Technical Description

Diesel – Engine D 9508 A7

Technical data
Crank train
Cylinder head
Valve train
Lubrication
Cooling system
Fuel system
Electrics
Engine control
Exhaust system
Turbocharger
Starting aid

Fluids/Service plan
Technical description
Diesel – engine D 9508 A7
Technical data
Crank train

Engine type Cylinder head

Valve train
Engine number
Lubrication

Data tack Cooling system

Fuel
Electrics
Engine control
Exhaust system
Turbocharger
Starting aid

Fluids/Service plan
 Type designation D9508 A7

Explanation of the type designation

D 95 08 A7 Type designation
D Diesel engine
95 Engine range with 128mm bore / stork 157mm
08 Amount of cylinder
A7 Injection system A7 = Common Rail

2005 14 4598 Engine - Serial number

2005 Year of production
14 Cylinder amount( 14=8 Cylinder)

4598 Serial number

Type designation D9508

The diesel engine identification plate is

on the left side over the A/C compressor.
A second identification plate is located at
an accessible place, depending on the
engine version.
 Firing order, cylinder numbering and TDC mark

Cylinder 1 is located on the right opposite

Side of the flywheel.

Running direction of the engine

ANTI - CLOCKWISE on flywheel side

Firing order
1-5-7-2-6-3-4-8
TDC. mark
Technical description
Diesel – engine D 9508 A7
Technical data
Crank train
Crankcase
Cylinder head
Crankshaft Valve train

Zündabstand Lubrication

Connecting rod Cooling system

Fuel
Piston rings
Electrics
Piston
Engine control
Cylinder liner Exhaust system
Crankcase ventilation Turbocharger
Starting aid

Fluids / Service plan

Noise-reducing crankcase with bedplate
 Noise-reducing crankcase with bedplate

Per wall :

2 TORX-Screws
M16x1.5 / E20

4 TORX-Screws
M18x2 / E20
Cranktrain
 Crankshaft

Crankshaft D9508 with 5 –

bearings and 6 screwed
counterweights
 Crankshaft bearings

Lubrication groove
•Thrust washers on the 5th in the upper bearing
crankshaft bearing (flywheel side) shells
•Upper parts without notch
•Lower parts with notch.
Connecting rod

• Keystone small end bushing

• Room temp. cracked big end
• Weight 4180 g (+/- 35 g on raw part)
 Cracked connecting rod

Advantages of cracked conrod:

Manufacturing costs up to 40% cheaper
Almost 100% fitting between connecting rod and
connecting rod big end
Weight-optimized (lighter)
Machined conrod
Disadvantage:
Sensitive contact surfaces
CAUTION!
The parts may not:
- be mechanically cleaned, (sand paper, file,
metal brush etc)
- be set down on the joint face,
- be mounted incorrectly or mounted after
previously having been dropped

Cracked conrod
 Piston rings

Keystone ring (Compression ring)

Prevents coking and seizure of the ring at high
temperature in the ring zone, especially on
heavy duty diesel engines. The chamfer
improves the oil consumption.

Taper faced ring (Compression ring)

Quicker running-in thanks to the conic surface
thus quicker sealing
(TOP-sign must be on the upper side)

Bevelled ring with spiral spring expander (Oil scraper ring)

Contact pressure increased by a self-supporting
spring to have a better oil consumption control
 Steel piston (Monotherm) D=128mm

Stepped combustion
chamber

Max. Peak pressure = 225 bar

Weight: 4135 g
Material: 38 MNVS6 Cooling
Disadvantage: relatively expensive channel
compared to aluminum
 Pressure on the D9508 piston

The combustion pressure in

a diesel engine with steel
pistons may reach 225 Bar
………….. equivalent to a
weight of 29 Tons
on one piston crown.
 Piston characteristic data

450°C

Diesel fuel self ignition temp. 300 -380°C

350°C

430°C Compr. temp. in cylinder during start

250°C Cold start -20°C ca. 350 - 380°C
150°C
140°C Warm engine ca. 500 - 600°C

Combustion temperature
Average at Full load can reach 900°C
Peak temperature Full load 2000-2500°C

Combustion pressure Full load 200 Bar

Exhaust temperature full load 700°C
Abs. Exhaust pressure full load 2,1 - 2,7 Bar
 Cylinder liner
The cylinder liner is directly washed by the engine coolant, and is therefore a
wet cylinder liner.

The upper sealing to the

crankcase is only reached
through tightening the cylinder
liner flange surface onto the
crankcase fitting.

The lower sealing to the

engine oil is made by two
O-Rings.
Crankcase ventilation
 Crankcase ventilation D9508 A7 for R964/R974/PR764 machines

Maintenance/inspection:
Replace the oil separator every
3000 operating hours (at least
every 2 years)
 Crankcase ventilation D9508 A7 for R964/R974/PR764 machines

Membrane
Spring
Membran vent

To air
intake

Filter section
! Control!
For the control, the engine must stand
horizontally, be at operating temperature and the
.
oil level must be correct O-Ring Oil return line
Filterteil
Test values: Rücklaufrohr
Blow by flowrate : < 250 l/min Mounting Clamp
Befestigungsschell
Crankcase pressure : - 400 – 0 mm WS
e
Cap
Kappe
Technical description
Diesel – engine D 9508 A7
Technical data
Cranktrain
Cylinder head
Valve train
Cylinder head design
Lubrication
Cylinder head - screws Cooling system

Valve seat Fuel system

Electrics
Engine control
Exhaust system
Turbocharger
Starting aid

Fluids/ service plan

Cylinder head design

Valve cover
Technical characteristics:

