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MANUAL DE PEÇAS E SERVIÇOS DO MOTOR PERKINS 403D
Tipologia: Manuais, Projetos, Pesquisas
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April 2008
GG (Engine) GH (Engine) GJ (Engine) GK (Engine) GL (Engine) GM (Engine) GN (Engine) GP (Engine) GQ (Engine) GS (Engine)
Most accidents that involve product operation, maintenance and repair are caused by failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing potentially hazardous situations before an accident occurs. A person must be alert to potential hazards. This person should also have the necessary training, skills and tools to perform these functions properly.
Improper operation, lubrication, maintenance or repair of this product can be dangerous and could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on this product, until you have read and understood the operation, lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the “Safety Alert Symbol” and followed by a “Signal Word” such as “DANGER”, “WARNING” or “CAUTION”. The Safety Alert “WARNING” label is shown below.
The meaning of this safety alert symbol is as follows:
Attention! Become Alert! Your Safety is Involved.
The message that appears under the warning explains the hazard and can be either written or pictorially presented.
Operations that may cause product damage are identified by “NOTICE” labels on the product and in this publication.
Perkins cannot anticipate every possible circumstance that might involve a potential hazard. The warnings in this publication and on the product are, therefore, not all inclusive. If a tool, procedure, work method or operating technique that is not specifically recommended by Perkins is used, you must satisfy yourself that it is safe for you and for others. You should also ensure that the product will not be damaged or be made unsafe by the operation, lubrication, maintenance or repair procedures that you choose.
The information, specifications, and illustrations in this publication are on the basis of information that was available at the time that the publication was written. The specifications, torques, pressures, measurements, adjustments, illustrations, and other items can change at any time. These changes can affect the service that is given to the product. Obtain the complete and most current information before you start any job. Perkins dealers or Perkins distributors have the most current information available.
When replacement parts are required for this product Perkins recommends using Perkins replacement parts. Failure to heed this warning can lead to prema- ture failures, product damage, personal injury or death.
Systems Operation Section
Systems Operation Section
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Engine Description
Note: When you are ordering new parts, refer to the engine identification number in order to receive the correct parts. Refer to the Operation and Maintenance Manual, “Product Identification Information” for the correct numbers for your engine.
The 402D-05, 403D-07, 403D-11, 403D-15, 403D-15T, 403D-17, 404D15, 404D-22, 404D-22T* and 404D-22TA engines are diesel engines that are controlled with a mechanically actuated fuel injection pump. The engine cylinders are arranged in-line.
The cylinder head assembly has one inlet valve and one exhaust valve for each cylinder. Each cylinder valve has a single valve spring. The pistons have two compression rings and an oil control ring.
It is important to ensure the correct piston height so that the piston does not contact the cylinder head. The correct piston height also ensures the efficient combustion of fuel which is necessary in order to conform to requirements for emissions.
The crankshaft for the 402D-05 engine has two main bearing journals. The crankshaft for the 403D-07, 403D-11, 403D-15, 403D-15T and 403D-17 engines have four main bearing journals. The crankshaft for the 404D-15, 404D-22, 404D-22T and 404D-22TA engines have five main bearing journals. End play for all the engines is controlled by the thrust washers that are located on the rear main bearing. The 403D-11, 404D-15 and 404D-15 engines have aluminium bearing caps on the rear main bearing that act as thrust washers.
The timing gears are stamped with timing marks in order to ensure the correct alignment of the gears during assembly. When the No. 1 piston is at top center compression stroke, the teeth that are stamped on the crankshaft gear and the camshaft gear will be in alignment with the idler gear.
The crankshaft gear turns the idler gear which then turns the camshaft gear.
The fuel injection pump and the fuel priming pump are mounted on the cylinder block. Both pumps are operated by the camshaft lobes.
The fuel injection pump conforms to requirements for emissions. Adjustments to the fuel injection pump timing and high idle should only be made by trained personnel. The fuel injection pumps have mechanical governors that control the engine rpm.
The engine oil pump is a gerotor type pump. The engine oil pump is located in the center of the idler gear. The engine oil pump sends lubricating oil to the main oil gallery through an oil relief valve that is located on the right side of the cylinder block. The rocker arm levers receive pressurized oil through an externally located oil line. The oil line runs from the main oil gallery to the cylinder head.
Coolant from the bottom of the radiator passes through the belt driven centrifugal water pump. The coolant is cooled by the radiator and the temperature is regulated by a water temperature regulator.
Lifting the Engine
Failure to follow recommended procedures for han- dling or transporting engines can lead to engine dam- age.
To avoid possible engine damage, use the following procedure.
