Bus training

B12M
Motor D9B
Project and Operation
Student notes

Global Training
GT2200133esp 1
 Index
Foreword 1 Motor D9B..........................3

This training package describes the 2 Engine Identification.................. 4

3 Cover …………………………………..6
Volvo D9B engine of 9 liters, in its version
4 Valves...........................7
for buses. The project and operation 5 Engine block……………………….8
the ones described here refer to a version 6 Engine block……………………….9
specific, but this engine is available 7 Cylinder sleeves and gaskets of
in several different versions. The installation sealed 10
it can also vary according to the model, 8 Cylinder head, installation..........................11

such as the drive of the 9 Pistons and connecting rods..........................12

fan, induction system, system of 10 Valve mechanism ..........13

cooling or the exhaust system. 11 Distribution gears ..........15
12 Crankshaft ………………………………17
13 Lubrication system ………………19
14 Lubrication system, description of the
circuit ………………………………………….20
15 Lubrication system, project ….21
16 Oil cooler and
oil pump ............................. 22
17 Cooling system
from the pistons ........................ 23
18 Fuel system..................24
19 System components of
combustible …………………………………....25
20 Basic diagram of the system of
combustible .......................... 27
21 Injection system ……………….28
22 Injection unit - filling phase/
discharge phase ... 29
23 Injection unit -
injection phase ..........................30
24 Intake and air filter …………………31
5 Turbo compressor …………………… 32
26 Air intake cooling and
starting precalefactor ……………………34
27 Pressure Controller
escape (EPG) ……………………………...35
28 Compression brake (VEB) ........37
29 Control valve ……………………39
30 Camshaft and rocker arm shaft ..40
31 Operation of the valve
of escape ………………………………………42
32 Operational procedure of the brake of
compression (VEB) ……………………………..43
33 Cooling system …………….44
34 Circulation of the coolant and
thermostatic valve ............................. 45
35 Radiator fan ... 47

Global Training
GT2200133esp 2
1 Motor D9B
D9B is the designation of the 9-liter Volvo engine. This training package describes the
motor in its basic version. The installation may vary slightly for each different model of
bus, depending on, for example, the operation of the fan, induction system, the
cooling system or exhaust system.
The D9B engine for Volvo buses will be launched in the market in 2006. The engine is a new variant.
from D9A.
The D9B has been introduced mainly to address the demands for stricter emissions.
of the Euro 4 and Euro 5 standards.
It is a direct injection diesel engine, with 6 inline cylinders and displacement.
of 9.36 liters. It is equipped with a turbocharger, intercooler, and electronic fuel injection.
To meet the strict requirements for fuel economy and emissions control, present and
In the future, the D9B engine features a fuel system built around the units of
injection. The injectors are mechanically operated by the camshaft assembly axis.
cylinder head or cylinder cover, although with fully electronic control.
The engine will be available in two power versions: 300 and 340 hp, which meet the requirements of
Euro 4 emissions.
It is a high-reliability engine with high availability. Its high torque provides optimal
characteristics of drivability, with few gear changes and high, consistent average speed.
The low fuel consumption provides low operating costs.

The diagrams show the engine power in kW and torque in Nm.

Global Training
GT2200133esp 3
2 Engine Identification
The identification and other data of the engine are described on the two labels located on the
top part of the valve cover. The label on the front of the engine informs that
next
1. Engine variant ENGINE MODEL: D9B 340 EC06
2. Engine designation PROP. VERSION: D9 20451745
3. Maximum torque 1600 Nm
4. Rated maximum power RATED POWER: 340/250 hp/kW
5. Engine revolutions at maximum power NOMINAL ENGINE REVOLUTIONS:
1900 rpm
6. Displacement 9.4 liters
7. Slow march SLOW IDLE: 590 – 710 rpm
8. Injection unit: INJECTION UNIT TYPE: E3
9. Engine brake: BRAKE MOTOR: EPG
Escape Pressure Regulator
10. Smoke index on the certificate
11. Certificate number of Directive 88/77 of the EU (emissions)

Global Training
GT2200133esp 4
12. Certificate number of Directive 200/55 of the EU (limitation of
speed
13. Number of the certificate of UN directive 24 (full load performance and index of
smoke
15. Number of the UN directive certificate 49 (emissions)
14. Number of the certificate of UN directive 85
Country
E = Europe
2 = France
Sweden
11 = Great Britain
The control unit has a label with the specifications on the back.
17. Control unit label
18. Part number
19. Version
In addition to the various barcodes for digital scanning and data storage, the
the label on the valve cover, near the engine flywheel, contains the information
next:
20. Chassis identity
21. Engine type, serial number and factory
22. Foundry brands:
1002035 number cast in the foundry in Skövde.
1928 manufactured in Skövde
06 año (2006)
W44 week (44)
1 day (Monday)
23. The engine production number is stamped on the block:
D9 engine type
146496 serial number
B1 generation
L manufactured in Vénisseux, France
Manufactured in Skövde, Sweden
(Manufactured in Curitiba)
(F manufactured in Flen)
Explanation of the designation D9B380:
D Diesel
9 Cylinder capacity in liters
A Generation
380 Power in CV
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 5
3 Butt
Stock 3. Camshaft Injector
2. Camshaft bearings 4. Runway 6. Copper bushing (sleeve)

The engine block is made of cast iron, in a single piece. The engine block D9B
it is only one for all cylinders. The unique head is an essential condition of the tree
you carry in the housing, for the perfect alignment and stability of the bearings in relation to each other
to the others, which would be very difficult to obtain with, for example, two or more cylinder heads. The
The camshaft is supported by seven bearings and is driven by the crankshaft through two
intermediate gears. The injectors, with central location, are driven by the shaft of
You have mounted on the buttstock. The buttstock is attached to the engine block with 26 M16 screws.
uniformly distributed around each cylinder.
The bottom part of the injection unit is in a copper sleeve. That piece has the
widened lower part and the upper part, sealed with a rubber ring. The passages of
Fuel for the injection units is directly machined in the cylinder head.
The D9B has the camshaft in the cylinder head, valves controlled by rockers, and system of
four valves, two intake and two exhaust, per cylinder. The camshaft is tempered
by induction and the bearings can be machined to fit replacement bushings
supermeasurement. The camshaft is supported by bed bearings, while the
The rear bearing also acts as a support point or bench. The bearings are
machined in numbered sets from 1 to 7, from the front to the back of the engine.

Global Training
GT2200133esp 6
The coolant outlet for the retarder cooler is at the front end of
the cylinder head. The housing of the thermostat valve of the cooling system is located between
the cylinder head and the water pump (not shown in the figure).
As a low-emission engine, the D9B should not be subjected to machining that
may affect the position of the injection unit in relation to the combustion chamber,
for example, rectifying the head or machining the seats of the copper bushings.