- Single cylinder head

Valve cover seal
Rocker arm - 6 fastening screws
assembly
- 4 valves per cylinder
ZBS auxilary engine
brake - Centered injection nozzle
Cylinder head screw
- Designed for PCP = 225 bar
Valves - Auxiliary engine brake optional
- Weight: ca. 20 kg

Cylinder head

Cylinder head seal

Cylinder head cross section
 Cylinder head tightening instructions
1

Tightening instructions for cylinder

3 head seal
5 Pretensioning with tightening torque
30Nm + 100Nm + 200Nm + 300Nm

Secondary tightening with angular

degree
(special tool id.no.0524062)
90°+ 90°+ 90°= 270°

No subsequent tightening necessary

6 Cylinder head bolts must be replaced

after any loosening.
4
2
4-Valve-Cylinder head with auxiliary brake (ZBS)
Technical Description
Diesel – Engine D 9508 A7
Technical data
Cranktrain
Cylinder head
Valve train
Camshaft and valve train
Lubrication
Gear train Cooling system
Fuel system
Electrics
Engine control
Exhaust system
Turbocharger
Starting aid

Fluids/Service plan
 Gear train

8
1. Crankshaft
7
2. Crankshaft for cooling pump
6 3. Crankshaft for oil pump
4. Camshaft
10
5. Intermediate gear
6. Auxiliary drive
7. Idler for auxiliary drive
8. Air compressor
9 9. Auxiliary drive
4 10.High pressure pump
5 11.Intermediate gear
13 12.Intermediate gear
1 13.Cooling pump
12
14.Oil pump
11 15.Oil pump
14

15
2 3
Vibration damper
Vibration damper
Vibration damper

Avoid broken crankshafts.

Indication of incorrect absorbers:
Leakage
Outbreaks and notches
Curved covers
Faulty sealing
Defective engine crankshaft or additional drive
bearing
 Auxiliary drives

Speed at nm=2100 rpm

Air compressor drive

n=2580 rpm

Air compressor 2 Cyl.

n=2580 rpm, 720 cm3

Auxiliary drive NA1 left

n=2258 rpm, z=40
Potential up to :
n=1881 rpm, z=48

Only on V8-engines Auxiliary drive NA2 right

available n=3895 rpm n=2736 rpm, z=33
(i=1.855)
Technical description
Diesel – Engine D 9508 A7
Technical data
Crank train
Cylinder head
Gear pump
Valve train
Oil filter and oil radiator Lubrication
Lube oil system Cooling system

Oil pan Fuel system

Electrics
Engine
Exhaust system
Turbocharger
Starting aid

Fluids/Service plan
 Gear pumps,lube oil filter and oil radiator

Oil filter

Oil
radiator

Flow rate 117 l / min at 1800 rpm

Oil pumps
Oil filter housing
Lube oil system, oil pump, filter, radiator
Lube oil system, crankshaft, camshaft, valve train, piston
cooling nozzle
Lube oil system, turbocharger, CR-high pressure pump,
auxiliary drives
Oil pan
Technical description
Diesel – engine D 9508 A7
Technical data
Crank train
Cylinder head
Cooling circuit Valve train

Thermostat Lubrication
Cooling system
Coolant pump
Fuel system
Electrics
Engine control
Exhaust system
Turbocharger
Starting aid

Fluids/Service plan
Cooling circuit

Radiator
 Coolant pump

Coolant pump
Coolant pump drive
 Thermostat
The thermostats (2) regulate the coolant temperature.
When cold, the thermostat stays closed and lead the coolant back to the coolant
pump.
At a temperature about 82°C the thermostat starts opening (fully open at 92°C), closes
the direct way to the coolant pump, and forces the coolant through the coolant
radiator.
After the coolant radiator, the coolant
flows through another pipe back to
the coolant pump.
The thermostats on Liebherr engines
are Dilatation-thermostats.
The Dilatation cylinder must
always be mounted on the „warm
side“ of the engine.

In case of overheating, do never

remove the thermostats!
Technical description
Diesel – engine D 9508 A7
Technical data
Overview fuel system Crank train
Fuel filtration Cylinder head

Overview Common Rail system Valve train

Gear pump Lubrication

Cooling system
Bleeding the fuel system
Fuel system
Injection nozzle and pressure adapter
Electrics
High pressure parts Engine control
Cleanliness Exhaust system
Turbocharger
Starting aid

Fluids/Service plan
Overview fuel system

2nd high pressure

pump for D9512
 Overview fuel system

High pressure Pressure limiter

pump
Rail
CP3.4
Rail-pressure sensor
Gear
pump F-Filter

Metering unit
ZME

Other actuators Other sensors

Injection nozzle
Pre-Filter
Gas pedal
ECU
-Cleanliness by mounting and
Speed sensor demounting
-Safety, remaining pressure
(Crankshaft) after engine stop

Fuel systembehälter Speed sensor High pressure

(Camshaft) Low pressure
Fuel filter
Fuel lines
Rails with pressure sensors and Pressure limiter

Pressure Limiter
Injection lines
Fuel delivery pump

The fuel delivery pump is a gear-type pump in

an aluminum housing. Negative pressure
must be available on the suction side as the
fuel pump operates suction throttled.

ZP18.5
 High pressure pump CP 3.4 - Function

3 1 = Metering unit/ Magnet-proportional valve

2 = Gear pump
3 = Polygone ring

2
How does a high pressure pump manage
the pressure regulation?

The CP 3.4 regulates on the suction side.

