Engine/Wheel Loader Basic Testing &

Registration number:1
Adjustment Course

Engine Basics
Department for Promotion of
Distributor HR Development
Technology Training Center
 Diesel engine 1/3 2

Internal Reciprocating Diesel engine

Heat
combustion motion type
engine
engine engine Gasoline engine

Rotary Rotary engine

type
Gas turbine

External
combustion Steam engine
engine

Machine that burns fuel and converts the generated

heat energy into rotational energy

Diesel engine
A type of heat engine that converts heat energy into
kinetic energy by generating heat in cylinders through
compressed self-ignition, and using a reciprocating
mechanism to convert the heat energy into kinetic energy
 Diesel engine 2/3 3

Heat balance of diesel engine (example)

Input ＝ Output + Loss

Engine (Representing value)
Fuel 1. Main moving
system
(Diesel 2. Valve operating Shaft output
fuel)
system 40%
3. Intake/exhaust
system
Air 4. Fuel injection
Loss 60%
system
5. Lubrication
Exhaust loss
system Cooling loss
6. Cooling system (Friction loss)
7. Others
 Diesel engine 3/3 4

Output of diesel engine (example)

Input Output
Engine (Representing value)
1. Main moving
Fuel system
• 6D125
(unsupercharged)
2. Valve operating
(Diesel system 230PS 1x
• S6D125
fuel) 3. Intake/exhaust
system (supercharged)
300PS 1.3x
Air 4. Fuel injection
system • SA6D125
5. Lubrication 375PS 1.6x
system • SAA6D125
6. Cooling system 400PS 1.7x
7. Others
 Diesel engine vs. gasoline engine 1/3 5

Diesel engine Gasoline engine

Fuel Spark plug

Emission Emission
Fuel gas
Air gas and
air
Natural Spark
Spark
ignition
Ignition by
Natural spark plug
ignition by
compression
heat

Air is pressurized in the cylinder, and A mixture of gasoline and air is

the compression heat causes the injected into the cylinder, it is
injected fuel to ignite (natural pressurized by the piston, and the
ignition). spark plug emits a spark to ignite it.
 Diesel engine vs. gasoline engine 2/3 6

Diesel engine Gasoline engine

Compression ratio 15 to 22 8 to 10
Maximum
explosion pressure
kg/cm2 60 to 90 50

Heat efficiency % 40 30

Output relative to
piston displacement
PS/L 18 to 33 45 to 100

Fuel
consumption ratio
g/psh 145 to 190 200 to 280

Speed rpm 1500 to 3000 4000 to 8000

Fuel Diesel fuel Gasoline

Intake air Air Mixture of gasoline and air

Fuel is supplied by a fuel injection pump,
Fuel supply line and it is injected from the nozzle at a
pressure of several hundred kg/cm2.
Adjusted based on amount of fuel
Output adjustment
injected.
Natural ignition of fuel injected into air
Ignition
that is heated by compression.
Carburetor mixes air and gasoline at
a nearly constant rate. Some types
perform fuel injection.
Adjusted based on amount of air-fuel
mixture injected by the throttle valve
of the carburetor.
High-voltage electricity causes the
spark plug to emit a spark, igniting
the air-fuel mixture in the cylinder.
 Diesel engine vs. gasoline engine 3/3 7

Characteristics of diesel engines

1. Diesel engines have good heat efficiency due to the
relatively high pressures and the high ratio of heat
output used for effective work.
2. Diesel fuel has a higher flash point, making it less dangerous
to handle.

Fuel Flash point (°C) Ignition point (°C)

Diesel fuel Min. 50 300 to 400
Gasoline Min. -25 400 to 500
3. The firing pressure is high, so overall engine construction is
very sturdy.
4. Because moving parts such as pistons are heavy, the
maximum engine speed is low and the output relative to the
cylinder capacity is small. However, there are smaller
fluctuations in combustion, leading to less variation in torque.
 Basic engine terms 1/11 8

Torque Output
PS
kgm Performance
Engine Nm kW
curve
speed Output
rpm Torque
fuel consumption
Compression
ratio
Rated output/
Piston Engine output
PS
displacement
(total piston
displacement) Rated engine speed
cc
rpm

Partial
performance Maximum
Torque
kgm
Nm
Oil consumption
(rate) Minimum (low)
%
Torque rise fuel consumption rate
% g/psh
 Basic engine terms 2/11 9

• Engine speed
Engine speed = rpm [revolutions per minute]
Engine rotation speed per minute
• Torque
Torque = Nm (kgm) Rotational force of the engine

Amount of force applied when

tightening bolts
T=F×L
T F

L
 Basic engine terms 3/11 10

• Output (Horsepower)
The amount of energy produced by the engine is the output, which
is measured in units of horsepower.

Output axle Output axle 2π

PS =
torque (kgm) x rotation speed x
(rpm) 75 x 60
1PS (horsepower) equals a work rate of 75 kilogram-meters per second, which
represents the power to raise a mass of 75 kilograms against the Earth's
gravitational force over a distance of one meter in one second. (Power x Speed)

1 PS = 75 kgm/sec
1 PS = 735.4 W
136 PS = 100 KW
 Basic engine terms 4/11 11

• Performance Maximum Torque

curve
kgm
The various engine
characteristics (output, torque,

Torque axis
and fuel consumption) are Rated
horsepower
shown in graph form.
Performance curve
PS
[S6D102E-1] Output axis

・Rated horsepower g/PSH

106 PS/2400 rpm

Fuel consumption ratio

・Maximum Torque
47 kgm/1300 rpm

・Minimum fuel
consumption ratio
155 g/PSH Minimum fuel
Engine speed Rated
speed
consumption ratio
 Basic engine terms 5/11 12

• Fuel consumption
Fuel consumption (ℓ/h) Maximum Torque

B = Ne x G x H (ℓ/h)
0.83 x 1000 kgm

0.83: Specific gravity of diesel fuel

Torque axis
Ne: Rated horsepower
G: Fuel consumption rate at rated output Rated
H: Load factor (30 to 80%) horsepower

Example: When load factor is 80%

106 x 182 x 0.8
PS

B= = 18.6[ℓ/h]

Output axis
0.83 x 1000 g/PSH
・Fuel consumption rate refers to the
amount of fuel consumed at 1 PS per hour,

Fuel consumption ratio

measured in grams. The fuel consumption rate
shown in this graph is the consumption rate
value for the full output curve.
・Fuel consumption amount refers simply to
the volume of fuel consumed per hour,
measured in liters.
Engine speed
・The load factor is 100% when operating at the
rated output. In actual operations, the load
factor is generally 30 to 80%.
 Basic engine terms 6/11 13

• Torque rise
Torque rise indicates the lugging performance of the engine. A higher value indicates a lower
likelihood of the engine stalling. (Torque rise of 15 to 20% or more is good.)
When a bulldozer is working at rated output and an additional load is applied, the engine
speed drops and the output decreases. As shown in the graph, the torque rises as the engine
speed decreases, and maximum torque is reached at a low engine speed. If an additional
load is applied, the engine speed drops and the torque decreases, causing the engine to stall.

Torque rise formula: Maximum Rated Torque

(C) Torque TM TR

TM - TR
(B)
TR × 100 is used to
calculate
torque rise. Rated
horsepower
TM (Maximum Torque )

TR (Rated 716.2 x Rated horsepower

Torque) =
Rated engine speed
(A)
(C) (B) (A)
No load
Engine speed at high idle
 Basic engine terms 7/11 14

• Oil consumption
Oil consumption varies significantly depending on the size of the engine, whether or not
there is a turbocharger, and the operating conditions.
Oil consumption is not simply caused by oil that leaks out from the engine. It is also caused
by the flow of oil into the combustion chamber. Oil consumption may also increase
temporarily if the piston ring gaps become aligned.

Upward oil flow

Inside the engine
Downward oil flow
Oil consumption

Outside the engine Oil leaks out

(Upward oil flow) (Downward oil flow)

Piston
downwards
Piston ring Piston ring Oil

Piston Liner Piston Liner

Valve guide

Valve

Piston ring Piston ring

Piston Liner Piston Liner

 Basic engine terms 8/11 15

• Oil consumption
(Oil consumption rate)
Oil consumption varies widely depending on the machine model and operating conditions,
making it difficult to judge whether there is an abnormality in the consumption amount
simply based on the number of liters consumed in one day.
With this in mind, “the oil consumption rate” expresses how much oil is consumed in
relation to the amount of fuel consumed, by correcting for variations in the machine model
(engine size) and operating conditions.

