+#r€ & ffi6"" 1.

Construction and function

1.1 ffi#A#*ot#re* i. 1 Construct ion of turbocharger
RHI 4 3 / 1 6 s)fi ffi# f*,0* . + fq a; la: rL' i\ :'t 7' v t t L The 43/163 type turbocharger consists
RH1

HEyD
++
flk, -1" 7 t- D ti D -a o+rtr rfrEe 5 ir.r u r essentially of a mixed flow turbine and a
&9o radial flow compressor, assembled as a sing
unit.
0) t-Y"Y
;r#_,kEFF,rt" At*l-Y'r€EtLxD , t-
#Hrr' (1) Turbine
r'7H+i.ry * ">tl bla. ,-r' 7+fri.@*il1x1 The exhaust gas from the diesel erlgine flc
LHEF"*#./c )& D HF H * il * 3- " through the turbine housing to the tu.rbint
*. t:Hlf.,X" ztt;! -L' 7{nrj+fr^i*I1 tzF^friW*&lt wheel and provides the rotating torque to
3 rj ur j a tx:J-)v\tl' & ffiflffi*rftH/)L* i-ur l, the turbine shaft.
++
d.yo The exhaust gas flows through the exhaust
housing to the atmosphere.
(2) )ti"vttt Seal ring and heat shield are provided
l-t v*frl.HyDl\ttt b it(tt 47t7"l,vlHHCl so that gas may not adversely affect the
f - t' v*fi ots{:ilt t *.tt. ii5ff *3 i' b +.fi"XW) bear i ngs.
4.EffiL-c1tr"frH trrx D i14-* -i"
#R&-rlr'ffirBffi a'ffi'&Ffi tt- L L'c,J-tvl " r,- t & (2) Compressor
:./-t,l}'/ l" nJfH /r,iL * fi, r I r * *f The compressor wheel fitted to the furbine
"
shaft receives the rotating torque,'induce
air through the si lencer, and del ivers i t
(3) +dlE the cylinders after compression.
A. Seal plate and seal ring are provided
i+il lr i*#E Lt+trhh;ltflb - ( ur * t D-c
,-t'^i^ltr)t so that air and oil may not ieak..
a+trfi1cfifhh;ffiwt L /I U'' & ) r,t ti - -( t r * f .
"
B. /'t-ttrlltv
i+Elf; (tn-i tttt" trt,) E*.H L u L\ * ?" . (3) Bearine
i-Li*iEHD trEfr & ltfr L * ? & . ffiffi nr+*E A. Thrust bearing
ottlrNffiT' 2 F.],:i.J D. *frtr{t':i-uiE D L * ?- Since thrust force is constantiy appl iec
D-e . l-t'v$&a;E*i:EH.e D 6+frEffi D'tED \4 to the turbine shaft, the thrust bearinE
trt*{E < ri a. B}ffleffii*Rn;rHnn L * -f . provided to prevent move of the shaft ---
thrust force.

B. JournaI bearing
A fioating type is employed" In compar-. -

with the ordinaiy fixed type, a dual c-.

film is formed on the internal and ext=:
faces of. the bearing. The bearing bush
rotates and the sliding speed of ea'ch
bearing face is lower than the turbine
shaft speed, resul ting in an increase -

dynamic stabi 1 izat ion.

RIi3-1
 1.3 Structual drawinS
1 3ffiEtr

D,

1'^-3
ru-v 1
/ r go-: oo-4
""i/_.,
80-1

I'-- -- Po. I _,

30_3
30- 1

,N)
35-
30

1
N
30-2 10 -6
\- 2A- 1t
-4 I I
I
I
40- 1
J
40-2
l0-8 \ (
I 0-4
0-2
60- I 1

50-6

50-1 \
N 1
60-2
q-3

1 0-7
50- l0
-s0-9
'l(N^-----so-tz 10-1 \
\
:. " q->/_gi -^^ fu--_59-11
q -- 5U-f \- \
s s{-ll
U
\=,lr
\ 3o-i
30-6

'
90- 6
n1 --===;70-3
,2 ?n
I
(^
70- 1

o\\
----- \ -\ 90-7
Ir\o 90-4
\\ \
\\.- I

\\,\o 90- 8
90- 9
,(tE 3. RH143 / t 6 3ff2trfi6i*ffi8tr
Fis. 3. Structual diawing for tYPe of RH143/163
RH34O1S
 2 3.2 EIJIA.+ft*fin 2 Procedures for periodical inspect ion
2. 3.
z.z.z t &*,fi1,1fr(ork+ft 2.3.2.1 Checking of clamped parts for tigi:
&fl\a fi')l,l'. IvlavP 6 lt* Rlft L -.-F d Check up clamped parts(bolts & nuts)
!\o t i gh Iness.

2. 3. 2. 2,-t' r+ilDE*;{ EEo,*.tft 2.3.2.2 Rotating condition of turbine shaf

+.f,WxH * /: itiiSH#A[Rrl L, 7't1" vt After removlng suction pipe or si len
'lxEio)l,l{Fa}F-clE L-c /}-c-l-.-' I !\" check up the rotating condi t ion of t
dl$l.r, ll iirj ( +4 ( IEr-LtfEft*r-f ij. E ( rotor by listening to the rubbinS no
@ atgS * /: itf*ftrlE a b 4Jaa iriE?i,,'-c? I f there are any during rotat ion or
DT . ?r?ii\Atft irl'* -e
?-
"
rotor does not rotate smoothly, the
turbocharger shoud be disnantled.
2. 3. 2. 3 tJ-]r.'
r+ilDt\7 it^D Rtft
l- r' v*rir a tlttfi f"l *i r. u ixfr ta a w u *, 2.3.2.3 Checking of clearance of turbine s
T El o ryfiJi -c';t ilt{ L r T 3 I t " Clearances must be measured in accor
tvi th fol lowing figure.

Al Iowable axial clearance is shown a

):6tfro I o. oB - o. l2 (mrn fol Iow.

44)i 14 a )tir-t ( IE i'r. ) D a\.8 \E tt tk o) hh-c -{ "

Al lowable radial clearance is shown
fi4 r+ E+6iH fo1 Iow.
lui 6ti!ftu 0.45 - 0.60 (mm) 0.B0 (mm)

* trt.f:frr,r'nrtt{E xffiL-c L\ 6 Ieb -

;liltl]
6 L ( i* fitvr,tIBPE*€nrF. bnAEArcr,t
J,Uta-i tttt' tt)v* ti4 L rT s L\" }Yhen measuredclearances are over th
^i^fly)t*i hieh limits or when the scoring or
lit \, t" h.Ltr7 tr - i 1 i t" ^"' 7 t)) l" i*, -tt{6
l.n" 7 excessive wear is observed on the be
affi L-C I/ ) /x L) t*e :c b * a /e EFr ltffi E {* surfaces, replace thrust and journal
';t:dt l:. i€f-aHFfit.FEb 4t 2 +fi'aftW bear i ns.
affiry-*.L*f.
For safety operation, replacement of tl
and journal bearing every 2 year
recommended independent of operation l
or clearance measurements.

t Max.
i 0.80 (m

0.06 - 0. 12
(mm)

I
\
a__- I
L-__ J
{,tlXl a.fdjPF"l[H r)
Fig.4. Measurement=tAl*f,F
of bearing clearances
10 RH3
1 GENERAL

'1.1
Rules and Regulations

The diesel generator engine will be complied with the requirements of the following rules and
regulations of the latest issue.

'l)
American Bureau of Shipping ------ ABS + ACCU
2)Compliance for Engine lnternational Air Pollution Prevention with Marpol Annex Vl
3)Japanese industrial standard ------ JIS
4)Miscellaneous
The other not specifically mentioned in this specifications will be manufactured on the basis of
manufacturer's quality control standard.

12 Conditions

l,{achinery amb.temP. max.4s'C

relative humidity max.85% barometric press.100kPa
Generator & El.motor ---- amb.temp. max.50'C

General power source --- AC 440V 60Hz 3phase

Control power source -- AC 220V 60Hz l phase and DC 24V

S'iarting air source ------- 3.0MP6 [sOkgf/cm'i

source
Ccntrol air 0.7 - 0.9MPal7 - gkgrf/cm')
Steam source 0.7MPa {zkgf/cm'Jsaturated

r3 ir^stallations

Diesel engine will be flexible coupled to the generator and placed together on the common bed of
steel plate fabrication.
Siesel generator set should be epory installed onto the hull structure

t+ Prce connection flanges

Pipe connection flanges which are connected to the shipyard's piping will be provided of JlS.
.llS counter-flanges will not be supplied by Daihatsu.

i )lame and caution plates

The plates will be written in English.

Unit is Sl system"

Painting

After coating with anti-corrosive paint in accordance with manufacturer's standard, the finished color
,vill be painted with customer's instruction as follows.

Engine and accessories ---- Munsell 7.58G112

Hot surface over 100"C --- Aluminum heat resisting paint

L7 Plans
Approval 0 coPY
-*-- I copies for first vessel and 8 copies for each next vessel
Working plan
Final plan 5 copies for first vessel and 5 copies for each next vessel
Certificate original and 2copies
1

QE4'1320600F2 ? ' '

1.8 Fuel oil

Heavy Fuel Oil (hereinafter called HFO) 600c St,z50'C

Marine Diesel Oil (hereinafter called MDO) 1.5 - 6.0cSU40"C

HFO specification
*1
density /15'C (kg/l) sulpher (wt %)

flash point ("C ) vanadium (mg/kg)

pour point ("C) aluminum(mg/kg) *2

conradson carbon sodium (mg/kg) *2

residue (wt %)
asphaltene (M %) "2
ash (wt %)
ccAl *3
water (vol %) *2

Notes for HFO pretreatment

*1: Upon deliberation with separator maker,shipyard should apply the best centrifugal
separation system.
*2: To be eliminated as much as possible before engine.
Contents of aluminum and water are to be eliminated less than 10mg/kg and
0 .2v olo/o res pectively.
.3: CCAI means the Calculated Carbon Aromaticity lndex.

1.9 Fuel oil when engine starting and stopping : HFO

I .l 0 Notices for operation

The engine,together with proper external system arrangements,can be operated on fuel of

viscosity up to 600cSt at 50'C,still:

- fuel oil viscosity at the inlet port of engine should be kept to 14 + 1.5cSt(65t 5sec.R.W.NO.1)
in any case.
- Recommendable low load on HFO burning is 20%(1 l ckW) in generator output.

1 1 1 R,ecommended lubricating oil

System oil API service grade CD SAE30 TBN30 to 40

Gcvernor oil same as system oil SAE30

j '2 Fiuid holdings in engine

-ub oil : LO cooler 22 lil. + LO tank740 lit. = initial filling quantity about 762 lit.
(engine in running condition 70 lit.)

Gcv.oil : 1.3 lit.

I 'f/ater : engine 70 lit.

air cooler 15 lit. + LO cooler 1 1 lit.

QE41 3206CC =I :
2 PRi\CIPAL PARTICULARS

2 ', T-,'De of Engine vertical in-line 4-storoke direct injection trunk piston type
with exhaust turbocharger and air cooler

I 2 D :ection of rotation clockwise as viewed from generator end

I i 3: ntrol start : remote, automatic and engine-side

stop : remote, engine-side and emergency-automatic
speed adjust : remote and englne-side

2 s S:arling method air motor start

motor required compressed air 0.6 - 0.9MPa[6 - Skgf/cm']
2 i 3coling system central cooling (36"C LT-FW)

2 i 3anshaft built-up type

2 r =:gine data

ingine model 5DK - 20

Quantity of cylinders

Cyl.bore x Piston storoke 200mm x 300mm

Engine rated output 574kW[780PS]

Engine speed 7 20 rpm

It lean effective pressure 2. 03 M Pa {20.6 gkgf/cm'}

l,1ean piston speed 7.2mls

',!aximum pressure < 15.7Mpa [3 t00kgf/cm',]

Cverioad capacity 110% tor a hour every 1 2 hours

Lequired combustion air 3750m3/h at 25"C

=xhaust gas volume 3 6oo Nm'/h

=xhaust gas temperature about 370'C at T/C outlet,

Permissible exh.gas
back pressure 300mmAq

Lub.oil consumption 1.1 g/(kWh){0.89/(PS/h)}estimated value at full load

Fuel oil consumption ''l 2o1g/(kw h) +5% [ 1489/(PS/h) +5% ]

Fuel oil consumption is based on the engine output(kW) using fuel lower calorie of 42700kJ/kg.
under 100% generator load, on condition that the engine drives each one of LO pump and CVJ
pump.

QE41 320600F2 ',!',11

2.8 Type of generator synchronous self-exciting brushless self-ventilated drip-proof
bracket type

Maker NISHISHIBA ELECTRIC CO. LTD.