High pressure pump CP 3.4 Thus, the rail pressure is determined by
the metering unit (M-Prop valve).
 High pressure pump CP 3.4 cross section

High pressure
Low pressure from to rail Low pressure
metering unit to metering unit
Metering unit

From pre filter,

suction side
Return flow

Oil filling
screw

Low pressure,
To fine filter

High pressure By replacing the pump or mounting a new pump, prefill it

Low pressure
Oil
with engine oil (0,04 liter)!
Dry-running properties

The dry-running properties of the CRS

components are the following:

ZP18.5: max. 20min without fuel inlet

CP3.4: max. 3min without fuel inlet, provided

the parts were in contact with fuel before and the
lubrication system is still working.
After filling the fuel tank again, it means the
engine has to start within 3 minutes, or the CP3.4
could be damaged.

CRIN2: Does not open any longer if the

fuel is missing => so no risk of damaging
 Injector

Installed are 7 to 8 Jet-blind hole nozzles with a

minimal Working pressure of 300 bar.
The sealing between the CR-injector and the
combustion chamber is made by a cupper-ring
in the cylinder-head.

Attention !
Torque on the terminal
stud is only 1,5 Nm

1. How does determine the injection quantity

on the CR-System?

Through the energizing time of the injector

in depense of the pressure.
 Injector parts description

Control-Chamber

Control plunger
Solenoid valve

Fuel return

Fuel inlet (high pressure) from Rail

Needle nozzel
 Solenoid and control-valve

Solenoid and control-valve

 Activating Injector nozzle

Injector nozzle
 Injector control-diagram
on signal

MV-current

Control valve-stroke

Control-Chamber-
pressure

Needle-stroke

Injection rate

0.0 0.5 1.0 1.5 2.0 Time, ms 3.0

 Comparison between pressure and quantity
Qhyd = 800 ccm
360
340
320 1600 bar
300
Injected quantity [ mm³/st ]

280
260 1000 bar
240
220
200
600 bar
180
160
140
120
250 bar
100
80
60
40 200 bar
20
0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.0
Energizing time [ ms ]
 High pressure rail

When does the pressure

limiter open?

When the rail pressure

exceeds 1800 bar.

1 = Pressure release valve

2 = Rail pressure sensor

The high pressure rail stores the fuel under high pressure. The pressure waves coming from the pump or
back from the injection nozzles must be absorbed by the storing volume. The pressure in the rail, which is
common to all cylinders, stays almost constant, even when much fuel is injected. Thus, the injection
pressure stays constant when the injection nozzle opens.
 High pressure rail

DBV: Pressure limiter

RDS
Rail pressure sensor
 High pressure rail

As long as the 2 stage pressure release valve is closed,

the rail pressure applies only on a small section.
When the rail pressure exceeds 1800 bar, the valve
opens (1st stage) and the pressure applies then on a
larger section. The valve is then held open even by a
lower pressure and limits the rail pressure down to 800
Pressure release valve bar
(2nd stage).

The rail pressure sensor measures the pressure in the

fuel rail. The rail pressure sensor gets a 5V power supply
from the ECU.

PIN 1 = Ground
PIN 2 = Signal
Rail pressure sensor PIN 3 = 5 Volt
Pressure limiter (DBV)

Pressure
Limiter opens

max.
200 bar System pressure

Problem
For ex. wire high pressure pump defect

Time
Injection control

1 = Condensator discharge
2 = Injector-opening current
3 = Condensator charge
4 = Injector-holding current
5 = Condensator charge
6 = Controlled holding current (Free run)
7 = Controlled holding current (MV on)

Why does the ECU of a CR

sytem need one
condensator or more?

In order to reach a higher

voltage as the power supply
of the machine.
 Injection rate /Combustion pressure

1 = Pilot injection
1a = Combustion pressure with
pilot injection
2 = Main injection
2a = Combustion pressure
without pilot injection

1. What are the advantages of a pilot injection?

Less combustion noise thanks to a more progressive pressure increase,

2. In which working conditions will be pre injected?

No load and partial load.
Accident, cleanliness and sources
of dirt
Accident,
cleanliness and
sources of dirt
 Caution at engines with Common
Caution danger of injury!

 Rail system
Fuel jets can cut through the skin.

 By atomising the fuel, fire risk exists.

 Never loosen the screw connections of the fuel high pressure side as long the engine is running.
Avoid to stay in the proximity of the running engine, never work over the running engine.

 The injection lines are constantly under pressure (up to 1600 bar )when engine is running.
Before the screw connections are opened, at least one minute to wait, until the pressure
diminished itself.

 Humans with cardiac pacemaker may not approach more near than 20 cm that running engine.

 Don’t touch any electrical connection on the injectors while engine is running. (up to 800 V of
tension)
 Cleanliness with work on PLD and
Cleanliness:
CR systems
Modern components of Diesel injection consist today of highly precise parts, which are exposed to
extreme charge. Due to this high precision technology is to be paid attention with working on the fuel system
to largest cleanliness, cause even dirt particle with a size of 0.2 mm lead to damage of components and
thus to an engine breakdown.

Before beginning of working on the fuel system:

Before work on the pure side of the fuel system the engine and engine compartment are to clean (steam
jets), the fuel system must be closed. Visual check on leakages and/or damages at the fuel system
accomplish. Do not spray with the steam jet directly on electrical parts. The spot of the still closed fuel
system is to be cleaned by means of compressed air and dried. Parts of the engine compartment, from
which dirt particle could falling down, has to be covered with new and clean dry film.