Oil consumption (ℓ)

Oil consumption ＝ × 100
rate (%) Fuel consumption (ℓ)

(Judgment guide)

Up to 0.5% ⇛ Good
0.5% to 1.0% ⇛ Caution needed
1.0% to 2.0% ⇛ High
2.0% and up ⇛ Excessive or abnormal amount of consumption
 Basic engine terms 9/11 16

• Partial performance
This refers to the engine performance when the fuel lever (throttle) is pulled back slightly from
the fully open position.
By reducing the engine speed with the throttle, the engine output decreases slightly. The
decrease in engine output yields a slight improvement in the fuel consumption rate, so that a
certain degree of fuel consumption improvement can be expected even with minor throttle
adjustment.
In addition, there is no effect on the maximum torque even when the engine speed decreases.
As a result, there is no change to the power and lugging performance of the vehicle, and there
is a relatively small reduction in engine output. Therefore, in terms of the amount of fuel
consumption relative to the workload, it may sometimes be advantageous to make limited
(partial) use of the engine.

Engine output is slightly reduced, but there

is no change to the maximum torque at
around 80% partial performance. As a
result, there is no change to the power and
lugging performance, and the workload is
not reduced as much as expected.

25% 50% 75% 100%

 Basic engine terms 10/11 17

• Total piston displacement Area

Top
dead

This refers to the engine size in terms of the total center

Stroke
displacement volume of the pistons in a single Bottom
dead
movement from the bottom dead center position center

to the top dead center position.

π× D2 V: Piston displacement (cc)
V= ×L×N D: Cylinder bore (cm)
4 L: Stroke (cm)
N: Number of cylinders
• Compression ratio Top
dead

This refers to the ratio of the volume inside the piston head center

when the piston is at bottom dead center (largest volume), to

the volume inside the piston head when the piston is at top
dead center (smallest volume).
When the piston is at bottom dead center, the piston volume is
Bottom
dead
center
the sum of the piston displacement and the volume of the
combustion chamber.

V+v R: Compression ratio

R= V: Piston displacement (cc)
v v: Combustion chamber volume (cc)
 Basic engine terms 11/11 18

• Cetane number and Octane number

Cetane number
This number indicates the fuel's ability to prevent the
occurrence of diesel knocking (anti-knock quality) in a diesel
engine, and it indicates the ignitibility of diesel fuel. Cetane
numbers range from 15 to 100,and a higher cetane
number indicates a faster self-ignition speed and a
greater resistance to diesel knocking.

Octane number
This number indicates the fuel's ability to prevent the
occurrence of knocking (anti-knock quality) in a gasoline
engine.
A higher octane number indicates a greater resistance
to knocking.
 Engine names and codes 1/2 19

Ｓ ＡＡ ６ Ｄ １０２ Ｅ－１
Model version
number
(modification
history)

Model that meets

exhaust emission
standards

Cylinder bore (102 mm)

V: V-type 4-stroke water-cooled diesel engine

D: In-line vertical 4-stroke water-cooled diesel

Number of cylinders (6 cylinders)

A: Water-cooled aftercooler
AA: Air-cooled aftercooler

Turbocharger (supercharger)
 Engine names and codes 2/2 20

• When indicating the whirl chamber system

and stroke
４ Ｄ ９５ Ｌ － Ｗ － １
L: Long Stroke Whirl chamber type
S: Square stroke

• When denoting the output amount

Ｓ ＡＡ ６ Ｄ １７０ － Ｂ－１
Output amount (in order, from high to low): A - B - C
 Engine system diagram 1/2 21

From fuel tank Muffler

Air cleaner

Injection pump

Cylinder

Starting motor

Alternator
Oil pan
Radiator
Battery
 Engine system diagram 2/2 22

(Air intake and (Lubrication system)

exhaust system) Aftercooler
Oil pan Oil pump
Air cleaner
Intake valve
Engine lubrication
Oil filter
Turbocharger Exhaust valve part

(Power train system)

Muffler
Combustion Piston Connecting rod
chamber
Atmosphere
Flywheel Crankshaft

(Fuel system)

Timing gear
Fuel tank Power

Crank pulley
Fuel filter
(Valve system)
Fuel injection pump
Camshaft Push rod

Injection nozzle
Rocker arm Crosshead

(Cooling system)
Water pump Engine coolant part (Electrical system)
Alternator

Radiator Thermostat
Battery Power supply

Starting motor
Fan
 Engine Overview 1/6 23

Connecting rod Piston

Piston pin
Bushing

Crank
Shaft

Flywheel

Damper
Connecting rod cap
Connecting rod metal

The engine body consists of parts such as the

cylinder head, cylinder block, cylinders, pistons,
connecting rods, crankshaft, flywheel, valves,
rocker arms, and camshaft.
The pistons, which generate power in the
cylinders, are linked to the crankshaft via the
connecting rods. The crankshaft converts the
reciprocating motion of the pistons into rotary
motion.
 Engine Overview 2/6 24

• Diesel engine output strokes

Intake Compression Combustion Exhaust

Overlap
Valve Nozzle

Exhaust Intake

Combustion Compression

Compression
top dead
center
Engines output power as the pistons repeatedly perform cycles consisting of four separate strokes
(intake, compression, combustion, and exhaust).
With each 120° rotation of the crankshaft in a 6-cylinder engine, fuel is injected into the cylinders in
the following order: 1-5-3-6-2-4.
With each 180° rotation of the crankshaft in a 4-cylinder engine, fuel is injected into the cylinders in
the following order: 1-2-4-3 or 1-3-4-2.
 Engine Overview 3/6 25

• Intake stroke
Valve Nozzle

With the exhaust valve closed and

the intake valve open, the
downward motion of the piston
creates negative pressure in the
cylinder, drawing in air.

The intake valve opens before the

piston reaches top dead center, and
it closes after it reaches bottom
dead center.
 Engine Overview 4/6 26

• Compression stroke

The piston starts to move upward

from bottom dead center and the
intake valve closes, causing the air in
the cylinder to compress.

The compressed air needs to become

hot enough for the fuel to self-ignite,
so even at the low speed of the
engine when it is started, the
pressure is 3 to 5 MPa and the
compression temperature reaches
400 to 600°C.
 Engine Overview 5/6 27

• Combustion stroke

Near the end of the compression

stroke, when the fuel reaches high
pressure of 10 MPa or higher and is
injected from the nozzle, the
compression heat causes the fuel to
self-ignite, resulting in combustion.

The sudden rise in temperature and

pressure forces the piston back down,
causing the crankshaft to rotate.
 Engine Overview 6/6 28

• Exhaust stroke

To ensure that the exhaust gas is

discharged efficiently, the exhaust
valve opens before the piston
reaches bottom dead center in the
combustion stroke, allowing the
exhaust gas to escape the cylinder
under its own pressure. The piston
then moves upward, forcing the
exhaust gas out.

Exhaust efficiency is also ensured by

closing the exhaust valve after the
piston reaches top dead center.
 Air intake and exhaust device 29

Pre-cleaner Exhaust pipe

Air cleaner
Muffler

Dust indicator

Turbocharger

Aftercooler
Intake valve
Exhaust valve
Piston

Cylinder liner

Outside air is drawn in and supplied to the cylinder to ensure proper fuel
combustion, and the exhaust gas is forced out after combustion. This process is
performed by the intake and exhaust system, which includes parts such as the
air cleaner, turbocharger, aftercooler, and muffler.
 Air cleaner 30

Radial seal type Axial seal type

Outer element

Inner element

Evacuator valve

When inserting the element, the guide plate ensures Tools are required for
that the element is installed in the center of the case. installation and removal.

The function of the air cleaner is to remove dust and other foreign
material from the intake air, and to reduce the intake noise.
Any foreign material that enters the engine may create friction in the
moving parts and reduce the service life of the engine.
There is an inner element and an outer element. When the color of the
dust indicator changes, the elements need to be cleaned or replaced
(depending on the number of times they have already been cleaned).
 Dust ejector 31

• Evacuator valve
The dust ejector automatically
discharges dust that has accumulated in
the dust case.
When the engine is stopped and there is
no negative pressure, the rubber valve
opens and the dust is automatically
discharged.
• Pre-cleaner (optional)
The pre-cleaner is installed in front of the air cleaner, and it removes dust from
the air before it enters the air cleaner. By reducing the amount of clogging in
the air cleaner, the pre-cleaner extends the service life of the element.
Komaclone (multi-cyclone type)
pre-cleaner

Exhaust gas is used to

forcibly eject the dust.
 Dust indicator 32

Press button to unlock

The dust indicator moves

when the air cleaner is
When intake negative pressure is
clogged, providing
760 mm H₂O or more, the red piston
suddenly drops, the spring is
notification to the operator.
compressed, and it locks in place.