Global Training
GT2200133esp 7
4 Valves
Butt 4. Valve Guide 7. Valve spring
2. Admission passage Valve seat 8. Oil seals
Escape passage Valve 9. Cooling gallery

The engine uses a four-valve system, with a 12° deviation of the valves in relation to the
cross section of the cylinder head, which has allowed for a more advantageous configuration for the
passages of gas flow.
The cylinder head has the intake and exhaust passages arranged in a cross-flow layout. The guides of the
valves are manufactured in cast iron, with seats in steel alloy.
guides and the seats are replaceable. All valve guides are equipped with seals of
oil and all valves are equipped with double springs.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 8
5 Engine block
Engine block 3. Carter
Cylinder shirt 4. Rubber gasket

The engine block is made of cast iron, in a single piece, and equipped with sleeves.
wet changables. Wet shirts have direct contact with the fluid of
cooling, which ensures good cooling. With the intention of providing you a
high rigidity and good acoustic absorption to the engine block, its sides have shapes
curves around each cylinder.
The engine block has the rear part adapted for the engine transmission, now with the
new position behind the engine and not further forward, as was normal in Volvo engines.
The oil pan, made of aluminum, is secured at the bottom of the block with 18 tightened screws.
by springs. A rubber gasket mounted in a groove seals the joint between the sump and the
engine block.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 9
6 Engine block
Engine block Melted plug Crankshaft
2. Main bearing cap 4. Reinforcement structure 6. Guiding sleeve

The engine block bearings, made of ductile iron, are machined together with the
block. The rear bearing, number 7, is connected to the lubricant oil pump. In the bearing
central, number 4, there is an axial bearing. The other bearings are numbered 1, 2, 3, 5 and 6.
in order to prevent them from being assembled incorrectly. Two melted plugs, located in the
block and respective bearings reduce the risk of incorrect assembly. The
Bearings are aligned through bushings, 3, pressed into the holes of the screws.
of the block.
A reinforcement structure mounted on the lower plane of the block reduces vibrations and, in
consequence, muffles the engine noise. The reinforcement structure, made of steel sheet
5 mm, is fixed by screws on the lower plane of the block.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
Global Training
GT2200133esp 10
7 Cylinder shirts and sealing gaskets
Cylindrical shirt 3. EPDM sealing ring 6. Soda
2. Sealing ring 4. Silicone seal 7. Rubber stamps
5. Cylinder head gasket 8. Convex contact surface

The sealing between the cylinder sleeve (1) and the cooling gallery of the block is done by
Rubber ring medium. The upper ring (2) is made of EPDM rubber and is assembled directly.
under the collar of the shirt. The sealing between the bottom of the shirt and the gallery of
Cooling is done by two rubber rings mounted in the grooves of the jacket. The ring
the closest to the coolant (3) is made of EPDM rubber (black) and, the lowest, on the oil side
(4), it is made of fluorocarbon rubber (purple).
Before putting on the shirt, a fine bead of silicone sealant is applied between the collar.
from the shirt and its support on the engine block.
The space for the refrigerant fluid around the top of the jacket was projected.
to increase fluid circulation and improve cooling in that region of the jacket
cylinder.
The cylinder head, a solid piece of steel for the entire length of the engine, has
vulcanized rubber inserts for sealing the passage of lubricant and fluid
cooling, in addition to several stamped bumps, that maintain the correct position
during the assembly. The contact surface of the sleeve with the steel joint is convex, with
a height of 0.15 to 0.20 mm above the surface of the engine block.
..............................................................................................................................................

Global Training
GT2200133esp 11
8 Cylinder head, installation
The butt is assembled using a special method according to which it is placed first on top.
from block (1) and then it is lowered onto the guide pins at a short distance from the plate
of distribution gears.
When touching the joint, the cylinder head is dragged horizontally against the distribution plate (2) with
the asparagus. The printed bumps on the gasket prevent the rubber rings of the gasket
they are damaged due to the pressure of the head dragging on the gasket.
When in the correct position, the buttstock is screwed (3) against the block, and crushes the
bumps.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 12
9 Pistons and connecting rods
Cavity 4. Arode compression 7. White
Mouthpiece 5. Air compression 8. Sleeve
Oil groove [Link] scraper 9. Connecting rod cap

The pistons are made of aluminum with an oil-cooled cavity. The oil is sprayed into the
vertical passage of the piston through a nozzle in the engine block and rises until
circule in the crown of the piston, from where it is drained through another passage. The passage of
drainage is between the piston and the connecting rod.

Piston compression ratio: 18.6 : 1

The piston pin is lubricated through an oil channel in the bushing; the shrouds of the
pistons are lubricated in the conventional way. The top part of the connecting rods, shaped
trapezoidal, distributes the forces of the piston to the connecting rod in an ideal way. The piston has
three rings: one upper compression ring 'Keystone', one compression ring of section
intermediate rectangular and a lower ring oil scraper.
The connecting rods are made of forged steel.

The connecting rod head, called a split connecting rod head, has a flat surface without finish that it
divide into two parts. The two parts are joined by four M10 screws. The upper part of the
white is trapezoidal, without finishing on the sides.
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 13
10 Valve mechanism
Camshaft Roller 7. Vibration damper
Camshaft gear 5. Rocking chair 8. Camshaft marking
3. Bearing support 6. Pressure bridge 9. Teeth for the position sensor

The D9B has the camshaft in the cylinder head, valves controlled by rocker arms and system of
four valves per cylinder, two for intake and two for exhaust. The camshaft is hardened by
The induction and the bearings can be ground to use with replacement bushings.
supermeasure. The camshaft is supported by seven bearings, and the rear one also acts as
support bearing. The bearings are manufactured in sets and numbered from 1 to 7 from the front
towards the rear of the engine.
The camshaft (1) has three lobes per cylinder: one for the intake valve, another
for the relief valve and the third one, between the first two, for the injection unit. The
the camshaft gear is mounted on the rear flange and the vibration damper (7)
it is armed outside the gear. The vibration damper of the camshaft has teeth
(9) so that it can capture signals for the camshaft sensor. The gear and the
vibration dampers have holes for the guide pin of the camshaft, for
ensure proper assembly.
The reference marks of the camshaft (8), TDC or PMS - Top Dead Center, followed
from a number between 1 and 6, they are on the flange in front of the rear bearing. The TDC marking or
PMS serves as a reference for the basic adjustment of the axis and must be located between the two lines
marked on the bearing, when the engine's flywheel is in the 0° position. The marking
numeric is used to adjust the valves and the injectors. For example: the valves of
intake and exhaust, in addition to the fifth cylinder injector are adjusted when number 5

Global Training
GT2200133esp 14
it is between the marks on the bearing. The V1 mark is used when the engine is equipped with the
VEB (Volvo Engine Brake - Volvo Engine Brake) to adjust the play between the rocker and the
valve bridge.
The rocker arms (5) have surface-treated bushings, pressure-assembled, and are supported
on a shaft screwed into the bearing supports (3). A valve bridge (6) transfers the
rocker arm movement for the valve pair. The contact between the rocker arm and the camshaft
it is done through a roller (4) and between the rocker arm and the valve bridge, through a
regulating screw and a sphere.
The intake and exhaust valves are equipped with dual springs. All guides of
valves are provided with oil rings. The guides and seats are made of cast iron and
steel, respectively, and replaceable with spare parts.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 15
11 Distribution Gears
1. Drive gear of the camshaft 6. Power take-off from the engine, e.g., alternator
2. Adjustable intermediate gear 7. Air compressor drive gear
3. Oil pump drive gear 8. Intermediate gear of the outer rockers
hydraulic and radiator fan and interiors
4. Intermediate gear of the servo pump 9. Crankshaft drive gear
5. Hydraulic steering actuator gear and 10. Oil pump drive gear
from the fuel pump lubricant

The timing gear set is located at the rear of the engine. This type of
armado provides, among others, the following advantages:
Greater precision in the synchronization of valve opening and injection.
Fewer large components; the steering wheel housing, for example, also serves as
housing of the distributor gears.
Reduced noise level.
The distribution gear set is mounted on a 6 mm steel plate.
thickness, screwed to the engine block with two guide sleeves and a guide pin.
All gears are helical and nitrided.
The crankshaft gear (9) also acts as a spacer between the crankshaft flange and the
steering wheel and is fixed with 12 studs. Two bolts with hexagonal interior and a guide pin.
The intern secures the gear to the crankshaft.
The intermediate gear (8) above the crankshaft gear is double and consists of two
gears connected by screws. These two gears are pre-assembled in a hub with two
tapered roller bearings. The inner gear drives the adjustable intermediate gear

Global Training
GT2200133esp 16
(2) and the second activates the extra power take-off from the engine (6). In the D9B engines installed
In the Volvo B9DD buses, the extra power take-off is used to operate the alternators.
Above the inner gear of the double gear (8) there is another intermediate (2), assembled in the hub.
with a hub that moves the camshaft gear. The important thing about this gear
intermediate is that it can be adjusted and the play between said gear and that of the shaft of
It can also be adjusted each time work is done on the set of
distribution. The clearance of the first intermediate gear, which is always constant, does not require
no adjustment.
The camshaft gear (1) is bolted to the flange of the shaft, secured by a bolt.
Guide. The vibration damper is mounted on the outside with respect to the gear.
of the camshaft and has teeth for the camshaft sensor.
The intermediate gear (4), which drives the hydraulic oil pump that operates the fan
and the hydraulic steering-pump assembly is mounted on a bearing of
double ball race. This intermediate gear is secured with an M14 screw that
It passes through the distribution case/flywheel of the engine and is screwed into the engine block.