During working on the fuel system:

After opening of the fuel system, using from compressed air is not permited to cleaning. Only lint-
protected cleaning cloths may do to be used at the fuel system. All unscrewed parts from the fuel system
are to be locked immediately at their connective openings with suitable cover caps. The cover caps,
clean dry film must be dust proof packed up to the use and is after unique use to be disposed
 Warranty parts

Warranty parts
When sending back complained Unit pump and
Common Rail parts, absolutely with the
protective caps supplied in addition, and/or dry
film resist provide, otherwise any warranty claim
is void.
 Diesel Filtration
• Required filter requirement
Efficiency

100
Filtration Efficiency 3-5 µm, %

80

60

40

"Normal" conditions Off road

20
"Severe" conditions Applikationen
ISO/TR 13353:1994
0
In-line Distributor Time-Controlled Injection
Pump Pump Systems
 Cleanliness requirement (1)
100

99 Heavy duty vehicle with life time requirement 10*10^5 km

Medium duty vehicle with life time requirement 5*10^5 km
Light duty vehicle with life time requirement 3*10^5 km
Passenger car with life time requirement 2.5*10^5 km
Efficiency [%]

98

Filtration quality has to be improved for application under

97 severe conditions (dirty roads, fields etc., contaminated fuels).

96

Efficiency with test method : ISO/TR 13353:1994 (single pass)

95 Evaluation : Automatic particle counting
Flow rate : 125 l/h
Test dust : ISO Fine Test Dust

94
0 5 10 15 20 25 30 35
Particle size [µm]
Schadensbilder
Combustivel (1)
inapropriado:
Rostteilchen im Injektor

können zu abrasivem
Verschleiß am Ventilsitz
führen:
führt zu Undichtheit;
Mengenerhöhung -->
Injektorausfall

Starker Verschleiß an
Führungen im HD-
Bereich
Schadensbilder (2)
Ungeeigneter Kraftstoff:
Wasser im Kraftstoff
kann zu Korrosion und
damit zu Ventilbrüchen
führen.

Wasser ( Rostpartikel )
und Staub können zu
abrasivem Verschleiß
am Ventilsitz führen:
führt zu Undichtheit;
Mengenerhöhung

Korrosion durch
Schwefelsäure ( Batterie
säure ) welche auch zur
Entfärbung von Heizöl
verwendet wird
 EDC

Electronic
Diesel
Control
 Advantages of the EDC

Some of the advantages of EDC:

• Sensor-watching and Sensor-defect recognition directly
through the engine ECU

• Flexibility of the power layout

• Quicker control (compared with mechanical control)

• Storing of engine error codes

• CAN-communication with the machine control for diagnosis and

control

• Power reduction for ex. by overheating or increase of idle

speed or start injection quantity at low ambient
temperature
Liebherr
 System overview

Measured values
• BIP signal
• Sensors (speed, oil pressure etc.)
• Watching of starter motor / preheating system
Orders
• Start, Stop
• Target speed value

Values
• Measured values
• Status messages Orders / control
• Error • Calculation of target value
• Alarm • Command of CR
• Watching
• Protection
• Start / Stop
• Cold start
 Connection of Common rail components
Machine control

CRIN2 Amb. P
up to 8
cylinders

n1/ Engine control unit

n2
SEG
ÖLD Exhaust gas
N1/N2 Speed sensors flywheel / recirculation * Switch for emergency
camshaft
SEG 2-stage supercharging* start and
LLD emergency speeds
ÖLD Oil pressure sensor
LLD Charge air pressure sensor KSD Engine brake *
KMT Coolant temperature sensor
LLT Charge air temperature RD
HDP
CP 3.4 Fan control *
sensor
KSD Fuel pressure sensor (low P)
Alternator (D+) HÖT *
RD Rail pressure sensor (high P)
LLT LUFD *
WS Water level sensor
( water in fuel )
Speed signal *
HÖT Hydraulic oil temperature
WS
sensor
Heater flange)
LUFD Air filter negative pressure
sensor

Starter (50) Diagnostic interface

* Optional, or depending on engine version
UP20
Anschlussplan PLD Komponenten ENGINE MACHINE

up to 8
Machine controller
cylinders

n1/n2 ECU
SEG
EGR *
ÖLD
2 stage turbo charger * Switch for
LLD emergency
Engine brake * start and
KMT speeds

LLT Fan regulation *

KST HÖT *
Generator (D+)
WS LUFD *

Speed signal *
Heater(e)
Cable interface
* Option, depense the engine
Starter (50)

Liebherr
Structure of the electronic control
unit
Digital-
Mikroprozessor Sensor inputs
inputs
(M16C/6N)

Digital- EDC
outputs Feedback
control-rod

Engine
travel
MACHINE

Analog- Memory
inputs
Digital-
outputs
Analog- Periphery
(monitoring...)
outputs
Digital-
inputs
Communication
CAN

Diagnosis Power supply

service

Control unit

Liebherr
Diagnosis
and
Service
Cylinder allocation
 Diagnosis and service: error memory
Error memory (LH-ECU-UP/CR)
Every error is filed in the temporary (RAM), as well as in the
permanent (EEPROM) error memory in accordance with two different
protocols.

The active errors are stored in the TEMPORARY ERROR MEMORY. If an error is no
longer active, or if the regulator is switched off, the error is deleted from the
temporary error memory. The machine control is notified of the temporary errors via CAN
and these errors are then transmitted to the diagnostic interface.

In the PERMANENT ERROR MEMORY, the errors are stored in a table (as follows) and
are retained. This table provides additional information regarding every error stored and
can be read off and deleted by authorized persons using the respective equipment at any
time. Errors can be displayed by the machine control during operation and/or read off
via the diagnostic interface.