When you are lifting or moving the engine, use the following procedures in order to prevent engine damage.
1. Do not tilt the engine to an extreme angle unless the lubricating oil is first drained from the oil pan. 2. Do not turn the engine onto a side or an end surface unless the lubricating oil is first drained from the oil pan. 3. If the oil is not drained prior to tilting the engine or turning the engine onto a side or an end surface, the lubricating oil from the oil pan can flow into the inlet manifold and the cylinder bores. This situation could cause a hydraulic lock in the engine. Hydraulic lock can severely damage the engine. 4. The engine oil should be refilled to the correct level before the engine is started.
Engine Model Views
The following model views show typical features of the 402D-05, 403D-07, 403D-11, 403D-15, 403D-15T, 403D-17, 404D-15, 404D-22, 404D-22T and 404D-22TA Engines. Due to individual applications, your engine may appear different from the illustrations.
Systems Operation Section
Note: Individual components are detailed on the 404D-22T turbocharged engine only.
Illustration 1^ g
Typical view of the 402D-05 Engine
Systems Operation Section
Illustration 3^ g
Left side view of the 404D-22T Turbocharged engine
(1) Fuel shutoff solenoid (2) Number one fuel injector (3) Water pump (4) Lower engine oil filler cap
(5) Throttle lever (6) Cover plate for the accessory drive (7) Engine oil level gauge (8) Engine oil cooler
(9) Engine oil filter (10) Fuel injection pump (11) Transfer pump (12) Fuel filter
Systems Operation Section
Illustration 4^ g
Right side view of the 404D-22T Turbocharged engine
(13) Top engine oil filler cap (14) Crankcase breather (15) Rear lifting eye (16) Air inlet elbow (17) Valve mechanism cover (18) Turbocharger
(19) Water temperature regulator housing (20) Starting motor solenoid (21) Electric starting motor (22) Alternator (23) Engine oil pan (24) Engine oil drain plug
(25) Fan drive belt (26) Crankshaft pulley (27) Coolant temperature switch (28) Cooling fan
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General Operation of the Fuel
System
Refer to Systems Operation, “General Information” for locations of the components for the fuel system.
Systems Operation Section
Illustration 6^ g
Phases of operation of the fuel injector
(A) Closed valve (B) Open valve (C) Fully open valve
The fuel injector injects fuel into the precombustion chamber at different angles during two phases. Most of the fuel is injected when the valve is fully open (C). This process is called indirect fuel injection. The results are more even combustion and complete combustion of the fuel at a reduced temperature. Improved fuel combustion will increase power output while reducing emissions and reducing fuel consumption.
Excess fuel from the fuel injectors and the fuel injection pump flows through the fuel return line (7) and back to the fuel tank (1). The excess fuel aids the cooling of the fuel injectors. Also, the fuel return line removes any air that is trapped in the fuel injectors and the fuel injection pump.
The fuel injection pump needs fuel for lubrication. If the precision parts of the pump are not adequately lubricated, the components may be easily damaged. The engine must not be started until the fuel injection pump is full of fuel that is free of air.
The system must be primed when any part of the system is drained of fuel. The following list contains examples of both service and repairs when you must prime the system:
In order to release air from the fuel injection pump and the fuel injectors, refer to Testing and Adjusting, “Fuel System - Prime”.
Governor
The fuel rack is connected to the linkage, which controls the fuel injection pump. This linkage is located in the timing case (Front Housing).
These engines have a mechanical governor in order to control engine speed. The governor operates for all engine rpm. The governor weight assembly is installed on the front of the gear of the camshaft. The other components of the governor are installed in the front housing.
Illustration 7^ g Governor control mechanism in the front housing without a BCD (1) Connection for the linkage to the fuel injection pump (2) Control lever (3) Lever return spring (4) Governor adjustment screw (5) Arm (6) Start spring
Systems Operation Section
Illustration 8^ g
Governor control mechanism in the front housing with a BCD
(1) Connection for the linkage to the fuel injection pump (2) Control lever (3) Governor main spring (4) Angleich (5) Governor lever (6) Start spring
The movement of the governor weight assembly is transferred to the fuel rack on the fuel injection pump by the control lever (2), the governor lever (5) and the linkage to the fuel injection pump. The governor main spring (3) connects the governor lever to the control lever. The governor main spring controls the movement of the governor weight assembly on the camshaft. When the angle of the control lever changes, the tension on the governor main spring changes. This action controls the linkage to the fuel rack on the fuel injection pump, which controls the engine rpm.
The maximum fuel adjustment screw is mounted in the front housing. This adjustment regulates the fuel injection at high engine rpm. This adjustment should only be made by personnel with the correct training.