Drive gear of the power steering servo and fuel pump

(5). It is mounted on the drive shaft of the hydraulic steering and the pump of
combustible and is activated by the through shaft of the hydraulic steering pump.
Gear that drives the hydraulic oil pump of the fan drive (3). Goes
mounted on the conical shaft of the hydraulic oil pump with key and nut.
Drive gear of the lubricating oil pump (10). It is press-fitted onto the shaft of
one of the gears of the pump and directly driven by the crankshaft gear.
Power take-off for the drive of the alternators, AC, extra hydraulic oil pump (6)
etc. Engine power take-off, available as an option. The power take-off gear is
driven by the outer gear of the double gear. The power take-off is mounted on the part
rear of the distribution case/flywheel of the engine.
Drive gear of the air compressor (7). Mounted on the conical shaft of the compressor.
air with a key and nut.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 17
12 Crankshaft
Crankshaft 4. Crankshaft gearing 7. Steel ring
Main bearing 5. Cubes 8. Engine flywheel
3. Axial bearing 6. Vibration damper 9. Bushing

Forged crankshaft in a single piece of steel. The bearings of the connecting rods and the main bearing (2)
they have an induction tempered surface, which increases strength and reduces the risk of
to crack.
The crankshaft has seven main bearings. The connecting rod bearings are placed between each.
two main or main bearings. In the central main bearing (3) there is also a
axial bearing, which includes support washers. All main bearings have
replaceable bushings as spare parts (9). The bushings of the crankshaft bearings
and the connecting rods are made of rolled steel with a nickel-lead alloy and coated with
a bronze-lead alloy. The crankshaft can be ground and bushings that are installed.
available in five super sizes.
The crankshaft has counterweights that equalize the work pulses and maintain the torque.
evenly distributed. The balancing is done through holes in the counterweights.
Two of those counterweights have been reduced by half to decrease the weight of the crankshaft.
At the front end, the crankshaft has a hub to mount the vibration damper.
pulley (1). Unlike previous motor models, this hub cannot be separated from the
crankshaft, as it is part of it. A Teflon seal in the front cover of the oil pan does
the sealing against the front part of the crankshaft. The Teflon seal has a layer of felt that
functions as a dust guard. The vibration damper (6) is of the hydraulic type and has in

Global Training
GT2200133esp 18
the casing is a damping mass consisting of a steel ring (7) that rotates freely.
The space between the steel ring and the housing is filled with high viscosity silicone oil.
As it rotates, the crankshaft begins to vibrate in accordance with the force impulses from the pistons. The
viscous silicone oil equalizes the variable rotary pulsation of the crankshaft and the revolutions
steel ring uniforms, and thus dampens the vibrations in the crankshaft.
The crankshaft has another integrated hub at the rear end (5), that is to say, it cannot be
withdrawn. The crankshaft gear (4) is attached to the hub with two M8 screws, in addition to a
guide pin, placed in a hole in the crankshaft, which serves to prevent incorrect assembly. A
silicone seal ring at the end of the crankshaft seals the joint between the crankshaft and the
gear. Between the crankshaft gear and the flywheel is the combined housing of the assembly.
distributor / engine flywheel.
The distribution assembly housing is isolated from the crankshaft gear by a ring of
Teflon with a felt layer that acts as a dust guard. The steering wheel (8) is fixed with 12 screws.
that pass through the crankshaft gear and are threaded directly into the crankshaft. The flywheel
it can only be mounted in one way, as the crankshaft gear has a pin
Guide ahead, it also has another guide pin at the back that fits into a hole.
on the steering wheel. In addition to the ring, the steering wheel also has several machined grooves for the
tachometer sensor of the injection system.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 19
13 Lubrication system
Oil passage 4. Lubrication channel 7. Oil pump
2. Rocker axis 5. Total flow filter
3. Cooling channel of the pistons 6. By-pass filter

The engine lubrication is done by the pressure from the gear pump (7) located in the
rear part of the engine, which is driven directly by the crankshaft gear. The
The lubrication system has a pre-filter (bypass) (6) and two total flow filters (5).
The engine block has two longitudinal channels. One of them is the passage channel of the
lubricating oil (4), on the right side of the block, which distributes the oil to all the
bearings of the crankshaft mechanism. A plug closes the front end of said channel.
The other channel, for cooling the pistons (3), on the left side, supplies the pistons.
with oil for cooling and lubrication. Two plugs seal the ends of this channel.
All the head bearings are lubricated through the hollow shaft of the rocker arms (2), which
it is connected to the block through a channel cast in the back of the block.
The oil pan has a sensor that sends a signal to the oil level screen or display.
appears in the figure).
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 20
14 Lubrication system, circuit description
Gear pump 6. Safety valve, filter of 9. Control valve,
2. Sieve bypass piston cooling
3. Safety valve, violet 7. Safety valve, filter of 10. Bypass valve, cooler of
Distributor housing of total flow oil, marked 124
oil 8. Opening valve, 11. Oil cooler
5. Reducing valve, blue piston cooling

The gear pump (1) draws oil from the sump through the strainer (2) and sends it towards the
oil distributor housing (4). The safety valve (3) opens, causing the oil to
return to the crankcase. From the oil distributor, the oil passes to the oil filter housing and, to
through the external tube, to the integrated oil cooler (11). The pressure sensor valve,
known as a bypass or auxiliary valve (10), opens the passage that diverts the oil from
cooler when it is cold (high viscosity). Then, the oil passes through the two filters of
total flow, with one of its parts passing through the by-pass filter.
The safety valve (6) senses the pressure in the bypass valve and opens a passage for the
oil, in the case, for example, that it is very viscous, to ensure the lubrication of the
turbocharger. If the total flow filters become blocked, another safety valve (7) is
opens, and ensures the lubrication of the engine. From the distribution casing, the oil passes to the line
from the block galleries to be distributed through the channels to all points of
engine lubrication. The pressure reducing valve (5) regulates the engine oil pressure.
In the filter housing, there are the valves that control the cooling oil of the
pistons: the opening valve (8) and the control valve (9) for cooling the pistons. The
oil flows to the longitudinal channel of the block and is injected into the pistons at

Global Training
GT2200133esp 21
through spray nozzles, one for each piston. The opening valve interrupts the
supply of cooling oil to the pistons, if the oil pressure were to drop to
less than 250 kPa.
The air compressor is lubricated under pressure by an external tube through the casing of the
oil distributor.
The lubricant oil pump is of the gear type (1), driven by the gear of the
crankshaft. The gears of the pump rest directly on the pump housing, which
It is made of aluminum. The oil distributor housing (4) is bolted to the base of the block.
of the engine. The oil distributor housing contains the strainer (2) and the safety valve of
the oil pump (3).

