off, the combustion pressures inside the
control room and the fuel chamber of needle body are equivalent. The fuel pressure
of upper part of hydraulic piston and the return spring force would get the needle
valve of injector closed, so that the injector does not spray. When the
electromagnetic valve is turned on, the fuel return passage of control room is open
and the fuel pressure on the upper part of hydraulic piston declines rapidly, so that
high-pressure fuel inside the fuel chamber of needle valve of injector to make the
injector spray the fuel.
5. Lubrication System
(1) Oil pan:
The punched large-capacity oil pan has a deep flanging with the joint surface of
crankshaft with a large stiffness. The lower joint surface is pressed by 12 supporting
blocks of oil pan and bolts M8, coupled with concave oil pan flexible gasket, so the
sealing performance is good, there is no oil penetration and the noise of diesel
engine is dramatically decreased. The whole series of oil pans are basically identical.
(2) Engine oil cooler:
Plate-type oil cooler can improve oil cooling effect obviously. The structure of oil
cooler has been inspected with vibration test and can fully guarantee the safety and
reliability. In order to prevent the damage of engine due to the oil lack caused by the
cooler blockage or the low oil temperature and large viscosity during the cold-start
process as well as the higher resistance of oil cooler, the safety valve (bypass valve)
of which opening pressure is 600 ± 50kPa is set in the oil circuit of engine.
(3) Main oil passage pressure limiting valve:
The main oil passage pressure limiting valve is located at the right lower position of
crankcase and protrudes in the inner chamber of oil pan. It adjusts the gasket to
ensure the opening pressure of 500 ± 50kPa. The valve has been corrected before
the assembly, so the user can not change it randomly.
(4) Engine oil filter:
The large-capacity oil filter can adapt to the more smoke of Euro III engine.
(5) Engine oil pump:
Oil pump is some kind of gear pump, and the number of teeth is 10. The thickness of
single-stage pump is 45mm. In addition to the dual-stage structure of road all-wheel
drive vehicle, other vehicle models are equipped with single-stage pump.

46
 Oblique oil Crankshaft main bearing oil Auxiliary oil Cooling oil nozzle of piston
passage passage passage

Main bearing Oblique oil

Camshaft bearing Valve mechanism

Internal chamber of
passage
Fuel injection

Camshaft of fuel
injection pump
oipassage
pump

piston
Main oil passage Turbocharger

Connecting rod

Mid-gear
bearing

Engine oil cooler Oil pressure sensor

Bypass valve

Engine oil filter

Pressure limiting valve of

main oil passage
Pressure limiting valve of engine oil pump

Engine oil pump

Oil pan

Fig. 3-6 Lubrication System

6. Cooling System
(1) Water pump:
The water pump of WD615 series of diesel engine is installed at the front of engine
with the volute casing cast as a whole above the timing gear chamber. The water out
of volute casing directly flows into the water chamber at the right side of body, and
the coolant crosses over the oil cooler and flows into the water interlayer of cylinder
barrel through the passage hole at the right bottom to cool the cylinder barrel and
then flows into the water chamber of cylinder head through the upper water hole to
cool the cylinder head, and finally is discharged from the water outlet of cylinder head
into the water outlet pipe of which end is equipped with a thermostat. The thermostat
has two outlets, of which one leads to the water tank and the other leads to the inlet
of water pump (that is, the small cycle). When the coolant temperature is at 80±2℃,
the thermostat starts to open and fully open when the temperature reaches 95℃, and
at this point, all of the coolant is pumped into the body after being cooled by the
radiator, but when the coolant temperature is below 80±2℃, the thermostat would cut
off above channel, so the coolant would directly flow into the inlet of water pump to
make the diesel engine warm up as soon as possible and meet the required thermal
conditions, so as to avoid the low-temperature wear and extend diesel engine life.
120cm3 of Shell Roller Bearing Grease A shall be added into the oil chamber of water
pump and there is a need to add the grease regularly.
(2) Expansion Tank:
This part is assembled by the whole-vehicle factory, and the diesel engine is not
equipped with this part when it leaves the factory. Its role is to eliminate the steam
from the low-pressure part of cooling system so as to prevent the air resistance
phenomenon and add the coolant. Pressure inside the expansion tank shall be
maintained at 50kPa and the location of expansion tank must be 400mm higher than
the diesel engine and radiator.
A variety of tank cap of cooling system shall be kept intact and closed. The cooling
system to maintain the internal pressure 50kPa will increase the cooling efficiency

47
 and prevent the boiling phenomenon.
(3) Fan:
The circular plastic fan with 10 blades of which diameter is not less than Ф640mm is
adopted.
The driving method of fan is divided into rigid drive and viscous drive (i.e., driven by
silicon oil clutch).
Viscous fan is controlled by a bimetal temperature sensing element according to the
temperature, so the energy-saving effect is obvious, and the more important is to
ensure the good thermal state of diesel engine, which is helpful to improve the engine
operation and prolong the service life. The main principle of such fan is that the
driving wheel inside the clutch shell is driven by the diesel engine, and the fan blades
and the shell are connected together as a whole, and there is a certain gap between
the driving wheel and the shell, and when the gap is filled with the silicone oil of
tremendous viscosity, the driving wheel drives the shell to rotate, but when the gap is
free of silicone oil, the driving wheel would idle (in fact, it is capable of driving the fan
to rotate at 25% of nB). Bi-metal tactile rod is the valve which regulates the silicone
oil to enter the work space, so that the operation of fan is controlled under the
temperature. When the front wind temperature of fan is below 40℃, bi-metal tactile
rod closes the valve of silicone oil silo, and at this time the driving wheel basically
does not pass the power and the driving wheel rotates at the 25% of nB,and when
the temperature is greater than 60℃, the valve of silicone oil silo is fully open and the
work space is filled with silicone oil, and at this time the rotation speed of fan is 95%
of the speed of driving wheel.
Attention shall be paid when using the viscous fan to that it is unallowable to lay
down the fan levelly after being removed, otherwise the silicone oil would leak from
the mating clearance of sensor shaft to lead to the failure of fan.

Fig 3-7 Cooling water circulation of cooling system

1. Water valve 2. Heating radiator 3. Exhaust pipeline of radiator
4. Cooling water discharge pipeline of engine 5. Water inlet pipe of heating radiator
6. Water outlet pipe of heating radiator 7. Limiting valve of expansion tank
8. Expansion tank 9. Thermostat 10. Water pump 11. Oil cooler
7. Air Intake/Exhaust System
(1) Air Intake Pipe:
The air intake pipe is made of the cast aluminum and there is only one type of air

48
intake pipe used for the supercharged diesel engine with the air inlet towards the free
end of diesel engine.
(2) Exhaust Pipe:
The exhaust pipe is made of the ductile iron and divided into two sections: front and
rear exhaust branch pipes which are connected and equipped with effective steel
seal ring. The rear exhaust branch pipe has a laminated double-outlet to make the
front three cylinders and rear three cylinders supply the wasted gas to the
supercharger without interference.
(3) Air Cleaner:
It is a two-stage cleaner, and the first stage is the cyclone dust collector, and the
second stage is the air cleaner paper core and security core. The maximum
resistance of air cleaner shall be less than 5kPa, and when the maintenance indicator
gets red, it is necessary to timely take the maintenance or replacement, otherwise the
power and service life will be affected.
When selecting and installing the air cleaner and its connecting pipe, the user shall
pay special attention to its tightness and reliability. Otherwise, the failure and the
short circuit of air cleaner would lead to the early engine wear and such abnormal
problems as the substantial increase in oil consumption, gas blowby in crankcase,
drop of engine power and black smoke before the engine achieves the required
service life, and even the serious wear of cylinder sleeve and piston ring, breakage of
piston ring and cylinder dent etc.
Air cleaner core shall be maintained according to the provisions timely. It is necessary
to tap the end face of core after it is removed from the air cleaner to make dust fall
down, and it is also allowable to lay down and roll the main core on the clean cement
floor to shake down the dust, but it is prohibited to strike with stick. If the conditions
permit, it is better to use the compressed air to blow from the inside out.
Attention:
a. Damaged cleaner core shall be replaced.
b. During the maintenance, the inside of core shall not be polluted.
c. The cleaner core shall also be replaced after the maintenance if the using period is
less than the maintenance cycle.
Supercharged and Intercooled System
(4) Supercharger:
The supercharger of WD615 Series of Euro III diesel engine is one kind of radial-
flow exhaust gas supercharger with a release valve which can effectively improve
the middle/low-speed performance and reduce the emissions. The oil for lubricating
and cooling the supercharger is inducted from the rear end of main oil duct of engine
and returns to the lower part of the crankcase.
Supercharger operates at a very high rotation speed (about 80,000 ~ 105,000r/min),
so the diesel engine can only load after idling appropriately (about 5min which can be
shortened in case of short-term parking). It is prohibited to stop the diesel engine
when it is running at high speed and large load and it is necessary to gradually
reduce the load and rotation speed and make it idle for 3 ~ 5min, otherwise it will
result in the damage and failure of supercharger bearing. It is necessary to add the
clean oil at the oil inlet after the supercharger is removed.
Supercharged intercooler:
It is under the empty - empty cooling form and the intercooler resistance shall be less
than 10.8kPa (rated operating conditions). Intercooler inlet is located at the bottom
and its size is Ф110mm or Ф80mm, and the size of upper outlet is Ф100mm.

49
  Note: It is necessary to ensure the sealing performance of supercharged
pipeline system and it parts and the heat dissipation of intercooler.

Section III Electronic Control System of Common-rail Engine

Engine ECU checks the status of the engine according to the signals from the sensors
constantly and then calculates the amount of fuel injection according to the engine state
etc. to start the actuator as well as keep the engine at the top condition. Injectors can be
started by the charging circuit inside the electronic drive unit (EDU) or the engine ECU.
The actuator circuit is different due to the specifications of different models. ECU also has
a diagnostic function which can be used to record the system failure.

I. Sensor
The sensors installed at the engine include: (provided by engine factory)
⑴ Ne Sensor (rotation speed sensor): (installed on the flywheel shell)
Crankshaft position sensor is installed near to the crankshaft timing gear or flywheel.
The sensor unit is electromagnetic induction (MPU) type. When the engine speed
pulse gear which is installed on the crankshaft goes through the sensor part, the
magnetic field of the coil inside the sensor changes, which produces the AC voltage.
Engine ECU would detect the AC voltage as the signal. The pulse times of engine
speed pulse unit depends on the specification of the vehicle installed with the sensor.

Direct measurement on the sensor (40:41): 125 ± 17Ω (20℃)

⑵ G Sensor (Cylinder detection sensor); (installed on the fuel pump)
The cylinder detection sensor of HP0 systems is installed on the fuel pump unit. The
sensor unit is magnetoresistive element (MRE) type. For the MRE sensor, when the

50
pulse-generating device gets through the sensor, the magnetic resistance changes
and the voltage going through the sensor also changes. The variation of enlarged
voltage of the internal IC circuit is output to the engine ECU. The pulse times of TDC
pulse-generating device depends on the specification of the vehicle installed with the
sensor.