2.9 Generator data

The full detail is given in documents of generator maker.

Generator capacity 66 2.5 kVA

Generator rated output i 5s0kw

Power factor 0.8 lagging

Voltage Phase Freq. AC 450V 3-phase 60Hz

Rating full load continuous

Type self-exciting brushless

Cooling setf-ventilation air cooling type

Insulation class F

Enclosure lP23

Bearing setf-lubricating double sleeve bearing

Junction box lP44 with cable glands

L. Generator supplier Daihatsu

L Quantity of D/G set Three(3) sets/ship

.1 Speed governor

i'i hen full load(kW) of generator is suddenly taken off or, when the load(kW) of the generator is
suddenly thrown on by steps of 0*45*85*100%, the speed variations will be come to within 10
=i momentary and within 5% permanently.

l,lomentary speed variations with load changes as above are to be stabilized and in the steady-
state condition within 5seconds.
:::e steady-state condition is considered to have been reached when the residual speed variation
Cces not exceed + 1o/o ol the speed assoclated with the set load.

t,r?ORTANCE: Shipyard should offer the Daihatsu the electric load analysis.
And Daihatsu should offer the classification society that the Shipyard's electric load
analysis is ertified as not to exceed the loading steps of 0r45-85*100% in any
case, and get the special consideration of the classification society.

QE41320600F2 (si 1 1)
3. ENGINE FITTINGS

Each one(l)set is to be attached to the engine except mentioned specially.

3l Speed regulating system

Govemor Bosch made type RHD6 - MC

Hydralic type with speed adjustment and speed droop control

Governor motor ----------- power source DC24V , Speed changing time 8-l2seconds/Hz
Govemor spped control unit -- lnstalled on MSB,
lnput: AC220V 60Hz l phase, Output: DC24V

32 Fuel oil system

Fuel oil finalfilter ----- 200mesh notch wire duplex type with manual blow off device
Press.relief valve ------- at oil return pipe end

Pressure damper ------- at oil return pipe end and inlet side

33 Charge air system

ixhaust turbo-charger ---lshikawajima-Harima Heavy lndustries Co.,Ltd. made

radial turbine type with the cleaning device of blow side and turbine side
type RH 143

,{ir cooler ---tube with fin type fresh water cooled

type DH39HZ

1a Starting air system

Startlng operation valve -- for manual start at engine-side

:. - notor turbine type

Regulator and relay valve --- with starting magnetic valve(88V), safety valve

Starting air strainer Y-type, 300 mesh

QE41 320600F2 (.6t11

3.5 Lub.oil system

L.O. suction strainer -- punching board type built in L.O. tank

L.O. pump - engine driven gear type

13.4m'/h x 0.6MPa { Okgf/cm' }

L.O. cooler - multi-tubular type fresh water cooled

12m'

Thermostatic valve ------- wax type with hand operating bypass device

L.O. relief valve -------- setting pressure 0.4 - 0.5MPa[4- Skgf/cm']

L.O. fllter -- 200mesh notch wire duplex type with manual blow off device
Turbocharger
L.O. filter --*- 280mesh notch wire duplex type with manual blow off device

L.O. tank -- incorporated in common bed with overflow port

capacity 740 lit.

L.O. priming pump ---- motor driven gear rotary type

pump 2.5m'/h x o.2MPa
motor 0.7skw AC 440V 60Hz 3phase 1.6A
TEFC(1P44) class B insulation

L.O. hand pump ----- wing pump

t-.O. bypass filter port --15A

Ccc ing water system

lT-FW pump -------- engine driven centrifugal type

30m'/h x 25mTH

Safely devices

Crankcase relief valve -required quantity by the classiflcation society

S ur dnes

S:ep ------- FO injection pump side

-eakage oil tank capacity 1 lit.

=-rv,'heel turning
---- hand operating ratchet type
device

= yivheel guard ------- steel plate fabrication

Ixhaust manifold
cover ------- steel plate fabrication with inside lagging

C:r:rmon bed -------- welded steel plate fabrication

-lack bolts -- screwed into the common bed

QE41320600F2't' 1'
 3.9 Local gauge board (consists of following gauges)

Tachometer mechanical type for engne speed

Press.gauge -------------- bourdon tube type
each one(1) of FO, Charge air, LO, Turbine LO, HT-FW, LT-FW and
SA

3.10 Local thermometer -------- Iiquid filled glass stem type

- Fuel oil ----engine inlet
- Charge air ----intake manifold
- Exhaust gas ---each cylinder outlet and T/C outlet (YAMAZAKI made)
- Lub.oil --------cooler inlet and engine inlet
- HT-FW ------engine inlet, engine outlet
and nozzle cooling common outlet
- LT-FW LO cooler inlet

3 '1 Ccntrol system

Remote start magnetic valve (88V) --- DC24V 5.5W

=:el control magnetic valve (88L) DC24V 15W

for fuel control in process of starting

Remote stop magnetic valve (5V) ----- DC24V 15W

for the fuel shutdown device of control system and
safety system

iO injection pump
fuel-cut magnetic valve (5S) DC24V 15W
for each cylinder fuel cut devices of safety system

!andle switch (HS) for remote start stand-by

Trming safety switch(TC) --- for remote start stand-by

Speed sensor(TS) -- pulse sensing type for engine speed

Speed switch unit ----- --- signal ouput for Low speed and Over speed

!
(installed into Eqgine local control panel)

LO. priming press ----------for eng-starting interlock ard alarm(below 0.03MPa off)
:.uicmatic LT-FW valve Z-way valve operateo with LO pressure

Starl switch box(START & COS)-------with remote and local change over switch

3 12 CN CFF switch

Safety stop switch (normal-open dry contact)

L.O. low press. 0.201.'lPa[2.0kgf/cm']

overspeed 112 - 115% by Speed switch unit
CFW high temp. 90"C

A.,arming switch (normal-close dry contact)

F.O. leakage from injection pipe

(high level alarm in t;re leakage oil tank)
Turbocharger L.O. low press. 0.20MPa{2.0kgif,"cr:''l

QE41320600F2'e "
 3.1 3 Analogue sensor for remote displayialarm

3.13.1 Pressure transmitter DC 24V output 4 - 20mA

!

i measuring point scale range normat operation i alarm sefting

I Lo engine inlet 0 - I.OMPa 0.40 - 0.50MPa i 0.25MPa low

I

HT-FW engine inle 0 - 0.6MPa 0.25 - 0.35MPa i 0.l5MPa low

Starting air inlet 0 - 4.0MPa 1.5 - 3.0MPa

Control air inlet 0 - 1.0MPa 0.6 - 0.9MPa

3 'i i --sir-nc-resistance bulb Pt100 R100/R0=1.3850

r-easuring point scale range alarm setting q'ty/engine

i''- :as :uSochager inlet max.700 "C 600'C high

-3 ::gi:re Inlet max.200"C 65"C high

-IT-FW engine outlet max.2 00"C 85"C high

Generator stator windings max.200'C 140'C high 3+ 3(spare)

QE4.t320600F2 (9',1 l
 4. Separate accessories

Accessories stated below will be included in the suppty scope of Daihatsu, but are to be
installed by shipyard.

Expansion joint ----- stainless steel bellows size 250A x 300A

for exh.gas turblne outlet
(t pc./engine)

Auxiliary starting air reservoir - 1S0 lit. 3.OMpa[30kgf/cm,]

(t bottle/ship)

J/V preheater unit electric heater:AC440V,3 phase,60Hz, 1 0kWx2

pump:6.0m 3/h
motor:AC 440V, 3 phase, 60 H2,0. 7 5 kW, I P 44, insu. F
panel:1P44 with cable glands
( lseUship)

o power source AC220V 3phase 60Hz

panel is to be installed near englnes
(t panel/3engines)
I DC24V

L.O. priming pump starter wall hanging drip-proof type(lPaa) with cable glands
power source AC 440V 60Hz 3phase
starter is to be installed near engines
( t panel/3engines)

5- Sparc parts and Tools

Spare parts and tools will be supplied in accordance with Daihatsu standard practice which is
satisfied the requirements of classification society.

Def,ails will be described in "SPARE PARTS LIST, and TOOLS LIST'.

QE41320600F2 1 -"
 6 lnsfrurc{ion for D/G set installation

6-l E:6aust gas system

A sedion of exhaust gas bellows is supplied to protect the turbocharger from both thermal expansion and
vibrdim from engine, but not to absorb the distortion and weQht of the structures on hull including piping
and hermal expansion.
The exhaust gas piping should be fixed immovably with hull part as close as expansion joint on
trbocfiarger.
The load ftom the exhaust piping on the hull can damage the turbocharger and exhaust gas bellows.

a-2 Starting air system

1
The air supply pipe should be drained at the lowest part of the hull side.
2' The piping of hull side should be flushed before initial running.
The air filter at starting air inlet should be disassembled and cleaned at least following period.
Before first running
After official test
Before sea trial
Before ship delivery
4 Dried air (0.7-0.9MPa) should be supplied for control air.

QE41 3206: l=
 ENE-7503

rusffiffi IUIgiHI=iHIEIA

II{STRUCTION MAI\JUAL
FOR AC GENE RATOR
(N\,IG SERIES)

I\TIEiHISHIHA ELECTFIIG GCl., LTH!,

ENE-7503

i. AC Generator Construction

l . l General Construction 1

This brushlessAC generator is made up, as shown in Fig. 1.1, is composed of the
following parts.
( 1 ) Generator main body part
(2) ACexciter
(3) Rotatingrectifier
( 4 ) Sub'exciter
This generator, as shown in Fig. 1.2, converts sub-exciter ou@ut to direct current
with AIIR (automatic voltage regulator), excites the AC exciter stator while
controlling current, converts 3'phase output of AC exciter rotor to direct current
through the rotating rectifier, and supplies exciting curent to the field winding.
The rotor is supported with the sleeve bearing, and the sleeve bearing on the
opposite side has a structure where the shaft current is prevented from flowing by
means of the insulating seat. Also, the rotor is supported by 2 systemsi the
double bearing system for supporting the driven side and the non driven side, and
the single bearing system for supporting oniy the non driven side.
The housing of generator has a drip-proof structure rvhere stator frame, bearing
bracket, protective cover, etc. are assembled into one unit.
The cooling system is a self'ventilation type.

1. 2
Stator
P The stator is composed of stator frame, stator iron core, stator winding, AC exciter
stator, etc.
3 Stator frame
The stator frame is made of a structural steel material. The frame is
manufactured by welding assembly. It is made strong enough with due
consideration for hull vibration, the atmosphere in the engine room, etc., and the
..'entilation ducts for sufficiently cooling the generator is also provided.
lr the upper part of stator frame, a terminai box for main and auxiliary circuits
--.
*ounted. Also, in the lowermost part, there is.a drain hole for quick draining
-* lase water comes in.
= = S:=::. core & statorwinding
]_:= s:.a:,:r consists of stator core with silicon steel sheets laminated and stator
: :,used in the slot on its inner circumference side. It is attached to the

:-: !::::r rvinding, class F insulation enamel wires are housed in the slot
---i - ::= stator iron core, and the stator winding is app)ied with varnish
:-=ri after the wedge of insulation material is firmly driven in and

::= ,bsorption and dew condensation while the generator has

-:-:-:.: is instalied on the lower side surface inside the stator

ar*:J;;!:-: -r: ra -:::: ::,'f, for embedded temperature detector (Option)

f --.

l: r:l!:-:- ---: -. ::*:::;:ure inside the stator core, the resistance'type

j-Tt*!:x*- -.ir-r:r:----: ::-::: -.a)- be instailed in the internal part of the coi].
l:--: r*s:: : r . -r-:. :-: :::-s::r $-hoSe resistanCe value iS 0 C - 100 Q.

-3-
 ENE-7503

In each phase of U, YW, one ordinary use and one spare sensors are embedded
(e
in total).
@ Terminal box
The terminais for main circuit, exciter circuit (including the sub-exciter), space
heater circuit, etc. of the generator are concentrated at one place. They are
gathered in the terminal box of IP-44 structure.