Global Training
GT2200133esp 22
15 Lubrication system, project
Oil filter housing
The oil filter housing (8) is bolted to the right side of the engine. The cooler of
oil (9) is screwed inside the cooling gallery protection (10), connected to the
filter housing by two outer tubes (11). The hose that comes out of the filter housing
oil brings the oil to the turbocharger (12).
Valves, lubricating oil system
Seven valves control the flow of oil:
1 Safety valve of the lubricating oil pump - protects the oil pump in case that
the pressure rises too much, for example, in cold starts. It is a unit-type valve,
identified with purple color.
2 Safety valve, bypass filter. It opens if the filter becomes clogged, ensuring lubrication of the
turbocharger.
3 Bypass valve, oil cooler. It allows the oil to pass through the cooler when the engine
It is very cold; the valve detects the pressure and opens if the oil is very viscous.
4 Pressure reducing valve, oil pressure. It controls the oil pressure so that it does not rise too high.
excess oil returns to the sump. It is a unit valve, identified by its blue color.
5 Safety valve, full flow filter. It opens if there is a blockage in the filter, ensuring the
engine lubrication.
6 Opening valve for piston cooling.
7 Control valve for piston cooling.

Global Training
GT2200133esp 23
16 Oil cooler and oil pump
The oil cooler is screwed inside the side protection of the gallery.
cooling (directly in the block, in earlier versions of Volvo engines), and is, in
as a result of this, completely submerged in the coolant. The red arrows
They show the oil flow, and the blue ones, the coolant flow in the oil cooler.
The oil pump is of the gear type. The housing is made of aluminum and the gears, of
steel.
The oil pump housing is bolted to the main rear bearing cover. The two
parts of the pump casing are machined together with the gears of the
pump, and they cannot be replaced separately; the pump is changed as a whole, like a
single spare part. The axes of the gear of the oil pump are supported
directly in the casing of the pump. The suction and pumping tubes, made of steel,
are sealed by means of rubber gaskets against the pump cover and against the housing of the
oil distributor. The sieve is made of aluminum. The pump is directly driven by the
crankshaft gear.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 24
17 Piston cooling system
1 Opening valve 5 Upper camera 8 Channel or passage of
2 Control Valve 6 Passage or channel cooling of the pistons
3 Lower camera 7 Piston (of the valve) 9 Drain
4 Division 10 Piston

The cooling system of the pistons of the D9B engine differs in some respects from the
project, compared to Volvo engines of previous versions. The cooling oil
of the pistons, for example, is filtered by the total flow filters (in the earlier versions,
the oil went directly from the oil pump for cooling the pistons); this is
a necessary filtering, since the oil itself also lubricates the piston bolts.
The piston cooling system is an improved system in which the oil of
Cooling is controlled by means of two valves. Valve (1) is of the type
connect/disconnect (all-or-nothing system) pressure-sensitive, directly connected to the
passage of filtered oil. The valve (2) is a control valve that supplies pressure for the
cooling of the pistons without detriment to the engine's RPM.
The opening valve (1) is a spring-operated piston valve that opens and closes the
oil flow. It opens when the oil pressure rises beyond 2.5 bar and closes
when it falls below 2.5 bar.
The piston cooling control valve (2) is a piston valve actuated by
spring. The oil enters through the lower chamber (3) and passes through the hole in the partition (4) to
the upper chamber (5). As the oil pressure increases, the valve piston is
forced to lower due to oil pressure in the passage (6). The center of the piston (7) controls

Global Training
GT2200133esp 25
then the exit area through the division, as well as the cooling pressure of the
pistons. The outlet through the center of the valve therefore supplies a pressure
constant to the cooling passage of the pistons (8).
The space below the valves is connected to the crankcase, so that the oil can be
drained (9) instead of creating pressure below the valves.
The piston has the cavity cooled by oil. The oil is atomized in the vertical channel of
piston through a nozzle in the engine block. The oil goes to the circular passage in the
the head of the piston and is drained through another channel. The drainage channel exits between the piston and
the bushing (10).
The piston pin is lubricated through a groove in the bushing.

Global Training
GT2200133esp 26
18 Fuel system
1 Feeder pump 4 Pre-filter 8 Passage of the lubricant
2 Tank unit 5 Cooling Tubes 9 Injection unit
3 Fuel Pump 6 Distribution case 10 Safety Valve
electric 7 Primary filter

The fuel system is equipped with electronic injection units, one for each
cylinder, which operate at very high pressures. The high pressure is generated by the camshaft.
in the cylinder head through the rocker arms and the injection is electronically controlled by the
control unit.
The illustration shows the flow of fuel. The suction side is indicated in green.
clearly; the exit side, in dark green, and the return line, in green and white. The side of the
pressure maintains 100 kPa at 600 rpm and 300 kPa at 1200 rpm.
The feed pump (1) draws the fuel through the strainer of the tank unit (2),
and passes through the fuel filter housing (3), pre-filter (4), cooling tubes of the
engine control unit (5) and distribution housing (6), for the suction side of the
feed pump. From the feed pump, the fuel is sent through the
fuel filter housing and primary filter (7) for the longitudinal channel (8) in the cylinder head,
that supplies fuel to the injection units (9). The safety valve (10)
control the supply pressure. The return fuel passes through the pipe to the side
of the pump suction.
..............................................................................................................................................

Global Training
GT2200133esp 27
19 Fuel system components
The gear feed pump is driven by the crankshaft via a gear.
intermediate. The capacity of the feeder pump has been adapted to provide the
correct pressure and flow to all injection units. A pressure is necessary
relatively high to fully fill the injection units. The flow rate has to be
sufficient to level any possible temperature difference that may exist in the passage of
head gasket fuel.
2. The fuel filter housing is of the same type mounted on the D12D engine with
integrated electric pump (1) for fuel system purging and drainage
water. The check valve (2) is integrated into the pump and prevents the return of
combustible when the engine is off. The air regulating valve (3) is connected to
the return line of the tank. The fuel pressure sensor (5) is mounted
under the electrical connection cover (4). Fuel drain plug (6). The
The system has two fuel filters: the primary filter (7) and the pre-filter (8). The separator of
water (9) contains the drain valve (10) and the level sensor (11). The water separator
and the ventilation are controlled by the same key, located at the back of the compartment
motor.
The control unit is bolted to the motor through vibration dampers of
It is rubber and is cooled by the fuel that passes through the screwed cooling tube.
on the outside of the control unit. The cooling tube is located next to the
suction, before the feeder pump.
4. The fuel system has six injection units, one for each cylinder.
The injection unit is a combination of a pump and injector. It operates at much higher pressures.

Global Training
GT2200133esp 28
 higher than those supported by the normal injectors used with the traditional ones
inline injection pumps. The injection unit receives fuel directly
of the fuel channel. The timing of the injection and the volume of fuel to be
Injected are determined by the control unit, which transmits signals to the valve
of electromagnetically controlled fuel of the injection units. The force
The pressure on the injection unit comes from the camshaft, through a rocker arm.
The injection units are of the Delphi E3 type.
Injection units are classified by tolerance classes. Each unit of
injection is marked with a code (1) on the top of the electrical connection. Upon being
one or more injection units replaced, the new codes must be programmed for the
cylinder that had the injection unit changed. This is done with the programming of
parameters in the VCADS Pro, through an action known as trim code of the
injection unit. Only the codes of the replaced injectors should be
specify.
The electromagnetic control fuel valve is integrated into the unit of
injection. One of the advantages is that the injection unit is lighter and the
injection response, faster, thanks to the shorter distance between the valve of
fuel and the injector.
5. The safety valve of the distribution valve is integrated into the banjo screw.
return line of the cylinder head. The safety valve controls the feed pressure of the
Fuel system. The opening pressure is between 400 and 550 kPa. The high pressure of
admission guarantees the perfect filling of all injection units. The valve of
security has a built-in air regulator valve, which allows for automatic breathing
of the system.
6. The pipe carries the excess fuel from the safety valve back to the
feed pump, where it mixes with the fuel coming from the pipe on the side of the
suction. The distribution housing, B of the safety valve, C of the suction side,
D for the feeder pump.