Error Name Designation Amount First Last Speed Phase Fuel Coolant
occurrence occurrence quantity

Liebherr
 Diagnosis and service error evaluation and updates

Diagnosis / PC / laptop
service +
interface Interface cable
+
• All values of the control unit can be displayed Diagnosis software
online via the diagnosis interface at the control Minimal system prerequisites for diagnosis:
• PC or notebook
unit. • Serial interface (RS-232)
• Windows 95-2000, NT 4.0 or XP
• With corresponding access authorization it is • Diagnosis software "DC_DESK„ or Sculi
also possible to modify parameters, • Interface cable with level converter ISO9141 -> RS232

characteristic curves and engine

characteristics in the control unit (online).
• New operating software for the control unit
can be imported by authorized personal
via the diagnosis interface.
• Measured values and parameters can be
numerically and graphically displayed, stored
and evaluated online.

Liebherr
Sensors
 Sensors overview
Charge air temperature
sensor
Coolant temperature
sensor
Boost pressure sensor

Speed sensor
( Flywheel )

Rail pressure sensor

Speed sensor
(Flywheel)
Fuel low pressure sensor

Speed sensor Oil pressure sensor

(Camshaft)
Sensors speed sensor crankshaft (Hall sensor)
Hall sensor crankshaft
For safety reasons, two identical speed
sensors are used to record the engine speed. The
first speed sensor is the working sensor, and the
S second speed sensor is switched over to
automatically in the event of a fault occurring at the
N working sensor.

Features of the engine control unit

Error recognition with error memory
Automatic switch-over
Failure of both speed sensors will cause the
engine to cut out.
Redundancy of both speed sensors
Overspeed protection

Clearance
PLD and CR 0.50 – 2.00 mm
Under no circumstances may
measurements of resistance be
LIDEC
carried out on Hall sensors

Liebherr
 Sensors speed sensor camshaft (Hall sensor)
Hall sensor camshaft
The camshaft Hall sensor is for recognition of the engine
phase, during the start phase.
If the camshaft sensor fails while the engine is running,
S the engine will continue to run regardless.
If the engine is switched off and then restarted, the
engine (PLD) will only start under certain conditions.
N
Features of the engine control unit
Error recognition with error memory
Failure of the camshaft sensor as the engine is
running, will not cause the engine to cut out
.
Redundancy to both speed sensors

Clearance
PLD and CR 0.50 – 2.00 mm
Under no circumstances may
LIDEC
measurements of resistance be
carried out on Hall sensors

Liebherr
 Sensors pressure sensors
Relative pressure sensor
Oil pressure and fuel low-pressure sensor
Voltage supply: 5 volts
Pressure range: 0 to 10 bar relative
Output voltage: 0.5 V @ 0 bar / 4.5 V @ 10 bar linear
Temperature range from -40 to 125°C
Rail pressure sensor
Voltage supply: 5 volts
Pressure range: 0.5 to 1800 bar relative
Output voltage: 0.5 V @ 0 bar / 4.5 V @ 1800 bar linear
Temperature range from -40 to 125°C

Absolute pressure sensor

Charge air pressure sensor
Voltage supply: 5 volts
Pressure range: 0.5 to 4.5 bar absolute
Output voltage: 0.5 V @ 0.5 bar / 4.5 V @ 4.5 bar linear
Temperature range from -40 to 125°C

Liebherr
 Sensors oil pressure sensor / boost pressure sensor
Electrical The electrical resistance on the films applied to the
connections
membrane varies if their form changes.
This change in form caused by the increase in system
Evaluation circuit
pressure cuases a change of the electrical resistance and
generates a change in voltage in the resistive bridge
supplied with 5V.
Membrane with
sensor element

Pressure connection
This voltage is within a range of 0.....70mV (in
Fastening screw thread
correspondence with the adjacent pressure) and is
reinforced from the evaluation circuit to a range of
0.5........4.5 V.

Under no circumstances may

measurements of resistance be carried out
Thick film pressure on a pressure sensor, otherwise the
sensor
1 Piezo-resistive bridge evaluation circuit becomes ruined and the
2 Thick film membrane
3 Reference pressure chamber
(„blister“)
pressure sensor unusable
4 Ceramic substrate

Liebherr
 Sensors temperature sensor

The temperature is measured via a

temperature gauge, which works with
NTC NTC-characteristics (semiconductor),
thus, the measured resistance falls as
the temperature increases. The
curve is not linear.

Characteristic Working range Applications for temperature sensors:

values e.g. KMT
-40 to 130°C - Coolant temperature
R -30 = 26.114 kOhm - Charge air temperature
R 20 = 2.500 kOhm - Fuel temperature
R 130 = 89 Ohm
Liebherr
 Sensorik Höhenmesser
Der Höhenmesser (atmosphärischer Druck) ist
direkt in den Regler eingebaut und daher ein
Bestandteil des Motorensteuergerätes.
Bei fehlerhaftem Arbeiten oder einem Defekt
muss die ganze Einheit zu ersetzen, da der
Höhenmesser nicht einzeln lieferbar ist.
Die Höhenangaben sind nur relativ, da sich
der atmosphärische Druck dem Wetter- bzw. der
Höhenlage entsprechend verändert.
Erst wenn der atmosphärische Druck Drehzahl (1/min)
Leistungsreduktion (%)
(Umgebungsdruck) unterhalb von 840 mbar 1000 1300 1600 1900 2100