Press button to unlock

Clean or replace the air
cleaner when the dust
indicator changes.

The yellow piston

is gradually drops
as the element
becomes clogged,
and then locks in
place.
 Muffler 33

In the exhaust process, the gas that is produced when fuel is burned in the
cylinder is emitted from the cylinder head, through the exhaust manifold, and
into the atmosphere. However, a large amount of noise is produced when the
gas is emitted directly from the exhaust manifold. The muffler works to reduce
this noise.
Recently, exhaust emission control systems such as DPF and SCR are installed
instead of mufflers.
 Supercharger 34

There are two general types of superchargers.

In general, turbine-driven systems are referred to as turbochargers, while
mechanically-driven systems are referred to as superchargers.
Oxygen Oxygen A supercharger is an auxiliary device
molecules molecules that increases the density of air so that
the engine pulls in more oxygen,
enabling it to burn more fuel and do
more work.
Turbosupercharger (turbocharger):
Type of supercharger that is powered by a high-speed turbine that is driven by the
energy of the engine's exhaust gas.
Mechanical supercharger (supercharger):
Type of supercharger that is mechanically driven by the power of the crankshaft
or a motor.
Turbine can rotate at high speeds of
100,000 rpm or more, making it
Turbocharger Exhaust Gas
suitable for improving output at
high speeds

Supercharging effect is
achieved at low engine speeds,
Supercharger Mechanically driven making it suitable for
by engine rotation improving performance at low
and medium speeds
 Turbocharger 1/2 35

Turbine impeller Lubricating oil Blower impeller

inlet port

Exhaust gas
(to exhaust Intake air
gas outlet) (from air
cleaner)

Exhaust gas
(from exhaust Intake air
manifold) (to aftercooler)

Lubricating oil
outlet port

The turbocharger increases the density of air that is sent to the cylinders. After
the combustion gas is burned in the cylinders and engine power is generated, the
exhaust gas is emitted, even though it still includes speed, pressure, and heat
energy. This exhaust gas causes the turbine impeller to rotate, which causes the
blower impeller, located on the same axis on the intake side, to rotate, thereby
sending compressed air to the cylinders. (The compression supercharging
pressure is called the boost pressure.)
 Turbocharger 2/2 36

• Use of backward-curved impeller

The blower impeller, which creates the supercharging pressure, uses backward-
curved blades to achieve good operating efficiency across a wide range of speeds,
from low to high.
Backward-curved impellers have blades that curve away from the direction of
rotation, while radial impellers have blades that are straight.
Backward angle

One rotating
direction
Shape of backward-curved impeller Shape of radial impeller

Suitable for use with a variety of loads Radial impellers generate high pressure,
(wide power range). so they are often limited to use in
systems with high loads and high speeds.
 Wastegate valve 37

Actuator (swing control valve)

• Operation
Less than specified More than specified
supercharging pressure supercharging
pressure
Wastegate

Wastegate

To prevent engine overload, the actuator moves when the air intake
reaches the specified pressure, When the wastegate valve is open,
some of the exhaust gas bypasses the turbine, preventing the
supercharging pressure from exceeding the specified amount.
 Aftercooler 38

The temperature of air rises when it is compressed by the turbocharger. The

aftercooler lowers the temperature of this air to increase the density
and boost the volume of air taken in by the engine.
(Although the amount may vary depending on the temperature, there is a 2 to 4%
change in density for every 10°C change in temperature.)

• Types of aftercoolers
Example: S AA 6 D 102 E-1
AA: Air-Cooled Aftercooler

A: Water-cooled aftercooler
 Air-Cooled Aftercooler 39

(Temperatures are representative values)

Turbocharger
Intake air temperature at
turbo outlet: Approx. 180°C

Aftercooler

Intake air temperature after the

aftercooler: Approx. 50°C

Outside air
temperature: 25°C
Blow-by gas 40

Blow-by gas is air that gets into the

crankcase during the compression and
combustion strokes, through gaps
between the piston and cylinder.
Blow-by

By measuring the pressure of this blow-

by gas, you can determine whether or
not it is necessary to perform an engine
overhaul.

One type is a blow-by ventilation

apparatus that releases the blow-by gas
into the atmosphere, and the other type
is a closed crankcase ventilation (KCCV)
system that captures blow-by gas and
traps the oil, then circulates it back into
the combustion chamber.
 Cylinder head 1/6 41

Rocker arm
Example) SAA6D125E-5
Rocker arm shaft

Valve
Spring

Water
jacket

Valve
guide
Valve seat
Cylinder
Intake Exhaust
head
valve valve
The cylinder head forms the combustion chamber along with the piston heads. It is
equipped with a water jacket for cooling the inside of the engine, and parts such as
the intake manifold, exhaust manifold, valves, and injection nozzle holders are
mounted on it.
Komatsu's small engines use a single cylinder head for all of the cylinders, while the
large engines use an separate cylinder head for each cylinder.
 Cylinder head 2/6 42

• Cylinder head gasket

Soft steel wire Steel SUS

SUS plate plate plate

Soft steel with flanged edges Soft steel plate

Rubber asbestos
Laminate
Steel vest Single steel plate (Stacked
layers of
steel plates )

If the cylinder head is mounted directly on the cylinder block, combustion

gas and coolant leak out no matter how well it is tightened, because there
are two metal surfaces in contact with each other.
As a result, a gasket is placed between the cylinder head and cylinder
block to prevent combustion gas or coolant from leaking out.
 Cylinder head 3/6 43

Pre-combustion
Direct injection system Whirl chamber system
chamber system

Nozzle
Nozzle
Nozzle

Glow plug
(Pre-
combustion Glow plug
chamber)

Pre-
Whirl
combustion
chamber
chamber
Piston

The space where the fuel is burned, between the top of the pistons and the bottom surface of the
cylinder head, is the main combustion chamber.
With a direct injection system, fuel is injected directly into the combustion chamber, where
combustion occurs. With a pre-combustion chamber system, some of the fuel enters a separate
chamber (pre-combustion chamber) where combustion begins, and the pressure generated by that
combustion injects the remaining fuel into the main combustion chamber, where most of the
combustion occurs.
A whirl chamber system uses a separate chamber (whirl chamber) to generate a whirl that creates a
better mixture of fuel and air. The whirl chamber system has characteristics that are between those
of the direct injection system and the pre-combustion chamber system.
Currently, direct injection systems are used because fuel consumption rate is a priority.
 Cylinder head 4/6 44

• Forced cooling around cylinder head nozzles

Forced cooling is performed on the bottom surface, through drilled holes
around the nozzles, between the intake valves and the exhaust valves,
where there is a particularly high thermal load. This provides sufficient
ability to withstand thermal loads, resulting in excellent durability that
prevents problems such as cracks between the valves.
Intake vave

to water return
manifold

Exhaust vave

Flow of coolant

Bottom surface Dry sleeve

 Cylinder head 5/6 45

• Improving maintenance ability through use of one

head per cylinder
By using one cylinder head for each cylinder, each cylinder can be
inspected, disassembled, and assembled individually, resulting in
improved efficiency of maintenance and repairs. In the case of four
valves, single cylinder heads are more reliable than multi-cylinder heads,
because holes can be drilled in a crisscross configuration in the bottom
of the head.