Global Training
GT2200133esp 29
20 Basic fuel system diagram
1 Feeding pump 5 Water separator 10 Injection Units
2 Tank unit 6 Cooling tube 11 Check Valve
3 Fuel pump 7 Safety valve 12 Safety Valve
electric 8 Fuel channel 13 Check Valve
4 Prefilter 9 Primary filter
14

Schematic description
The feed pump (1) draws the fuel through the strainer (2) of the tank unit,
goes through the electric fuel pump (3) in the fuel filter housing. If the
the engine is equipped with pre-filter (4) and water separator (5), the fuel will pass through them
also. The fuel then passes through the cooling tube of the control unit (6)
until the union. At the union, the fuel coming from the tank mixes with the fuel from
return of the passage from the back (8), through the safety valve (7), and goes to the side
from the suction of the feed pump.
The feeder pump propels the fuel towards the fuel filter housing at
through the primary filter (9) for the fuel passage from the cylinder head. This passage feeds
each injection unit (10) with fuel through an annular channel in the body of the
injection unit. The safety valve (7) regulates the pressure of the supplied fuel.
to the injectors. The check valve (11) in the electric fuel pump (3) prevents the
fuel return to the tank when the engine is turned off.
Feeding pump valves:

Global Training
GT2200133esp 30
In the feeding pump (1) there are two valves: the safety valve (12) allows the return
of the fuel on the suction side, when the pressure rises too much, like,
example, when the filter is clogged. The check valve (13) opens when the pump of
electric combustible (3) is being used.
..............................................................................................................................................

Global Training
GT2200133esp 31
21 Injection system
The control unit is the central part of the injection system. It is continuously receiving
information from the accelerator pedal and various engine sensors, which allows it to control the
amount and the precise moment to inject the fuel into the cylinders. The signals from the
controls for the injection units are transmitted to the fuel valves of the
injection units via electrical cables. Standard DIN connectors connect those cables to
the sensors of the control unit. The control unit stores all the information of
failures and deviations that may occur in the system. Sporadic failures are also
stored in the control unit so that they can be tracked later.
In the engine we can find the following sensors:
1 Crankcase pressure sensor. Located on the valve cover, on the left side.
2 Camshaft sensor. Located on the right side of the timing cover.
3 Temperature and pressure sensor of the intake air. Located at the top
rear of the intake manifold.
4 Position and crankshaft revolutions sensor. Located at the top of the
steering wheel casing.
5 Sensor of the engine cooling fluid temperature. Located underneath the
intake manifold, left rear side.
6 Oil level sensor. Located in the sump.
7 Water presence indicator sensor in the fuel filter. Located in the
transparent plastic deposit under the fuel filter.

Global Training
GT2200133esp 32
 8 Fuel pressure sensor. Located under the cover of the filter support.
combustible.
9 Fan rotation sensor. Located in the hydraulic motor.
10 Temperature and oil pressure sensor. Located in the distributor housing.
oil.
11 Refrigerant liquid level sensor. Located in the expansion tank.
12 Air temperature sensor and air filter indicator. Located in the tube.
between the air filter housing and the intake manifold.
13 External temperature sensor. Located in the engine block.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 33
22 Injection Unit E3
1 Pressure valve 4 Inspection valve of the 6 Needle
2 Solenoid Valve needle 7 Electric Connection
3 Solenoid valve 5 Needle control piston

The new version of the injection unit, E3, has the same appearance and the same type of
armed that the previous version, E1. It also works in the same way as E1, in what
it refers to the fuel injection (volume and timing of injection), with a valve
pressure (1) and a solenoid valve (2).
In order to reduce the level of smoke and particles in the exhaust, the E3 injector is equipped
with a valve, the needle control valve (4), and is also controlled by another valve
solenoid (3).
The needle control valve (4) and the solenoid valve (3) make it possible to hold the needle.
injector (6), applying a high fuel pressure at the rear of the control piston of the
needle (5).
In this way, the injector opening pressure can vary to provide the best combination.
of engine revolutions and load, thus allowing for improvement in fuel consumption and
reduction of exhaust emission levels.
The opening pressure of the E3 injector varies between 250 and 2000 bar, compared to the version
previous, E1, which had a fixed opening pressure of 300 bar.
The calibration code of the injection unit and the replacement part number are
they find in their electrical connection.
The injector team may vary depending on the power.

Global Training
GT2200133esp 34
23 Injection unit - filling stage
1 Pressure valve 3 Solenoid valve
2 Solenoid valve 5 Needle control valve

During the filling stage of the injectors, the two solenoid valves (2 and 3) are
deactivated, which keeps the pressure valve (1) open and the control valve of the
closed needle (5)
Although the pump is functioning, no pressure is generated, as the fuel only
circulates through the pressure valve and the fuel channel of the engine head.
The injector is in this condition when the engine is turned off.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 35
24 Injection unit - pressurization stage
1 Pressure valve 5 Needle control piston
2 Solenoid valve 6 Needle
3 Solenoid valve 7 High Pressure Passage
4 Needle control valve 8 Cavity

The pressurization stage begins when the camshaft is turned to the position where the
the rocker (through the rocker arm) begins to press the pump piston downwards.
The solenoid valve (2) is activated and the pressure valve (1) closes. This generates a high
pressure in the high pressure injector channel (7).
As the needle control valve (4) is still closed, a pressure develops
hydraulics in the cavity (8), and causes the needle control piston (5) to maintain the
injector needle closed. At this stage, no injection occurs.

..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 36
25 Injection unit - injection stage
1 Pressure valve 4 Needle control valve 7 High Pressure Channel
2 Solenoid valve 5 Needle control piston 8 Cavity
3 Solenoid valve 6 Needle

The solenoid valve (2) has already been activated during the pressurization stage, which
keeps the pressure valve closed and creates hydraulic pressure in the cavity (8)
keep the needle (5) down, which keeps the injector needle closed.
The engine control unit uses information from the engine sensors and others.
information through the J1939, to calculate the pressure at which the injector must
open. When that predetermined pressure is reached, the following process occurs:
The solenoid valve (3) is also activated and releases the hydraulic pressure from the cavity.
(8), the control piston of the needle (5) is lifted by the injector needle (6) and occurs the
injection.
In this way, it is possible to achieve an opening pressure that can vary between 250 and
2000 bar.

..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 37
26 Injection unit – depressurization stage
1 Pressure valve
2 Solenoid valve
3 Solenoid valve
4 Needle control valve
5 Needle control piston
6 Needle
7 High-pressure channel
8 Cavity

The depressurization stage begins when the control unit decides that the engine
has received sufficient fuel volume and cuts off the power supply
for the solenoid valves (2 and 3). When solenoid valve (2) is deactivated, the
the return channel of the needle control valve closes, causing the needle of the
injector closes. At the same time, the solenoid valve (2) is deactivated, causing
that the pressure valve opens allowing the fuel to flow back for the
fuel channel. The injector returns to the filling stage.

..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 38
27 Intake and air filter
The figure shows the air intake and filter of a Volvo B9DD.
The air intake is located above the engine. Air is admitted into the filter housing at
through a rubber hose. The filter housing is made of steel and its cover is held in place
place through a nut. At the bottom of the air filter housing, there is a valve of
rubber, where particles of dirt and heavier dust are thrown.
The air filter is of the dry type and the filtering element is made of corrugated paper.
impregnated, wrapped around by a perforated and superficially treated steel sheet cylinder,
through which the air is drawn into the filter. The internal seal of the element
is subject to the filter, while the external one is attached to the filter flange and compresses when being
tighten the screw that secures the cover. The filtering area is 14.6 m2.
In the connecting tube between the air filter and the turbocharger, there is a pressure drop indicator.
pressure and temperature of the air, which sends an error message to the display or screen of the
instrument panel when the filter starts to clog.