⑶ Coolant Temp. Sensor: (installed on the water-out pipe)

Coolant temp. sensor is installed on the cylinder body to detect the coolant
temperature. The sensor is thermistor type.
⑷ Intake Temp.Sensor; (installed on the air intake pipe)
Intake temp sensor detects the temperature of air which has gone through the
turbocharger. The sensor part for detecting the temperature contains a thermistor.
The thermistor is used to detect the intake air temperature, and its resistance value
varies with temperature.

51
⑸ Fuel Temp.Sensor; (installed on the oil-return connecting seat)
This is a thermistor type sensor and can detect the fuel temperature. In the HP0 system, the
sensor is installed in the overflow pipe of injector.

　 　　　　　 ℃ -30 -10 0 30 50 80 100

Water temp sensor

25.4 9.1 5.7 1.6 0.8 0.3 0.18
(KΩ)

Intake temp sensor

25.4 9.1 5.7 1.6 0.8 0.3 0.18
(KΩ)

Fuel temp sensor (KΩ) 25.4 9.1 5.7 1.6 0.8 0.3 0.18

⑹ Intake Press. Sensor; (installed on the intake pipe)

The sensor is the semiconductor type. It uses the piezoelectric effect that the change
of the pressure of silicon element inside the sensor would lead to the change of the
resistance. When the engine is idling, the intake pressure is same as the atmospheric
pressure. In case of the large power, intake pressure can reach more than 220Mpa.

⑺ Rail Press. Sensor; (installed at the left side of common rail)

See the section of oil pump of fuel system for details.
⑻ Oil Press. Sensor (electronic oil pressure sensor is optional)
⑼ Diesel moisture alarm sensor (installed on the diesel prefilter) (optional)
The sensors installed on the vehicle include: (provided by whole-vehicle factory)
⑴ Accel Pedal Sensors No.1 and 2
Accel pedal sensor converts the opening of accelerating pedal into the electronic
signals, and output it to the engine ECU. Such sensor is a non-contact type sensor.
Connecting rod and accelerator pedal are driving together, and the output terminal
voltage would change according to the rotation angle of connecting rod. In addition,
since there are two sensor output systems, it will produce a compensation output
voltage.

52
 Opening of Accelerator 0% Opening of Accelerator 100%
APP1
Voltage
(21:135) 0.75V Voltage 3.84V
Accelerating
Pedal
Opening of Accelerator 0% Opening of Accelerator 100%
APP2
Voltage 0.37V Voltage 1.92V

⑵ Vehicle Speed Sensor; (installed at the output terminal of gearbox)

If the whole-vehicle factory decided to use the cruise and speed-limiting etc.
functions, the signal of speed sensor shall be input into the ECU (ECU27 pin).
The methods for inputting the speed sensor signal into the ECU include the following:
One is that a circuit of signal is directly connected to pin No.27 from the speed
sensor, while the K value of odometer of each vehicle model shall be provided to the
engine factory (Pulse / km), K = 8,000 × I / (2ΠR × Y), of which: R: tyre radius; I: rear
axle ratio; Y: 1st reduction ratio of gearbox (e.g. 1.545).
The other is that a circuit of signal is connected to pin No.27 from the output terminal
of speed meter (C3 signal), and its K value is fixed, usually 4,000 /km.
⑶ PTO Accel Sensor; (installed on the superstructure of engineering vehicle)
Actually, PTO refers to a kind of power take-off when the engine is idling and is
composed of power take-off switch (PTO-SW) and PTO potentiometers (AD10).
During the operation, the engine shall be at the idle state, that is, the engine shall be
in the neutral gear and the clutch shall be released. It is first necessary to close the
PTO switch to get the ECU into PTO mode, and then turn the PTO potentiometer, so
ECU receives the varied voltage of potentiometer to increase the idle speed of
engine according to the calibrated MAP.
⑷ Idle Speed Control Volume Sensor
The idle speed of engine can be manually regulated by manipulating control
potentiometer of idle speed volume (it is usually able to raise up 150rpm or so). Try
not to adjust.
Idle speed is based on the water temperature: when the water temperature is -30℃,
idle speed is 850rpm; water temperature is -20℃, the idle speed is 800rpm; water
temperature is -10℃, idle speed is 750rpm; water temperature is 0℃, idle speed is
700rpm; water temperature is 40℃ above, idle speed is 650rpm.
II. Switch
⑴ Key SW;
⑵ Starter SW;
⑶ Exhaust Brake SW; (located at the left side of clutch pedal)
⑷ Clutch SW;
⑸ Brake SW;
⑹ Neutral SW; (installed on the gearbox)
⑺ Diag SW;
⑻ AC SW;
⑼ Cruise Main SW;
⑽ Cruise Set SW;

53
 ⑾ Cruise Resume SW;
⑿ Warm Up SW;
⒀ Tractor SW;
⒁ PTO SW;
⒂ Engine Stop SW
⒃ Reverse SW.
III. Relay
⑴ Glow Relay;
⑵ Main Relay;
⑶ PCV Relay;
⑷ Starter Relay;
⑸ Exhaust brake relay;
⑹ Bleeder relay1, bleeder relay2 (optional);
⑺ Brake Relay (for acquiring the signal of brake indicator lamp).
IV. Actuator
PCV×2 2 pressure control electromagnetic valves of oil supply pump; (installed on
the top of fuel pump)
See the injection pump for details.
Injector×6 6 electromagnetic valves of injector; (installed at the rear of injector)
See the injector for details.
6 electromagnetic valves of bleeder brake device (optional for engine), DC24V,
0.78A/piece.
V. Indicator Lamp
⑴ Exhaust Brake Lamp;
⑵ Check Engine Lamp;
⑶ Heater Lamp.
VI. Communications Data Connection
⑴ CAN1 port is used for accessing the diagnostic tools and SOB data read-in;
⑵ CAN2 port is used for the connection between the ECU sensor information and
whole-vehicle instrument;
⑶ (SINK) TAC2 is the signal output of ECU rotation speed sensor.
VII. Circuit Control Part
See the Appendix 6 of 3 rd grade teaching material - High-voltage Common-rail
Wiring Harness Circuit Diagram

54
 Fig. 3-8 High-pressure Common-rail Engine
1.NE rotation speed sensor 2.4-core connector of injectors and bleeder brake devices of cylinders No.1~6 3.Water-out temperature sensor
4.Intake heater 5.Intake press sensor 6.Intake temp sensor 7.Rail press sensor 8.PCV1 electromagnetic valve of oil supply valve
9.PCV2 electromagnetic valve of oil supply valve 10.G Cylinder detection sensor 11.Engine shutdown switch wire under the vehicle
12.Harness assembly (connecting upper ECU of whole-vehicle) 13.The length between the specified engine harness outlet and ECU is
calculated from this point. 14.Oil-return temperature sensor

56
 ection IV. Main Parts of Fuel System
The main parts of fuel system are fuel pump, common rail components, fuel injector assembly,
ECU control assembly and various sensors.
I. Fuel Pump
Generally, the HP0 fuel pump is composed of the pressure transfer system in traditional in-
line (two-cylinder) pump, the PVC (pump control valve) controlling fuel displacement, the
crankshaft position sensor (G sensor) and the fuel inlet pump.

Appearance (Referential) Sectional Model

PCV (Pump Control Valve)

Fuel Outlet Valve Plunger

Overflow Valve

Crankshaf Position Sensor (G

Sensor)

Pulse of G Sensor Fuel Inlet Pump

Tappet
Cam × 3

The functions of parts of fuel supply pump are listed in the following table:

Part Function

It sucks the fuel from the fuel tank, and then supplies
Overflow valve this fuel to the pumping mechanism

Pump control valve (PCV) It regulates the fuel pressure in fuel pump.

Pumping mechanism It controls the fuel volume of fuel supply rail.

Cam It drives the tappet.

Tappet It transfers the reciprocating motion to the tappet.

Pumping
mechanism Plunger It reciprocates to pump and compress the fuel.

It stops the fuel sucked to fuel rail from reversely

Fuel outlet valve flowing.

Crankshaft position sensor (G

sensor) It identifies cylinders of engine.
 External Motor
To Pump Chamber

Suction Port Drain Port

From Fuel Tank

Internal Motor

1. Fuel Inlet Pump

The oil inlet pump (integrated in the fuel pump) sucks the fuel from the fuel tank, and then
supplies this fuel to the pump chamber via the fuel filter. There are two kinds of fuel inlet
pumps, i.e. trochoid pump and impeller pump. The functions of trochoid fuel inlet pump are
specified below. The camshaft drives the internal/external rotor of fuel inlet pump to rotate.
According to the space produced by motion of internal/external rotor, the fuel inlet pump
inhales the fuel to the suction port, and then pumps this fuel to the drain port.
2. Pump Control Valve (PCV)
The PCV regulates the pressure of fuel rail by adjusting the fuel discharge volume of fuel
pump. The fuel volume discharged to fuel rail by fuel pump is subject to the timing of
electricity imposed on PCV.
The fuel is inhaled to the fuel inlet pump from the fuel tank, and then transferred to the
pumping mechanism via the pump control valve (PCV). To regulate the pressure of fuel rail,
the PCV adjust the fuel volume sucked by pumping mechanism to the necessary discharge
volume, and then pumps the fuel to the fuel rail via the fuel outlet valve.
The working principle of PCV is shown in the following figure:

58
 Discharge Volume
Suction Stroke Compression Stroke

Cam Elevation

Preliminary
Open Valve
Stroke
Working Principle of Close Valve
PCV

At the Time of Increased At the Time of Decreased

Discharge Volume Discharge Volume

Working Principle of Pump

Necessary Discharge Volume

for Pumping

Return

From Fuel Tank

To Fuel Rail
Pumping Mechanism

Fuel Outlet Valve

Plunger

The action of PVC during each stroke is listed in the following table

Stroke Working Principle

(1) Suction During the falling stroke of plunger, the PCV opens, and the low-
Stroke (A) pressure fuel is inhaled to the plunger chamber via the PCV.

(2) Preliminar When the plunger comes into the rising stroke, the PCV is turned
y Stroke on but not energized. Meanwhile, the fuel inhaled via PCV, without
(B) coming into the compression stroke (preliminary stroke), will return
through the PCV.

(3) Pumping Electric power is provided to turn off the PCV and close the fuel
Stroke (C) return passage when the timing is suitable for the discharge
volume. At this time, the pressure in plunger chamber rises.
Therefore, the fuel flows through the fuel outlet valve (reverse
cutoff valve), and then is pumped to the fuel rail. In details, after the
PCV is turned off, the elevation volume of plunger becomes the
discharge volume, which can be controlled by changing the closing
timing of PVC so as to govern the pressure of oil rail.

(4) Suction When the camshaft exceeds the maximum elevation, the plunger
Stroke (A’) will come into the falling stroke, and the pressure in plunger
chamber will reduce. At this time, the fuel outlet valve is closed,
and fuel pumping is stopped. Furthermore, the PCV will be de-
energized and opened, and the low-pressure fuel will be inhaled to
the air chamber. In details, the system will comes into the Mode A.

The execution circuit is shown in the following figure. The ignition switch turns on or off the
PCV relay to apply the electricity onto the PCV. According to the signals transmitted by each
sensor, the ECU controls the opening/closing timing of PCV, determines and ensures the
target fuel supply volume to provide the optimal fuel rail pressure.