Two-cylinder head

One-cylinder head

Integrated head
 Cylinder head 6/6 46

• Plastic deformation range rotation angle method

To reduce axial tension variations in the main components (main cap, connecting rod cap,
cylinder head, etc.), bolts are tightened using a plastic deformation range rotation angle
method. This tightening method enables bolt elongation to be controlled by the screw pitch
and rotation amount, which indirectly controls the axial tension. As a rotation angle
method that causes bolts to enter the plastic deformation range, this method makes it
particularly easy to control bolt elongation.
With this method, bolt elongation occurs each time a bolt is used, so it is necessary to
check whether or not a bolt exceeds the length limit if it is reused.
Load Elastic Axial tension
range Plastic deformation range Elastic range Plastic deformation range
Axial tension and rotation
angle are not proportional
Elastic limit until the joined objects
Relationship between load and are completely adhered to
stretching in elastic range (same each other
whether load is being applied or
released)

Completely
Relationship between load and tightened
stretching in plastic deformation
range (amount of plastic deformation
varies depending on whether load is
being applied or released)
Rotation angle
Amount of plastic deformation
To
target
torque Relationship between speed
Relationship between load and elongation angle and axial tension
 Cylinder block 47

Cylinder blocks are made from cast iron and

Cylinder block they look similar to what is shown in the
Cylinder
illustration.
liner
They have a high-strength, high-stiffness
construction that can withstand the high
temperatures, high pressure combustion gas,
and vibrations that occur with combustion in
the cylinders, and they are generally heavier
than gasoline engines in terms of the weight
relative to piston displacement.
Cylinder block houses the cylinders, which
contain the pistons that move up and down.
Cylinder liners are cylindrical sleeves made
Main cap from cast metal, which are inserted into the
cylinder block.
• Main metal, thrust metal
Crankshafts use main metal bearings to
prevent seizure and wear.
In addition, to prevent wear or seizure in the
forward and backward direction of the
crankshaft, the amount of movement is Integrated
controlled by using thrust metal on the main Main metal Thrust metal
thrust
journal. Main metal
 Cylinder liner 1/2 48

Linerless Wet type liner Dry liner

Cylinder liner touches Cylinder liner does
No liner coolant directly not touch coolant
directly

Coolant Coolant Coolant

Current engines are linerless or use

a wet type liner.
To prevent wet type liners from
clevis seal
leaking coolant through the gap
between the cylinder liner and O-ring
cylinder block, the top part is
pressed into the step of the cylinder O-ring
block, and O-rings and a clevis seal
are inserted at the bottom.
 Cylinder liner 2/2 49

• Processing of inner surface of liner

• Tufftride process
In this process, the surface of the
material is converted to a nitrogenous
compound to reduce friction and
improve wear resistance.
• Plateau honing process
A special honing (polishing) process is
applied to the surface finish, which
allows oil to collect in the valleys in Plateau
the surface.
This improves the effectiveness of Oil is
supplied
lubrication.
Oil collects in valleys
 Wear of cylinder liner and cylinder 50

• Wear of cylinder liner and cylinder

Piston The cylinder liner and cylinder wear

down with long term use, but the type
of wear varies depending on the usage
conditions.
Cylinder

Due to the tension of the piston rings

and the pressure applied inside, wear
occurs under ordinary use, as shown in
the illustration.

In particular, the greatest amount of

wear occurs around the position of the
top ring, at compression top dead
center, when the pressure inside the
cylinder is at the maximum.
 Main moving parts 51

Piston Flywheel

Connecting rod

Crank pulley

Crankshaft

The main moving parts consist of the components indicated in the

illustration. The crankshaft plays a critical role by producing rotary
motion from the reciprocating motion generated by the combustion
stroke in the cylinders, which is transferred via the connecting rods.
 Flywheel 52

The energy that turns the crankshaft is created only in the combustion stroke.
No rotational force is created in any of the other strokes.
However, the flywheel along with the crankshaft, and its rotational inertia
(power that maintains the rotation of a rotating object) keeps the crankshaft
rotating at a steady rate.

When starting the engine, the starter pinion engages the ring gear to rotate
the engine.

52
 Vibration damper 53

The crankpin of the crankshaft receives the torsional force generated by the combustion pressure
that is created when combustion occurs in each cylinder. Due to the rigidity of the shaft, the
reaction force causes vibration in the circumferential direction (torsional vibration). Resonance
occurs if the frequency of this vibration overlaps with the rate at which the combustion pressure is
applied, and this can cause the crankshaft to break or the engine to vibrate. By absorbing this
torsional vibration that occurs in the crankshaft, the vibration damper relieves the torsion stress
and reduces engine vibration.

There are two types of vibration dampers. One type is a rubber damper that uses rubber to absorb
the torsional vibration, and the other is a viscous damper that uses high-viscosity silicone oil to
absorb the vibration.
Both types of dampers absorb the vibration between the crankshaft and a large-inertia weight,
using rubber or oil that converts the difference in rotation speed (i.e. the torsional vibration)
between the shaft and weight into frictional heat.

Hub Inertia ring

Rubber
Crankshaft
Crankshaft

Oil

Damper case
Rubber damper Viscous damper
 Piston 1/6 54

When fuel is burned in the cylinders, combustion energy is created.

Pistons use this energy to move up and down. This energy is then
transferred to the crankshaft via the connecting rods, where it becomes
rotary motion.
Because pistons rub against the cylinders and are subject to high
pressures and temperatures while moving at a high rate of speed, they
are constructed from lightweight, sturdy aluminum alloy or ductile cast
iron.
Pistons are also designed to expand, so there is a gap between the
pistons and the cylinder liners (piston clearance). Piston rings are
installed to prevent gas from escaping through these gaps.

Ductile cast iron piston Aluminum alloy piston

 Piston 2/6 55

• Characteristics of piston materials

Due to Komatsu's success in developing cast iron pistons, FCD (ductile
cast iron) pistons are used in large engines.
There are some issues regarding the weight of ductile cast iron, which
has a specific gravity approximately three times that of aluminum.
However, Komatsu's casting technology enables thin-walled construction,
which reduces the weight of ductile cast iron pistons to a level that is
comparable to that of aluminum pistons.
In addition, the high top ring construction eliminates wasted volume
inside the cylinders.

Thermal
Material/ Material Thermal Specific
expansion
Characteristics strength conductivity gravity
rate
FCD
(Ductile cast High Low Low High
iron)
Aluminum alloy Low High High Low
 Piston 3/6 56

• Improved performance through use of FCD

(ductile cast iron) pistons
• Higher output:
High strength of material at high temperatures enables higher output.

• Lower noise:
Due to the lower thermal expansion rate than that of aluminum alloy
pistons, there is a smaller gap between the pistons and liners when the
engine is cool. This reduces the amount of noise caused by the side-to-
side play in the pistons.

• Improved fuel consumption and exhaust gas color:

Because the strength is higher than that of aluminum pistons, the top ring
can be positioned higher (high top ring), eliminating wasted volume inside
the cylinders.
Narrow Wide

Top ring
Position

Ductile cast iron piston Aluminum alloy piston

 Piston 4/6 57

• High top ring piston

By positioning the top ring higher, wasted volume inside the cylinders can
be eliminated.

Cylinder head Combustion chamber Ineffective space =

Wasted volume
Issues
• Poor mixture of intake air and fuel
• Fuel is cooled by the liner, reducing
its combustibility

Incomplete combustion

Piston
Cylinder liner Piston ring • PM and HC emissions
• Poor fuel consumption
 Piston 5/6 58

• Offset piston
When the center of the piston is aligned with the center of the connecting rod,
the force that presses the piston down in the combustion stroke, along with
the reaction force that is produced when the connecting rod rotates the crank,
applies a force to the piston in the sideways direction. This causes the piston
and liner to hit against each other, resulting in noise.
With an offset piston pin, there is some misalignment (offset) between the
center of the piston and the center of the piston ring. This reduces the force
in the thrust direction, with the intent of reducing the noise that is produced
by the piston striking the liner.

Center of piston pin hole Center of piston

 Piston 6/6 59

• Piston ring
Pistons are fitted with three piston rings (two compression rings and one
oil ring) to reduce the loss of horsepower due to friction.
Compression ring (top ring and second ring):
Maintains an airtight seal in the combustion chamber during compression and combustion, to
prevent the leakage of compression and leakage of compressed gas (blow-by). There is a joint
gap in the ring, and it is almost closed when engine is running. In its free state, the ring diameter
is larger than that of the cylinder. Therefore, when the ring is installed in the cylinder, it tries to
open outward so that a force is applied on the cylinder wall.
Oil ring:
Scrapes excess engine oil from the inner cylinder wall to form an appropriate oil film, thereby
preventing piston seizure. While compression rings use their own tensile force and the back
pressure of the combustion gas to stay pressed against the cylinder wall, oil rings use only their
own tensile force. For this reason, an expander is incorporated on the inner side of the ring to
increase pressure against the wall, which improves the ability to prevent the upward flow of oil.