(ca. 1550 m.ü.M) fällt, beginnt der Regler die 550

4850*
23.1 24.1 24.4 24.4 23.3

eingespritzte Volllastmenge den vorgegebenen 620

19.5 19.6 19.1 19.1 18.0
Kennfelder entsprechend mit der Atmosphärendruck
3950*

Einspritzreduktion. (mbar)
Höhe über Meer*
690
3100* 14.2 14.8 13.9 13.6 12.6
(m)
770
10.0 10.1 8.9 8.4 7.2
2250*

840
0.0 0.0 0.0 0.0 0.0
1550*

Liebherr
 Sensors altimeter
The altimeter (atmospheric pressure) is
installed directly in the regulator and is
therefore an integral component of the engine
control unit.
If it is not functioning soundly or if a fault
occurs, the complete unit must be replaced
as the height meter itself can not be acquired as
an individual spare-part.
The height specifications are only relative as
Speed (rpm)
the atmospheric pressure changes in respect to Powerreduction (%)
1000 1400 1600 1800 2100
the weather or the altitude.
550
24 25 25 26 24
4850*
Only if the atmospheric pressure (ambient 610
20 20 20 20 19
pressure) falls below 810 mbar (approx. 1850m Ambient pressure
4100*

above sea level), does the regulator begin to (mbar)

Height over sea*
690
3100* 14 15 14 14 13

reduce the injection from the amount required (m)

770
10 10 9 8 7
for full load in accordance with the engine 2250*

characteristics. 810
1850*
0.0 0.0 0.0 0.0 0.0

Liebherr
 Fehlererkennung bei Druck- und
Temp.Sensoren
SV
5 Volt
Steuergerät
Wertebereich
R= Konstant ~ 0.5....4.5 Volt
Solange sich der Wertebereich zwischen
0.5.... bis 4.5Volt bewegt, entsteht keine
V Bereichsverletzung.
Ob es nun lineare Drucksensoren oder nicht
lineare Temperatursensoren sind, so werden
diese Messwerte stehts vom vorgegebenen
Faktor umgerechnet und in Druck- bzw.
Temperaturwerten angegeben.
R= Variable
 Fehlererkennung bei Druck- und
Temp.Sensoren
SV
5 Volt
Steuergerät

R= Konstant
Sens high
Wenn ein Kabelunterbruch vorliegt, messen
V wir im Steuergerät die gesamte Spannung
(beinahe 5V) der Spannungsversorgung und
dadurch liegt der Wert über dem
Wertebereich (> 4.5 V).

R= Variable
 Fehlererkennung bei Druck- und
Temp.Sensoren
SV
5 Volt
Steuergerät

R= Konstant

Sens low
V Wenn ein Massenschluss vorliegt, wird nach
dem Konstant-Widerstand keine Spannung
mehr gemessen und daher liegt der Wert
unter dem Wertebereich (< 0,5 Volt).

R= Variable
 Limitations
• Full load curve
• LDA
• Ext. Torque limitation (for ex. BST)
Limitations: limitation of the injection quantity (Full load)
• Limitation of the maximal injection quantity depending on the speed
• Possibility to switch between curves 1 /2 (for ex. driving or excavating),
switching through CAN-Bus

• All values for quantity and speed can be programmed

Injection quantity

Full load curve 2

7 8
6 9
ESM10
5 Couple of values 10
(n10/RW10)
4

Full load curve 1

3

2
ESM1

Couple of values 1
(n1/RW1)

n1 Speed n10

Liebherr
 Limitation of the injection quantity
depending on boost pressure and speed

The limitation of the quantity depending

on the boost pressure (LDA-Function)
limits the smoke at low speed (up to ca.
1500 rpm). When the speed reaches 70
60
1500 rpm, the limitation of the injection 50
quantity is no longer active (smoke 40 Regelweg
Injection [%] [%]
quantity
30
limiting). In this way, the dynamics of the 20
machine are improved. On the opposite of 4 10
the mechanical governor, it always bases Relative Ladeluft- 2
boost
Relativer
0

2200
1800
1400
on the full injection quantity which is limited pressure [bar]

1200
druck [Bar]
0

1000
700
0
depending on the conditions. Drehzahl [1/min]
Speed [rpm]
 Reductions
• Coolant temperature
• Charge air temperature
• Kraftstofftemperatur
• Ambient pressure
 Coolant temp. supervision and power
reduction Power reduction

For safety reasons, the ECU reduces 14% Punkt 5

5

the power output at too high

coolant temperatures.
In this purpose, a curve is in the ECU,
with 5 couples of values (Coolant temp,
in °C, and power reduction in % of the
full load). Punkt 1

Coolant temp.

T1
T2

• Programmable warning- and alarm threshold

Coolant temp.
• Warning of the user when warning threshold reached T2 Alarm threshold

• Reduction of the engine‘s power output when Step by step reduction of the power output
temperature above warning threshold T1
Warning threshold
• It would be possible to stop the engine through the
ECU when alarm threshold is reached Example:
T1 = 100°C = 0% Reduction
• Storing of temp. warning and alarm in the error memory of T2 = 101°C = 3% Reduction
the ECU
• Error code

Liebherr
 Power reduction depending on charge air
temperature
Leistungsreduktion
Power reduction

For safety reasons, the ECU reduces 5

%5
the power output at too high
charge air temperature.
In this purpose, a curve is in the ECU,
with 5 couples of values (Charge air 4

temp. in °C, and power reduction in % of

the full load).
3
 
Example:
2
T1 = 75°C = 0% Reduction 1
T3 = 90°C = 17% Reduction %1
LL-Temperatur
Boost temperature
T3
T1 T5
 Injection quantity reduction depending on
ambient pressure and speed
At high altitude, the inlet air mass flowrate is lower because of the lower air
density. The full load injection quantity could not be burnt. Black smoke
appears and the engine temperature increases.
Another problem would be the turbocharger, which could have overspeed if
the injection quantity did not decrease because the air density and the
exhaust counterpressure are lower.
The injection reduction is required in order to prevent this .