59
 From PCV Relay

To Fuel Rail

PCV Relay Ignition Switch

Engine ECU

3. Pumping Mechanism
The camshaft is driven by the engine, and the cam pumps the fuel supplied by fuel inlet
pump through the driving effect of tappet on plunger. The discharge volume is controlled by
the PCV. The fuel is pumped to the cylinder from the fuel inlet pump, and then transferred to
the fuel outlet valve.

PCV (Pump Control

Valve)
Fuel Outlet Valve

To Fuel Rail

Plunger

Camshaft

Cam (Triangular: Six-

Fuel Inlet Pump Pulse of G Sensor cylinder)

4. Crankshaft Position Sensor

When the pulse producer device passes the crankshaft position sensor (TDC (G) Sensor),
the magnetic resistance will vary, and the voltage passing this sensor will also change. The
change of voltage will be amplified by the internal IC circuit and then output to the engine
ECU. There is a disk gear at the centre of camshaft for fuel pump. On this gear, a notch is
made for each 60°, and an additional notch is provided. Thus, once the engine (with six
cylinders) rotates for two circles, this gear will output seven pulses. With the engine rotation
speed pulse and TDC pulse combined beside the engine, the pulse behind the additional

60
 notch pulse can be identified as 1# cylinder.

Cylinder Identification
Sensor (G Sensor)

G Pulse of 1# Cylinder
G Pulse Standard G Pulse of 6# Cylinder
Identifying G Pulse of 1# Cylinder

Ne Pulse
Standard Engine Rotation Speed Pulse of 1# Cylinder Standard Engine Rotation Speed Pulse of 6# Cylinder

5. Air Bleeding of Fuel Circuit

Screw off the 10mm bolt, pump the manual fuel pump, and screw down the bolt when there
is no air at the bolt. You must remember that it is forbidden to bleed the air by screwing off
the bolt for fuel return valve (since it is very easy for the steel ball and spring in such a valve
to fall off.)

Manual Fuel
Pump 10mm Bolt

Plunger Pump
Bolt for Fuel Return
Valve
Fuel Inlet
Tube of
Fuel Pump

G Sensor (Slave
NE Sensor)

Feeding Pump Drive Shaft

Cam

Note: After replacing the MANN HUMEL fuel filter, you must open the fuel inlet pipe of fuel

61
 pump to bleed the air, and then screw off the 10mm bolt to bleed the air. Alternatively, you
may fill the prefilter with diesel oil and then conduct installation. Or else, it is very difficult to
completely bleed the air from the low-pressure fuel circuit, and this will disable the engine
from starting up.

II. Common Fuel Rail

The fuel rail functions to distribute the fuel pressurized by fuel pump to the fuel injector of
each cylinder. The shape of fuel rail depends on vehicle type, and different parts are used
for different vehicle types. The parts included in fuel rail are fuel rail pressure sensor (Pc
Sensor), pressure limiter, possibly flow buffer and pressure relief valve (for some vehicle
types).
Parts and their working principles are listed in the following table:

Part Function

It stores the pressurized fuel pumped from fuel pump, and then
Fuel Rail distribute the fuel to fuel injector of each cylinder.

It opens the valve to release the pressure, if the pressure in fuel rail
Pressure Limiter is abnormally high.

Fuel Rail Pressure

Sensor (Pc Sensor) It detects the pressure in fuel rail.

It lowers the fuel pressure pulse in fuel rail. If the fuel overflows, the
buffer will close the fuel passage to prevent the further fuel overflow.
Flow Buffer
Generally, such buffers are used together with engines for large
vehicles.

62
 Fuel Rail Flow Buffer

Pressure Fuel Rail Pressure Sensor (Pc

Limiter Sensor)
1. Pressure Limiter
If the pressure in fuel rail becomes abnormally high, the pressure limiter will act (open); after
the pressure has fallen to the certain level, this limiter will reset (close), and the fuel released
by pressure limiter will return to the fuel tank.

Pressure Limiter

Closed
Abnormal High Pressure
Open Valve
Fuel Leakage Passage (to
Fuel Tank) in the Case of
Open Valve

Close Valve

Return

Open
Pressure in Fuel Rail

The operating pressure of pressure limiter is subject to the vehicle type. The opening
pressures for valve and SINOTRUK engine are 140~230MPa and 160MPa respectively, and
the minimum pressure is 30MPa.
2. Fuel Rail Pressure Sensor
The fuel rail pressure sensor (Pc Sensor) is mounted on the fuel rail. It detects the fuel
pressure in fuel rail, and then sends the signals to the engine ECU. This sensor is a
semiconducting one, which utilizes the piezoelectric effect that the resistance changes when
the pressure is imposed on the silicon elements.

63
 Output Voltage — Common Rail
Sensor Circuit Pressure Characteristic

Output Voltage
Fuel Rail Pressure

Common-rail Pressure Sensors (121 and 134): 650rpm 44MPa 1.72V

2,370rpm 103MPa 2.70V
3. Flow Buffer
The flow buffer can reduce the pressure pulse in pressurizing pipe and provide the fuel to
the injector by stable pressure. Besides, this buffer cuts off the fuel passage to prevent
abnormal fuel discharge when excessive fuel discharge (such as the fuel leakage in injection
pipeline or fuel injector) takes place.

Piston Seat

Spring

When the pressure pulse arises in the high-pressure pipe, the resistance produced by such
a pressure pulse during passing the measuring hole breaks the balance between fuel rail
side and fuel injector side, so that the piston will move to the fuel injector side to absorb the
pressure pulse. In the presence of normal pressure pulse, the fuel injection will stop as the
fuel flow reduces. When the fuel flow passing the measuring hole increases, the pressure
between fuel rail and fuel injector will gradually come into equilibrium. As a result, the piston,
under the effect of spring pressure, will be pushed back to the fuel rail side. However, if there
is any abnormal flow condition due to fuel leakage or similar causes on fuel injector side, the
fuel having passed through the measuring hole will lose balance. Therefore, the piston will
be pushed to withstand the seat, resulting in closing of fuel passage.

64
 •Pressure Pulse Absorption Period •Fuel Cutoff Period

Piston Seat

Measuring Hole Spring

III. Fuel Injector

According to the signals given from ECU, the fuel injector injects the pressurized fuel in fuel
rail into the engine combustion chamber with the optimal injection timing, injection volume,
injection rate and injection mode. This fuel injector use the two-way valve (TWV) and
measuring hole to control the fuel injection. The TWV controls the beginning and ending of
injection by means of governing the pressure in control chamber, and the measuring hole
controls the injection rate in manner of limiting the opening speed of nozzle. The control
piston opens and closes the valve by controlling the pressure transferred from control
chamber to nozzle needle. When the nozzle needle valve opens, the nozzle will atomize the
fuel and then inject it.
1. Working Principle

Fuel Rail Pressure

Sensor

Measuring Hole

Control Chamber

Fuel Rail

Control Valve

Fuel Pump
Nozzle Needle

Nozzle

To ensure the high pressure, the SINOTRUK engine is equipped with a Japanese G2
electronic fuel injector, which has been improved in many aspects, such as pressure
strength, sealing performance and pressurized abrasion durability. Also, its operability under
high speed has been enhanced, so that more accurate injection control and multiple
injections can be realized.

65
 To Fuel Tank Connector

High-pressure
Fuel (from Fuel
QR Code (□ 9.9mm) Rail)

ID Code

The multiple injection is applied to the high-pressure common rail technology for the purpose
of meeting Euro III Emission Standard. The multiple injection means that: the main injection
is divided into 1~5 times to reduce waste gas and noise emission, with the total injection
volume unchanged.
For Example, Five-time Injection Mode
Injection Volume

Main Injection

Piloted Injection Pre-lnjection Post-injection Subsequent

Post-injection

time

The fuel injector controls the fuel injection according to the fuel pressure in control chamber.
The TWV manages the fuel leakage in the control chamber, so as to adjust the fuel pressure
in control chamber. Different fuel injectors require different TWVs.

Stroke Working Principle

No Injection When the TWV is not energized, it cuts off the overflow passage of
control chamber, so that the fuel pressures in control chamber and that
applied onto the nozzle needle will be equal to the fuel rail pressure.
When the pressure imposed on control piston surface differs from the
spring force of nozzle, the nozzle needle will close to stop the fuel
injection. The oil outlet measuring hole will be directly closed under the

66
 effect of spring force so as to cut off the overflow passage of control
chamber.

When the TWV is energized, it will be pulled up to open the overflow

passage of control chamber. With the overflow passage opened, the fuel
will flow out of control chamber, and the pressure will fall. Since the
pressure in control chamber falls, the pressure at nozzle needle
overcomes the downward force to push the nozzle needle upwards so as
to start the fuel injection. When the fuel overflow from the control
Injection
chamber, the fuel flow will be limited by the measuring hole and
accordingly the nozzle will gradually open. The injection rate will rise, as
the nozzle opens. With the current continuously imposed onto the TWV,
the nozzle needle will finally reach the maximum elevation and maximum
injection rate. The redundant fuel will return to the fuel tank via the
passage as shown in the figure.

When the energization ends, the TWV will fall to close the overflow
Injection passage of control chamber. Consequently, the fuel pressure in control
End chamber will immediately become equal to the fuel rail pressure, and the
nozzle will directly close to stop the fuel injection.

Overflow
Passage To Fuel Tank
Electromagnetic Coil

Drive Current Drive Current Drive Current

Fuel Outlet
Measuring Hole
Fuel Rail
FuelInlet Measuring
Hole
Control Chamber
Control Chamber Control Chamber Control Chamber
Control Piston Pressure Pressure Pressure

Nozzle
Injection Rate injection Rate Injection Rate

No Injection Injection Injection End

2.Drive Circuit

67
 A high voltage is set as executive voltage in order to improve the sensitivity of fuel injector
and quicken the magnetization of electromagnetic coil as well as the response of TWV. The
charging circuit in EDU or in ECU enhances the corresponding voltage of storage battery to
100V, which will be imposed onto the fuel injector according to the signals given from ECU
so as to drive the fuel injector.
3. (QR) Code
The QR (Quick Response) codes are used to improve the correction precision. The QR
codes include the correction data of fuel injector, and such codes are written into the engine
ECU. The QR codes largely increase the numbers of correction points for fuel injection
volume so as to greatly improve the precision of fuel injection volume.
The QR Code is a kind of two-dimensional code developed by DENSO Corporation. These
QR codes include not only the correction data on fuel injection volume but also the part
numbers and product numbers, and these codes can be read at a very high speed.
Fuel Injection Volume

•Correction Point for QR Code

QR Code (Example)
Pressure
Parameter

ID Code
Drive Pulse Width TQ
The engine ECU identifies and corrects the fuel injector which has QR codes. Therefore, it is
required to register the ID codes of fuel injector into the engine ECU after you replace the
old fuel injector or engine ECU with a new one. See below for the replacement procedure of
fuel injector (you must register the ID code of new fuel injector into the engine ECU):

68
 Fuel Injector after
Replacement It is impossible for the engine ECU to identify the ID
code of new fuel injector.

It is required to register the ID codes of fuel injector into

the engine ECU
Engine ECU;

Fuel Injector on the

Side of Vehicle No ID code is stored in the engine ECU,
and the engine ECU can not identify the
fuel injector.