1.3 Rotor
The rotor is composed of shaft, rotor core, rotor winding, damper winding, rotating
rectifier, etc.
a\
\L/ Shaft
The generator shaft is manufactured with carbon steel forgings that suf&ciently
satis$r the Ship's Classifrcation Standard. It has satisfactory strength for the
characteristics of driving prime mover, and is made into the optimum size
considering torsional vibration.
D @ Field coil
The fieId coil is prepared by varnishing the enamel wires wound around the iron
core. The class F insulation is regarded as standard.
o Rotor core
The rotor core has a structure where the blanked sheet steel ieilaminated and
integrated by pressure tightening with the core retaining plates from the both
sides.
@ Damper winding
The damper winding is composed of copper rod winding inserted into the holes
provided in the circumference of core outer and a short-circuit plate brazed to
the both ends of the winding. It limits voltage drop caused by rush load during
Ioad operation and increases electrical stability of the generator when
unbalanced trouble in parallel operation occurs.
@ Rotating rectifier
In the rotating rectifier, silicon'rectifuing element is connected to be a 3-phase
fuIl-wave rectification circuit. It is attached onto the shaft.

rt 1.4 Bearing
\-./ The bearing lubrication system contains the self-lubrication and the forced
Iubrication systems. In the self-lubrication system, the bearing is lubricated with
the oil ring.
@ The bearing is made of casting white metal into the back metal of cast iron.
The inner diameter is precisely finished so that the appropriate clearance is
secured for oil lubrication.
@ Bearing bracket
The bearing bracket is made of cast iron. It is provided with an oil sump in
which the enough oil for bearing can be stored, and structured so that both
disassembly and re'instailati.on are easy.
g Thermometer
The bearing is equipped with a rod-type alcohol thermometer. Also, the
temperature sensing part is covered q,ith an insulating tube to prevent shaft
curent.

-4-
ENE-7503

@ ori-fice
In the case of forced lubrication, an orifice for adjusting the oil quantity is
provided on the oil inlet side of the bearing bracket. Also, the orifice is adjusted
in a factory before shipment so that oii quantity becomes adequate.
@ oit gauge
The self'lubrication type bearing is provided with an oil gauge to check for the oil
level and the contamination in the oil sump.
For the operation, apply oil until the oil surface exceeds the red mark position of
the oil gauge.

1 .5 AC Exciter
AC exciter is a rotary armature type S'phase generator. The stator is fixed and
attached inside the frame, and the rotor has a common shaft with the generator

1 .6 Sub-exciter
The sub'exciter is a permanent magnet type 3-phase AC generator. The rotor is
coupled with the generator shaft using bolts, and the stator is attached to the
bearing bracket on the non driven side.
The output cable of sub'exciter stator goes through the cable hole provided in the
bearing bracket and connects to the relay terminal provided in the stator frame of
AC exciter.

2 . Static Exciter
Figure 2-1 is the standard connection diagram ofthe exciter.
Table 2'1 shows the standard parts list.

Table 2-1 Static Exciter Com

Parts Name
Automatic voltase regulator

2 . i Automatic voltage regulator

This regulator compares the generator terminal voltage and the reference voltage
n'lth each other, and continuously makes an automatic adjustment of exciter field
:';rrent according to the difference of the voltages, thereby maintaining the
g:nerator terminal voltage to the constant value regardless of the amount of load.
I: :s aLso possible to regulate the generator terminal voltage in the range of approx.
- -'-:5: : :i ihe rated value, using the voltage setting device.
: - -:'i: aijusting device
l-:= -.':-:a:= adjustrng device VAD is a variable resistor used to set the generator
;:-:,::= l: -s n:,rmaI1y installed at an easy-to-operate location on the main
..---.--.-
:.t -
-.-:
--l
-

-D-
 ENE-7503

(AVR)
useto 1ce1's VZKUP.4A
.b. CONTACT

TO ANOTHERTc3<'-'..-'-l-
AVR TERM [ca<--' -'-'-
I raxe canr cnoss )
I coNruecrroru. l
J
K
U1

w1 E

....*..-..-..-,]
(FS)

Fig. 2.1 Exciter Connection Diagram

3. Operation
Before operating the generator, fully check the inside of the generator' Check if
there ur" ..y foreign substances, protrusions, loose screws, etc. A1so, see to it that
the area around the machine is always kept clean.

3 . 1 Pre-operation to normal operation

3. 1. 1 Precautions before operation
Prior to operation, inspect the followings and check for equipment and
operational safetY.

eo Inspection &
Confirmation Items
l.Interfusion of
Criteria & Methods

Remove chips and dust.

Remarks

foreicn substance
2.Electric wire Check if there are no loose screws
connection part
Ensure that the lubricating oil level
3.Lubricating oil exceeds the red mark on the gauge.
(in the case of self-lubrication)
1 MQ min. for both stator and rotor
4.Measurement of Using a 500\i
windings megger.
insulation resistance
I
3 .l "2 Operation before generator running
(the s:;1.
Ad"just the resistor for voltage setting (V.\D)nearly to the center
position) "6".

-6-
 I
ENE-7 5A3

3.1. 3 Precautions at the start of operation

1 ) Check for each section
At the start of operation, check the following items and stop generator
operation if an abnormality is present, and investigate the faulty point.
Be careful not to touch the rotating part by the hand during operation.

Inspection &
Criteria & Methods Remarks
Checkine Items
No abnormal noise caused by
1. The sound
interfusion of foreign matter, etc. Refer to Section 4.
when start
is allowed
In case of self-lubrication, the oil
2. Lubricating ring should rotate smoothly.
condition In the case of forced lubrication,
check for oilflow.

2 ) Voltage establishment
Since the PMG corresponds to separately-excited power supply, no initial
excitation is required. When the voltage not is established, refer to Section
5 "Troubleshooting".

3. 1. 4 Normal Operation
1) Inspection and checking for each portion
When the operation is started, check the following items
Inspection &
Criteria & Methods Remarks
Checking Items
1. No'load & on-
Note the vibration of a cover, etc.
load yibration and Refer to Section 4.
caused by poor tightening.
abnormal noise
2. Bearing
Note rapid temperature increase.
temperature rise
Check the inside after operation
3. Oil leakage
stops.
2 ) Voltage adjustment
The voltage is set so that the rated voltage is generated near the center of
voltage regulating resistor ffAD) (near the scale position "6") in the factory
test. Also, the adjustment range is t5% max.
3.2 Parallel operation
When the generator is operated in parallel with other generators already in
on-lmd operation, always use the following method for smooth and careful
c4reration-

3 21 king into parallel operation

1) Operate the prime mover governor and adjust it nearly to the frequency of
rhe
generetor intended to paraliel with the bus bar. The d.ifference between them
shflId be rithin appmx. 0.2H2, (the synchronism indicator pointer turns once
per 5 dd. This is the recommendable value for easy operation and
pantreling rithout gving Large shocks to the generator.

-7-

I-
 ENE-7503

' 2 ) Ensure that the difference of voltages between the generator for paralleling
and the bus bar is within 10 V. If the difference is large, the circuit breaker
may be tripped due to no'load current afber paralleling, or abnormal voltage
may be generated in the field circuit and cause field circuit failure.
3 ) Make fine-adjustment of the governor and synchronizing, checking the
synchronism ind.icating lamp or synchronism indicator, then throw in the
circuit breaker.
ICAUTIONS]
(d In the synchronism indicating lamp, the phase agrees when the center
lamp goes out and the other two lamps reach the maximum brightness.
(b) In the synchronism indicator, the phase agrees when the pointer comes
just above the center (zero hour point ofthe clock).
(c) When the bus bar side load significantly fluctuates, it is diffrcult to

[l operate the governor to make the synchronism indicator stand stili at the
synchronous point. If the indicator pointer angle deviates -F 10 degrees
or more from just above the center, be careful not to turn on the circuit
breaker.
(d) In expectation of the circuit breaker turn-on time, start the operation to
turn on the circuit breaker before the synchronous point comes, and throw
it on just at the synchronous point. It is the correct method. In
particuiar, be carefui with a manual circuit breaker.

3 .2 .2 Electric power sharing adjustment

When synchronizing is completed, control the bus bar-side generator governor
to decrease the speed, minding the frequency, and control the synchronized
generator governor to increase the speed. The load is gradually shifted and
shared.
3 .2 . 3 Reactive power adjustment
With the ioad baianced at the load'sharing ratio of each generator, check to see
if there is no significant difference in generator power factor and current ratio.
l Normally no adjustment is required, but when a substantial differential is
present, carry out fine-adjustment according to the following procedure:
With VAD of the generator in lagging power factor dorvn and that of the
generator in leading power factor up. adjust so that the power factor becomes
the same.
3 .2 .4 Separation from bus
When the generator in parallel operation is separated from the bus bar, fo1low
the procedure described beiow.
1 ) Control the governor of driver for the generator to be paralleled off to
decrease the speed, and control the governor of driver for bus bar side
generator to increase the speed. The load of the generator to be
off-paralleied is shifted around zero.
2 ) When kW has been reached nearl-v "0", tri.p the parallel-off device circuit
breaker.

-8-
 ENE-7503

4. Maintenance Check
It is advised. to frequently
carr-v- out the maintenance inspection of a generator.
Periodic maintenance inspection extends the lifetime of a generator.
4 .1 Maintenance inspection check list

I nterval M a.intenance Refer to

Daily i Check bea;ing
- L.O. condition
- oil.ring
- nolse
- vibration
! - temperature
2. Check electric circuit
I - Earth fault by earth lamp
1
Check loading condition
- Voltage, output kW, current
Monthly 1 Check insulation resistance
Caution: Before checking insulation resistance, disconnect and earthed

aa
the leads from A.V.R.
1 Bolts and nuts
Tighten ail bolts and nuts.
3. Check ventilation openings Reler to separated
Check air intake opening and its air filter, clean or repiace the filter, air-filter manual
if necessary.
Every 6 1 Chinge lubrication oil and ciean bearing(s).
montirly At the same time, check fitti:rg or seating of bearing
2. Clean generator
Inspect generator winding and aj: filters ior dirt, dust and oil and salt vapor
accumulation.
Blow out contamination by dry and oil free compressed at.
Wipe off accumulated vapor by a lint free cloth a"rd adequate sclvent.
Check electrical connection
- Inspect for loose electrical connection
- inspect cracked, frayed, or oil soaked insulation.
Tighten or replace as neccessary.
4. Check static exciter
- Check ali wire and cables for frayeci or damaged insulaticn.
- Check all connections to be sure they are tight.
- Remove cover and remove dirt and dust by low-pressure moisiule-f:ee
compressed air or wiping with a clean cloth.

4.2 Maintenance inspection method

Maintenance inspection of each part should be carried out smoothly with a

tt correct method.
4 .2 .l Temperature rise
Equipment temperature rise is one of the effective means for judging the
absenee or presence of nonconforming portions.
Referuing to the following table, check the temperature at each section.

Table 4.l Allowable Temperature Rise Tirnit (Ambient Temperature 45C)

Measurement Allowable Temp.

Equipment Piace
Method Rise Limit
Armature rvinding
(Class F insulation)
Rotor rvinding Resistance I g S
(C1ass F insr,rlarron) method I

Thermometer 1;
Bearing
method

- 10-
ENE-7503

4. 2. 2 Rectifier check method

For the silicon rectifrer, use the resistance range of "Tester" and check
according to the following procedure.
1 ) Remove the lead wire to the field winding connected, to the rectifi.er stack,
either one of the DC side protecting resistors, and two of the three AC
exciter output lead wires.
If this is not done, the measurement cannot be made since it is affected by
the resistance of field winding and exciter winding.

2 ) Rectifier acceptability should be judged according to Table 4.2 beiow.

Table 4.2 Rectifrer Acceptability Judgement Criteria

Rectifrer Resistance !a1ue

Polarity

Forward
Normai

Above 10Q Above 100

Defectives
Shortcircuit Wire Breakine
Below 100 k ()
I
Reverse Below 100 k Q Above 10O Below 100 k O

,4n 3 Air gap measurement

IJnbalanced air gap (stator & rotor iron cores) causes abnormal vibration of
the generator and worsens its electrical characteristics, resulting in shorter
service life of the machine. Also, such unbalance is attributable to loose
mounting bolts, base strain, depression
caused by a worn bearing, etc.
When unbalance exceeding the specified
value occurs, be sure to adjust the gap as
rvell as the centering.
The foilowing is the air gap measurement
procedure:
1 ) Prepare a clearance (gap) gauge.
(Preferably 300mm to 500mm lcng)
2 ) Remove the generator cover.
a
Fig. 4.3 Spots to be measured for gap
3 ) As shown in Fig. 4.3, measure 4 spots
on the circumference of a circle.
4 ) Check if the difference between the maximum and minimum values of gap
falls within 20% of. the average values of the gap measurement. Adjust
the gap ifit exceeds the above value.
J ) \\hen a clearance gauge is inserted, always
do it at an angle ofapprox. 15 degrees to the
shaft center.
S:nce the rotor surface is siotted and the
l::or Coes not have a concentric circle,
::= -lnimum gap may not always be
- - -. rr:d if the gap gauge is inserted Fig. 4.4 Inserting angle of gap gauge
'- =: -,'-el with the shaft.