..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 39
28 Turbocharger
Air from the air purifier 5. Turbine rotor 9. Gate valve
2. Compressor rotor 6. Gas discharge for the exhaust system 10. Actuator
3. Compressed air for the engine 7. Accommodation of the lubricating oil
4. Exhaust gases 8. Refrigerant accommodation

The exhaust gases from the engine drive the turbine rotor of the turbocharger. The rotor of the
The turbine is mounted on the same shaft as the compressor rotor. When it rotates, the compressor rotor
it pulls the air from the air purifier, which is compressed and then pushed through the
intercooler into the engine.
The turbocharger is lubricated and cooled by the engine oil, and therefore, the supply
Oil is crucial for the functioning of the turbocharger. Therefore, it is vital.
the importance of careful maintenance of the engine's lubrication system.
The cooling of the turbocharger is supplemented by the engine's cooling fluid.
through a passage in the turbo.
The D9B turbocharger has a device that functions as a wastegate.
which limits the overload with high power. The gate valve (wastegate flap valve)
it works as an auxiliary valve for the exhaust gases to the turbine. The gate is
activated by a trigger that detects the overload in the compressor housing through
a hose connection.
At lower overloads, the actuator keeps the gate spring closed by a
control stem. When the overload reaches the actuator's opening pressure of 185

Global Training
GT2200133esp 40
kPa, the gate starts to open and sends part of the escape pressure directly to the
escape. This relieves the pressure on the exhaust turbine, and reduces the turbo's revolutions.
The gate function makes it possible to use a turbocharger with a wider range.
of operations, resulting in an engine characteristic with a wide range of high torque
and limited overload, at full power.
The compressor housing and the exhaust manifold are insulated with heat-resistant material.
This insulation prevents heat from being generated in the engine compartment.
The casing of the exhaust pressure controller is mounted on the outlet side of the
compressor casing.
Compared to previous engine alternatives, the turbocharger of the D9B has a
higher air pressure, particularly at low engine revolutions.

The turbocharger varies according to the engine power.

..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 41
29 Air intake cooling and starting preheater
The air radiator, air-to-air type, is installed in front of the water radiator, as it reduces the
intake air temperature is around 100 °C. With that, the volume of the intake air
decreases, allowing for a larger volume of air to be admitted into the cylinders. And it can be
inject more fuel. This allows the engine to achieve more power and higher torque, with
lower fuel consumption. Cooler air reduces valve and piston fatigue.
In markets where winters are harsher, it is made available as equipment.
optional the start preheater, to install it on the intake side, which heats
the air in the intake manifold and whose actuation is done each time the key of
ignition is brought to the preheating position and the engine coolant temperature
it is below 10 °C. The preheating and post-heating times are adjusted by the unit
of engine control. The hot air facilitates starting at extremely low temperatures and
reduce the white smoke in the exhaust. There is a warning light on the dashboard.
preheating factor of the engine, which turns on when the preheating element is activated,
but it also serves to alert the driver if there is any defect in the heater when the
the vehicle is moving normally.
The following conditions must be met before the heater is turned on.
start:
Parking brake engaged.
The preheating time varies with the temperature, as follows:
With coolant temperature above 10 °C, there is no preheating.
With a coolant temperature of 10 °C, the preheating takes 25 seconds.

Global Training
GT2200133esp 42
With refrigerant temperature below -15 °C, preheating takes 55 seconds.
Between 10 °C and -15 °C, the preheating time increases linearly.
The post-heating time is always equal to the preheating time.

..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 43
30 Exhaust pressure regulator
Exhaust pressure regulator 4. Cylinder 7. Pressure reducing valve
Shutter 5. Air valve 8. Two-way valve
3. Piston 6. Solenoid

The D9B engine has the EPG (exhaust pressure regulator) installed as standard. The EPG
it plays two roles: it acts as back pressure to the exhaust during startups, to
that the engine reaches its normal operating temperature as quickly as possible and, part,
to help the engine brake with the vehicle in motion.
The wastegate pressure regulator is mounted on the housing of the turbocharger turbine, and
consists of a choke, choke housing, cylinder, piston, and air valve.

Startup function.
The EPG can be activated to help the engine emit cleaner exhaust gases from the
starting operation and during the engine warm-up time, as long as it is
the following conditions must be met: coolant temperature below 75°C, load
of the engine below 200 Nm and engine revolutions below 900 rpm. If these conditions are met
Under conditions, an AVU – Air Valve Unit is opened, which releases a reduced pressure.
of ambient air around 2 bar (200 kPa) for the EPG cylinder. Next, the shutter of the
escape closes almost completely and the engine has to work against a certain
back pressure, which reduces the emission of hydrocarbons and white smoke. The engine also
reaches the normal operating temperature more quickly.

Global Training
GT2200133esp 44
NOTE: There is always a delay of about 5 seconds from the moment of startup.
motor until the EPG starts to operate.
Operation during engine braking.
The EPG activates automatically when the accelerator pedal is released. The AVU opens and releases.
an air pressure of up to 7.5 bar (750 kPa) for the EPG cylinder. The shutter closes and
a strong back pressure develops in the exhaust pipe up to the EPG shutter.
shutter balances with the pressure pulses of the exhaust, allowing the passage of a
small amount of exhaust gases. The best braking effect is achieved when the
engine revolutions are kept within the blue range of the tachometer.
Conditions for activating the engine brake: Clutch pedal not depressed, pedal of
accelerator released, engine revolutions above 900 rpm, vehicle speed above
5 km/h, wheels unlocked (ABS not activated), gear shift out of neutral position.
AVU
In the D9B engine, the EPG is activated by a special valve called AVU - Air Valve.
Unit (Air Valve Unit), type PWM - Pulse Width Modulated
of pulse). This type of valve allows continuous pressure regulation when the EPG is
used as an exhaust brake, with the vehicle moving at a constant speed control
connected. The valve is located on the left side of the engine block and is operated by a
signal from the engine control unit.
Electronic control
When the key is in position 1, the engine brake is activated when the pedal is released.
accelerator. The information from the key and the accelerator pedal continues through the unit of
vehicle control via the Data link (data connection) J1939 and J1708 for the unit
of engine control. The engine control unit then sends a modulated signal by
pulse amplitude to the AVU (control valve), which opens and releases air pressure for the
EPG.
This type of valve allows the pressure to be adjusted to vary within a range of 2.0
a 7.5 bar, which is an advantage when the EPG is being used as an engine brake with the
vehicle in motion, with, for example, constant speed control.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 45
31 Compression brake (VEB)
Camshaft shaft 3. Escape rocker
2. Admission rockers 4. Control valve

The Volvo Engine Brake, VEB (Volvo Engine Brake), is available as an option and consists of
two different systems: the standard engine brake EPG and the Volvo Compression Brake, VCB
(Volvo Compression Brake), integrated into the engine valve system. The engine brake and the
compression brake together form the VEB. The VEB can also be combined with the
retarder.
The compression brake (VEB) regulates the opening of the exhaust valves during the
compression and exhaust strokes of the engine, generating pressure in the combustion chamber.
This pressure exerts a braking effect on the crankshaft.
The engine with VEB is equipped with a three-way switch or with five manual controls.
positions.
The three-way valve has the following functions:
Description
0 VEB inactive, for example: without engine brake. The EPG can, however, be activated.
with about 2 bar of pressure, when the temperature of the refrigerant is below
50 °C, heating the engine more quickly to normal temperature of
operation.
1 VEB = VCB + EPG 2.0 bar of pressure, with about 50% braking force.