The fuel injection pump timing, the low idle, and the high idle are preset at the factory. Adjustments to the pump timing and idle rpm should only be made by personnel that have had the correct training. The timing for the fuel injection pump should only change if the camshaft or the cylinder block are replaced. The fuel injection pump timing should not change if the fuel injection pump is reinstalled with a shim that is the same size.
The fuel rack automatically returns to the excess fuel position when the engine is stopped. The excess fuel position aids the cold starting of the engine.
A spring connects the linkage to the fuel injection pump and mechanical stop control (2). When the engine is first started, the spring automatically increases the fuel flow to the cylinders.
Boost Compensation Device for Turbocharged Engines (if equipped)
Illustration 9^ g Boost Compensation Device (BCD) (1) Adjustment screw (2) Diaphragm piston (3) Stopper (4) Intake manifold pressure inlet (5) Governor lever
If equipped, the Boost Compensation Device (BCD) can be installed on turbocharged engines. The BCD prevents overfuelling and the production of black smoke during acceleration from low idle.
When the engine is accelerated from a low rpm, the governor lever (5) on the fuel rack comes into contact with the BCD fuel stopper (3) in order to prevent excessive movement of the governor lever. This prevents overfuelling.
As the engine rpm increases, the increased intake manifold pressure is felt on the diaphragm in the BCD. As the BCD fuel stopper is moved by the diaphragm piston, the governor lever is allowed to operate over the full range.
Systems Operation Section
Fuel Priming Pump
Illustration 12^ g
The fuel priming pump creates a vacuum in order to force fuel from the fuel tank. Pressure is created in order to pump the fuel to the fuel injection pump. The diaphragm prevents the leakage of the fuel into the cylinder block. The diaphragm creates part of the pumping action of the fuel priming pump. The outlet valve and the inlet valve operate as check valves.
A lobe on the camshaft causes the arm to move up and down. When the arm moves down, the diaphragm assembly moves down. This down movement increases the size of the chamber above the diaphragm assembly. This suction opens the inlet valve which draws fuel into the chamber above the diaphragm assembly to the fuel priming pump.
When the arm moves up, the diaphragm assembly moves up. This up movement pressurizes the chamber above the diaphragm assembly. This pressure opens the outlet valve which allows fuel to flow out of the fuel priming pump toward the fuel injection pump.
Glow Plugs
Each cylinder has a glow plug in order to aid the cold starting of the engine. The glow plugs may be energized by two different methods:
In cold ambient temperatures, energizing the glow plugs for six seconds will heat the cylinder sufficiently for easy starting of the engine.
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Naturally aspirated engines pull outside air through an air cleaner directly into the inlet manifold. The air flows from the inlet manifold to the engine cylinders. The fuel is mixed with the air in the engine cylinders. After the fuel combustion occurs in the engine cylinder, the exhaust gases flow directly to the outside air through the exhaust manifold and the exhaust system.
Turbocharged engines pull outside air through an air cleaner into the air intake of the turbocharger. The suction is caused by the turbocharger compressor wheel. Then, the turbocharger compressor wheel compresses the air. The air flows through the inlet manifold which directs an even distribution of the air to each engine cylinder. Air is pulled into the engine cylinder during the intake stroke of the piston. Then, the air is mixed with fuel from the fuel injectors.
Each piston makes four strokes:
1. Intake
Air is drawn into the cylinder through the open inlet valve. Fuel is sprayed into the engine by the fuel injector.
2. Compression
The mixture of air and fuel is compressed in the cylinder in order to heat the mixture to the temperature of combustion.
3. Power
The mixture of air and fuel ignites at the top of the compression stroke. The expansion of gases from the combustion forces the piston downward. This force creates the power of the engine.
4. Exhaust
The piston moves upward in order to force the gases of combustion from the cylinder through the open exhaust valve.
The sequence of the strokes by all of the pistons in all of the engine cylinders provides constant air flow from the air inlet system during the engine operation.
The valve mechanism cover contains a closed breather assembly. The gases in the valve cover, which are caused by blowby, pass from the crankcase to the inlet manifold. The breather is sealed from the outside air by a diaphragm. Above the diaphragm, the cover is vented to the outside air by a small vent hole so that pressure does not build up.
Systems Operation Section
Turbocharger
A turbocharger increases the temperature and the density of the air that is sent to the engine cylinder. This condition causes a lower temperature of ignition to develop earlier in the compression stroke. The compression stroke is also timed in a more accurate way with the fuel injection. Surplus air lowers the temperature of combustion. This surplus air also provides internal cooling.