A keystone ring is used for the top ring, a grooved

keystone ring is used for the second ring, and a ring Top
such as an M-type steel ring is used for the oil ring.
Second
* Keystone ring:
Ring that is tapered on both sides, that prevents sticking by
utilizing the side-to-side motion of the piston to remove the
Oil
carbon deposited in the ring groove and in the space between
rings.
 Connecting rod 60

Connecting rods connect each piston to the

crankshaft, which converts the up-and-down
motion of pistons into rotary motion.
The part of the connecting rod that connects to the Connecting
crankpin is called the big end. The cap and Small rod
crankpin metal wrap around the crankpin, as end
shown in the illustration. A piston pin is used to
connect the small end to the piston. Big end
• Crush height
Crush height refers to the protrusion height of the
metal from the cap, which is interference. If the crush
height is too large, the metal may flex and break when
the cap is tightened.
On the other hand, if the crush height is too small,
there may be poor contact with the cap, resulting in
lower thermal conductivity that can cause the metal to Crankpin
seize. Specified load
metal

Crush Cap
height

Radius of
bearing hole

Bearing
 Valve mechanism 61

When air is taken into the cylinders, the intake valve in the cylinder
head opens, and air flows in from the air passage. The exhaust
valve opens when exhaust gas is discharged from the cylinder.

Rocker arm

Cotter Stem cap

Intake valve Retainer
Push rod
Outer spring
Exhaust valve Stem seal
Inner spring

Tappet Lower sheet

Camshaft Valve guide

Idler gear

Cam gear Valve

Valve seat

Crank gear
 Valve timing 62

Overlap
Intake valve open Exhaust valve closed
Top dead
center

Compression Intake

Combustion
Exhaust

Intake valve closed Exhaust valve open

Bottom dead center

The intake valve starts to open before the piston reaches top dead center, and it closes after the
piston reaches bottom dead center. This is because it takes some time from the instant the valve
starts to open, until the opening is large.
The exhaust valve starts to open before the piston reaches bottom dead center, and it closes after the
piston reaches top dead center. By opening before bottom dead center, the exhaust gas starts to
discharge under its own pressure, and by staying open until after top dead center, the remaining gas
can be sufficiently discharged.
The moment in which both the intake valve and exhaust valve are both open is called overlap.
 Valve clearance 63

When a push rod is all the way down, there is a gap between the rocker arm and
the intake and exhaust valves (or crosshead). This gap is called the valve clearance.
If there is no gap, a valve may become unable to close completely when heat causes
it to expand. In general, the valve clearance is larger for exhaust valves than for
intake valves.

To measure or adjust the valve clearance, insert a feeler gauge in the gap.
Crosshead adjustment is also performed in some large engines.

For 2 valves For 4 valves

Valve clearance
Valve clearance

Crosshead
 Camshaft 64

The camshaft is equipped with cams for the intake and exhaust valves of
each cylinder.
The rotation of the camshaft is driven by a gear mechanism connected to
the crankshaft, and when cams rotate, the tappets or cam followers move
up and down, causing the push rods to move up and down. The camshaft
rotates one time for every two rotations of the crankshaft.

Push rod Push rod

Tappet Cam follower

Camshaft Camshaft
 Tappet 65

Force is applied to the push rods via tappets. When a cam rotates, sliding friction
occurs between the cam and the tappet.
Roller tappets transfer the force to the push rods using rollers. When a cam rotates,
the only resistance is that of the rolling force.
As such, they can improve durability and reduce friction horsepower in large engines.
Crosshead Rocker arm
Rocker arm
Valve spring

Valve spring

Push rod
Push rod

Valve
Tappet
Valve

Camshaft

Roller tappet

Camshaft
Tappet

Roller

Camshaft

Camshaft

Flat tappet Roller tappet

Tappet type Cam follower type
 Timing gear 66

As shown in the illustration, the

Injection
pump gear

timing gear mechanism is located in Idler gear

front of the cylinder block, and its Cam gear

rotation is driven by the gear
attached to the crankshaft. These Oil pump

gears interlock to coordinate the

opening and closing of valves and
the fuel injection timing.
Crank pulley

Example: SAA6D125E-5
Crankshaft gear (33 teeth)
Main idling gear - large (57 teeth) Crank gear
Crank gear

Main idling gear - small (38 teeth) (for oil pump drive)

Cam gear (44 teeth)

Injection drive gear (44 teeth)

57 44
Speed transfer ratio = × =2
33 38
 Lubrication system diagram 1/2 67

Turbocharger
Fuel injection pump

Rocker arm
Valve

Camshaft Piston

Crankshaft

Timing gear
Oil cooler

Oil pump
Oil filter

Oil pan
 Lubrication system diagram 2/2 68

Example) SAA6D125E-5
Lubrication
inside the engine
Turbocharger

Supply pump

Piston cooling nozzle

Safety valve

Oil cooler Oil filter EGR Oil pump

Regulator valve

Thermo EGR valve

valve
EGR Bypass valve
Oil pump
Regulator valve
 Oil pump 1/3 69

The oil pump is driven by the oil pump drive gear in the timing gear
mechanism. It siphons oil from the oil pan and sends it to various parts of
the engine.
Gear pump Trochoid pump
Due to the comparatively high discharge Due to the small number of parts and
volume and ability to set the pressure to a light weight, this pump is commonly
high level, this pump is commonly used with used with small engines.
medium and large engines.
Pump drive gear Drive shaft
To engine parts
Drive gear
Bushing
Regulator Pump drive gear
Driven shaft Valve Outer rotor
Inner rotor
Driven gear
Rotershaft
Cover
From oil pan
To engine parts

Pump case

Pump case
From oil pan
 Oil pump 2/3 70

• Operation of gear pump

Gear
Rotating gears draw oil into the pump
body and send it to the discharge side.
From oil pan To engine
Near the discharge side, the upper and
Pump body lower gears interlock closely so that
Gear there is no gap, and oil is discharged.

• Operation of trochoid pump

The gap in the teeth of

the inner rotor and outer
rotor varies. Oil intake
Outer rotor occurs when this gap is
Inner rotor large, and oil discharge
occurs when the gap is
Intake Discharge small.
 Oil pump 3/3 71

• Oil pump relief valve (regulator valve)

To oil cooler Example) SAA6D125E-5
Valve

To oil pan

Oil pump

The appropriate oil pressure needs to be maintained in the lubricating oil circuit,
from the time that oil is siphoned from the oil pan until it is delivered to the
various engine parts.
Low oil pressure may result in insufficient oil flow to the engine parts, which can
lead to engine seizure. High oil pressure can cause problems such as increased oil
consumption or excessive load on the oil pump or the lubricating parts. As a result,
a relief valve is installed to ensure that the lubricating oil pressure remains in the
specified range. When the oil pressure rises to a certain level, the valve opens so
that oil can escape to the oil pan, thereby preventing the oil pressure from rising
any higher.
 Oil cooler 72

Thermo valve
Oil outlet port

Coolant
inlet Water jacket

Cooler element

Oil inlet port

The oil cooler uses engine coolant to cool the engine oil.
Some engines use a thermo valve in the engine, which enables the
cooling process to start whenever the engine oil reaches a temperature
that requires cooling.
 Oil filter 1/2 73

Oil filters are designed to remove carbon residue and other contaminants from oil.
Filters become clogged as the contaminants gradually build up, so they need to
be replaced periodically as specified in the Operation and Maintenance Manual.