Speed (rpm) 16
Powerreduction (%) 14
1000 1400 1600 1800 2100
12
550 10
24 25 25 26 24
4850* Reduction
RW-Reduktion 8
610 6
20 20 20 20 19
4100* 4
Ambient pressure 2
(mbar) 690 0
3100* 14 15 14 14 13 0
Height over sea*
0.6

0
(m) Ambient
Atmosph.-

700

1400
770 pressure
Druck (bar)

2200
10 10 9 8 7 Engine speed
2250* Motor-Drehzahl
(rpm)
810
0.0 0.0 0.0 0.0 0.0
1850*
 Supervision
• Oil pressure
• ECU
• Sensors
• Emergency functions
 Oil pressure watching depending on the
speed

• Better engine protection Oil pressure

Couple of values 5
p5 (n5/p5)
• Speed and pressures are programmable
5
• The warning line warns the user if
the pressure is too low
4
• It would be possible to stop the
Warning line
engine through the ECU if the alarm
line is reached p1 3
Alarm line
• For the moment, warning and alarm 2
Couple of values
line have the same value (n1/p1)
Speed
• The warning and alarms are stored in the n1 n5
error memory of the ECU

Liebherr
Monitoring and protection EDC-
Monitoring
EDC-Monitoring

• Monitoring of the driver stage for short cut and

coolant over heating

• Monitoring of the feedback signal from the EDC-

injection pump

• Switch off the driver stage in the case of an error

• Error memorizing at the controller

• Error message to the diagnosis interface and

machine control unit

Liebherr
Monitoring and protection Speed
monitoring
Speed monitoring
• The messurement from the speed sensor on the
fly wheel is redundant
• In the case of an error at the speed sensor
becomes automatically switched to the good
one
• By over speed engine stop through the control
unit
• Monitoring from sensor
• Monitoring of the value range infringement for
S des speed input signal (f.ex. when the
clearance is to large between the sensor and
N fly wheel)
• Error memorizing at the control unit
• Error message to the diagnosis interface and
machine control unit

Liebherr
Monitoring and protection Sensor
monitoring
Sensor monitoring
• Monitoring of all engine sensors
• Open curcuit (f.ex. broken wire)
• Short cut
• Plausibility (infringement of a range)

• Reference values should sensor fail

• Error memorizing at the control unit (DC 5)

• Error message to the diagnosis interface and

machine control unit

Liebherr
Monitoring and protection Emergency
functionsand/or -operation
Emergency-stop
When the CAN communication fails, there several
possibiltys, denpendent on the machine manufactor:

Liebherr Nennzing Liebherr France

Immediatly engine stop The control unit use the last memorized
value to adjust the EDC injection pump
• The control unit offer an emergency start function when the communication
interface fails.
One switch for two emergency speed pre An analog entry for further operation
settings (low and high) without communication interface.
• Emergency start and –speed can be activated directly from the user.
• The emergency operation remains active until the next engine stop. Afterwards
will the control unit be trying again to communicate with the machine.
• All montitoring functions at the control unit remain furthermore active when CAN
communication fails, as well error memorizing.
• Communication errors becomes memorized in the control unit Liebherr
Technical description
Diesel – engine D 9508 A7
Technical data
Crank train
Cylinder head
Valve train
Exhaust system Lubrication
Cooling system
Fuel system
Electrics
Engine control
Exhaust system
Turbocharger
Starting aid

Fluids/Service plan
 Exhaust gas recycling

iEGR
eEGR
Charge air circuit / Exhaust gas circuit : eEGR-engines

AGR - radiator

FlapValves

AGR - valve
External Exhaust gas recycling

eEGR
Inlet manifold

Air /air Intercooler

Air Engine
Filter
Exhaust manifold

Flap
EGR Valves
radiator

EGR
valve
Charge air circuit / Exhaust gas circuit : eEGR-engines

Charge air pipe with

LIEBHERR sign in
option
Internal exhaust gas recycling

iEGR
Internal
EGR Inlet manifold

Air/ Air inercooler

Engine
Air
Filter

Exhaust manifold
 Internal exhaust gas recycling

Exhaust
iEGR
Intake
EVH: Pre stroke max. / timing = 1.6 mm / 215 °KW
14

12
Valve stroke [mm]

10

0
90 120 150 180 210 240 270 300 330 360 390 420 450 480 510 540 570 600

Crank angle [Grad]

 Composition of exhaust gas, engine under full load

External Exhaust Gas Recycling Internal Exhaust Gas Recycling

The formation of nitrogen oxydes NOx is an exponetial function
of the combustion temperature
NOx = f (Combustion temperature > 1930 °C)

EGR

The concentration of burnt gas in the cylinder

increases
O2 and N2- proportion decrease

NOx-formation (CO2 ca. 25 x higher as in the air)

Thus, the combustion velocity and the peak

combustion temperature decrease

The formation of nitrogen

Combustion temperature oxyde NOx decreases
LIEBHERR MACHINES BULLE SA

Soot catcher

Abgasreinigung Liebherr
LIEBHERR MACHINES BULLE SA

Particle filter Liebherr

Technical description
Diesel – engine D 9508 A7
Technical data
Crank train
Cylinder head
Valve train
Turbocharger Lubrication
Cooling system
Fuel system
Electrics
Engine control
Exhaust system
Turbocharger
Starting aid

Fluids/Service plan
 Engine turbocharging
Compressed air

Engine
Lube oil
cylinder inlet

Intercooler
Turbine wheel
Compressor
housing

Air inlet Exhaust gas

outlet

Compressor wheel
Waste gate
Lube oil flow
Exhaust gas back
Turbocharger with Waste Gate

Power increase Liebherr

Turbocharger with Waste Gate

Power increase Liebherr

Turbocharger with Waste Gate

On our D9508 the waste

gate is blocked closed.