- 11-
 ENE-7503

4 -2 .4Bearing and Lubricating OiI

Since the bearing and related parts are critical in particular in mechanical
functions of a generator, maintenance inspection should be carried out
carefully according to the procedure described below:
1) Check the oil level and degree of contamination periodically with an oil
gauge.
2) At the start of operation, ensure that the oil ring is rotating.
3 ) When the forced oil lubrication system is employed, check the lubricating oi1
for flow and color through the oil sight on the oil outlet side, and ensure that
no abnormal condition is found.
4 ) Control the temperature with a bearing thermometer.
Check the temperature regularly every day and be careful with rapid
changes in temperature rise. The bearing temperature 80 to 85C on the
l thermometer reading is the maximum standard during normal operation.
The possible causes of bearing overheat are as follows. Remove the cause.
a. Low level of lubricating oil
b. Contamination and deterioration of lubricating oil
c. Excessive thrust load is applied due to installation failure
d. The shaft journal part makes intense contact with the upper half part of
bearing due to the failure ofdirect coupled centering
e, The bearing journal part is rough due to electrolytic corrosion caused by
shaft current
f. Bearing abrasion or wear causes the bearing gap to increase, and abnormal
contact is made.
For the bearing gap, measure the shaft outside diameter and bearing
inside diameter in a few or more places with a micrometer.
AIso, the most precise measurement method is such that before taking out
the bearing lower half part, a thin Iead wire is placed on the shaft, the
upper half part of bearing & bearing cover are put thereon for tightening,
and the gap is calcuiated according to the compressed lead wire size.

t, Calculate the bearing gap by the following equation, and replace the
bearing ifthe calculated gap is exceeded.

C = The gap on the.top part

i.5 +or
C=Dxl ooo ofthebearing(mm) S \
D = shaft diameter (mm)

Fi_,r. 4.5 Measuremen! gf gap of bearing

5 ) Checkthat the oil ring side face is not abnormally worn and the screws in the
divided part are not loose.
6 ) To clean the bearing, use a soft waste cloth free from fiber fray and wipe
away

-L2-
ENE-7503

oil.Also compietely mop up all oil sediments, dust and metallic powder if
deposited at the oi"l reservoir bottom.

7 ) For lubricating oil in the case of self'Iubrication, use the followings or their
equivalents:
Additiveturbineoil ISO VG6 8
For lubricating oil in the case of forced lubrication, the equivalent to the
prime mover lubricating oil is supplied. The oil quantity is described in
the completion document for both lubrication systems.

4 .2 .5 Vibration
The balance is satisfactoriiy adjusted during in-shop test. However, when a
significant change occurred in vibration value for some cause, this abnormality
may lead to machine failurei it is, therefore, necessary to investigate the cause
in order to take adequate action therefor.
1 ) Cause and countermeasure
Cause for abnormal vibration Countermeasure
l.Foreign material is attached Remove the foreign material
to the rotor
2.Unbalance of electrical load Remove the unbalance of load
to each phase
3.Inequality of air gap Adiust the air gap
4.Miss-alignment Check the deflection of couplings and
correct
it within the value 5 / 100mm
5.Loosen bolts and nuts Retiehten the bolts and nuts ofeach part
6.Inproper bearing touch or Adjust the fitting or replace with spare
wide bearins gap bearins
i .Layer short of rotor coil The rotor coil needs to be either repaired
or replaced

4 .2 . 6 Cleaning of coil, etc.

When Iower insulation resistance is identified in the stator or rotor, clean
them according to the following procedure.
AIso, when no insulation resistance returns to normal even if the following
work is conducted, contact the specialist or our company.
i) Cleaning agent used
Use non-flammable solvent.
2 I Cleaning method
L sing a clean waste cloth moistened in solvent, wipe off the seriously
stained portion.
Tl:.e rotor has a bare live part and if dust adheres to such a part, lower
:-sul.ation resistance may be caused. Therefore, careful cleaning is required.

- 13-
 ENE-7503

4. 2 . 7 Insulation resistance
The insulation resistance is one of the important factor for judging the
accep tabiJity of e lectrical equip ment p erformance.
An insulating material will change with time due to heat, moisture,
vibration, mechanical damage, dust or dirt, oxidation, chemical changes by
acid or alkali, independent or combined influence of salt contents, air and oil
or the like.
The degree of deterioration depends on the environment in the installation
place, operating condition and handling frequency. Even if close attention
is paid to this equipment, oxidation etc. may give rise to deterioration.
Particularly, storing the generator without being used is not preferable.
Insulation resistance lowers due to deterioration of the insulator itself,
granted that the other factors are constant.
From this reason, measuring insulation resistance in a given period of time
is useful to check the insulation condition and to check if that equipment is
suitable enough to use. Therefore, it is necessary to take the followings into
r-t consideration in measuring the insulation resistance.
t-)
a.Measure insulation resistance and record the measurements periodically.
(:A.lso measure the temperature and humidity.)
b.Measure this insulation resistance in a hot condition immediately after
equipment stop.
c . When the equipment is subjected to overload operation or exposed to
moisture, water contents, seawater and dust or dirt and always indicates
the low resistance va1ue, measure the insulation resistance frequently.
d.In addition to measurement in a hot condition, measure it occasionaliy even
during shutdown at a room temperature. (By measuring it in a cold
condition, the record for influence of moisture and temperature upon its
machine insulation resistance is obtained.)
e , Prior to this measurement, the portion using a semiconductor (AlG,, etc.),
such as a transistor and silicon rectifier, shouid be isolated from the circuit
so that no abnormal voltage is applied, or short-circuited.
1 ) Measuring Method
D.C.500V megger shall be prepared.
'l a. Cut offelectrical connections as far as possible.
J Normally the connections and auxiliary equipment can be isolated by
opening the power switch, circuit breaker and contactor. However, when
the measurement data is judged to be below the proper value for
operation, detach all cables in the terminal part before measurement.
The equipment insulation resistance may often be higher compared
with the cables, etc. and the measurement value may make no sense.
\4hen the measured value of equipment itself is too low, proceed with
this measurement sequentially to the individual portions while cutting
offthe internal connections untii the place where the measurements are
lowering is made clear.
b . Short'circuit each terminal of main circuit and exciter circuit, etc. by the
blocks. Ground the terminal group on the non-measured side.

- 14-
EN E- 7503

c . At the initial moment, the insulation resistance tester pointer may

deflect near zero depending on the equipment distributed capacity.
Since the resistance value will increase graduaiiy as the charging goes
on, read the value of megger after one minute.

d. After completion of this measurement, do not forget to disconnect the

short-circuited conductor or lead. NE\IER leave it connected.)
2 ) Judgement of measurements
Statorwinding' '1MQmin.
Rotorwinding' ' l MQmin.

3 ) Countermeasures taken when the insulation resistance is faulty

a . When lower insulation resistance was judged to be attributable to
externa-l conditions, including existence of excessive moisture, dew
condensation water on the insulator surface and conductive dust
sticking, ensure that the insulation resistance has returned to the
satisfactory value afber cleaning and drying, then start operation.
b. Stren the variation from the previous data has become suddenly large
even with moisture and other conditions taken into consideration,
separate each section to a small part sequentially as described in para.
1)'a above, and check the cause of iower insulation resistance.
2 . 8 Check for Exciter
The resistors are attached inside the terminal box in the generator upper part:
check to see periodically (approx. once per 6 months) if the screws in the
connection part and mounting part are not loose or broken.

- 15-
 ENE-7503

: lroubleshooting

Phenomena ol
Check (1) Result ( i ) Check ( 2 ) Resul( 2 ) Probable Cause Suggested Remedy
Ittalfunctions
Reduce the load.
stato, winAing investigation
Below the
rated Ioad decr€sse the teorperaturc

Generator stails Clean ihe generator.

el"aood rir ffltar Cteqr fhe fiitpr
Bearing Check for orl --p Norural High oil
-i
temperature level und oil --i mercment I tenPeracute
!ise pressure I
(Fored -
I
lubDBhon)
I l. Lubricatiag oil fouling + Change the lubricaring
oil-
I

I
t Oit riry checkT Overhaui aod rework the
bearrng.
Poo. contact of metal by direct Re-couple directly,
I I corLpling failure -;
I Nletal surface rorrghness caused by- -Check the shafl cLurent
I
electroiytic corrosion preventing ;nsultrtion-
I
I
I
OiI ring Overhaul the bearing and
I absorEal - replace the oil ring.
5 Lorv oil
pressule atrd anC ).evel as specilied.
oil ievel
No voltage I\'leasrLrrc !he + Voltage: lD + .Check b se iia vbltagei ID-t R failrrre Ileplace lhe A!'R.
devclops. PIvIG i,oitage or I
the normai PMG roltage iB the nounal
the gertefator i raIge apptied b AYR range.
sirle Normal I terainals U1,
vohage -. 1J0 tol VI, !Y1.
18ov i

P \,1 G tbllure _--= =--j Ask for repair.

low or missing
(open) phase is
arising.

couDection (disconoeclioo) or contact lailrrre.

betrveen..\Vft or poor contaa:
terminals J-Ii is identified.
aod genera!or
Normal A'r'R failure Replace the AV R
Iligh voltage .i Operale !AD. + Retu!tr to lhe
uocontrollableJ -
rated voltage
Cbeck to see if ; -The p[ase is -j lh::.:::=,: > Correci the broken rvire
voltage is applied open (missing, j:a :r- :,::r:;::
;a-ra_ .i , or contact luiiure.
between.{\4t ] or voltage is alJ::-: :i :::-
terminals U, \i ] abuormaily aa a-:: l:
t\l l lorv.

Replace the .{V R.

No vohage 0perate V.A.D.1 Rctu!6 !o tile
reruhes the - ra!ed voltage
rf,trns.
L

j
L Nochange 4 C,rr:1.:'.,i - > vAD Grilurc Ilep)ace V-A,D.
+
I

I Check ibr
\r__
rvir. -,: Poor contact or PrE @trct or Eire disuectioE Couect poor contact o!
drsconnection i wire !vire disconllection.
and poor contacti discoonection
betrveen AVli i rs identitied.
ternrilal L3 anril
VAD 1
:-','ir ir,:re
lj N^.-i"i
seE[rng Adjust DA.NIPING I to
hrnting ;;F;Nc , !1iI - the optimum place.
slowlv on the I
-
A\&'i'rort. I

L soeed .q.djustfor the rated

mave: ia:e:.il signiEeotly olf speciication. revolving speed.

lrcgular rctatiot alfected by Ioad Reuove the load causiag

is idencified. ir)adll,r I^tnr;^n

Paru)lel --; ui!:rlicr iauLrre Adjllsi the goverrlor.

operatron i
porver sharing active porveL
frrlure sharing
I

t, Cross currcui Adi,rar rha v^lr.sp uifh

-
check unLalaDce

.4. '" R cross current

Checkthe AVR

- 16-
 ENE-7503

6. Disassembly and Re-assembly Precautions

6. 1 Disassembiy Precautions
)
During disassembly work, exercise the greatest possible care so as not to damage
1
the insulators and other equipment.
2 ) For a protective board, use a press board 0.8 to l-.6 mm thick.
3 ) To lift up the whole generator, never fail to use the lifting lugs on the stator frame.
4 ) Store the adjustabie liners and bolts, etc. used for the stator frame leg in bulk in
the respective locations.
5 ) During disassembly work, check to see if the space heater circuit is OFF.
6 ) When the bearing is taken out from the bearing bracket, check the alignment
marks so that the insertion direction is not confused.
6. 2 ReassemblingPrecautions
1 ) Clean the interior rotor and stator wiih dry compressed air. Check and maintain
the journal part carefully in particular.
2 ) When the parts in the rotary part were detached, ensure that the turning stopper
is provided securely.
3 ) Clean the bearing and bearing bracket internal sections with cleaning agent or
detergent, such as perchloroethylene, and take meticulous care so that no foreign
matter intrudes into the lubricating oil.
4 ) When the bearing is assembled, apply lubricating oil to the bearing journal surface
and insert the bearing.
5 ) When the bearing thermometer is inserted, apply lubricating oil into the hole for
bearing thermometer.
6 ) Do not fail to remove a1i protectors or guards used during operations work.