Small/medium engine Large engine

Full-flow filter

Bypass filter

This type of filter consists of a polymer fiber
material arranged in three different types of
layers.
Contaminants become trapped on the filter
surface, as well as in the internal fibers.
This type of filter consists of a full-flow filter
and a bypass filter. The full-flow filter
performs basic filtration, while the bypass
filter uses a mesh type screen to trap finer
contaminants.
 Oil filter 2/2 74

• Safety valve
Oil filter
Example) SAA6D125E-5
To engine
parts

Valve
From oil cooler

The safety valve ensures that oil continues flowing to the engine parts
when the oil filter is clogged.
The safety valve opens when the oil filter is clogged, enabling oil to
bypass the filter and flow directly to the engine parts. When this happens,
unfiltered oil flows to the engine parts.
 Piston cooling nozzle 75

To reduce the amount of piston expansion due to heat, pistons are

equipped with a cooling nozzle.
Oil is sprayed through the nozzle to cool the inside of the piston.
There is a hollow space around the entire circumference inside the
piston head, and oil flows all the way around to heighten the cooling
effect.
Cooling channel
Piston

Cylinder block

Cooling nozzle
 Cooling system diagram 76

Cylinder head

Thermostat

Water jacket

Water Cylinder block

Pump

Radiator

Oil cooler

Engines become hot due to the combustion of fuel in the cylinders. To

prevent the cylinder head and liners from cracking at high
temperatures, coolant is used to cool the engine.
 Water pump 1/2 77

From thermostat Flow of coolant

Pressure valve

Impeller

Water seal

To engine Impeller

Pulley

From radiator
Conceptual image

The water pump is mounted in front of the cylinder block, and it is driven by a V-belt.
(Some types may be driven by a gear mechanism linked to the drive shaft.)
When the impeller inside the water pump rotates, the water between the blades is forced
outward by centrifugal force, so that it flows out of the pump.
In addition, a water seal is incorporated into the pump shaft to prevent water from leaking.
 Water pump 2/2 78

Coolant outlet Example) SAA6D125E-5

(To engine parts) Pulley
Pump body

Impeller

Coolant
inlet
Drive
Shaft

Breather hole
Water seal

Belt-driven pump Gear-driven pump

The air volume changes as the temperature of the air in the space between the
two seals changes. To prevent the pressure from damaging the seals, air is
allowed to escape through the breather hole. If a large amount of coolant or oil is
leaking out from the breather hole, it is a clear sign that the seal is damaged. (It
is natural for a small amount of water to leak out due to changes in air
temperature.)
 Thermostat 79

to Radiator to Radiator to Radiator

Valve spring Thermostat Valve spring Thermostat

Valve spring Thermostat Valve Valve

Radiator side
passage clearance

Valve
Radiator side Piston Piston

passage clearance from Engine

Thermosensitive Thermosensitive from
element element Engine
(Wax) (Wax)
Water pump side
Piston Passage clearance

to Water pump to Water pump

When coolant is at When coolant is at

Thermosensitive low temperature high temperature
element from Engine
(Wax)

Water pump side

Passage clearance

to Water pump

As shown in the illustration, the thermostat incorporates a thermosensitive element

containing a type of wax that readily expands or contracts as the temperature changes,
which causes the element to move up or down depending on the temperature.
At low temperatures, the element rises, closing the path to the radiator and causing
the coolant to flow to the water pump. At high temperatures, the path to the water
pump is closed and the coolant flows to the radiator.
 Radiator 1/2 80

To refill the coolant, open the cap at the top of the radiator.
When coolant returns from the engine, it enters the top of the radiator
and flows through the pipes down to the bottom of the radiator.
The pipes are fitted with an array of heat dissipation fins that work to cool
the coolant as it passes through the pipes. The part of the radiator that
consists of the pipes and heat dissipation fins is called the radiator core.
 Radiator 2/2 81

• Pressure-type radiator cap

During pressure During vacuum
valve operation valve operation

from Sub-tank
to Sub-tank

to Radiator
To
atmosphere
from
Engine Sub-tank

to Water
pump
Radiator
core

A pressure-type radiator cap incorporates a pressure valve and vacuum valve.

When the coolant becomes hot and the pressure inside the radiator exceeds the
specified level, the pressure valve opens and coolant overflows into the reserve
tank. When the coolant becomes cool and there is negative pressure less than
the specified level, the vacuum valve opens. Because the internal pressure is
below atmospheric pressure, the coolant that overflowed when it was hot flows
back into the radiator, preventing the radiator from being deformed.
 Fuel system diagram 82

Example: Mechanical system - Inline injection pump

From fuel tank

Injection nozzle

Overflow
valve
Fuel injection
pump

Priming
Pump

Fuel filter Feed pump

Gauze filter

Diesel engines are powered by the explosive combustion of injected fuel. The
fuel system works to inject the fuel. In addition to performing injection, the
system also needs to regulate the timing and amount of fuel that is injected.
 Fuel tank 83

Cap
Strainer

Level gauge

Drain cock Example: WA320-6 tank breather

(Drain valve)

In recent models, the amount of fuel in the tank can be checked via the operator's
seat monitor or a sight gauge, instead of a level gauge.

Some types of tanks have a hole in the fuel cap to prevent a vacuum, and some
models have a breather in the tank. If the breather or the hole in the cap becomes
clogged, the pressure inside the tank drops, which may cause the engine to stop,
seemingly as if it has run out of fuel.
 Fuel filter 1/2 84

Fuel that is taken in by the feed pump from the fuel tank is sent to the injection pump and
then pumped to the injection nozzle.
Engine parts may become damaged if any contaminants or impurities are mixed in with
the fuel. To prevent this type of problem from occurring, the fuel filter works to remove
foreign materials from the fuel.
Fuel filters use filter paper with fine pores that screen out the impurities when fuel passes
through. To increase the surface area through which the fuel passes and decrease the
flow resistance, the filter paper is pleated and formed into a cylindrical shape.
❖ In common rail systems, two fuel filters are used to prevent the entry of impurities and
water: a main filter (2 µm) and a pre-filter (10 µm). (Conventional systems use a fuel
filter in combination with a water separator.)
 Fuel filter 2/2 85

• Fuel Prefilter, water separator

Drain plug WIF sensor

(Water In Fuel)
Fuel Prefilter Water separator

The type of water separator shown on the right is a conventional product. The type on the
right contains a plastic ring (called a float) that is visible through the transparent body. The
float is lighter than water but heavier than fuel, so it floats up when water accumulates inside.

Common rail engines use a pre-filter like the one shown on the left, which has a water
separator mounted on the bottom. Some models incorporate a WIF sensor, with a caution
indicator on the monitor panel that lights up when water accumulates up to the level of the
sensing element.
 Fuel systems used for each engine generation 86

Inline injection pump

Mechanical
Fuel injection system Distributor-type
system injection pump

HPCRI
High Pressure Common Rail
Injection

Yanmar
95 107,114 125,140 170
OEM

Tier2 Mechanical system -

Mechanical HPCRI HPI
generation Inline injection pump
system
Distributor-
type
injection
Tier3 pump HPCRI
generation
 Emission standards and corresponding engine injection
systems and intake/exhaust systems 1/2 87

Emission standards 1996 Tier1 1996 Tier2

Machine models PC200-6 PC400-6 PC200-7 PC400-7

(representative) PC300-6 PC800-6 PC300-7 PC800-7

Engine model versions S6D102E-1 SA6D125-2 SAA6D102E-2 SAA6D125E-3

(representative) SAA6D108-2 SAA6D140-2 SAA6D114E-2 SAA6D140E-3
Mechanical system CRI system
Injection system ← ←
inline pump system (Tier2 DENSO)

500 to 800 ← ← to 1200

Injection pressure
(Kg/cm2） Dependent on
Dependent on
← ← supply pump
injection pump
PCV control
Dependent on
Dependent on
Injection amount ← ← injector
injection pump
TWV control
Dependent on
Fixed or mechanical
Injection timing ← ← injector
timer
TWV control
Controller CR700
Engine electronic
None (KOMATSU
control system product)
←
Air intake system (Air to air cooler) (Air to air cooler) Air to air cooler

Exhaust system

New intake/exhaust
system
 Emission standards, and corresponding engine injection
systems and intake/exhaust systems 2/2 88

Emission standards 2006 Tier3 2011 Tier4 Interim

Machine models PC200-8 PC400-8 PC200-10 PC400-10

(representative) PC300-8 PC850-8 PC300-10

Engine model versions SAA6D107E-1 SAA6D125E-5 SAA6D107E-2 SAA6D125E-6

(representative) SAA6D114E-3 SAA6D140E-5 SAA6D114E-5 SAA6D140E-6
CRI system CRI system CRI system (Tier4I CRI system
Injection system
(Tier3 BOSCH) (Tier3 DENSO) BOSCH) (Tier4I DENSO)

to1400 to 1600 to 1800 to 2000

Dependent on
Injection pressure Dependent on supply
supply pump
pump Dependent on supply Dependent on supply
(Kg/cm2） IMV control
IMV control pump pump
(Cummins supply
(Cummins supply pump PCV control PCV control
pump in φ114
in φ114 engines)
engines)
Dependent on
Injection amount ← ← ← injector
TWV control
Dependent on
Injection timing ← ← ← injector
TWV control
Engine electronic Controller CM850 Controller CM850
← ←
control system (Cummins product) (Cummins product)

Air intake system ← ← ← ←

EGR system EGR system

Exhaust system Maximum EGR rate Maximum EGR rate ←
13% 25%

New intake/exhaust system KVGT/KDPF/KCCV ←

 Reference: Abbreviations 89

CRI: Common Rail Injection

PCV: Pressure Control Valve
IMV: Inlet Metering Valve
TWV: Two-Way Valve
EGR: Exhaust Gas Recirculation
KVGT: KOMATSU Variable Geometry Turbocharger
KDPF: KOMATSU Diesel Particulate Filter
KCCV: KOMATSU Closed Crankcase Ventilation
 Mechanical system - Inline injection pump - Fuel circuit diagram 90

a. Fuel tank a. Fuel tank

e. Fuel Contains the fuel.
injection
Nozzle
b. Feed pump
Draws fuel from the fuel tank
and sends it to the fuel injection
pump.

c. Fuel filter
Overflow Filters out impurities before the
d. Fuel valve fuel reaches the injection pump,
injection to prevent damage to the pump
pump
and injection nozzles.