It is required to register the ID code of fuel injector

into the new engine ECU.
Engine ECU after
Replacement

If the engine ECU is replaced by a new one, you must register all ID codes of fuel injectors
used in the vehicle into the new engine ECU.

69
 Section V. Use of Malfunction Diagnosis Software for Common-rail Engine
For details, see Annex IV of Class III Teaching Material, i.e. Installation and Use of High-pressure
Common-rail Diagnosis System.

Section VI. Use of Trouble Lamps and Trouble Code List for Common-rail
Engine

For details, see Annexes I and III of Class III Teaching Material, i.e. Procedures for Flash Code
Diagnosis of Malfunction Lamp and Flash Code List for Malfunctions of High-pressure Common-
rail Diesel Engine.

70
 Chapter IV D10 Engine

The D10 National III (common-rail) Series Engine is a high-speed diesel engine which is
provided with advanced foreign technology and manufactured in China. This engine is
characterized by compact structure, reliable use, wonderful dynamical and economical
technological indices, quick startup, simple operation and easy maintenance. It meets the
requirements specified in National III Emission Standard (i.e. the requirements of National
Emission Standard for Stage III), and can be used as an ideal matching power for heavy-duty
vehicles, passenger cars and truck cranes.

Fig. 1 D10 Engine

71
 1. Turbocharging and Intercooling System
1) Turbocharger:
The D10 National III two-valve (common-rail) series engine uses a radial-flow exhaust-gas
turbocharger, which is provided with air bleed valve. This turbocharger can effectively
improve the vehicle performance under low or medium running speed and reduce the
exhaust gas emission. The engine oil used for lubricating and cooling turbocharger is
guided out from main oil passage of engine and directly returns to the lower part of
crankcase.
The turbocharger works at a very high rotation speed that may reach 105,000r/min. So,
after the diesel engine starts up, loads shall not be added to the diesel engine unless an
adequate time (approximately 5 minutes, or slightly less in case of short shutdown) is given
for the engine to idly run. When the diesel engine runs at the high speed and under the
heavy loads, it shall not be immediately shut down. Instead, you shall gradually reduce the
load and rotation speed of engine, and make the engine idly run for 3~5 minutes. Or else,
the turbocharger bearing will be damaged and disabled. For a disassembled turbocharger,
you shall add clean engine oil into its oil inlet when reassembling it.

Fig. 6 Intake and Exhaust System of D10 Turbocharger

72
73
 Table 1 List of Special Parts for A7 Series Engine
1 气缸体 Cylinder body AZ1099010079
2 曲轴箱 Crankcase 1615000010369
3 进气管垫片 Gasket for intake pipe VG1500110024
4 进气管 Intake pipe VG1500119087
5 双头螺柱 Double-head stud Q1201030F3
6 六角螺母 Hexagonal nut Q340B10
7 波形弹性垫圈 Corrugated elastic washer Q41810
8 进气接管 Intake connecting pipe VG1095110100
9 第一、二缸排气歧管 Exhaust manifold for 1# and 2# cylinders VG15401101145
1
0 第三、四缸排气歧管 Exhaust manifold for 3# and 4# cylinders VG15401101146
11 第五、六缸排气歧管 Exhaust manifold for 5# and 6# cylinders VG15401101147
1
2 排气管密封环 Seal ring for exhaust pipe VG1540110005
1
3 排气管垫片 Gasket for exhaust pipe VG1560110111
1
4 排气管坚固螺栓 Fastening bolt for exhaust pipe VG1246110052
1
5 支架 Support VG1099110006
1
6 支架 Support VG1095110102
1
7 六角头螺栓 Hexagonal bolt Q150B0820
1
8 六角头螺栓 Hexagonal bolt VG1560110241
1
9 废气涡轮增压器 Exhaust-gas turbocharger VG1099110012
2
0 增压器垫片 Turbocharger gasket VG1540110017
2
1 增压器进油管 Oil inlet pipe for turbocharger VG1099110009
2
2 进油管法兰 Flange for oil inlet pipe VG1099110008
2
3 进油管垫片 Gasket for oil inlet pipe VG609E110050
2
4 内六角圆柱头螺钉 Inner hexagonal cylindrical-head bolt 90003862428
2
5 自锁垫圈 Self-locking washer VG188250083
2
6 增压器回油管总成 Oil return pipe assembly of turbocharger VG1099110011
2
7 回油管法兰垫片 Flange gasket for oil return pipe VG2600110048
2
8 回油管螺栓 Bolt for oil return pipe VG1460070014
2
9 密封圈 Seal ring VG190320035
3
0 夹子 Clamp VG1560110226
3
1 带
管纤维夹层橡胶软 Rubber hose with fiber interlayer VG1540110034
3
2 软管卡箍 Hose clamp 90003989318
3
3 增压器联接弯管 Bent connecting pipe for turbocharger VG1095110101
3
4 增压器进气管 Intake pipe for turbocharger VG1099110003
3
5 前隔热罩 Front heat isolation cover VG1099110004
3
6 后隔热罩 Rear heat isolation cover VG1099110005
3
7 小垫圈 Small washer 190014320002
3
8 隔热罩螺栓 Bolts for heat isolation cover VG2600110963

74
 Chapter V D12 Engine
The D12 Series engine is an achievement of independent development and design by
SINOTRUK. SINOTRUK conducted the joint design with the foreign manufactures and used the
world leading design measures and test methods to make the engine meet the Euro II and Euro
III Emission Standards. SINOTRUK only took 3 years to successfully develop the D12 Series
engine, whose basic targets are a power of 460hp, a B10 service life up to 1,000,000km and a
total noise lower than 97dB. Holding the independent intellectual property, the D12 National III
diesel engine uses the Japanese DENSO new-generation common-rail fuel system and the four-
valve structure.

Fig. 1 Complete Appearance of D12 Engine

Fig. 2 External Characteristic Curves of Fig. 3 External Characteristic Curves of

D12.46-30 Diesel Engine D12.42-30 Diesel Engine

75
 Fig. 4 Total Power Curves of D12.38-30 Diesel Engine Fig. 5 Total Power Curves of D12.34-30 Diesel Engine
Section 1 Basic Structure of D12 Engine

The D12 Series diesel engine is marked by compact structure, good rigidity, reliable operation,
long service life, outstanding performance and ideal economy. Its structural characteristics are
summarized as follows:
 The D12 diesel engine keeps some design characteristics of WD615 diesel engine, i.e. the
one cover for each cylinder, the frame structure, the dry cylinder liner and the cylinder centre
distance equal to cylinder diameter.
 Structurally, each cylinder of D12 diesel engine has four valves, which provides the less air
exchange loss and the higher charge coefficient. Meanwhile, the fuel injector is set at the
middle position to enhance the quality of fuel atomization.
 The rear gear drive (on flywheel end) design provides the lower gear noise.
 Equipped with the DENSO new-generation electronic-control common-rail fuel system, the
D12 Euro III Series diesel engine allows the fuel injection which is conducted for 5 times in
each cycle. The maximum common-rail pressure of UHD pump may reach 160MPa, and the
DLC fuel nozzle works more reliably.

1. Engine Body, Crankcase and Flywheel Housing

The engine body and crankcase are made of high-strength gray cast iron and spheroidal
graphite cast iron respectively. The part above the crankshaft center line is the engine body, and
the part beneath that line is the crankcase. Because there is no gasket between the engine body
and crankcase, you shall clean their joint surfaces and apply the sealant (LOCTITE 510) to these
surfaces before connecting the engine body and crankcase. After connecting the engine body
and crankcase, you shall screw down 14 M18 bolts for main bearing as specified, and then screw
down 24 M8 hexagonal bolts of both sides. The whole engine body has a high rigidity, which
helps to enhance the reliability and service life of whole engine and abate the vibration and
noise.
Seven layers of main bearings are mounted on the engine body, and their widths are the same.
The thrust plates are set on both sides of the sixth main bearing.
The engine body is provided with a dry cylinder liner structure, and there is a transitional
connection between the cylinder liner and engine body cylinder hole. The special platform

76
reticulate pattern is provided to the inner surface of cylinder liner to effectively quicken the
running-in and enhance the abrasion durability.
The front of engine body is connected with the front encloser, and their joint surfaces shall be
coated with the sealant (LOCTITE 518). The rear of engine body is connected with the flywheel
housing via the transition plate for flywheel housing. A through main oil passage is located on the
left on engine body, and an (non-through) auxiliary oil passage is set on the right of engine body.
Six cooling nozzles are connected with the auxiliary oil passage and inject the fuel to cool down
the piston.
Seven layers of cam bearing seats are installed on the left inside engine body. On the left side of
engine body, the water chamber including an engine oil cooler is connected with the water
interlayer of engine body cylinder barrel. There is a joint surface for installing engine oil cooler at
the downside of engine body assembly. The engine oil cooler assembly is firmly pressed by 4 M8
bolts, and the joint surface shall be coated with the sealant (LOCTITE 518) before pressing.
The flywheel housing is made of the high-strength gray cast iron so that the whole structure
holds the relatively high strength and rigidity. Thanks to the rear gear train configuration, the
flywheel housing functions to support the gear chamber.

Fig. 5 Section View of Cylinder Body

1. Engine Body; 2. Crankcase; 3. Cylinder Liner; 4. Front Encloser; 5. Front Oil Seal; 6. Bolt for
Main Bearing; 7. Rear Oil Seal; 8.Transition Plate for Flywheel Housing; 9.Flywheel Housing; 10.
Double-head Stud of Cylinder Cover

2. Crank Connecting Rod Mechanism

A. Crankshaft:
The crankshaft of D12 Series diesel engine is formed by stamp forging and made of 42CrMo
steel, and it has 12 counterbalances. Processed by soft nitriding, the crankshaft holds good
fatigue resistance and abradability.
A crankshaft gear is located in front of crankshaft. When installing this gear, you shall heat it
to 190℃ as specified and then press it into the crankshaft.
The crankshaft of D12 Series engine is longer than that of WD615 Series engine.
B. Crankshaft Shock Absorber:

77
 The crankshaft shock absorber in use is a silicon-oil shock absorber, which provides reliable
performance and good effect and controls the torsional vibration amplitude within 0.2°.
C. Flywheel:
The flywheel in use is an SAE1 flywheel, whose gear ring has 136 teeth. Note that: When
the SAE1 flywheel fits the ring gear, there is a clearance between them.
D. Connecting Rod:
The connecting rod is formed by stamp forging, and its body is thickened to endure a high
explosive pressure up to 165bar. The big end of connecting rod has a 45° chamfer angle.
This connecting rod is positioned in the form of zigzag and connected by two connecting rod
bolts. Such bolts shall be screwed down according to the requirements of Angle Tightening
Specification.
These connecting rod bolts are disposable parts, so that they shall not be reused, or else the
accidents such as bolt breakage and machine damage may occur.
The connecting rod bearing shells in use are coated with new materials and its steel
backings are unequal in thickness. Note that: The upper and lower bearing shells are made
of different materials and the upper bearing shell can endure the higher explosive pressure.
When conducting installation, do not transpose the upper and lower bearing shells.
E. Piston:
The piston in use is a forced-cooling built-in piston for oil cooling passage, and it is made of
the new material MAHLE 142, which can tolerate the higher thermal loads. The small end of
connecting rod takes a wedgy structure which can enhance the piston strength. The first ring
groove uses a cast iron ring, which requires the wonderful bonding with piston body so as to
ensure the good bonding strength and heat transfer effect. Two compression rings and an oil
scrapping ring are set on the piston. Among these three rings, the first compression ring is a
two-sided trapezoidal ring, which lies in the cast iron ring groove. The working surface of this
ring is coated with chrome-based ceramic, which helps to running-in and abates scuffing and
abrasion. The second compression ring is a multiple-alloy tapered ring, whose surface has
been phosphorized and height reaches 3mm. The fitting clearance between this ring and
ring groove is 0.08~0.115mm. The third ring is a spring alloy cast iron oil ring, whose height
hits 4mm. For this ring, the surfaces of its two blades have been plated with chrome, and
this ensures the considerable oil scrapping ability. The clearance between this ring and ring
groove is 0.04~0.075mm. The diameter of piston pin hole is 52mm. The complicated molded
lines are applied to the piston skirt in order to guarantee the good contact between piston
and cylinder liner. A layer of graphite as thick as 0.02mm is coated to the surface of piston
skirt, functioning to effectively reduce abrasion.
The compression height of piston is 88.6mm, and a shallow ω-shape combustion chamber is
mounted on the top of piston. After the piston has been installed in the cylinder, the
compression clearance shall be 1mm. The piston shall be cooled by the engine oil nozzle.
F. Piston Pin:
The piston pin in use is a cylindrical pin, whose diameter is 52mm. The inner and outer
surfaces of this piston pin have been carburized and quenched, and the surface hardness is
57~65HRC.
G. Connecting Rod:
The connecting rod is formed by stamp forging and its body has been thickened to tolerate a
high explosive pressure up to 165bar. The full length of connecting rod is 253mm. The big
end of connecting rod is 46mm wide, and the small end take the form of a wedgy structure,
whose dimension at the thinnest point is only 28mm. The big end of connecting rod is
provided with a 45° chamber angle, positioned by the 60° zigzag method and connected by

78
 two M14×1.5 connecting rod bolts. Such bolts shall be screwed down according to the
requirements of Angle Tightening Specification (see Table 3-3). These bolts are made of
42CrAH, and their performance grade reaches 12.9. The angle tightening specification shall
be applied to the connecting rod bolts so as to avoid their looseness. According to the rule,
the connecting rod bolts shall not be reused or used beyond their service lives, otherwise the
accidents such as bolt breakage and machine damage may happen.
The liner for small end of connecting rod is made of steel-backing copper-aluminum alloy by
means of rolling. This liner is 2.5mm thick and its lubricating oil groove provides a large
pressure bearing face.
During the course of assembling diesel engine, the weight difference between connecting
rods of the same group shall be less than 29g.
H. Connecting Rod Bushing:
The connecting rod bushings are products manufactured by MIBA with new coating
materials. The steel backings of connecting rod bushings are not the same in thickness.
Furthermore, the materials used for upper and lower bearing shells are different, and the
upper bearing shell can tolerate the higher explosive pressure. When assemble the diesel
engine, do not transpose the upper bearing shell with the lower bearing shell.
I. Main Bearing Shell:
The main bearing shells are products manufactured by MIBA with new coating materials, but
their steel backings are equal in thickness. Therefore, the main bearing can withstand the
higher explosive pressure. Since seven main bearing shells are the same in thickness, they
can be interchanged during the course of use.
J. Thrust Plate:
The thrust plate is made of steel-backing tin-aluminum-copper alloy.

Fig. 6 Exploded View of Crank Connecting Rod Mechanism

1. Crankshaft; 2. Rear Crankshaft Gear; 3. Main Crankshaft Gear; 4. Main Bearing Shell; 5.
Thrust Plate; 6. Gasket Ring; 7. Shock Absorber; 8. Crankshaft Belt Pulley; 10. Flywheel ; 11.
Flywheel; 12. Flywheel Bolt; 13. Connecting Rod Bolt; 14. Connecting Rod Bearing Shell; 15.
Connecting Rod; 16. Connecting Rod Lining; 17. Retainer Ring for Piston Pin; 18. Piston Pin; 19.
Piston; 20. Piston Ring

79
 3. Air Distribution Mechanism

Fig. 7 Exploded View of Air Distribution Mechanism

1. Camshaft; 2. Valve Tappet; 3. Valve Push Rod; 4. Exhaust Pipe; 5. Intake Valve; 6. Lower
Seat for Valve Spring; 7. Valve Spring; 8. Upper Seat for Valve Spring; 9. Valve Lock Clamp; 10.
Valve Bridge; 11. Rocker Assembly; 12. Adjusting Bolt Assembly; 13. Hexagonal-head Screw; 14.
Rocker Arm Shaft; 15. Rocker Seat; 16. Exhaust Valve; 17. Upper Cover for Cylinder Head; 18.
Gasket for Cylinder Head Cover; 19. Lower Cover for Cylinder Head; 20. Seal Ring for Cylinder
Head Cover; 21. Fuel Injector Bushing; 22. Cylinder Head; 23. Cylinder Head Gasket; 24. Thrust
Plate
A. Cylinder Head
The special cylinder heads used for D12 Series engines are made of NiCr-pearlite-alloy Cast
Iron, and each cylinder has a matching head. The four-valve intake and exhaust system is
applied to the diesel engine. Under the “four valves for each cylinder” design, the fuel
injection distribution is more uniform, the charge coefficient is higher, and the exhaust gas
emission is notably reduced. The upper intake passages are located on both sides of
cylinder head. According to the requirements of direct-injection combustion system, the
intake passages will produce some whirl.
The embedded fuel nozzle liner structure is applied to the cylinder head, and such a
structure apparently conduces to improve the heat radiation and operation reliability of fuel
nozzle. The cooling water flows into the cylinder head, then passes the water chamber of
nose area, skims the fuel injector bush and finally enters the discharge chamber inside
engine body. Due to the proper configuration of cooling water passage, the cooling effect
seems very good.
The valve seats made of special cast iron are mounted at both intake valve and exhaust
valve on cylinder head. The face angle of intake valve seat is 30°, while that of exhaust
valve is 90°. After the cylinder head is mounted on these valves, the intake valve will sink for
-0.18~0.22mm, and the exhaust valve will do the same for ±0.2mm. Anyhow, the sinking
depth of these valves in use shall not exceed 1.8mm.
On each cylinder head, there are 4 M14 main bolts for cylinder head and 2 M12 double-head
studs (these studs are shared with neighboring cylinders. The auxiliary nuts for double-head
studs are compacted by the clamping blocks which have the V-shape compacting surfaces.
The main bolts and auxiliary nuts for cylinder head shall be screwed down according to the

80
 angle tightening specification.
B. Air Distribution Mechanism
With the split rocker arm and seat used, the whole air distribution mechanism holds the high
rigidity and the lubrication for this mechanism is quite sufficient.
Air Distribution Timing for Valves: When checking the air distribution timing, you shall adjust
the valve clearance to be 1mm and make sure that the condition meets the requirement set
forth in right figure.
Upper Dead Point
Exhaust Valve
Intake Valve Open Closed

Intake Valve Open: 12° before Top Dead Center

Intake Valve Closed: 26° behind Bottom Dead Center
Exhaust Valve Open: 61° before Bottom Dead Center
Exhaust Valve Closed: 13° behind Top Dead Center
Intake Valve Closed Exhaust Valve Open

Lower Dead Point

Fig. 8 Phase for Air Distribution
Valve Clearance Under Cold State: 0.40±0.03mm for intake; 0.50±0.03 for exhaust
The valve clearance means the distance between adjusting screw on valve rocker head and
valve bridge, and you can measure this clearance by regulating the adjusting screw on
rocker arm. After dismantling or installing the diesel engine, or when conducting the
maintenance above Class II, you must check the valve clearance. When checking the valve
clearance, you shall make sure that these valves are completely closed. Generally, there are
two methods for checking valve clearance of each cylinder. According to the first method,
rotate the crankshaft in accordance with the ignition sequence of diesel engine (i.e. 1->5->3-
>6->-2->4), make the cylinder stay at the top dead center of working stroke; at this time,
both intake valve and exhaust valve are closed, so that you can adjust the valve clearance;
to complete the full adjustment, you shall rotate the crankshaft for 720°. Under the second
method, you only need to rotate the crankshaft for 360°; begin to adjust the intake and
exhaust valve clearances of 1# cylinder at the top dead center of piston working stroke of 1#
cylinder; simultaneously, adjust the clearances of intake valve of 2# cylinder, exhaust valve
of 3# cylinder, intake valve of 4# cylinder and exhaust valve of 5# cylinder; later, rotate the
crankshaft to the top dead center of working stroke of 6# cylinder, and adjust the clearances
of intake and exhaust valves of 6# cylinder, exhaust valve of 2# cylinder, intake valve of 3#
cylinder, exhaust valve of 4# cylinder and intake valve of 5# cylinder.

81
 4. Gear Train

Fig 9 Gear train

The drive gear train of D12 National III series of diesel engine is composed of 9 gears. During the
installation, the small hole on the gear of camshaft is aligned with the small hole on the
transitional plate of flywheel casing (the piston of cylinder No. 1 shall be located at the top dead
center of compression, that is, the flywheel scale is zero). At the same time, the marked teeth on
the middle main gear shall be contacted with the marked teeth on the rear gear of crankshaft
firmly, and the upper reticle of middle main gear wheel hub shall be aligned with the upper reticle
of camshaft gear. It is as shown in the figure.

82
 5. Lubricating System

Fig 10 Lubricating system

1.Oil duct of main journal of crankshaft 2.Main bearing 3.Inclined oil duct

4.Bearing of camshaft 5.Valve mechanism 6.Connecting rod bearing 7.Intermediate gear shaft
8.Inclined oil duct 9.Auxiliary oil duct 10.cooling oil Nozzle of piston 11.Inner chamber of piston
12.Main oil duct 13.Oil cooler 14.Oil filter 15.Oil pump 16.Safety valve
17.Oil pressure sensor 18.Supercharger 19.Limit valve of main oil duct
20.Limit valve of oil pump 21.Oil pan
It is required to use CF-4 engine oil for D12 National III engines, and then change the oil
according to the User’s Guide.
A. Oil Pan:
The punched large-capacity oil pan has a deep flanging with the joint surface of crankshaft
with a large stiffness. The lower joint surface is pressed by 12 supporting blocks of oil pan
and bolts M8, coupled with concave oil pan flexible gasket, so the sealing performance is
good and there is no oil penetration. The whole series of oil pans are basically same.
B. Engine Oil Cooler:
The plate-type engine oil cooler is adopted to effectively improve the oil-cooling effect. The
structure of engine oil cooler is examined under the vibration test, so the safety and reliability
can be fully guaranteed in the use. Engine oil cooler’s safety valve (bypass valve) of which
opening pressure is 600 ± 50kPa is set in the oil circuit of diesel engine in order to prevent
the damage of diesel engine due to the oil shortage which is caused by the blockage of
engine oil cooler or the low oil temperature and large viscosity during cold startup as well as
the high resistance of engine oil cooler.
Limiting valve of main oil duct:
It is located on the oil pump, and its opening pressure is 500±50kPa which is regulated
before the installation, so the user is prohibited to change it randomly. It is as shown in the

83
 figure:
Insert the photo:

Limiting
Limiting valve of
valve of oil
oil pump
pump

Fig 10.1 Oil Pump

C. Oil Filter: the large-capacity oil filter is adopted to meet the requirements of National III
diesel engine.
D. Oil pump: the gear pump is used as the oil pump and the flow rate is 170L/min.