. Additional Ordering of Spares

To place an additional order with us for the spare parts, specifii your required parts
according to the following:
1 ) DWG No. in Spare Parts List
As shown in Fig. 7.1, "DWG No." is described at the right lower corner in the
Spare Parts List.
2 ) Item No. of the spare parts

ARE PARTS LIST No._8ox No_P

Fig. 7.1 Spare parts list

-17-

.
 ENr-l 000

DISASSEMBLY OF AC. GENARATOR

Referring to the attached drawing at next page, cany out the works as follows.

l.Remove the oil drain piug of bearing bracket and discharge the oil.(In case of the
forced lubricating system bearing , also remove oil supplying and oil discharging
pipes and the oil sight box)
2.Remove the cover @ , and disconnect the lead cable of the exciter (J , IO and the
sub-exciter(U1,V1,W1) at the terminal on the exciter frame.
3.Remove the connecting bolt of sub-exciter stator @ from bearing bracket , then
install the stud bolt(length : 2OO-25Omm) to the right and Ieft side boit holes of the
bearing bracket.
4.Insert the protective board (thickness : about 0.5mm) into the air gap part of the
sub-exciter.
5.Remove the sub-exciter stator along the stud bo1t. Incase of this work , be careful
not to damage the lead cable at the cable hole of the bearing bracket.
(ft's necessary to use the protective board and the stud bolt , so the sub'exciter rotor
is permanent magnet type)
6.Remove the thermometer @.
T.Remove the cover @.
S.Remove the bolt joining the upper and lower parts of the bearing bracket , and
remove
the cap @ and the upper half of insulating seat@ , and the upper haif of bearing.
g.Remove the oil ring @. (In case of forced lubrication , this work is not required
because
it has no oil ring)
10.Take the fan @ offfrom the fan boss.
ll.Remove the bolts connecting the prime mover coupling and generator coupling.
LZ.LLft, "C" part of the shaft with rope , turn upward the lower half of the bearing, and
draw it off.
l3.Hang the bearing bracket @ ,turn it upward along the shaft and remove it.
l4Apply rust preventing oil on the shaft journal and cover it with protective wrapper.
15.Insert the protective board into the exciter rotor.
16.Insert the protective board into the generator gap. (Insert it up to the thickness as
close to the measurement of gap as possible.)
17.Remove the fixing bolt of the exciter frame @ and place the exciter stator cn ;:=

-18-
 ENE-7503

exciter rotor.

lS.Slacken the rope at"C" part, place the rotor on the generator stator core , and
withdraw the exciter stator frame.
19.I{ang at "8" and "C" parts ofthe shafb , transfer the rotor to the non-driven end
, and separate faucet from the driving shaft, and. transfer the rotor further.
20.Place the rotor on the stator core , and withdraw the fan @ .

2l.Attach the joint shaft O to the flange , change the rope hanging to "A" part and
with further moving , and the center of position "G" of the rotor goes out of stator.
22.Bind the rope at the center of gravity "G" and , with singie rope lifting, pull the
rotor out ofthe stator.

I
l

/
I

.l_ I

--l

- --
ll I

--1t
I- ------

-19-

_t
-zExEu. Pub. No. EE74E-11015

S E RV I C E M A N U A L ffiffiItfixr*+$-?inr''o.

GOVERNOR MODEL RHD Er5

(RHD6 & RHD1 0) rqF
'#i

&
tr coNSTRUcTtON
Speed control shaft
Speed increase
Speed decrease
Regulating valve
Pilot valve
Gear pump
The above figure shows a cutaway view of the
RHDO hydraulic governor.
The governor is installed directly on the engine.
Engine crankshaft speed is increased using a
suitable gear ratio, and is then transmitted to
the governor gear shaft. This rotation is
transmitted to the hydraulic governor's gear
pump, which pressurizes the hydraulic fluid.
The gear pump pumps hydraulic fluid from the
governor's hydraulic fluid tank in through the low
pressure side of the regulating valve, and
delivers the high pressure hydraulic ftuid to the
pilot valve. The regulating valve also regulates
the pressure of the fluid pressurized by the gear
-6-
Fuel increase
-3 Fuel decrease
Terminal shaft
*y
Power piston
P-RHDR.OO5
pump (RHD6: 1.18 MPa {12 kfg/cm2}, RHD10:
1.47 MPa {15 kgf/cm2}) and returns excess fluid
to the gear pump's intake side.
The gear pump has four check valves so that
governor performance does not vary even when
the governor rotates in the reverse direction.
The gear pump's driven gear and the sleeve are
unified. One end of the sleeve is connected to
the governor flyweight. The pilot valve inside
the sleeve is moved up and down in response
to the flyweight's centrifugalforce to control the
flow of hydraulic fluid to the power piston,
reacting promptly to variations in engine load to
rotate the terminal shaft.
 tr CoNSTRUCTION

Air breather
Set screw Floating lever
Set screw Speed droop adjuster

Terminal arm , Cover

. Power piston

SPeeder sPring Upper compensating spring

.Starting compensation
Flyweight assembly
booster inlet plug
^r'ust needle roller bearing '

Bearing

Lower compensating spring

aa Pushrod

Compensating piston
Compensating bushing

--=';/weight's centrifugal force is transmitted mechanism which enables high stabilized

: : :-e pilot valve by the thrust needle roller
:t:- "g. The speeder spring's force is always
: -
=":: I against the flyweight's
centrifugal force.
-: set force of the speeder spring can be
:,-:-;ed bY moving the control lever.
. -= '1,'weight assembly is an oil damper type
:,.==-bly. When sleeve rotation is transmitted
output.
The power piston is operated by the hydraulic
fluid to move in both the fuel increase and fuel
decrease directions. The power piston rotates
the terminal shaft via the guide lever and the
terminal arm to directly control fuel injection
quantity.

= t a I l-. flyweight, the oil acts to absorb In addition to having a larger diameter power
piston, the RHD10 is equipped with a piping
z ---=.essary high frequency rotation
: --::-a:ions and enable stable output. connection to enable the connection of an
-: :3wer piston, which controls the fuel auxiliary starting booster to the top of the power
:: - piston.
=:: 3n quantity to the engine, is a simple

-7 -
E oPERATToN

ENGINE STARTING
High pressure
Control lever + Fuddecrece hydraulic fluid
+
-----___..-
q ,16-r_-t
Fud increce ii-=:-::Illll
!:.j:.j:.:.jjj:,j:.3
Low pressure
hydraulic fluid

l\ Cross section

Speeder spring
Power piston

Gear shaft

When the engine is stopped, the flyweight is
pushed down and closed by the force of the
speeder spring. Consequently, the pilot valve
is in its lowermost position.
When the control lever is then moved in the fuel
increase direction, the engine is rotated by
compressed air, etc, the gear pump is operated
through the gear shaft and the hydraulic fluid is
pressurized.
Because the flyweight is pushed down by the
speeder spring and the pilot valve does not
move, the pressurized hydraulic fluid passage
and the passage to the power piston are open,
and the hydraulic fluid pressurized by the gear
pump is delivered through the pilot valve to the
top and bottom of the Power Piston.
Because the ratio of the areas of the power
piston subject to hydraulic pressure is 1:2, the
power piston is immediately moved up (in the
fuel increase direction) to move the output shaft
side lever in the fuel increase direction through
the system of links and facilitate engine starting.

-8-
-

E oPERATToN

NORMAL OPERATION
Control lever
_+ Fuel decrease High pressure
<- Fuel increase hydraulic fluid
,e----
/p t-,'J tLr=-TEIil Low pressure
tiiiiiiiriiiJ hydraUliC flUid
hlirT"-Illi cross section
S:eed control shaft

Speeder spring
Power piston

Flyweight

Sleeve
+

C
n
J
Regulating Valve

When the control lever is moved in the speed
increase direction, the speeder spring is
compressed by the speed control shaft. When
the speeder spring force exceeds the flyweight's
centrifugalforce, the pilot valve is moved down.
Because of this, the high pressure hydraulic fluid
passage and the top and bottom power piston
C I passages open, and the high pressure hydraulic
fluid pressure moves the power piston in the
fuelincrease direction to increase engine speed.
As the engine speed increases, the flyweight's
centrifugal force increases and the pilot valve
is pulled up. At the position where the speeder
spring force and the flyweight's centrifugalforce
balance, the high pressure hydraulic fluid
passage and the bottom power piston passage
are closed by the pilot valve land. Because of
this, the power piston maintains this position and
a constant stable speed is maintained.
At this time, excess hydraulic fluid overflows
through the regulating valve and is returned to
the gear pump's intake side to maintain a stable
hydraulic fluid pressure to the pilot valve.

-9-
E oPERATToN

LOAD DECREASE
Control lever
Terminal shaft
+ Fuel decrease High pressure
hydraulic fluid
Fuel increase
Speed control shaft
llo fl Low pressure
Floating lever hydraulic fluid
Cross section

Speeder spring Power piston

Flyweight

steeve
$

Upper compensating
spring

Lower compensating
spring

Compensating piston

P-RHDR-OO9

When engine load decreases, and governor
rotation has increased, the flyweight's centrifugal
force increases and moves the pilot valve up.
This opens the center pilot port so that the
hydraulic fluid in the bottom of the power piston
returns to the governor's hydraulic fluid tank.
Consequently, the power piston is moved down
(in the fuel decrease direction) by the high
pressure hydraulic fluid in the top of the cylinder
and the speed is decreased to the previous
balanced condition.
When the power piston moves down, it
compresses the speeder spring through the
speed droop mechanism's floating lever, the
pilot valve moves down, and the land moves to
a position where it closes the pilot port.
When the power piston moves down, its
downward movement is also transmitted to the
compensating pushrod and piston through the
compensating spring in the power piston
Because of this, the negative pressur€
generated in the compensator chamber relieves
the upward movement of the pilot valve
momentarily applying a force in the downwarc
direction.
The compensating effect ends when hydraulit
fluid from the governor chamberflows in througt
the needle valve for a fixed period to restorr
the negative pressure in the compensato
chamber to atmospheric pressure.
Consequently, when the pilot port is closed b,
the speed droop mechanism and thr
compensator mechanism, the power piston anr
the terminal shaft stop at a new position wherr
the fuel necessary to operate the engine a
normal no-load speed is supplied when thr
engine load is cut.

-10-
 E oPERATToN

LOAD INCREASE
Control lever
Floating lever *<- Fuel decrease High pressure
hydraulic fluid
Fuel increase
,+.L-. Low pressure
ilq,_I --r hydraulic fluid
Cross section

Speeder spring
Power piston

Flyweight

fl Sleeve
v

Upper compensating
spring

ll Lower compensating
spring

Compensating piston

Needle valve
P-RHDR-O1O

rrilrr,t:- :-= engine load increases, engine speed As the power piston moves up, the
r*:-:=-:3s and the governor's operation is compensating piston is drawn up by the lower
:r"a:i
*: < :-:r:sosite to that at load decrease. compensating spring, and the compensator
: of valve moves down, high pressure chamber pressure becomes positive.
-'ir,T: - : "-.lid flows into the chamber below the Because of this, the speed at which the pilot
riiir'ulli*' : s:3n. and the power piston moves valve moves down is relieved as this pressure
J,ffiniu,a-: - :re fuel increase direction to increase is applied in an upward direction.
:€ :-: -= speed and return it to the previous The compensating effect ends when the
tffi.#-:::: ::rdition. hydraulic fluid flows from the governor chamber
l-i t3vv€I piston moves up, the speeder
ltutllhr';,;rr- in through the needle valve for a fixed period to
,amr-rI -: -cved upward by the speed droop restore the pressure in the compensator
**:-:- s-"r through the floating lever. chamber to atmospheric pressure.
l,::l*s":--=-:lv. the pilot valve also moves ln this way, the pilot valve returns to its regular
.lm,urrlrltr-: --: the pilot valve land closes the pilot position and the engine is maintained at the new
mmilr power piston position.

11
E oPERATToN

ENG!NE STOPPING
Control lever High pressure
Fuel decrease hydraulic fluid
rru:dr Low
fiI:-:_Tifil pressure
^-+-i
lo hydraulic fluid
f--TI Cross section

/^l
Speeder spring
Power piston

Flyweight

Needle valve

Because the governor's power piston is moved The high pressure hydraulic fluid in the bottom
in the fuel decrease direction by the high of the power piston is then returned to the
pressure hydraulic fluid above the power piston, governor's hydraulic fluid tank, the power piston
when the control lever is moved to the stop side moves down (in the fuel decrease direction) and
the pilot valve is moved up by the speeder the engine can be forcibly stopped.
spring. The engine can also be stopped by remote
control by a governor motor or pneumatic
Terminal lever
E uel controller. These remote control devices are
Stop
also installed with a synchronizer to enable
manual engine stopping.
When the engine is not stopped on the governor
side as described above, but is instead stopped
by a handle which mechanically sets the control
rack to the non-injection position, it is necessary
to install a spring in the link system to prevent
Engine stop handle
excessive force being applied to the governor.
As this governor does not have a load limit
Hydrau ic lo,i'^or
P-RHDR-01 2 device, it is also necessary to install a spring as
above when it is necessary to mechanically limit
the load.