Global Training
GT2200133esp 46
 2 VEB = VCB + EPG 7.5 bar pressure, which provides 100% braking force.
The manual control, to the right of the steering wheel, has the following functions:
0 VEB not activated, for example: no engine brake

A Automatic continuous control combined with the brake pedal. If the bus is
equipped with cruise control, this control also
it will activate the VEB to maintain the scheduled speed.
1-4 The manual control has four positions for manual operation of the VEB.
sequential for each position, and, in position 4, it works at 100%.
The VEB begins to operate when the following conditions are met:
- Accelerator pedal released.
- Engine revolutions above 1100 rpm.
- Clutch pedal fully released.
- Speed above 5 km/h.
- Wheels unlocked (ABS not active).
- Gearbox engaged.
- Oil temperature above 55 °C
- Intake pressure not less than 50 kPa
If any of these conditions are not met, the VEB disconnects automatically.
When the VEB is activated, the motor brake is first engaged, followed by the brake of
compression (VEB). If the bus is equipped with a retarder, it will be activated last.
The exact point of engagement and disengagement is controlled by the pedal of the
accelerator, brake pedal, cruise control, and retardation lever.
Engines with VEB have distinct camshaft and rocker arm shafts compared to a
standard motor. They also have a control valve that regulates the oil pressure for the
rocker arm axis (the control valve replaces the direct passage).
In the motorsinVEB, the rocker arms and the rocker shaft are lubricated with oil at
maximum pressure, but in the engine with VEB, they are lubricated with reduced pressure in operation
normal engine (VEB not active).
NOTE: If the ABS of the braking system is activated (one of the wheels locks during the
braking), the VEB is automatically disconnected.
NOTE: The VEB will not be activated if the engine oil temperature is below 55 °C.
the INFO light on the instrument panel display will start blinking if the driver attempts
activate the VEB under those conditions.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 47
32 Control Valve
Oil inlet 4. Return spring 6. Chamber of
2. Solenoid valve 5. Oil passage, back pressure
3. Piston seesaw

The control valve is located in the cylinder head beneath the valve cover.
rear of the engine. Its function is to control the pressure of the lubricating oil in the mechanism
of the rocker arms. The inlet is connected to the passage of the lubricating oil in the block of
motor and, therefore, there is always pressure in the lubrication system. The output is connected
to the rocker shaft. The exhaust brake (VEB) is activated by the control valve
(solenoid), which is controlled by the control unit.
A. When the engine is running, the piston partially covers the oil outlet.
a measure that moves to a position of equilibrium between the spring force and pressure
of the oil in the compression chamber on the opposite side of the piston, reducing the
pressure at approximately 1 bar, after the control valve. This pressure is
sufficient to lubricate the bearings of the camshaft and the rocker mechanism.
B. During a compression braking, the solenoid is energized and opens the drainage passage.
through which the oil can flow. The spring force prevails and pushes the piston for the
right. The oil outlet opens fully, raising the oil pressure to the maximum.
on the axis of the rockers.
C. At the rear right side of the engine, there is a hole that connects to the passage of
oil of the rocker arm shaft. If the plug is removed and a
Oil pressure gauge, it is possible to diagnose the operation of the VEB.

Global Training
GT2200133esp 48
33 Camshaft and rocker arm axis
Escape lever 6. Support spring of the 10. Pressure limiting valve
2. Escape highlight seesaw Piston
3. Intake lever 7. Check valve Return spring
4. Decompression Highlight 8. Rocker piston Sphere
5. Escape rocker Adjustment shims 14. Escape rocker

In addition to the normal exhaust cams, the camshaft of the engine with VEB also has a
admission bump and a decompression bump on each exhaust cam. The height of
the elevation of the intake/load bumps and decompression above the primitive circle is
0.8 mm, which is equivalent to a valve opening of approximately 1.1 mm. The protrusion of
The admission/load is set up in such a way that it opens the escape valves at the end of the stroke.
admission, keeping them open at the start of the compression journey, when the brake of
compression (VEB) is activated. The exhaust valve clearance must be zero, so that
The admission/load and decompression peaks can open the escape valves.
The rockers of engines with VEB are more resistant than those of a normal engine.
Each rocker has a check valve and a piston. The supporting spring keeps the
rocker arm in the resting position against the valve bridge. The play or clearance between the
the rocker arm and the valve bridge are larger in engines with VEB, because the bumps of
Admission and decompression should not open the exhaust valves with the engine running.
the valve game can be adjusted with a maximum of two shims on the bridge of the
valves. The difference between the thicknesses of the shims is 0.05mm. The piston has a
pressure limiting valve that opens and releases oil through a passage at the bottom
lower part of the piston, when the pressure acting on the piston rises too high.

Global Training
49
The check valve consists of a piston, a spring, and a ball. The position of the piston is
determined by the force of the spring combined with the pressure of the oil that is propelled from the shaft
from the rocker arms to the valves.
A. The control valve does not fully open during normal engine operation, which
that reduces the oil pressure on the rockers. This pressure does not manage to overcome the force
from the spring, and as a result, the piston does not come out of the resting position. The pin of the
the piston keeps the sphere out of the seat and the oil can flow in both directions of the
check valve. There will be no oil pressure above the rocker arm piston.
B. The control valve opens during compression braking (VEB), and releases the pressure.
maximum oil pressure on the rocker mechanism. This pressure exceeds the force of the
the spring and the piston move, and stop acting on the sphere. The sphere then proceeds to
act as a check valve, and the space above the piston of the rocker arm is filled with
oil. With the pressure of the valve bridge on the rocker piston, the sphere of the
the check valve is pushed against its seat. The oil above the rocker piston
it can no longer flow through the sphere, the pressure above the rocker piston increases and decreases
the pressure of the rocker on the bridge, thus bringing the valve play to zero.
Another difference between the camshaft of the engine with VEB and without VEB is the marking on the flange.
of the front bearing. In addition to the normal marks, TDC and the numbers from 1 to 6, there are
also six marks: V1 to V6.
These V marks are used as references for adjusting the exhaust valves.
exhaust valves of cylinder number 5, for example, are adjusted when V5 aligns
with the line on the front bearing support. The intake valves and the unit of
injections are adjusted in the same way as those of standard engines.
..............................................................................................................................................

Global Training
GT2200133esp 50
34 Operation of the exhaust valve
A With the engine running normally (VEB not active), there is no pressure on the piston.
of the rocker arm. The clearance of 1.6 mm of the valves between the rocker arm and the valve bridge
it is enough to allow a play of 0.3 mm between the rocking roller and the projections
of the compression brake (VEB) on the camshaft. The support spring presses the
rocking against the valve bridge in such a way that it prevents contact of the
rocking rollers with the lower ridges.
B-1 During compression braking, the rocker piston brings the clearance to zero.
valve. The rocker roller follows the profile of the bump, and makes it possible for the bump
For admission/load, raise the rocker arm roller for the opening of the valves. The same
It happens with the speed bumps. The height of the bumps is
0.8mm, resulting in a valve opening of approximately 1.1mm
B-2 This figure shows the admission bump of the escape bump when it is
precisely below the roller of the rocker. The height of the lift of the bumps is
0.8mm, which, due to the rocker arm's transmission ratio, results in a valve opening
of approximately 1.1 mm. An equivalent valve opening is obtained when the
The decompression highlight passes beneath the rocker roller.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 51
35 Compression brake operation cycle (VEB)
The operation of the compression brake (VEB) is divided into two stages.
A. The admission/loading stage starts at the end of the admission path and continues for some
time during the compression stroke. When the piston moves to the dead center.
inferior, the admission highlight momentarily opens the exhaust valves. The cylinder is
pressurized by the positive pressure generated by the engine brake in the exhaust manifold.
This pressure considerably increases the compression during the compression stroke.
and it releases a great braking force during the upward movement of the piston.
B. The decompression stage begins at the end of the compression process and continues for
some time during the explosion course. The decompression peak opens
momentarily the release valves, when the piston moves to top dead center
superior. The high pressure is released from the cylinder. In this way, the force effect is avoided.
that the compressed air should be applied to the piston during the explosion stroke.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 52
36 Cooling system
Radiator 6. Refrigerant pump
2. Level sensor 7. Return connection/body heater
3. Lid with pressure valves 8. For bodywork taking, heating system
4. Expansion tank 9. Thermostat, body heater
Thermostat, motor 10. Radiator, automatic transmission