6. Fuel Supply System

Fig 11 Fuel supply system of D12 National Ⅲ engine

1. Fuel prefilter 2. Oil pipe of prefilter 3. Fuel secondary filter 4, 5. Fuel pipe 6. Oil pump
7, 9. High-pressure oil pipe 8.Common-rail component 10.Injector assembly
11, 12, 13. Oil return pipe 14. Oil intake pipe of pump

84
Fuel Circulation of Fuel Supply System

Fig 12 Fuel System

A. Electronic Control Common-rail Fuel System:

Denso company’s second-generation electronic control high-pressure common-rail fuel

injection system is adopted and its major parts include fuel supply pump, common-rail
component, injector assembly, ECU control assembly and various sensors. The maximum
common-rail pressure can reach up to 160MPa. The system can carry out the fuel injection
up to five times per cycle and flexibly and accurately adjust the fuel injection volume,
injection frequency, common-rail pressure and advance angle according to the rotation
speed, temperature, load, water temperature, boost pressure and the operation of engine
and vehicle so as to make the emission, noise, power, economy, smoothness, low-
temperature starting performance of engine and the control performance of vehicle all
achieve the best match.

(1) Model of fuel supply pump: HP0, installing method: flange

The lubricating oil of fuel supply pump is inducted through an oil hole on the side of
body and returns to the oil pan through gear chamber.

(2) Model of ECU control assembly: R61540090002

(3) Model of injector: 801*, Injecting pressure: 25～160Mpa (MAX)

During the replacement of injector assembly, it is necessary to write the compensation

value QR of new injector into the ECU by the professional maintenance staff.

During the examination of engine in the factory, common-rail injection system has been
adjusted, so the user can not change it randomly.

The more accurate two-stage fuel filter is adopted as the diesel filter. The prefilter has the
oil-water separation devices with the manual water-discharge function to purify the fuel and
increase the combustion efficiency and improve diesel engine performance. The fuel prefilter

85
 core shall be replaced per 20,000km and fuel secondary filter core shall be replaced per
30,000km.
7. Cooling System

Fig 13 Cooling system

1. Water pump 2. Thermostat 3. Thermostat shell 4. Fan bracket 5. Fan pulley
6. Fan flange 7. Fan 8, 9. Tension pulley assembly 10. Idle gear

Fig 14 Cooling water circulation of cooling system

1. Water valve 2. Heating radiator 3. Exhaust pipeline of radiator 4. Cooling water discharge
pipeline of diesel engine 5. Water-in heating radiator 6. Water outlet pipe of heating radiator 7.
Limiting valve of expansion water tank 8. Expansion water tank 9. Thermostat
10. Water pump 11. Engine oil cooler
Water Pump:
The water pump is installed at the front end of the D12 series of diesel engine, and water-
in/water-out chamber of diesel engine is arranged at the exhaust side of cylinder with the water
return chamber above and water-in chamber below. There is a double thermostat at the end of
water outlet pipe and the thermostat is arranged on the pump body. Thermostat has two outlets,
of which one leads to the water tank and the other leads to the inlet of water pump (that is, the
small cycle). When the cooling water temperature is at 80℃, the thermostat starts to open and
fully open when the temperature reaches 92 ℃, and at this point, all of the cooling water is
pumped into the body after being cooled by the radiator, but when the cooling water temperature
is below 80℃, the thermostat would cut off above channel, so the cooling water would directly

86
flows into the inlet of water pump to make the diesel engine warm up as soon as possible and
meet the required thermal conditions, so as to avoid the low-temperature wear and extend diesel
engine life.
8. Air Intake/Exhaust System

Considering the
arrangement of cab,
the supercharger is
located at the middle.

Fig 15 Air intake/exhaust system

1. Supercharger 2.Air intake pipe 3.Air intake connecting pipe 4.Connecting elbow of
supercharger 5, 6. Front and rear heat shields 7, 8. Front and rear exhaust manifold
9. Middle exhaust manifold 10. Air intake pipe of supercharger

9. Air Compressor

Fig 15 Air compressor

1. Air compressor assembly 2.Air compressor gear 3.Air intake pipe connector of air compressor
4.Oil-in pipe of air compressor 5.Water outlet pipe of air compressor

87
 6.Water inlet pipe of air compressor
10. Electrical System

Fig 17 Fuel system

Attached Table:
1. Main Performance and Technical Parameters of WD1615 National II Engine
Model WD615
No.
Item 62 87 69 47
1 IFN (GB/T6070.1), Kw/r/min 196/2,200 213/2,200 247/2,200 273/2,200
2 Maximum Torque (Nm) 1,100 1,160 1,350 1,460
Rotation Speed at Maximum
3 Torque (r/min) 1,100-1,600 1,100-1,600 1,300-1,600 1,300-1,600

4 Number of Cylinder 6
Type Four-stroke, water-cooled, inline, direct injection, dry-type
5
cylinder

6 Cylinder Diameter/Stroke （mm) 126/130

7 Displacement (L) 9.726

8 Average Speed of Piston (（m/s) 9.53

9 Compression Ratio 17:01

10 Compression Pressure (kPa) >2,000
11 Suction Method Super charge inter-cooling
12 Ignition Sequence 1-5-3-6-2-4
13 Valve Clearance at Cold State 0.3 in case of air intake 0.4 in case of air exhaust
(mm)

88
89
2. Tightening Torque and Method of King Bolts and Nuts of WD615 NationalⅡ Diesel Engine

Name Tightening Torque (N·m)+ Retightening Angle (°)

Bolt of main bearing M18 See Fig 3.3 for the tightening sequence
requirement of 250+25
0 . Lubricated with oil

Bolt of connecting rod M14×1.5 120+(90°±5°), lubricated with oil

Cylinder head See Fig. 3-4a~3-4b for tightening sequence

King bolt of cylinder head M16 200+10

0 +2×(90°±5°), lubricated with oil

Auxiliary bolt of cylinder head M12 100+10

0 +2×(90°±5°), lubricated with oil

Bolt of flywheel M14×1.5 60+20

0 +2×(90°±5°), lubricated with oil

Bolt of flywheel casing M12 40+20

0 +2×(120°±5°), lubricated with oil

Idle gear shaft bolt of oil pump M10 60+5

0 , Loctite242 anti-loose glue

Camshaft gear bolt M8 32

Tightening bolt of middle gear M10 (60±5)+(90°±5°)

Holddown bolt of crankshaft pulley M10 60+5

0

Holddown bolt of pressure plate of injector M8 25~30

Bolt of exhaust pipe M10 50~70, Loctite anti-seize agent

Bolt of rocker seat M12 100+10

0

Holddown nut of air compressor gear M18×1.5 200, Loctite242 anti-loose glue

Holddown nut of injection pump gear M24×1.5 350, Loctite242 anti-loose glue

Tightening bolt of tension pulley M16 195

Tightening bolt of bearing cover plate of drive shaft 25

of oil pump M8

Clamping nut of dive shaft bearing of oil pump 150, Loctite271 anti-loose glue
M35×1.5

Tension bolt of angle-regulating plate M14×1.5 210+20

-30 , Loctite242 anti-loose glue

Connecting bolt of coupling elastic connecting 130, Loctite242 anti-loose glue

piece M12

Note: ① angle code refers to the allowable tolerance range.

② Angle value means the re-rotating angle after being turned to the specific torque.
③ The valve in front of angle is the twisting times.
④ There are corresponding requirements for the strength grades of all bolts and nuts and it is
prohibited to install and exchange the bolts and nuts of same specification but different strength
grades.

90
2. Main Performance and Technical Parameters of EGR Engine

WD615.99
Model WD615.92E WD615.93E WD615.95E WD615.96E
E
Four-stroke, water-cooled, inline, direct injection, dry-type cylinder
Type
sleeve and EGR
Number of
6
Cylinder
Cylinder
Diameter×Stroke 126×130
(mm×mm)
Total
Displacement of 9.726
Engine (L)
Rated
Power/Rotation 196/2,200 213/2,200 247/2,200 276/2,200 302/2,200
Speed W/r/min
Maximum
1,100 1,160 1,350 1,500 1,600
Torque/Rotation
Speed /1,100～ /1,100～ /1,100～ /1,100～ /1,100～
1,600 1,600 1,600 1,600 1,600
(N·m/ r/min)
Minimum Fuel
Consumption 198
g/kW.h
Ratio of Torque
29.3 25.5 25.9 25.2 29.7
Reservoir %
Compression
17.5:1
Ratio
Ignition
1-5-3-6-2-4
Sequence
Valve Clearance
at Cold State 0.3 in case of air intake 0.4 in case of air exhaust
(mm)
When the intake valve is open, it is the top dead center When the
Phase of Valve
intake valve is closed, it is 18° behind the bottom dead center
Distribution
When the exhaust valve is open, it is 37° before bottom dead
(in case of 1mm
center When the exhaust valve is closed, it is 3° before top
clearance)
dead center
Advance Angle
5 7 9 9 10
(º)
Maximum No-
2,480±50
load Speed r/min
Stable Idle
600＋50
Speed (r/min)
Emission Level National III Standard

91
 WD615.99
Model WD615.92E WD615.93E WD615.95E WD615.96E
E
Four-stroke, water-cooled, inline, direct injection, dry-type cylinder
Type
sleeve and EGR
Number of
6
Cylinder
Cylinder
Diameter×Stroke 126×130
(mm×mm)
Total
Displacement of 9.726
Engine (L)
Rated
Power/Rotation 196/2,200 213/2,200 247/2,200 276/2,200 302/2,200
Speed W/r/min
Maximum
1,100 1,160 1,350 1,500 1,600
Torque/Rotation
Speed /1,100～ /1,100～ /1,100～ /1,100～ /1,100～
1,600 1,600 1,600 1,600 1,600
(N·m/ r/min)
Minimum Fuel
Consumption 198
g/kW.h
Ratio of Torque
29.3 25.5 25.9 25.2 29.7
Reservoir %
Compression
17.5:1
Ratio
Ignition
1-5-3-6-2-4
Sequence
Valve Clearance
at Cold State 0.3 in case of air intake 0.4 in case of air exhaust
(mm)
When the intake valve is open, it is the top dead center When the
Phase of Valve
intake valve is closed, it is 18° behind the bottom dead center
Distribution
When the exhaust valve is open, it is 37° before bottom dead
(in case of 1mm
center When the exhaust valve is closed, it is 3° before top
clearance)
dead center
Advance Angle
5 7 9 9 10
(º)
Maximum No-
2,480±50
load Speed r/min
Stable Idle
600＋50
Speed (r/min)
Emission Level National III Standard