-12-
 E oPERATToN

AUXILIARY STARTING BOOSTER

Control lever
High pressure
7a:-.1
\s\1 Fuel decrease hydraulic fluid
Fuel increase l-._.-.-....._........,..-1 Low pressure
ta ,1
hydraulic fluid
}I Cross section
Compressed air
\.,

C o
Compressed air Starting compensation
booster eturn check
\. valve

Discharge check
valve P-RHDR.O13

An auxiliary starting booster can be connected
to the RHD10 governor when necessary. The
following explains engine operation at starting
when a booster has been connected to the
governor.
When compressed air is supplied to the booster
piston to facilitate starting, the piston
C ! compresses the spring and the hydraulic fluid
in the chamber opposite the compressed air is
guided through the discharge side check valve
to the chamber above the power piston.
As the governor at this time is in the engine
starting status, as explained previously, the
hydraulic fluid also flows through the pilot valve
to the chamber below the power piston.
As the governor is simultaneously being turned,
high pressure hydraulic fluid from the gear pump
is also acting on the top and bottom chambers
of the power piston.
Consequently, hydraulic fluid pressurized by the
booster moves the power piston in the fuel
increase direction faster than normal, and it
arrives at the fuel position necessary for starting
faster than normal.
The booster is an effective means of assisting
starting for engines such as those for emergency
power generators, where mis-starting must be
avoided, and high output engines where the
governor's surplus output is small.
Boosters are manufactured especially for the
RHD6 and RHD10 governors.

-13-
E oPERATtoN

SPEED DROOP MECHANISM

Speed droop adjuster

Speed control shaft

{
N1
et I

\
EI
EN
E
Load cut N2

0)
C) Full load nraximum
_=l
o.
o
o
'6,
C
o
tJJ
Load

Time until
stabilization

Speed droop (%) = No load maximum speed (Nr) - full load maximum speed (N)
x 100
Full load maximum speed (N)

With the speed droop mechanism, speed droop
can be varied freely from 0% 10o/o by adjusting
- piston movement in the fuel increase direction
the speed droop adjuster.
When the speed control shaft position is fixed
using the control lever, and the engine speed is
maintained at a speed suitable for a fixed load,
should the load decrease, the power piston is
moved in the fuel decrease direction (ie, down)
to prevent an excessive speed increase.
With this power piston movement, the speed
droop adjuster attached to the terminal arm turns
and pivots the floating lever in a clockwise
direction around the wire A to compress the
speeder spring and apply a new set load.
Because the speeder spring's set load is
increased, the pilot valve is again moved down
to a position where it closes the pilot port, the
flyweight's centrifugal force and the speeder
spring are balanced at an engine speed a little
higher than the initial balanced condition, and
this engine speed is maintained.
Conversely, when the load increases, power
extends the speeder spring so that the engine
speed is maintained at a speed a little lower
than that when the engine speed was originally
balanced.
Consequently, by adjusting the speed droop
adjuster scale, the link lever ratio is changed 0
and, as the speeder spring's set force can be
changed, speed droop can be set freely.
o Speed droop (stabilizing droop)
When load is cut at full-load maximum speed
(N), the speed will increase and then stabilize
at no-load maximum speed (Nr).
Speed droop is the no-load maximum speed (Nr)
expressed as a percentage of the full-load
maximum speed (N).
. Momentary droop
When the load is cut atfull-load maximum speed
(N), the maximum speed (N,) attained while the
speed is stabilizing expressed as a percentage
of the full-load maximum speed (N) is referred
to as the momentary droop.

-14-

COMPENSATOR MECHANISM
Upper compensating spring
Pilot valve land
Pilot valve
Lower pilot valve chamber
C o Compensating chamber
Needle valve
The compensator mechanism is used to prevent
hunting, which generally more easily occurs
when speed d'roop is decreased.
The compensator mechanism's upper
compensating spring and lower compensating
spring are both assembled with a set load.
When engine speed increases and the power
piston has moved in the fuel decrease direction
(ie, down), the power piston and pushrod and
the compensating piston first move down
together. Because of this, the pressure in the
C I compensating chamber becomes negative.
When this negative pressure falls below a
certain value, as it overcomes the upper spring's
set load and compresses the spring, the amount
of compensating spring movement becomes
relatively less than the amount of power piston
movement (the rate that negative pressure is
generated becomes less than power piston
movement). As the compensating charhber is
connected to the lower pilot valve chamber, the
lower pilot valve chamber pressure also
becomes negative, and the pilot valve works to
move down against the flyweight's centrifugal
force and close the previously open pilot port.
Because of this, power piston movement in
response to engine fluctuations can be slowed
ro a certain extent and hunting prevented.
-15-
E oPERATToN
Power piston
Lower compensating spring
To fluid reservoir
Compensating piston
P-RHDR-01 5
ln other words, providing the compensating
spring with a set load and varying the rate at
which negative pressure is generated by power
piston movement can improve stability by
preventing hunting, and improve response (ie,
the speed at which the power piston moves in
the fuel increase direction) by minimizing
momentary droop.
Conversely, when engine speed decreases, the
power piston moves up. As the lower
compensating spring has a set force, however,
the compensating piston also initially moves up,
and the compensating chamber pressure
becomes positive. When this positive pressure
exceeds a certain level, the spring is
compressed and the rate at which the positive
pressure is generated is slowed. When the
compensating chamber pressure becomes
positive, the lower pilot valve chamber pressure
also becomes positive, and the pilot valve is
pushed up to close the pilot port.
Because of this, excessive power piston
movement and therefore hunting can be
prevented.
Closing the needle valve increases the pressure
generated in the compensating chamber. and
thus increases the compensator effect. so that
response can be further slowed.
tr ADDTnoNAL DEVIcES

The governor can be equipped with a governor Their construction and operation are explained
motor and a pneumatic controller. below.
These facilitate remote engine control from a
central control room.
GOVERNOR MOTOR
RHD6 and RHD10 - MC type governor motor
Speed setting screw
Friction coupling Gear head Motor
Gear

Maximum speed setting screw

Synchronizer
knob

Guide screw
P,RHDR-01 6

The governor motor operates when the engine
speed set switch in the control room is turned
oN.
When the motor operates, the speed setting
screw is rotated by the friction coupling and gear.
As the speed setting screw is screwed into the
guide screw, this rotation results in vertical
movement.
Because the speed setting screw acts on the
speed adjusting mechanism within the governor,
speed setting screw movement changes the set
(
load of the speeder spring to vary engine speed.
The speed can also be changed manually in
the same way by turning the synchronizer knob.

- 16 -
 I
RHDG and RHD10 - MCL type governor motor
(with limit switches)
Lower limit switch
Speed setting screw
C o Speed adjuster
(cam)
Speed adjusting
ever
This governor motor enables electrical control
if the set governor speed's upper and lower
mits through limit switches.
-hree types are available for use with ships'
:
-lain engines, pumps, and generators. The
la lontrol ranges and speed setting times differ
:epending on the type used.
-''re motor is decelerated by the gear head
,',rich, through the friction coupling, turns the
-:3eed setting screw to slide the speed adjuster
- an axial direction. A pin protruding from the
-::eed adjuster turns the speed adjusting lever
to the speed control shaft to vary the set
"ed
.: eed.
tr ADDITIoNAL DEVIcES
Upper limit switch
Synchronizer knob
Gear head
Friction coupling
The upper part of the speed adjuster also serves
as a cam to operate the limit switches and move
them within the range determined by the slot to
enable adjustment of the upper and lower set
speeds.
When setting the speed manually, the motor side
synchronizer can be used to freely vary the
speed from the minimum to the maximum
irrespective of limit switch control.
Also, when an attempt is made to
simultaneously change the set speed by remote
control, the friction coupling ensures that the
speed is first changed on the engine side to
prevent any adverse effect on the motor.
-17 -
tr ADDTnoNAL DEVIcES

PNEUMATIC CONTROLLER

Maximum speed setting screw

+ compressed air

0.39 {a}
=E
o
:o)
o
o-
0.29 {3}

=f
I
0)

fi o.zo 121
o-

o.0B {0.8}
Terminal
angle d'1

The pneumatic controller is used to control
engine speed.
When air at a specified pressure is supplied to
the pneumatic controller, the air pressure acts
on the diaphragm and plate, compressing the
spring and pushing the pushrod down.
The pushrod acts on the speed adjusting link
mechanism in the governor to change the set
load of the speeder spring.
The engine speed can also be freely changed
manually in the same way by turning the knob
on the top of the controller.

-18-
 tr ADDITToNAL DEVIcES

HYDRAULIC CONTROLLER

3'

The hydraulic controller is used to control engine The hydraulic controller's piston displacement
speed, but utilizes hydraulic pressure instead is 12 cm3.
of air pressure, and a piston instead of a
diaphragm.

lr

- 19 -
 HANDLING

RHD6 type speed droo_p_adjuster scale L!NKAGE CONNECTIONS

'-0
-5
1. Use a split tightening type lever. After
- 10 determining the correct position, secure it
7 35 using a knock pin, etc.
o6 3so
oc Ezs
r Fu I load rack
I position 2. The linkage must be as simple and direct
a f as possible. Minimize resistance and the
b4 _E 20
.Ec actual mass of the linkage.
oJ
o. *,t
.F ro
o)L E r No load rack
rL1 ps I position
Non injection
I
0 ranqe
0
500 1,000 1,500 2,000 Rack pos tlon
0
Governor speed (rlmin)
P-RHDR-024

RHD10 type Speed droop_adj-uster scale

--- 0
3. The figures at left show the recommended
relationships for connections between the
-510 terminal shaft angle and the injection pump
10
- for a static governor.
40
I e35 \ Full load rack
Advice
a .l position
ou
6/
36
H.o
c25 As play in the Iink system adversely affects
95
(5
5zo performance, ensure play is as small as
C^
o E15 possible.
'Ero
6c OE ,)No
load rack
position
LL1 FJ injection
0 U ,)Non
range
500 1,000 1,500 2,000 2,500 Rack position: 0

Governor speed (r/min) P RHDR.O25

Oil level DAILY INSPECTION

1. Check the fluid level daily before beginning
operation.
lf the level is below the middle of the gauge,
add fluid to the governor.
2. Check that the governor mounting bolts are
not loose and that there are no faults in the
linkage connections from the governor
.zExEt. terminal shaft to the injection pumps'control
rack.

IN.SERVICE INSPECTION
1. Check the governor temperature. The
temperature should generally increase tc
approx 60 " C after 30 - 40 min of higi-
speed engine operation. lf the ambien:
temperature is high, the temperature ma''
increase to B0' C after continued higr
speed operation (over 1,800 r/min).
Temperatures over 100 " C are abnormal.
2. Check for abnormal noises.
3. Wipe any fluid from the outside of the
governor and check that no fluid leaks durin;
operation.

-22-
 E DISASSEMBLY
t

EXPLODED VIEW

I r..
I totz
--
t

w
I

Z\H tan I

r
I

'l4c I

\_l
I

,lri'
8/4
8/5
B/6
B/7
B/9 I

, ),'u 2 119
^1 18

105/21
105/22
105/10 145/17

10s/8 1 05/1 9
105/28
105/9 105/27
105/26
105/7
105/5
t
105/1
105/1
105/4
105/1

-24-
 DISASSEMBLY

PREPARAflON
Keep the work bench clean and tidy.
Before starting disassembly, record
performance data and the positions of
adjustable parts for later reference. This data
will facilitate the detection and diagnosis of any
governor malfunctions and defects.
During disassembly, put the disassembled parts
neatly and sequentially on the work bench,
labelling them if necessary to facilitate later
reassembly.
Clean the outside of the governor before
disassembly.

DISASSEMBLY
1. Remove the four bolts using a screwdriver
and then remove the cover together with the
gasket.
2. Turn the governor upside down and drain
}\\
\K
GW a
the fluid.

I
P-RHDR- 029

Wires
3. Remove the two wires connecting the fork
to the floating lever and then remove the
floating lever.

P-RHDR- O3O

4. Remove the pilot valve assembly.

t
Advice
Put the pilot valve in clean light oil.

P-RHDR. 031

-26-
 A DISASSEMBLY

5. Remove the two split pins and then remove

the two pins connecting the terminalarm and
the guide lever to the power piston.

6. Remove the bolts using an allan wrench

(SW 5 mm).

3a

P-RHDR. 033

7. Tap the base lightly with a plastic hammer

to separate it from the housing.

8. Remove the sleeve from the housing and

the gear shaft from the base.
Advice
Put the sleeve in clean light oil.

-Av+9e
lsl, _-/
. <-)--..4 /-

-27 -
 A DISASSEMBLY

5. Remove the two split pins and then remove

and
the two pins connecting the terminalarm
the guide lever to the power piston'

6. Remove the bolts using an allan wrench

(SW 5 mm).

t,

7. Tap the base lightly with a plastic hammer

to seParate it from the housing'

P-RHDR. O34

8. Remove the sleeve from the housing and

the gear shaft from the base'
Advice
Put the sleeve in clean light oil'

-27 -
 \ B j: '; -'-----uurFt,

-1

;\ (

tJ
o-

P-RHDR. O36

10.
Roll Pin

Note
PC l',iC a-: --
with a .z' -. :: -*iq
Remc .='.- a ::-:;
speec::-:-: i-,,31t

P-RHDR 037

11. Re-: ,,: :*

assemblY

hrust needle roller

the ,.' a:-+-
bearing
Washer

P.RHDR- 038

12. Turr':-=
Terminal arm [efl]C' ' 3
Rerr:':
wre- : -
tern'-a
Advice
1. Do not remoYe UF'IE

-s\s=t:\Er'cs,":
is necessarl E
Z tltfen rePhct2Sr rne
ars\, (heY (\ust be 'ril
P RHDR- 039 assembly.