Power increase Liebherr

Technical description
Diesel – engine D 9508 A7
Technical data
Crank train
Cylinder head
Valve train

Heater flange Lubrication

Cooling system
Fuel system
Electrics
Engine control
Exhaust system
Turbocharger
Starting aid

Fluids/Service plan
 Heater flange
To improve cold-start ability, a heater flange (1) has been
installed as standard in various engine designs in place of the 1
flame-type kit. The heater flange (1) is integrated in the air
intake manifold.
Function:
In the preheat position the heater flange (1) is connected to the
power supply and the filament (2) begins to glow. Upon start-
up the streamed intake air is heated by the glowing
filament (2) and directed to the engine. The engine will thus
start quicker at colder ambient temperatures. The heater
flange will not be connected to the power supply
during the start-up procedure. Depending on the
temperature, the heating flange may continue to glow.
(Afterglow)
Technical Data:
Nominal voltage: U = 24 V
Nominal output after 50 sec. at 24 V: 1.9 kW +/- 10 %
Resistance (ohms) : 0.25 +/- 10 % at 20°C
Checking the heater flange:
Unplug the electrical connection cables at the heater flange.
Connect the ohmmeter or multimeter to the poles and check
the resistance. If the heater flange is intact, the resistance
must correspond with the values specified in the technical data 2
above. Otherwise the heater flange is to be replaced.
Technical description
Diesel – engine D 9508 A7
Technical data
Crank train
Cylinder head
Valve train
Fluids/Service plan
Lubrication
Cooling system
Fuel system
Electrics
Engine control
Exhaust system
Turbocharger
Starting aid

Fluids/Service plan
Maintenance points and operating hours
 Lube oil viscosity
Lube oil viscosity
• Selection of the SAE-classification does not relay any information regarding quality
of a lube oil.
• Selection of the lube oil viscosity is resulted in accordance with the SAE-classification (Society of
Automotive Engineers).
• The ambient temperature is definitive in the correct selection of the class.
• Too high a viscosity can lead to starting difficulties, and too low a viscosity can impair
the lubricating efficiency.
• The temperature ranges listed in the table below are guidelines and may be briefly exceeded or fallen
short of.
 Oil change intervals

Oil change intervals

First oil change interval at 250 or 500 operating hours when using oils which comply
with the lube oil specifications. Filter change every 500 operating hours. Subsequent
oil changes depending on climactic zone, sulphur content in the fuel and oil quality in
accordance with the table below.
If the specified operating hours are not attained within any one year, the engine oil and the
filter must be changed at least once a year.

Difficulty factor Interval

Oil quality
E4 (e.g. E4-98)
Sulphur content
Operating conditions E5 (e.g. E5-99)
in fuel
E6
E7
Climate normal down up to 0.5% 500 h
to -10°C more than 250 h
0.5%
Below -10°C up to 0,5% 250 h
more than 125 h
0.5%
 Coolant
Coolant
To ensure that the anticorrosive in the cooling system remains effective, the coolant must contain at
least 50 vol.% anticorrosive / antifreeze . This will guarantee a freeze protection
down to approx. –37°C.
It must be ensured wherever there is a loss of coolant that the concentration does not fall under 50 vol.
%.

Important:
Do not use more than 60% anticorrosive / antifreeze , as a higher percentage will reduce
the cooling effect and frost protection.

The prescribed maintenance interval is a complete change every 2 years .

The mix ration of the anticorrosive / antifreeze concentration must be checked as

part of the maintenance tasks (every 500 operating hours) and rectified as required.
LIEBHERR MACHINES BULLE SA

Liebherr and

…Liebherr too!

Biodiesel Liebherr
 LIEBHERR MACHINES BULLE SA

Definition

Straight vegetable oil Must not be used in any

concentration!!! X
Esterified oils FAME (Fatty Acid Methyl Ester)
➚ PME (Plant oil methyl ester)
➚ RME (Rape oil methyl ester)

Must correspond to following norms:

ASTM D6751 or EN 14214

Fuel corresponding to DIN EN 590 is recommended

Definition Biodiesel Liebherr

 LIEBHERR MACHINES BULLE SA

Authorization

FAME according to ASTM D6751 and EN 14214 are allowed for

following engines:
➚ D 924 / D 926
➚ D 9408
➚ D 934 S/L ✓
➚ D 936 L
➚ D 846

Not allowed for:

➚ D 9508 Common Rail X
➚ D 846 Common Rail

Authorization Biodiesel Liebherr

 LIEBHERR MACHINES BULLE SA

Technical requirements to use

➚ Oil change intervals reduced to the half

➚ Avoid long standstill periods
➚ Power loss about 8-10%
➚ Seal and elastomere must be FAME compatible
➚ Fuel heating required for low temperature
➚ Regularly drain the water from the fuel system (Tank, filter)

Techn. requirements Biodiesel Liebherr

DC Desk 2000
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