4. Mating Dimension and Clearance of Main Parts of WD615 National II

92
 Standard
Dimension Clearance
No Mating Wea
Name (Hole/Shaft) or
. Nature r Limit
interference

Main bearing shell Clearanc 0.095～

1 φ100+0.141 0
+0.095/φ100-0.022 0.17
and main journal e 0.163
Main bearing seat Interferen -0.103～-
2 φ108+0.022
0 /φ108+0.147
+0.125
and main bearing shell ce 0.147
Thickness of main
3 3.985～3.970 -
bearing shell
Axial clearance of Clearanc 0.102～
4 46+0.05
0 /46-0.102
-0.255 0.35
crankshaft e 0.305
Connecting rod
Clearanc 0.059～
5 bearing shell and crank φ82+0.105 0
+0.059/φ82-0.022 0.35
e 0.127
pin
Crank opening and
Clearanc
6 small end of connecting 46+0.1 -0.15
0 /46-0.25 0.15～0.35 0.50
e
rod
Large end of
connecting rod and Interferen -0.083～-
7 φ88+0.22
0 /φ88+0.118
+0.105
connecting rod bearing ce 0.118
shell
Thickness of
8 connecting rod bearing 2.97～2.979
shell
Small end hole of
Interferen -0.065～
9 connecting rod and φ55+0.03
0 /φ55+0.145
-0.095
ce 0.145
bushing
Connecting rod Clearanc 0.040～
10 φ50+0.55 0
+0.40/φ50-0.006 0.10
bushing and piston pin e 0.061
Piston pin seat and Clearanc 0.002～ 0.02
11 φ50+0.009 0
+0.002/φ50-0.006
piston pin e 0.015 5
Thickness of
12 2.75+0.08
-0.05 －
connecting rod bushing
Cylinder sleeve hole Clearanc
13 φ126+0.025
0 /φ125.87 0.13 0.35
and piston skirt e
Opening value of 1st
14 0.30～0.50 － 1.0
compression ring
Thickness of 2nd
Clearanc 0.07～
15 compression ring and 3-0.01 +0.08
-0.022/3+0.06 0.28
e 0.102
ring groove
Oil ring thickness and Clearanc 0.04～-
16 4-0.01 +0.06
-0.025/4+0.03 0.26
ring groove e 0.085
Opening value of 2nd
17 0.40～0.60 － 1.0
compression ring

93
 Opening ring of oil
18 0.35～0.55 - 1.0
ring
Body cylinder sleeve Transition -0.01～
19 φ130+0.025
0 /φ130+0.01
-0.002
hole and cylinder sleeve al 0.027
Body dead hole and φ136.5+0.10
0 /φ136.5- Clearanc
20 0.12 0.12～0.36
cylinder sleeve flange -0.26 e
Camshaft hole and Interferen -0.057～-
21 φ65+0.030
0 /φ65+0.107
+0.087
bushing ce 0.107
Tappet hole and Clearanc 0.025～
22 φ38+0.039
0 /φ38-0.025
-0.050 0.15
tappet e 0.089
Camshaft bearing Clearanc
23 φ60+0.06 -0.03
+0.01/φ60-0.06 0.04～0.12 0.20
and journal e
Valve guide and air φ11 Clearanc 0.02～
24 +0.018 0.15
intake valve stem 0 /φ10.975±0.005 e 0.048
Valve guide and φ11 Clearanc 0.025～
25 +0.018 0.10
exhaust valve stem 0 /φ10.97±0.005 e 0.053
Intake valve seat hole
Interferen -0.036～-
26 of cylinder head and φ56+0.030
0 /φ56+0.085
+0.066
ce 0.085
intake seat
Exhaust valve seat
Interferen -0.036～-
27 hole of cylinder head φ53+0.030
0 /φ53+0.085
+0.066
ce 0.085
and exhaust valve seat
Sinkage of intake
28 Recessed 0.75～1.17 1.8
valve
Sinkage of exhaust
29 Recessed 1.08～1.48 1.8
valve
Rocker shaft hole Clearanc 0.012～
30 φ24-0.007 -0.040
-0.028/φ24-0.073
and shaft e 0.066
Injection nozzle
31 projecting cylinder head Projecting 3.2～4.05
surface
Oil pump gear and Interferen -0.028～-
32 φ28-0.041 0
-0.061/φ28-0.013
shaft ce 0.061
Oil pump cover shaft Clearanc 0.040～
33 φ28+0.073 0
+0.040/φ28-0.013 0.10
hole and shaft e 0.086
Oil pump casing Clearanc 0.072～
34 45+0.027 -0.050
+0.002/44.98-0.075 0.20
width and gear e 0.122
Side clearance of oil Clearanc 0.098～
35
pump gear e 0.16
Water pump impeller
36 M18×1.5
and water pump shaft
Water pump pulley Interferen -0.033～-
37 φ30-0.031 +0.015
-0.044/φ30+0.002
and water pump shaft ce 0.059

38 Air compressor φ90+0.02 /φ90-0.09 Clearanc 0.09～0.12 0.15

0 -0.1
cylinder hole and piston e

94
 Ring groove of air 0. 014～
2.5+0.039 0
+0.014/2.5-0.02 Clearanc
39 compressor piston and 0.059 0.15
+0.05 0
4+0.02/4-0.02 e
ring thickness 0.02～0.07
Opening value of 1st
40 piston ring of air 0.25～0.40 - 1.5
compressor
Opening value of 2nd
41 piston ring of air 0.25～0.40 - 1.5
compressor
Opening value of oil
42 0.25～0.40 - 1.5
ring of air compressor
Axial clearance of air Clearanc
43 0.09～0.11
compressor crankshaft e
Axial clearance of Clearanc
44 0.12 (Max) 0.25
supercharger (K29) e
Axial clearance of Clearanc
45 0.40 (Max) 0.65
supercharger (K29) e
Small end of
connecting rod and Clearanc 0.007～
46 φ20+0.021
0 /φ20-0.007
-0.020 0.10
piston pin of air e 0.041
compressor
Connecting rod
Clearanc 0.025～
47 bearing shell and crank φ35+0.005
0 /φ35-0.025
-0.041 0.15
e 0.046
pin of air compressor
Piston and piston pin Clearanc 0.007～ 0.08
48 φ20+0.013
0 /φ20-0.007
-0.020
of air compressor e 0.033 5

95
5. Mating Clearance and Wear Limit of Main Parts of WD615 National Ⅲ (EGR) Series of
Diesel Engine

Th eor etical Wear

No. Items
Val ue L imi t
1 Main bearing clearance 0.0 95 ～0.1 63 0. 17
2 Clearance of connecting rod bearing 0.0 59 ～0.1 27 0. 16
3 Axial clearance of crankshaft 0.1 02 ～0.3 05 0. 35
4 Axial clearance of connecting rod surface 0. 15 ～0.3 5
Clearance between small the end bushing of connecting
5 0.0 4～0. 06 1 0. 1
rod and the piston pin
6 Clearance between the piston and piston pin 0.0 05 ～0.0 18
Operating clearance of cold piston ring opening: 1st ring 0. 35 ～0.5 5 1～1. 2
7 2nd ring 0. 40 ～0.6 0 1～1. 2
Oil ring 0. 20 ～0.4 0 1～1. 2
End surface clearance of cold piston ring: 1st ring
0.0 8～0.11 5 0. 28
8 2nd ring
0.0 4～0. 07 5 0. 26
Oil ring
9 Clearance between intake valve stem and valve guide 0. 03 ～0.0 6 0.11
10 Clearance between exhaust valve stem and valve guide 0. 05 ～0.0 8 0. 12
Concave value of valve bottom against cylinder head 0. 75 ～1.1 5/1
11 1. 8
surface exhaust/intake ～1.4
Height difference between the cylinder sleeve top and the
12 0. 05 ～0.1 0
upper surface of body
13 Axial clearance of camshaft 0.1 ～0.4
14 Camshaft bearing clearance 0. 04 ～0.1 2
15 Clearance between the tappet and tappet hole 0.0 25 ～0.0 89
Interference and clearance between the outer diameter of
16 -0. 02 ～0.0 23
cylinder sleeve and the corresponding hole on the body
17 Clearance between the rocker arm and rocker arm shaft 0.0 12 ～0.0 66
18 Valve clearance intake/exhaust (cold state) 0.3/ 0.4
19 Side clearance of gear 0. 15 ～0.3 3

96
6. Tightening Torque and Rotation Angle of King Bolts and Nuts of Diesel Engine

Thread Allowable
Tightening Torque (N·m)+ Re-rotating
Name Specification Using
Angle (°)
(mm) Times
30
250 0 (according to the required
Main bearing bolt M18 tightening times) lubricated with
lubricating oil
120＋(90°±5°), lubricated with
lubricating oil
Connecting rod bolt M14×1.5 1
(achieve 170～250N·m at the same
time)
10
200 0 ＋2×(90°±5°), lubricated with
King bolt of cylinder lubricating oil
M16 2
head (achieve 300～400N·m at the same
time)
90 010 ＋2×(90°±5°), lubricated with
Auxiliary nut of lubricating oil
M12 2
cylinder head (achieve 140～160N·m at the same
time)
20
60 0 ＋2×(90°±5°), lubricated with
Flywheel bolt M14×1.5 lubricating oil 2
(achieve 230～280N·m at the same
time)
20
40 0 ＋(120°±5°), lubricated with
Flywheel shell bolt M12 lubricating oil 2
(achieve 110～140N·m at the same
time)
Idle gear shaft bolt 5
M10 60 0 , Loctite242 anti-loose glue
of oil pump

Camshaft gear bolt M8 32, Loctite242 anti-loose glue

Tightening bolt of (60±5)＋90°, Loctite 242 anti-loose

M10
middle glue
Holddown bolt of
M10 60 05
crankshaft pulley
Pressure plate bolt
M8 26～2 9
of injector
Holddown nut of
high-pressure oil M14×1.5 39.2～4 9
pipe
50～70+ (90°±5°), Loctite anti-seize
Exhaust pipe bolt M10
glue

97
 Rocker arm seat 10
M12 100 0
bolt
Holddown nut of
M24×1.5 350, Loctite242 anti-loose glue
injection pump gear
Tightening bolt of
M12 110
tension pulley
Tightening bolt of
bearing cover plate
M8 25
of drive shaft of oil
pump
Tension bolt of
angle-regulating M16×1.5 280, Loctite242 anti-loose glue
plate
Connecting bolt of
coupling elastic M12 110, Loctite242 anti-loose glue
connecting piece

Note: ① angle code refers to the allowable tolerance range.

② Angle value means the re-rotating angle after being turned to the specific torque.
③ The valve in front of angle is the twisting times.
④ There are corresponding requirements for the strength grades of all bolts and nuts and it is
prohibited to install and exchange the bolts and nuts of same specification but different
strength grades. It is unallowable to exceed the reuse times, otherwise it will lead to the
serious result.