A turbocharger improves the following aspects of engine performance:
Illustration 13^ g
Components of a turbocharger (typical example)
(1) Air intake (2) Compressor housing (3) Compressor wheel (4) Bearing (5) Oil inlet port (6) Bearing (7) Turbine housing (8) Turbine wheel (9) Exhaust outlet (10) Oil outlet port (11) Exhaust inlet
A turbocharger is installed between the exhaust and intake manifolds. The turbocharger is driven by exhaust gases which flow through the exhaust inlet (11). The energy of the exhaust gas turns the turbine wheel (8). Then, the exhaust gas flows out of the turbine housing (7) through the exhaust outlet (9).
The turbine wheel (8) and the compressor wheel (3) are installed on the same shaft. Therefore, the turbine wheel (8) and the compressor wheel (3) rotate at the same rpm. The compressor wheel is enclosed by the compressor housing (2). The compressor wheel compresses the intake air. The intake air flows into the engine cylinders through the inlet valves of the cylinders.
The oil from the main gallery of the cylinder block flows through the oil inlet port (5) in order to lubricate the turbocharger bearings (4) and (6). The pressurized oil passes through the bearing housing of the turbocharger. The oil is returned through the oil outlet port (10) to the oil pan.
The turbocharger has a wastegate. The wastegate is controlled by the boost pressure. This allows some of the exhaust gases to bypass the turbine wheel at higher engine speeds. The wastegate is a type of flapper valve that automatically opens at a preset level of boost pressure in order to allow the exhaust gas to flow around the turbine. The wastegate allows the design of the turbocharger to be more effective at lower engine speeds.
Cylinder Head And Valves
Illustration 14^ g Cross section of the inlet and exhaust valves in the cylinder head (typical example)
Systems Operation Section
Illustration 16^ g
Idler gear and components of the oil pump
(1) Snap ring (2) Collar (3) Spring (4) Shim (5) Oil pump cover (6) Inner rotor (7) Spring (8) Outer rotor (9) Bush (10) Idler gear (11) Thrust washer
Pressure for the lubrication system is supplied by an engine oil pump which uses rotors. The oil pump is part of the idler gear (10). The idler gear is driven by the crankshaft gear.
The oil pump has an inner rotor (6) and an outer rotor (8). The axes of rotation of the rotors are off-center relative to each other. There is a pin that is inserted through a hole in the oil pump cover (5) into the outer rotor. The pin functions as a key in order to keep the outer rotor in a fixed position with the idler gear.
The outer rotor is pressed into the bush (9). The bush is pressed into the idler gear (10).
The inner rotor has four lobes which mesh with the five lobes of the outer rotor. When the outer lobe rotates, the distance increases between the lobes of the outer rotor and the lobes of the inner rotor in order to create suction. Then, the space between the lobes is filled with oil. When the distance decreases between the lobes, pressure is created. This pressure forces the oil into the chamber for the engine oil relief valve.
Lubricating oil from the oil pan flows through a strainer and a line to the suction side of the engine oil pump. The suction side is in the timing gear case. The lubricating oil flows from the outlet side of the pump to a relief valve. The relief valve is installed on the right side of the cylinder block. The lubricating oil, which flows around the relief valve, flows to the oil filter.
When the engine rpm increases, the flow rate of the oil pump increases. The increase in the flow rate from the oil pump causes the pressure to increase. The relief valve opens if the oil pressure is too high. When the oil pressure on the plunger of the relief valve is greater than the force of the spring in the relief valve, the relief valve opens. The lubricating oil which flows through the relief valve is returned to the oil pan.
The oil filter is installed on the right side of the cylinder block. Turbocharged engines have an engine oil cooler that is installed between the oil filter and the cylinder block. The oil flows through the oil filter into the main oil gallery. The main oil gallery is drilled through the total length of the right side of the cylinder block.
Oil flows from the main oil gallery through an externally mounted oil supply line to the cylinder head. An oil pressure switch measures the oil pressure at this location. This oil lubricates the rocker arm assembly. The oil passes through the rocker shaft to the bore of each rocker arm lever. Then, the oil flows from the rocker arm levers through holes that are located in the top of the rocker arm levers. The valve stems, the valve springs, and the tappets are lubricated by the splash and the mist of the oil.
The lubricating oil^ flows through drilled holes in the main oil gallery to passages in the main journals of the crankshaft. Then, the oil flows to the main bearings of the crankshaft. Also, the oil^ flows through passages in the crankshaft to the large end bearings of the connecting rods. The piston bearings, the pistons, and the cylinder bores are lubricated by the splash and the mist of the oil.