The function of the cooling system is to cool the engine, the gearbox (transmission)
automatic) and the hydraulic retarder, if the bus has this equipment. Other components
cooled with the refrigerant liquid are the turbocharger and the air compressor. The engine
it is cooled by the coolant pumped through the engine cooling passages and
goes through the oil cooler to reduce the temperature of the engine oil. A thermostat
The primary piston controls the engine coolant temperature.
The cooling system is connected to the heating and defrosting system, if
the bus would be equipped with such a system.
If the bus has an extra heater (diesel or electric), it will also be connected to the system.
of the bus cooling.
A belt-driven refrigeration pump causes the refrigerant to circulate through the system
of cooling while the engine is running.
The aluminum radiator with plastic top and bottom tanks has an area of 5.600.
cm2The same type of radiator is used in the lower power versions of the buses.
B12M/B.

Global Training
GT2200133esp 53
The expansion tank is mounted close to the radiator, always at a higher level than it.
highest point of the radiator, in order to provide good ventilation for the system of
Cooling and preventing the formation of air bubbles in the system. It is made of plastic.
It is transparent and has an integrated level sensor, connected to the motor control unit. It has
two supply mouths; the cap of the upper mouth has two outlet valves: one
safety valve, which opens when the basic pressure of the system exceeds 0.75 bar.
And a vacuum valve, which allows air to enter if there is a vacuum in the system.
A coolant filter, available as an option, can be installed in different locations, depending on the
bus model. Through this filter, a small amount of refrigerant passes through, which receives the
addition of an antioxidant agent, which extends the refrigerant change intervals.

Global Training
GT2200133esp 54
37 Refrigerant circulation and thermostat valve
Expansion tank 5. Thermostat, body heater
2. Thermostat, motor 6. Return connection, body heater
3. Stock 7. Refrigerant pump
Radiator Pressure limiting valve

Refrigerant circulation
The refrigerant is pumped directly from the pump housing, mounted on the side.
left of the block, towards the engine. Most of the liquid is propelled between the flanges.
from the oil cooler, with a small part pressed towards the cooling galleries
the lower parts of the cylinder shirts and a third for the turbocharger. After
passing through the oil cooler, the coolant is distributed through holes of
calibration for the upper water galleries of the cylinders and for the cylinder head. The cylinder head
It also receives return refrigerant from the cooling galleries of the sleeves. This
part of the coolant enters the cylinder head through spray nozzles that direct the
coolant flow to the exhaust passages and to the injector sleeves.
The engine outlet is located at the front of the cylinder head, and the coolant flows to
through it to the retarder and then back to the thermostat housing. If the
the bus is not equipped with a retarder, the coolant will flow directly from the engine
back for the thermostat housing.
When the refrigerant is cold, the thermostat closes and the liquid descends directly to
through the housing of the thermostat for the coolant pump and back inside
of the engine (A).

Global Training
GT2200133esp 55
When it is hot (when the thermostat starts to open at 85°C and it is fully
open at 96°C), the coolant flows to the front outlet of the thermostat housing and to
the upper inlet of the radiator. The coolant descends through the radiator, where it cools, to
then pass back to the lower inlet of the coolant pump. The pump of
then the refrigerant pushes the liquid back into the engine (B).
When it is hot again, the coolant expands, and the excess is
forced to return to the expansion tank, to relieve the excess volume in the system of
Cooling. The air that is still in the liquid will be removed there.
Part of the hot engine coolant is sent through the body connection to
the defroster and the cabin heater. The thermostat valve at the heater outlet
it prevents heat from escaping before the engine is hot. This valve opens at 60 °C.
With the engine idling, the pressure in the system will be so low that the coolant will not be able to
pass to the body connections. To neutralize this effect, a valve is used.
pressure limiter (restriction), which remains open due to the basic pressure of the system
Cooling. The low idle pressure is insufficient to keep the valve
pressure limiting (restriction) fully open, that’s why it will start to close, until
that manages to maintain a pressure of 0.6 bar. The pressure limiting valve is installed between
the thermostat housing and the water pump.

Coolant thermostat
The coolant thermostat is of the piston type and consists of a piston, a sensor body,
seal and housing, forming a unit. It is mounted in front of the cylinder head. This type of
the thermostat has a lower pressure drop compared to earlier types of
piston thermostats.
Illustration A shows the closed thermostat, when the refrigerant flows to the pump of the
soda.
Illustration B shows the thermostat open, when the refrigerant passes through the tube.
fan for the radiator.
Coolant pump
The refrigerant pump is of the impeller type and is driven by the crankshaft through a
external strap. The pump impeller is made of thermoset plastic. The shaft of the
the pump is supported on double-row ball bearings, maintenance-free,
whose sealing between the rotor and the bearing is guaranteed by a sealing unit. Between this
There is a space with a drainage channel that opens outward between the seal and the bearing.
drain hole under the pump shaft. If the sealing unit starts to leak,
you will notice that the refrigerant will come out through the drain hole, and in this case it
You will have to change the entire pump.
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 56
38 Radiator fan
1 Oil cooler 3 Hydraulic motor 6 Hydraulic oil reservoir
hydraulic 4 Hydraulic pump
2 Radiator fan 5 Hydraulic fluid filter

The radiator fan system is electro-hydraulic control, which allows for control
fan continuity. The system has been developed to allow for perfect control of the
fan revolutions in such a way that the motor power is reduced and, consequently,
fuel consumption.
The hydraulic pump is mounted on the engine and is powered by the engine's transmission.
The pressure of the pump is observed through a control valve in the hydraulic pump.
The engine control unit receives information about the engine temperature from the sensor.
soda and an inductive sensor that detects the rotations of the fan. With these
information, the hydraulic pump has its capacity controlled through a signal
modulated by pulses for the solenoid of the control valve.
The oil pressure from the hydraulic pump drives the hydraulic motor of the fan
radiator.
The hydraulic motor is a gear motor with the radiator fan mounted on the shaft.
outlet. The hydraulic motor has an oil return line that removes air bubbles.
and send the excess oil to the return line.

Global Training
GT2200133esp 57
The inductive rotation sensor in the radiator fan reads the actual rotations of the
fan and sends the information to the motor control unit. If necessary, the signal
The hydraulic pump sent can be adjusted to obtain the correct rotations.
The hydraulic motor operates at low rotations, 1120 rpm, and its maximum rotations reach
3000 rpm. The maximum rotation is reached, however, only when the engine reaches the
1200 rpm.
The hydraulic oil reservoir, shared by the hydraulic steering system and by the
The radiator hydraulic system is located in the engine compartment and is divided into two.
cameras, upper and lower, separated by a diaphragm. This reservoir is comparable to a
cyclonic tank. The return oil circulates in the upper chamber and passes through a hole in the
diaphragm for the lower camera. This way, the formation of air bubbles is avoided in the
oil.
The oil cooler of the hydraulic system is located near the radiator of the system.
cooling.
The oil filter of the hydraulic system, located in the engine compartment, filters the oil.
on the return side. The filter cartridge, of the inline type, is shared with the system of
hydraulic direction. The filter housing has a threaded pressure key, in addition to a
safety valve. In the event of a blockage in the filter, the valve closes and the display
the instrument panel displays an error message. At the same time, the valve of
safety opens, allowing the oil to pass through the filter via a bypass in the housing
of the filter.
..............................................................................................................................................
..............................................................................................................................................

Global Training
GT2200133esp 58