-28-
 E DISASSEMBLY

9. Push the power piston down from the top of

the governor and then remove the
compensator bushing and the compensator
assembly.

o@o- D

P.RHDR- 036

10. Remove the roll pin securing the fork to

the speed control shaft, and then remove
the speed controlshaft, the collars and the
fork.
Note:
PC, MC, and MCL type governors are equipped
with a cancel spring on the speed controlshaft.
Remove the cancel spring when removing the
speed control shaft.

P-RHDR- 037

11. Remove the flyweight assembly together

FlyweighJ assembly
with the thrust needle roller bearing and
Thrust needle roller the washer from the housing.
bearing
Washer

P-RHDR. 038

12. Turn one terminal shaft one half turn an:

Terminal arm Terminal shafts (2)
remove the terminal shafts'taper pins
Remove the set screws using an alla-
screws (2)
wrench (SW 3 mm), then remove th:
terminal shafts and arm.
Advice
1. Do not remove the terminal arm assem
unless it is not operating smoothly or
' is necessary to replace parts.
,,;. pins (2)
2. When replacing the terminal shafts r

arm, they must be replaced as

P-RHDR- 039
assembly.

-28-
I
 t-

A DISASSEMBLY

Taper pin

Regulating valve 13. Remove the needle valve and regulating

e valve (hexagon head, SW 24 mm) and any
other external parts.
The above completes disassembly of main RHD
C a governor components.
r,,l Disassemble other components when
ft necessary.
'te The pneumatic controller is the most commonly
equipped additional device.
Disassembly is described below.

'rer
PNEUMATIC CONTROLLER
NC DISASSEMBLY
1. Loosen the wing nut. Then, loosen the knob
until it can be easily turned.

C ,

2. Remove the four bolts using a screwdrive

and then remove the cover.

i- -

bti
rfn

lne
ar

-29-
E DISASSEMBLY

3. Remove the diaphragm together with the

pushrod, and then remove the two springs.

4. Loosen the nut and then remove the spring

seat.

The above completes disassembly of main I

pneumatic controller parts.

Disassemble other parts when necessary.

-30-
I
tr INSPECTION

ne Record the details of all inspections and repairs. REPLACEMENT STANDARDS

]Q With parts such as those listed below, first check Parts with key numbers marked C :
their external appearance to determine whether Replace at disassembly or every 2 years
further disassembly is necessary. Parts with key numbers marked E:
o Terminal arm assembly Replace every 4 years or 20,000 hours
. Pilot valve assembly
ln principle, assemblies must be replaced wher
. Housing assembly
any of their component parts have been usec
. Flyweight assembly
for 8 years or 40,000 hours.
. Governor motor assembly
Wash all parts thoroughly in clean light oil, and
check for wear, damage and scratches.
Replace any parts that cannot be reused with
new parts.
nng

.,a-3 4

EZ
E
@

r-!
C )
@ Oilseal @ Gasket

@ Gear shaft @ Gasket

@ O-ring @ Oilseal

@ O-ring @ Oillevelgauge

@ Pin @ Flyweight

@ Rollpin trl Washer

@ Wire @ Thrust needle

roller bearing
@ Gasket
@ Gasket @ Pin

@ O-ring E Floating lever

E Regulating valve
lf parts other than the above are wom or
damaged, replace them with new ones.
:+.CF- j

-31 -
I
I
I

tr INSPECTION
u

Sleeve contact surface Gear shaft contact Base assembly and housing
surface Replace the base if the power piston, gear shaft
.Power piston or sleeve contact surfaces are worn or damaged.
contact surface
Replace the housing if the power piston, gear
shaft or sleeve contact surfaces, or the housing
i
holes, are worn or damaged.
i
Replace the housing if the pressfitted terminal
arm bushings are worn or loose.

Housing holes

Sleeve . contact
surface
t
Power piston
contact surface
shaft
\ surface
P-RHDR- 048

Gear shaft and sleeve

Replace the gear shaft if the outside, spline, oil
seal contact surface or gear is worn or damaged.
Replace the sleeve if the gear, pilot ports or
lands are worn or damaged.

I
Gear shaft Spline

Compensator bushing
Compensator assembly
Assemble the compensator assembly's power
piston, pushrod and compensator bushing in the
housing and check that they move smoothly up
and down under their own weight when the
housing is moved.
Repair or replace them if they do not move
smoothly.
Note:
lf the power piston does not move smoothly,
hunting or excessive speed droop will prevent
O-RHDR. O50
engine adjustment.

-32-
 tr TNSPECTTON

Flyweight assembly
Foreign matter in the flyweight will prevent
smooth flyweight movement.
Check that the flyweight moves smoothly.
Wash the flyweight thoroughly.

P-RHDR- 051

Speed control shaft Power piston, guide Iever and terminal arm
Floating lever
. Replace the guide lever if the pin holes are
worn.

fo FF
Replace the pins if they are worn.
Replace the power piston if the inside is
worn.
. Replace the speed control shaft if it is bent
or the shaft journals are worn.
&
tt
/M WO
/t)
Power piston
<<
i8 Pin Guide
Terminal arm
lever P-RHoR- 0s2

Regulating valve
Washer
Check that the piston moves smoothly.
Spring \ Repair or replace the piston if it is worn or does

\
\\A>
\^ffi not move smoothly.

Other parts
\)
.-.Wv . Check all other parts for cracks, damage,
,
1\
/\
.
damaged threads and rust.
Repair or replace them if necessary.
Replace all O-rings and gaskets.
Regulating valve
Piston
o Replace springs that are damaged, bent or
'-RHDR_
053 rusted.

-33-
tr INSPEcTIoN

GOVERNOR MOTOR BRUSH

INSPECTTON (MC, MCL TYPES)
4 mm or less (replace) Advice
lnspection applies only to direct current (DC)
type motors. The following is not necessary
for alternating current (AC) motors.

Brush inspection intervals

Brush inspection intervals are shown below.
lnspection Replacement
Part name
P-RHDR- 105 interval interval
When overall
Brush Monthly length is 4 mm
or less
Note:

Brush inspection
Overall length of new brushes: 10 mm
t
Remove brush (one side)

Overall length is
4 mm or less

Remove motor and

replace both brushes
Reinstall brush
original position
in I

Brush removal
1. Remove the screw and then remove the
cover.

Cover Screw P-RHDR. 106

-34-
 tr INSPECTION

2. Loosen and then remove the cap.

3. Remove the brush from the motor.

Advice
Do not stretch the brush spring during
ot removal.

Spring Brush 108

'_RHDR-

4. Measure the overall length of the brush.

Advice
. When overall brush length still exceeds
the wear limit of 4 mm, reverse the
removal procedure to reinstallthe brush.
(lnspection is complete.)
. When overall brush length is 4 mm or
less, continue with the following steps.
(Replace both brushes at the same time.)

P.RHDR- 109

Motor removal
1. Loosen the screw and then remove the
knob.
Note:
Screw: SW3

-35-
 tr TNSPECTTON

Screws (4) 2. Remove the screws and then remove the

motor horizontally.

Advice
The motor is connected to a harness. Do
not pul! the harness excessively.

P-RHDR.112

Brush replacement
1. Remove the knob-side brush using the same
procedure as above.
2. Replace both brushes with new ones and
then reinstall the motor and knob by
reversing the removal procedure.
Advice
. When reinstalling the motor, install the
motor so that the side with the nameplate
is facing up.
. Tighten diagonally opposed motor fixing
Covers (2) Screws (2) p_RHDR_ i13
screws (4) gradually and evenly.
Tightening torque: 2- 2.2N . m
{0.2- 0.22 kgf . m}
Brush part numbers
Part name RBAJ paft no. Remarks
1 58901 -4500 For DC24V
Brush
1 58901 -4600 For DC100V

-36-
.I
 E REASSEMBLY

Governor reassembly is described below.

Spring seat PNEUMATIC CONTROLLER
(if installed)
1. Screw the locknut onto the spring seat, then
screw the spring seat into the cylinder.

2. !nstall the diaphragm and pushrod together

with the two springs.

3. lnstall the cover and secure it using the four

bolts.

4. lnstall the knob and wing nut.

-37 -
 E REASSEMBLY

GOVERNOR ASSEMBLY
1. lnstall the regulating valve'
Tightening torque: 25- 29 N 'm
{2.5 - 3.0 kgf ' m}

P,RHDR- 058

lnstatl the terminal shafts and arm'

Align
2. arm's
Set screws (2) Taper Pins terminal shaft's and terminal
"u.n
taPer hole'
Coat the taper pins with an adhesive
install the taPer Pins'
and
3

Wf't"" installing the two taper pins in and

the
arm
terminal shafts, support the terminal
the
i"rrinrr shafts io avoid damaging
Lusfrings pressfitted to the housing'

and
3. Coat the set screws with an adhesive
install the two set screws'
Tightening torque: 3'9 4'9 N ' m-
Taper Pin

{0.4 0'5 kgf ' m}

-

P-RHDR- 04O

tightening'
4. Caulk the two taper pins after final

-38-
 E REASSEMBLY

lnstall the flyweight assembly, thrust needle

roller bearing and washer in the housing.
Thrust needle
roller bearing
Washer

Cancel spring
6. lnstall the speed control shaft, collars and
fork, and then install the roll pin.
Advice
--'!
) t PC, MC, and MCL governors are equipped
with a cancel spring. lnstall the cancel
spring when installing the speed control
shaft.

7. lnstall the power piston, the compensator

Compensator bushing assembly and the compensator bushing.

,K
@A
(-,/

lnstall the gear shaft in the base, and the

sleeve in the housing.

39-
E REASSEMBLY

High pressure fluid Advice

When pressfitting the gear shaft bearing ir
the base, pressfit the bearing to align w
the base face, as shown. lf the bearing
pressfitted too deep, the bearing will blc
the high pressure fluid passageway.

Pressfit bearing until it

aligns with base end face

9. lnstallthe base to the housing using the br

and gasket washers.
Tightening torque: 10 15 N . m
-
{1.0 1.5 kgf . m}
-
While securing the base to the housir
check that the gear shaft turns smoothly
lf the gear shaft does not turn smoothly, I
oil delivery gear may be damaged.

10. Attach the guide lever to the terminal e

Terminal arm and the power piston using the two p
and two split pins.
Split pins
Then, bend the split pins over.

11. lnstall the pilot valve assembly.

Pilot valve assembly

-40-
 I

E REASSEMBLY

Wires
12. lnstall the floating lever and secure it to
the fork and pilot valve using the two wires.

P-RHDR- 069

Advice
Bend the ends of the wires to prevent them
from loosening.
f, a
(

P-RHDR- O70

13. After assembling the governor's inner

components, thoroughly wash the inside
Compressed air and then install the cover using the bolts.
49kPa {0.5 kgf/cm'?}
Air tightness test
-1 Before filling the governor with hydraulic
fluid, remove the air breather and install the
connector, gaskets and eye bolt. Then,
supply compressed air at 49 kPa {0.5 kgf/
cm2) to the governor through the connector,
and immerse the governor in light oil.
-2 Operate the speed control shaft and check
that no air leaks from the governor. lf air
leaks, repair the governor.
Advice
lf the governor is equipped with an overflow
valve, seal it using a blind plug.
lf the governor is equipped with booster
connections, remove them and seal the
openings with blind plugs.
Remove the blind plugs and reinstall all
components after adjustment.

-41 -
E REASSEMBLY

14. Remove the connector, gaskets and eye

bolt.
Reinstallthe air breather, then remove the
cover.

-42-
 M ADJUSTMENT

ln addition to general tools, the following special tools are necessary for governor ad;ustrrent
SPECIAL TOOLS

Key
Part name Pad No Shape Reme-.r:
No !

For drivirg RID

1 Driving stand 307610-0050
governor

For measuo -,r € ,?-

2 Adjusting device 30761 0-1 01 0
angle

PREPARATION
1. Attach the driving stand to the pump tes:e'
and install the governor on the driving sta":
Fill the governor with the specified amo--:
of hydraulic fluid (approx 1,300 cm3; the ffu c
should be a little over the middle of the

ot
gauge).

-43-
 ii

'

E ADJUSTMENT

Terminal arm 2. Move the terminal arm by hand until it

becomes difficult to move to bleed the air
from the governor.