Priming d. Fuel injection pump

Pump
Measures the amount of fuel to
inject, and applies pressure to
send it to the fuel injection
nozzles.

b. Feed pump e. Fuel injection nozzle

Injects the fuel sent from the
Gauze filter
c. Fuel filter fuel injection pump into the
cylinder.
 Mechanical system - Inline injection pump 91

Delivery
valve From fuel
filter
Overflow Control
valve lever Plunger

Plunger

To fuel filter
Tappet

Tappet
roller

Cam
From
Priming fuel tank
pump Governor

Feed pump
Inline injection pumps use one plunger for each cylinder to apply pressure to the
fuel and control the amount that is injected. The injection timing is determined
by the injection pump cam timing (when the plunger starts pumping).
The injection amount is automatically controlled by the governor, based on the
position of the control lever and the load and engine speed.
 Mechanical system - Inline injection pump - Feed pump 92

Operation of feed pump

Intake side Discharge side

Check valve

Piston
Tappet

Camshaft

Intake side Discharge side

Feed pump
Check valve

Piston
Tappet

Camshaft

Gauze filter

The feed pump is attached to the side of the fuel injection pump. The fuel injection
pump camshaft causes the plunger to move, sending fuel to the fuel injection pump.
There is also a priming pump (manual) with a knob that can be moved up and down
to send fuel or release the air when fuel has run out.
 Mechanical system - Inline injection pump - Plunger 1/2 93

Operation of Plunger
Suction and
discharge ports
A type pump

Plunger
barrel

Plunger

Sleeve
Intake Pressure Pumping Ends
starts rising pumping
Plunger
Plunger
spring

Longitudinal groove Tappet

Suction and discharge ports

Tappet roller
Plunger
Plunger leadlea
part

Plunger barrel Cam

A type pump plunger

The injection amount (fuel discharge amount) is determined by the angle of rotation of
the plunger and plunger barrel. The fuel that is taken in starts pressurizing and
pumping when the plunger blocks the suction and discharge ports, and draining is
performed (pumping stops) when the plunger lead aligns with the ports. The effective
stroke varies depending on the angle of rotation, and it is controlled by rotating the
plunger barrel. When no oil is fed, the angle is such that the effective stroke is zero.
 Mechanical system - Inline injection pump - Plunger 2/2 94

Plunger barrel

Plunger

Control rack
Pinion

Control sleeve
Pinion

Control rack
Flange part

Suction and discharge ports

Plunger
barrel

Effective

Effective

Effective
stroke

stroke

stroke
Plunger
Lead

Stroke Stroke
Small Large

A pinion holds the plunger barrel in place, and it is rotated by the control rack
linked to the governor.
This mechanism changes the angle of rotation (effective stroke), which
changes the injection amount.
 Mechanical system - Inline injection pump - Governor 1/2 95

Hold Hold

Control
lever

Lever
Increase – Increase -
Injection amount Injection amount -
- Decrease Decrease

W: flyweight

The governor controls the position of the

control rack to ensure that the required Load increases Load decreases
amount of fuel is injected.
The injection amount is controlled
automatically, based on the control lever Engine speed Engine speed
position and the engine speed detected decreases increases
by the flyweights.

When the engine speed decreases due to a heavy load placed on the engine, the
governor automatically increases the injection amount to increase engine torque and
prevent the engine from stopping.
When the load is reduced and engine speed increases, the governor automatically
decreases the injection amount to reduce the torque and prevent excessive engine
speed. When the load is removed, the engine runs at maximum speed.
 Mechanical system - Inline injection pump - Governor 2/2 96

Tension lever
Control
Control rack
rack Start spring

Floating lever
Swivel lever

Governor spring Guide lever

Control lever
Idling sub-spring
Camshaft Shifter
Sleeve
Ungleich spring
Torque spring
Flyweight
Lever

Full load stopper

An actual governor is a complex mechanism that incorporates multiple springs and links, which can be
adjusted to achieve the required engine performance (torque curve).
• If the engine runs faster than required, it reduces the injection amount to suppress the engine speed
(maximum speed: high idle control).
• If you want the engine to idle at low speed, it adjusts the injection amount to a level that does not cause
the engine to stop (low idle control).
• If the load on the engine increases, it increases the injection amount to boost the engine torque. Conversely,
if the load is decreased, it reduces the injection amount (injection amount control based on load).
• It cuts the fuel to stop the engine (engine stop control).
 Mechanical system - Inline injection pump - Delivery valve 97

Holder

Nozzle

With
Injection pump
suction

Delivery
valve
Nozzle

Without
Injection pump
suction
Suction The delivery valve prevents the reverse flow of fuel
stroke from the high-pressure piping when the plunger pulls in.
In addition, when the plunger finishes pumping (when
injection is complete), a small amount of fuel is sucked
back in from the high-pressure piping to reduce the
pressure inside the piping and prevent after-dribble
from the injection nozzle.
 Fuel injection nozzle 98

Spill gasket
Disc Seal ring
Needle
Valve Nozzle holder
Cracking pressure
Nozzle adjustment shim
Spring
Retaining cap

Nozzle gasket Push rod

When the fuel sent from the injection pump reaches the specified pressure, the
injection nozzle sprays the fuel into the combustion chamber.
To ensure a fine mist, the diameter of the spray outlet needs to be small, and the
amount of fuel required for injection needs to be sprayed extremely quickly. To
achieve this, the nozzle cracking pressure is set to a high pressure. It is also
possible to adjust the injection start pressure by changing the thickness of the
cracking pressure adjustment shim, which is shown in illustration above.
 HPI system 99

HPI (High-Pressure Injection) systems are different from mechanical fuel injection
pumps, and the fuel pump does not have a separate plunger for each cylinder.
The only function of the fuel pump is to supply the fuel.
As a system that drives the injectors, the camshaft has a ramp for the injectors, in
addition to the two ramps (for opening and closing the valves) on a normal camshaft.
As a result, three rocker arms are installed. (See the image above.)
 HPCRI System Overview 1/5 100

• Comparison with Type Inline type Common rail system

conventional systems Common rail TWV
Mechanical system - Inline injection High-pressure pipe
pump - System
Instantly
Injection nozzle high-pressure Instantly
high-pressure
System Governor

Timer
Nozzle and Supply pump
Injector
holder
Governor
Injection
amount Pump (Governor) Injector (TWV)
Inline injection pump adjustment

Injection
timing Pump (Timer) Injector (TWV)
adjustment
High Pressure Common Rail Injection (HPCRI)
Pressure rise Pump Supply pump
Solenoid injector Distribution Pump Common rail
Injection
pressure (Determined by pump rotation
Supply Pump (PCV)
adjustment speed and injection amount)
Engine
controller In mechanical systems, the fuel amount (injection amount) is
measured by the injection pump. The injection pressure is
determined by the nozzle cracking pressure and the pumping
Common speed of the plunger (pump rotation speed), so it varies
rail
depending on the engine speed.
In HPCRI systems, variable discharge control is implemented for
Supply pump the supply pump, enabling high-pressure injection across the
entire speed range. The injection amount can be controlled by
changing the cracking time for the injectors.
 HPCRI System Overview 2/5 101

• Comparison of injection timing control

Mechanical Injector Common rail Injector
injection pump
Common rail

Drive gear Timer Injection Drive gear Supply pump

Pump
Cam gear Cam gear G
ECM
Crank gear Crank gear Ne
Injection timing Injection timing
Fixed Variable control
Sensor detects crank angle
Injection pump installation
ECM controls injection
angle timing

Mechanical Electrical
* A problem with the sensor harness
results in the inability to operate the
engine.
 HPCRI System Overview 3/5 102

• Control of common rail system

ECU Engine controller

Electronic control system

Cmmon rail TWV
system Pressure sensor Injection
amount
Common rail pressure
(injection pressure) Injection

Solenoid
timing

valve
Injection
Common rail
Supply
pump

frequency

Injector
(Constant high
pressure)
PCV, IMV
Injection
pressure
 HPCRI System Overview 4/5 103

ECM Injector
Engine
controller

Common rail
Fuel tank

Supply
pump
Main filter
Pre-filter

Feed pump
 HPCRI System Overview 5/5 104

• Supply pump control

The discharge amount is regulated by the ECM so that the specified common
rail pressure (injection pressure) is obtained.