A hole is located in the bore of each main bearing. This hole allows oil to flow through passages that lubricate the journals of the camshaft for the valves. The bearing for the front journal receives oil from the front main journal of the crankshaft. The camshaft is lubricated by the splash of the oil.
The timing gears are lubricated by the splash of the oil. Lubricating oil from the timing case returns to the oil pan.
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The coolant system contains the following components:
Systems Operation Section
The coolant flows from the bottom of the radiator to the centrifugal water pump. The water pump is installed on the cylinder block above the timing case. The water pump is driven by a pulley. The crankshaft pulley turns a belt which drives the pulley of the water pump.
The water pump forces the coolant to flow to the water temperature regulator. When the engine is cold, the water temperature regulator is closed. Then, the coolant flows directly into the cylinder head. When the engine warms, the water temperature regulator begins to open. Then, the regulator allows some of the coolant to flow to the top of the radiator.
The regulator opens fully when the engine reaches the normal operating temperature. When the regulator is fully open, the flow to the radiator is the maximum. However, the regulator does not close the flow of coolant into the cylinder head.
Coolant flows continuously through the cylinder head and the top of the cylinder block. This coolant flows into the back of the water pump from the cylinder block. This coolant then mixes with the coolant that is pumped from the radiator by the water pump.
The water temperature regulator maintains the correct engine temperature by adjusting the direct flow of coolant to the top of the radiator. The coolant is cooled by the radiator. Heat is removed from the coolant by cooler air which passes over the radiator fins. The fan causes a high volume of air to flow between the radiator fins in order to provide sufficient cooling. The coolant flows from the radiator through the bottom hose to the coolant pump.
The engine has a housing for the water temperature regulator. The housing is installed on the left side of the cylinder head.
The water temperature regulator housing for the 402D-05 and 403D-07 engines is mounted horizontally. The water temperature regulator housing for all other engine models is mounted vertically.
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Cylinder Head and Block
The cylinder head assembly has one inlet valve and one exhaust valve for each cylinder. Each valve has a single valve spring and a valve seal. The valve and the valve spring are held in position by a valve spring retainer and two collets. The valve seal fits over the top of the valve guide. The valve guides can be replaced.
The ports for the inlet and for the exhaust valves are on the left side of the cylinder head.
The cylinder block does not have cylinder liners. The cylinder walls are honed.
The valve mechanism cover is made from aluminum. The cover contains the following components:
The cap nuts are threaded onto studs. The steel studs are threaded into the cylinder head.
The setscrews are threaded onto the cover for the rocker shaft assembly.
The valve mechanism cover contains a crankcase breather. The gases in the valve cover, which are caused by blowby, pass from the crankcase to the inlet manifold.
Pistons and Connecting Rods
The pistons of the engine have a combustion chamber in the crown of the piston in order to provide an efficient mix of the fuel and the air.
The piston pin is off-center in order to reduce the noise level.
The pistons have two compression rings and an oil control ring.
Systems Operation Section
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Engine Electrical System
Illustration 17^ g
(1) Warning lamp (alternator) (2) Warning lamp (oil pressure) (3) Warning lamp (coolant temperature) (4) Fuel shutoff solenoid
(5) Alternator (6) Engine oil pressure switch (7) Coolant temperature switch (8) Glow plugs
(9) Signal for glow plugs (10) Ignition switch (11) Electric starting motor (12) Battery
The electrical system has two separate circuits.
Some of the electrical system components are used in more than one circuit. The following items are common in each of the circuits:
The charging circuit is in operation when the engine is running. An alternator converts mechanical energy to electrical energy for the charging circuit. A voltage regulator in the circuit controls the electrical output in order to keep the battery at full charge.
The disconnect switch, if equipped, must be in the ON position in order to let the electrical system function. There will be damage to some of the charging circuit components if the engine is running with the discon- nect switch in the OFF position.
If the engine has a disconnect switch, the starting circuit can operate only after the disconnect switch is put in the “ON” position.
The starting switch is in operation only when the start switch is activated.
Systems Operation Section
The charging circuit is connected through the ammeter. The starting circuit is not connected through the ammeter.
Automatic Shutdown System
Illustration 18^ g
(1) Warning lamp (alternator) (2) Regulator (3) Alternator (4) Battery (5) Electric starting motor (6) Warning lamp (oil pressure)
(7) Engine oil pressure switch (8) Warning lamp (coolant temperature) (9) Coolant temperature switch (10) Fuse (11) Ignition switch (12) Signal for glow plugs
(13) Glow plugs (14) Fuel shutoff solenoid (15) Automatic shutdown device (16) Electrical connector (17) Delay fuse