7. Glue Application and Auxiliary Materials of WD615 National Ⅲ (EGR) Series of Diesel Engine

Glue Trademark Color Purpose Application Position

Loctite 242 Sky blue Anti-loose glue Timing gear room bolt
Camshaft thrust plate bolt
Tightening bolt of middle gear
Front oil seal seat bolt
Filter seat bolt
Engine oil cooler bolt
Injection pump coupling bolt
Air compressor bolt and nut
Tightening bolt of angle-regulating
plate
Strainer bolt
Limiting valve screw thread of
main oil duct
Bypass valve of engine oil cooler
Tightening nut of drive gear of
injection pump
Conical surface of drive shaft
of injection pump

98
 Glue Trademark Color Purpose Application Position

Loctite 262 Red Anti-loose glue Double-end stud of cylinder head

Loctite 271 Red Anti-loose glue Cup plug
and tighten Limiting valve of oil pump
Loctite 272 Red Anti-loose Hexagon socket head flower-
glue and type countersunk head screw
tighten for installing the valve
Hexagon socket head screw for
installing the valve
Loctite 609 Green Tighten Water-out connecting rod of
heater of water-out pipe
Part of pipe connector component
in the water pipe connector
Oil return pipe connector of
supercharger
Loctite 510 Red or Seal Joint surface between the cylinder
green or body and crankshaft box
light yellow Front and rear end faces of
cylinder body
Joint surface between air
compressor and gear room
Joint surface between filter seat
and crankshaft box
Anti-seize Gray Anti-seize Bolts of exhaust pipe and
supercharger
Molybdenium disulfide Gray black Lubricate Joint surface between cylinder
sleeve and body

High/low-temperature Gray Anti-seize Joint surface between EGR

lubricating grease cooling pipe assembly and O-
type rubber sealing ring

8. Mating Table of Fuel System of WD615 National III (EGR) Serious of Diesel Engine

Advance
Model of Injection Angle of
Injection Pump Injector Pressure Fuel
Diesel Speed Governor
Assembly Assembly Supply
Engine (MPa)
(ºCA)

CB-BHM6EH120YAY920 CB-PB132P72 33±0.5

WD615.92E CB-TJ300-1100PFM70 5
VG1557080110 VG1557080012

WD615.93E CB-BHM6EH120YAY920CB-TJ300-1100PFM70CB-PB132P72 7
VG1557080130 VG1557080012

99
 CB-BHM6EH120YAY920 CB-PB132P72
WD615.95E CB-TJ300-1100PFM70 7
VG1557080150 VG1557080015

CB-BHM6EH120YAY920 CB-PB132P72
WD615.96E CB-TJ300-1100PFM70 9
VG1557080160 VG1557080015

CB-BHM6EH120YAY920 CB-PB132P72
WD615.99E CB-TJ300-1100PFM70 10
VG1557080070 VG1557080016

9. Main Technical Performance Indexes and Parameters of WD615 National III (Common-rail)
Series of Diesel Engine

Rated Rotation Number of

Power Torque
Speed Valve Supercharger
Model
Position
kW(Ps) rpm Nm Valve/Cyl

WD615.92C 198(270) 1,900 1,190@1,200-1,500rpm 2 Rear mounted

WD615.93C 213(290) 1,900 1,290@1,200-1,500rpm 2 Rear mounted

WD615.95C 249(340) 1,900 1,490@1,200-1,500rpm 2 Rear mounted

WD615.96C 279(380) 2,000 1,590@1,200-1,500rpm 4 Rear mounted

10. Main Technical Performance Indexes and Parameters of D10 National III (Common-rail)
Series of Diesel Engine

Rated
Number of
Power Rotation Torque
Valve Supercharger
Model Speed
Position
kW(Ps) rpm Nm Valve/Cyl

D10.27-31 198(270) 1,900 1,190@1,200-1,500rpm 2 Middle mounted

D10.29-31 213(290) 1,900 1,290@1,200-1,500rpm 2 Middle mounted

D10.34-31 249(340) 1,900 1,490@1,200-1,500rpm 2 Middle mounted

D10.38-30 279(380) 2,000 1,590@1,200-1,500rpm 4 Middle mounted

11. D12 Engine-Main Performance and Technical Parameters

No Items Unit Model

100
. D12.46-30 D12.42-30 D12.38-30 D12.34-30

Inline, water-cooled, four-stroke, super charge inter-

1 Type
cooling and high-pressure common-rail
2 Number of cylinder 6
Cylinder
3 mm 126×155
diameter/stroke (mm)
Total displacement of
4 L 11.596
piston
5 Compression ratio 17:1
6 Rated power kW 339 309 279 249
8 Rated rotation speed r/min 2,000

9 Maximum torque N·m 2,000 1,820 1,650 1,470

Rotation speed at
10 r/min 1,100～1,500
maximum torque
Average speed of
15 m/s 10.33
piston
Maximum no-load
16 r/min 2,200±50
rotation speed
Rotation speed at idle
17 r/min 650±50
speed
18 Air leakage of piston L/min ≤160
19 Ignition sequence 1－5－3－6－2－4
Advance angle of fuel
20 ECU Control
supply
Clearance of intake
mm 0.4±0.03
valve (cold state)
21
Clearance of exhaust
mm 0.5±0.03
valve (cold state)
Maximum exhaust
22 m-1 As per the requirements of GB3847-2005
smoke at full load
Free acceleration
23 smoke of diesel m-1 As per the requirements of GB3847-2005
vehicle
25 Noise dB(A) ≤97
Rated
Oil kPa 350～550
point
26 Idle
Pressure speed kPa 120～250
point
27 Capacity of oil pan of L 36

101
 lubricating oil
28 Net weight kg 1,100
Rotation direction of
29 Clockwise
crankshaft

2. D12 Engine—Mating Clearance of Main Parts

No Mating Mating
Items No. Items
. Value(mm) Value(mm)
Clearance between Axial clearance between
-0.02～
1 cylinder sleeve and cylinder 13 the camshaft and thrust 0.1～0.4
0.023
body plate
Height difference between
Clearance between 0.025～
2 cylinder sleeve and cylinder 0.05～0.10 14
tappet and tappet hole 0.089
body
Clearance between main
0.074～
3 bearing shell and 15 Side clearance of gear 0.15～0.33
0.148
crankshaft
Projecting value of
Axial clearances of 0.116～
4 16 injector against the 1.3～1.8
crankshaft and thrust plate 0.297
bottom of cylinder head
Clearance between the Clearance between
0.049～ 0.025～
5 connecting rod bearing 17 intake valve stem and
0.123 0.054
shell and crankshaft valve guide
Axial clearance between
Clearance between
the big end face of 0.043～
6 0.15～0.35 18 exhaust valve stem and
connecting rod and 0.072
valve guide
crankshaft

Clearance between the Clearance between the 0.012～

small end bushing of rocker arm bushing and 0.066
7 0.04～0.061 19 rocker arm shaft
connecting rod and piston
pin Valve

Clearance between piston 0.009～ Clearance of exhaust

8 20 0.5±0.03
pin and piston pin seat 0.021 valve
Clearance between the 0.121～ Clearance of intake
21 0.4±0.03
piston and the mating 0.164 valve
9 cylinder of cylinder sleeve
0.04～0.12
Clearance between
camshaft and bushing

3. D12 Engine-Tightening Torques and Methods of King bolts

Thread
Allowable
Name Specification Tightening Torque (N·m)
Using Times
(mm)
140＋(120°±5°)+(90°±5°)
Main bearing bolt M18 2
lubricated with lubricating oil

102
 Thread
Allowable
Name Specification Tightening Torque (N·m)
Using Times
(mm)
Outer bolts of crankcase M8 20~30
120＋(90°±5°), lubricated with
Connecting rod bolt M14×1.5 0
lubricating oil
60＋(2×120°±5°), lubricated
King bolt of cylinder head M14 3
with lubricating oil
Auxiliary bolt of cylinder head M12×1.5 20~30, 2
25＋(2×120°±5°), lubricated
Auxiliary nut of cylinder head M12
with lubricating oil
Holddown bolt of crankshaft
M12×1.5 45＋(135°±5°) 3
pulley
25~35, Loctite 242 anti-loose
Shock absorber bolt M10
glue
105＋(270°±5°), lubricated
Flywheel bolt M16×1.5 2
with lubricating oil
Bolts of the flywheel shell
40+20+(120°±5°), lubricated
and the transitional plate of M12 2
with lubricating oil
flywheel shell
Bolt of camshaft gear M8 32, Loctite 242 anti-loose glue
Bolt of intermediate gear 105, Loctite 271 anti-loose
M12
shaft glue
Adjusting nut for valve
M10 50~60
clearance
Holddown nut of injector 27(allowable range 26N·m~29
M8
pressure plate N·m)
14.2(allowable range
Oil return pipe bolt of injector M8
10.8N·m~17.6 N·m)
40(allowable range
High-pressure oil pipe bolt
39N·m~42N·m
Clamping bolt of high-
23~26
pressure oil pipe
23(allowable range
Common-rail pipe bolt M8
18N·m~28N·m)
20.2(allowable range
Common-rail limit valve
17.7N·m~22.6N·m)
50＋(90°±5°), Loctite anti-
Exhaust pipe bolt M10
seize glue
74±5, Loctite 242 anti-loose
Rocker arm seat bolt M10
glue
Tightening bolt of upper
M8 23~26
bonnet of rocker arm

103
 Thread
Allowable
Name Specification Tightening Torque (N·m)
Using Times
(mm)
Tightening bolt of lower
M8 15~20
bonnet of rocker arm
Holddown bolt of air 250~290, Loctite 242 anti-
M20×1.5
compressor gear loose glue
Tightening bolt of air
M10 40, Loctite 242 anti-loose glue
compressor
Holddown nut of fuel supply 180~195, Loctite 242 anti-
M20×1.5
pump gear loose glue
Mounting bolt of fuel supply 55~65, Loctite 242 anti-loose
M10
pump glue
Mounting bolt of oil pump 55~65, Loctite 242 anti-loose
M10
and flange glue
Mount bolt of water pump M10 40, Loctite 242 anti-loose glue
Tightening bolt of tension 45±5, Loctite 242 anti-loose
M10
pulley glue
25~35, Loctite 242 anti-loose
Bolt of fan pulley M8
glue
60+5, Loctite 242 anti-loose
Bolt of fan bracket M10
glue

References:
1. Maintenance Manual of STERY Euro II, power system marketing center (Hangzhou) of
China National Heavy Duty Truck Group Co., Ltd.
2. Maintenance Training Manual of WD615 Series Diesel Engine, auto engine factory
(Hangzhou) of China National Heavy Duty Truck Group Co., Ltd.
3. Parts Drawing Volume of WD615 Engine, Tech Center of China National Heavy Duty
Truck Group Co., Ltd.
4. WD615 Engine Assembly Process Card, Engine Tech Department (Jinan)
5. WD615EGR Engine Assembly Process Card, Engine Tech Department (Jinan)
6. D12 Series of Engine Training Materials of China National Heavy Duty Truck Group
Co., Ltd., Tech Center of China National Heavy Duty Truck Group Co., Ltd.

104