Small/medium engine Large engine

Bosch type Denso type

The discharge amount is regulated The discharge amount is regulated by

by using an inlet metering valve controlling the timing of when to close a
(IMV) in the intake circuit. pressure control valve (PCV) on the intake
side, which controls the pressure stroke.
 Small and medium engines - 95/107/114 105

SAA4D107E-1
SAA4D95LE-5 SAA6D114E-3
SAA6D107E-1

Bosch common rail system

Rated 43 - 74
horsepower 80 - 107
: kW 104 - 165
154 - 194
0 50 100 150 200
 Φ107 engine - Fuel circuit 1/3 106

Main filter

Supply
pump IMV Pressure
Assembly limiter

Feed
pump Supply
Pump
Priming
Pump

Pre-filter
Fuel
Tank Overflow
Valve
 Φ107 engine - Fuel circuit 2/3 107

Overflow
IMV = MPROP valve Pressure
limiter
Supply pump assembly
Feed pump
Supply
pump

Priming
pump
Main filter

Pre-filter

Fuel
tank
 Φ107 engine - Fuel circuit 3/3 108

Pressure limiter valve

(1)

Common rail

IMV Return
valve (4)
Check
valve
Main filter
Injector

(2) Electric lift pump Engine block

Engine oil lubrication

Supply pump
(3)

Gear pump Controller

Cooling plate
From fuel tank

Pre-filter

(1) Pressure limiter (2) Feed pump (gear pump) (3) Check valve (electric lift pump)
 Large engines - 125/140 109

SAA6D125E-5

PC450-8

HM300-2
 DENSO common rail system 110

Structure and operation of the system Feedback control ・Injection amount control
・Injection timing control
Common rail
pressure sensor ・Injection rate control
Other information
(temperatures, Flow damper ON/OFF
pressure, etc) Solenoid

Acceleration leak
sensor

Common rail

Pressure limiter

ON/OFF

pressure control
Solenoid

Injection
NE sensor G sensor
(Backup sensor) Supply pump Injector
 Φ140 engine - Fuel circuit 111

ECM Injector Fuel cooler

Flow
damper
Fuel tank
Common
rail Priming
Pump
Pressure
limiter

ECM
Supply
Cooler
Pump
Plate

Main filter Pre-filter

 EGR system (Tier3 125 and 140 engines) 112

Turbocharger

Air
Muffler
cleaner

Aftercooler

EGR valve
EGR cooler

EGR valve
Position sensor
EGR valve
control
Intake
air Exhaust
Engine

Venturi system
Ambient
pressure sensor
EGR valve
Inlet pressure
sensor EGR bypass
Valve control

EGR Bypass
Intake air pressure
sensor
valve

Intake air
temperature sensor

Engine controller (Model: CM850)

EGR (Exhaust Gas Recirculation) system is designed to return some of the exhaust gas to
the intake side after combustion. The gas that is difficult to burn after one combustion is
returned to the intake side, resulting in a lower combustion temperature and a decreased
amount of nitrogen oxide (NOx) in the exhaust gas.
 EGR system (Tier3 125 and 140 engines) 113

• Parts and their functions

Part Function
EGR
• Controls flow of gas from exhaust to intake.
valve
• Exhaust flows to intake because exhaust pressure is higher than
(hydraulically boost pressure.
actuated)
• Bypass valve opens when boost pressure is higher than exhaust
pressure.
Bypass valve • Intake air flows to exhaust side to increase the exhaust pressure,
making it easier for exhaust gas to return to intake side.

EGR cooler • Reduces temperature of exhaust gas and sends it to intake.

Venturi system • Venturi effect creates negative pressure that sucks in exhaust gas.

• Controls EGR based on operation status.

Sensors • Performs detection for troubleshooting the system.
 EGR system (Tier3 125 and 140 engines) 114

Exhaust Gas

Coolant

If high-temperature exhaust gas returns to the intake side, it causes the

intake air temperature to rise, which steps up the production of NOx. The
EGR cooler limits the rise of intake air temperature by using engine coolant
to lower the temperature of the exhaust gas before it returns to the intake
side.
 EGR system (Tier3 125 and 140 engines) 115

Hydraulically actuated Hydraulic control valve Solenoid

Valve

From EGR
cooler

Stroke sensor
EGR gas Hydraulic piston

The EGR valve is installed at the end of the EGR pathway, and it
controls the amount of exhaust gas that is recirculated from the
exhaust to the intake.
 Venturi (Tier3 125 and 140 engine) 116

Venturi

Intake air
Nozzle Diffuser
EGR gas

A venturi is an apparatus that constricts the flow of a fluid in order to increase the flow
speed and create lower pressure compared to the upstream side of the constriction,
where the flow speed is lower.

In a turbocharger, the flow of supercharged intake air is constricted, and the venturi
effect temporarily generates negative pressure. This causes EGR gas to be drawn into
the intake air from the venturi nozzle.
The EGR gas mixed in with the intake air returns to the proper pressure by passing
through the diffuser, and then it flows into the intake manifold.
 Starting aids 117

Electric heater
(Ribbon heater)
Heater

Fuel
to Cylinder (intake air)

from Air
cleaner
(Intake air)

to Cylinder (intake air)

Battery

In diesel engines, pistons compress air inside the cylinders, causing the temperature of
the air to rise. Fuel is then injected into the cylinders, where combustion occurs. If the
starter cranks the engine when the air or engine is cold (due to factors such as a low
outdoor temperature), the temperature of the air in the cylinders does not heat up
enough to ignite the fuel.
For this type of situation, there are devices that make it easier to start the engine,
either by heating the intake air before it enters the cylinders, or by burning fuel in the
intake air to heat up the intake air and the insides of cylinders.
These types of devices are called starting aids.
 Structural and functional characteristics of Komatsu engines (list)
118

◎ Standard ○ Depends on particular model

Engine series
Structural and functional characteristics
Φ95 Φ102 Φ107 Φ114 Φ125 Φ140 Φ170

1 Clean engine that meets Tier3 standard ◎ ○ ◎ ◎ ◎ ◎ ◎ Φ102 and 12V140

engines are Tier2

2 Direct injection engine with high reliability and

good fuel consumption ◎ ◎ ◎ ◎ ◎ ◎ ◎
3 Komatsu's unique FCD (ductile cast iron) pistons with high
durability and low fuel consumption ◎ ◎ ◎
4 Offset pistons with low noise and excellent
durability for high loads ◎ ◎ ◎ ◎ ○
5 Komatsu's unique Tufftride liners with scuff-resistant properties
and low oil consumption ○ ◎ ◎
6 Plateau honing that improves
effectiveness of lubrication ◎ ◎ ◎ ◎ ◎ ◎ ◎
7 Piston cooling nozzle that improves
durability for high loads □ ◎ □ □ ◎ ◎ ◎ The □ indicates saddle
refilling oil type

8 Roller-type cam followers with excellent

durability and ability to withstand high loads ◎ ◎ ◎ ◎
9 One head per cylinder, for excellent
durability and easy maintenance ◎ ◎ ◎
10 Forced cooling in bottom of head and around
injection nozzles, for improved head durability ◎ ◎ ◎ ◎ ◎ ◎ ◎
11 Improved dryness of nozzle sleeve for
higher reliability ◎ ◎ ◎ ◎ ◎
12 Use of backward-curved impeller in
turbocharger to support a wide range of speeds ◎ ◎ ◎ ◎ ○ ◎ ◎
13 Standard-equipped with electric heater or instant-heat
glow plugs, for easier starting at low temperatures ◎ ◎ ◎ ◎ ◎ ◎ ◎
14 Use of plastic deformation range rotation angle method for tightening bolts in
main components, to reduce axial tension variations and improve reliability ◎ ◎ ◎ ◎ ◎ ◎ ◎