't=a'11 -
,4

d*
P-RHDR-074

3. Turn the flywheel by hand and check that

the gear shaft can be turned easily, and that
the flyweight turns together.
Note:
lf the gear shaft does not turn easily, it will heat
up during operation and adversely affect
endurance.
CAUTION
Remove the lever after operating the
flywheel.
P-RHDR-075 Operating the test bench without removing
the lever can cause serious injury and
Speed increase direction Speed control shaft damage the test bench.

il
4. Set the speed control shaft in the speed
Fuel increase increase position, rotate the gear shaft and
direction check that the terminal shaft moves in the
fuel increase direction.

Terminal shaft p-RHDR-076

5. Attach the adjusting device to the driving

stand and then attach the adjusting device
lever to the terminal shaft.

P.RHDR.O77

-44-
 M ADJUSTMENT

Speed decrease direction 6. Set the speed control shaft in the speed
decrease position, rotate the gear shaft and
check that the terminal shaft moves in the
decrease
fuel decrease direction.
Note:
lf the cover is installed, the terminal shaft may
not return in the fuel decrease direction,
depending on the set position of the speed
control shaft.
7. lnstall the governor cover.
Terminal shaft P-RHDR-078

Warming-up operation
Run the governor at 1,000 r/min for 20 mins and
check that no fluid leaks.
Air bleeding
s-.- Fully open the needle valve (approx 3 turns from
the fully closed position) and run the governor

N at 1,000 r/min. Operate the speed control shaft

so that the power piston moves through its full
stroke.
Do this at least 10 times to bleed all air from the
governor's hydraulic system.

Terminal shaft pointer adjustment

1. Run the governor at approx 1,000 r/min and
move the speed control shaft to the stop
position.
2. ln the above condition, align the terminal
shaft side pointer with the indication plate's
(fuel side) 0 position and fix it using the
SCTCW.

. Terminal shaft p_RHDR_o8o

Adjusting d.evice lever 3. This position is the terminal shaft angle's 0

position. Align the adjusting device's 0
position with this position.

- 45'.-
@ ADJUSTMENT

4. Run the governor at approx 600 r/min (with

the needle valve fully open, ie, returned 3
turns from the fully closed position) and turn
the speed control shaft. Check that the
terminal shaft moves easily from 0 " -
35
' (RHD10: 0" -40' )whenthepower
piston moves through its full stroke.
At this time, check that the terminal shaft
operating torque is 9.8 N . m {1 kgf.m} for
the RHD6 or 14.7 N . m {1.5 kgf'm} for the
RHD10 using a spring balance attached to
Terminal shaft the adjusting device.

OPERATION TEST
The operation test is the same for LC, PC, MC,
and MCL type governors.
Perform the operation test with the needle valve
fully open. e
Speed control shaft pointer angle adjustment
1. Remove the governor cover and set the
droop adjuster pointer at the specified value.

For RHD6 2. Run the governor at 2,000_.,0 r/min and

secure the speed control shaft at the position
7 (A) where the terminal shaft angle is 30 '
a) (30) 6 (ie, 6 on the scale). Then, align the speed
O)
c-.
5 control shaft pointer at 8 (on scales
-(E
-c
4 graduated from 0 - 8) and tighten the
o6
screw.
E(L (10) 2 Note:
F
d)
1
-1 On PC, MC and MCL governors, the terminal
0 shaft is fixed (at A) by a knob.
2,000 -10
Governor speed (r/min)

-2 On RHD10 governors, when the terminal

shaft angle is 32" (ie, B on the scale), align
the speed control shaft pointer at 10 using
the screw.

-46-
 @ ADJUSTMENT

Speed droop adjustment

7
1. Temporarily fix the droop adjuster pointer at
the specified position.
oo) (30) 6
2. Operate the governor at N, r/min and then
So:
el!
5
fix the speed controlshaft when the terminal
oi6
E,
o6
4
a
shaft angle is 30 ' for the RHD6 or 32 "
6C u
EE for the RHD10.
EL (10) 2
P I

3. Gradually increase governor speed and

further adjust the speed droop adjuster so
that governor speed is N, r/min when the
terminal shaft angle is returned to 10 " for
the RHD6 or 8 ' f or the RHD10.
Note:
When the speed droop adjuster pointer is moved
toward 0, speed droop decreases.
When the speed droop adjuster is moved toward
10, speed droop increases.
Advice
Confirm that N, is within the allowable speed
when the speed droop adjuster is exactly as
specified.
Note:
lf the lever attached to the terminal shaft deviates
more than * ' 1 during high speed operation
(ie, at approx 1,800 r/min), check as follows.
Regular deviation: Check compensator related
rl parts (housing, base, assembly, regulating
valve). Replace them if necessary.
lrregular deviation: Check the flyweight
assembly. Replace it if necessary.
Perform the following adjustments with the
governor adjusted as described above.

-47 -
M ADJUSTMENT

ADDITIONAL DEVICES
Pneumatic controller adjustment
1. Before adjustment, check that the outer and
inner springs' distinguishing colors are as
specified.
lnner spring 2. Temporarily position the manual knob as
shown at left and connect a compressed air
-
source capable of supplying 0 0.49 MPa
{0-5 kgf/cm2} to the eye bolt.
Note:
Perform the following adjustments and
confirmations based on the individual test
standards.
3. Point I adjustment
Example:
1,680 - 0.37 MPa - 30 + o's
{3.8 kgf/cm2} (
I
o)
c(6
(speed) (air pressure) (terminal shaft
(g
angle)
T
a Operate the governor at 1,680 r/min and adjust
C the spring seat so that the terminal shaft angle
tr
o is 30+o's' when 0.37 MPa i3.8 kgf/cm2) air
F
pressure is supplied. Then, secure the spring
0 pr"..rr" (MPa {kgf/cm,})
Air.
seat using the nut.
Advice
When adjusting point I , return the air
pressure to 0 and the manual speed
adjusting knob to its original position to
prevent diaphragm damage.
4. Point II adjustment
Example:
1,055 - 0.16 MPa - (Approx 16.s)
{1.6 kgf/cm2}
(
(speed) (air pressure) (terminal shaft
angle)
Operate the governor at 1,055 r/min and confirm
that the terminal shaft angle is 16.5" when 0.16
MPa {1.6 kgf/cm2} air pressure is supplied.
5. Point III adjustment
Example:
700- 0- 8.5*1'5
(speed) (air pressure) (terminal shaft
angle)
Operate the governor at 700 r/min and adjust
the manual speed adjustment knob so that the
terminal shaft angle is 8*1'5 "
at an air pressure
of 0. Then, secure the knob using the wing nul

-50-
 M ADJUSTMENT

Governor motor operation confirmation

(MG type)
1. Specification confirmation
Confirm from the individual standards that
the specifications of individual parts are
correct.
o Motor specification (voltage)
o Condenser capacity
. Speed reduction ratio

2. Operation confirmation (using speed

adjustment knob)
Turn the knob manually, and confirm that
the speed setting screw turns smoothly over
the whole range by observing speed control
shaft pointer movement.
lf it does not move smoothly over the whole
range, loosen the friction coupling set screq
adjust the positions of the bevel gear teeth
and recheck screw movement.

Example 3. Operation confirmation (using the motor)

Connect the governor motor assembly to the
electrical test circuit in accordance with the
Test electrical circuit Governor motor assembly particular motor's specifications, as shown
Motor
,soec..
'
at left.
Speed increase] Black
o-.----.*- ]
-L) o--
|
white
Red
*rlo
f-EJool
d 0E

Speed decrease

4. Operation test
o Turn the governor motor's speed switch ON
in the speed increase direction to operate
the motor.
Then, operate the motor until the fork
contacts the maximum speed setting screw
adjusted above and the friction coupling is
rotating freely.
'.'aximum

Speed setting screw p-RHDR-oe7

-51 -
E ADJUSTMENT

Speed setting screw . Then, turn the switch OFF and then ON in
the speed decrease direction, and confirm
that the speed setting screw begins moving
smoothly.

P-RHDR.O98

o Operate the governor motor untilthe speed

setting screw contacts the stopper and the
friction coupling is rotating freely.

Speed setting screw p-RHDR_oes

o Then, turn the switch OFF and then ON in

the speed increase direction and confirm
that the speed setting screw moves
smoothly.
Advice
During the above operation test, if the friction
coupling rotates freely in other than the
following two cases, check the alignment ol
the bevel gear teeth.
o When the maximum speed setti'ng screvt
is contacting the fork
P.RHOR.l OO
o When the speed setting screw is
contacting the stopper
Governor motor operation test and limi
switch adjustment (MCL type)
1. Specification confirmation
Confirm from the data sheet that th
specifications of individual parts are correc
. Motor specification (voltage)
o Condenser capacity
. Speed reduction ratio

-52-
 M ADJUSTMENT
2. Operation confirmation
(using the manual speed adjustment knob)
Confirm operation as described below
before adjusting the terminal shaft side
pointer.
Operate the knob manually and confirm that
the speed setting screw rotates smoothly
over the full range.
lf it does not move smoothly in some places,
check the installation of the holder or the
speed setting screw.

3. Governor motor operation test

(limit switch adjustment)
' Tesl electrical circuit Governor motor assembly Connect the governor motor assembly to the
II Soeed increase "o.". !
electrical test circuit in accordance with the
r' r :
particular motor's specifications, as shown
o---(--{----L--
at left.
l*,.")]-'--.-i--
decrease
soeed i Upper limit Then, adjust each limit switch.
ffil
ri
I I

4_
era.t.

L___l I
(:# NC COM I REd

Maximum speed limit switch adjustment

Operate the governor at the specified speed
,7 (N, r/min), and the governor motor in the
speed increase direction.
oo) (30) 6
Adjust the limit switch's upper limit position
f;o s so that the governor motor stops at the
-o
(06 4 terminal shaft angle of 3013" for the RHD6
or 32t3 " for the RHD10.
c.
oi
_; a
6C U
.='6
Er (q2
p
!- 1

-53-
t"

M ADJUSTMENT

Lower limit switch o Minimum speed limit switch adjustment

Operate the governor at the specified speed
(N" r/min), and the governor motor in the
sp6ed decrease direction.
Adjust the limit switch's lower limit position
so that the governor motor stops at the
terminal shaft angle of 1Ots' for the RHD6
or8t3' for the RHD10.
Set the governor speed at 1,500 r/min and
confirm that the governor motor operates
correctly between the upper and lower
operation limits and that the friction coupling
does not rotate freely.
P-RHDR-1 04

-54-
 E TROUBLESHOOTING

BLESHOOTING
the phenomena listed below, some originate lf no engine faults are found, check the governor.
in the governor, and some solely in the As the governor uses many precision parts, there
is a danger of the engine overrunning if these
Faulty starting parts are incorrectly assembled.
Hunting
lnsufficient engine output 7\cnunoru
Engine will not operate at maximum speed Never attempt to repair the governor on-site.
Excessive momentary speed droop, or Always consult your nearest Bosch
inability to control speed Automotive Systems representative.
check the engine for the following faults.
engine faults are found, perform repairs in
rdance with the engine maker's
Compression pressure of each cylinder is
extremely uneven
Excessive play in fuel control and speed
adjustment linkage
Excessive resistance in injection pump
control rack and fuel control linkage
Excessive play because of worn governor
drive system gear or rubber damper
Relative positions of linkages incorrect
Dashpot spring in fuel control linkage bent
or damaged

-55-
 No.GSl(F16 1/2
2010/11 i24
Sl ttyaa-E)v+*rt.e+7
+t-fzlH# Tssr-0076
CS#E:T'FB
tffifi1ttrt,*+
1TEI lir30+
TECHNICAL INFORMATION DAIHATSU DIESEL MFG. CO..LTD
AFTER.SALES SERVICE DEPT,
1.30, OYODONAKA, 1 CHOME.
KITA.KU, OSAKA, 531-0076 JAPAN
TEL (+81 ) 06-6454-2U7 FAX.1+61 1 06-6454-2680

# e t&ffiffiof.fri**ffrt=?L\(
SUBJECT Instructions for Water Washing Cleaning of Turbocharger
EHT[E RHgiEffiffiH'ffiI#TA
ENGINE MODEL Engines lnstalled with RH Type Turbocharger

66 NOTE
c@{frltt*o)#ffi t.rt 3 * L(, i&#WD, * In HFO specification engines, many turbocharger troubles
f > H- i. t+ffi L t=jt * tf' >, t tr E riE f6 #rt\ ffilE caused by carbon accumulation on the turbine blades are
-*-4-#{t4fi\+ < #93tr1(*j v) *,f
o ?T Z fJF"lEl* b 9 *t /-rtr. €ffi Fd
"
/r *rR:/#ffilt-> 3 * L(li. qffiltf#fi\*ffit
-eo 1frf*#ffi
reported.
Regarding to carbon deposit, if it is cleaned in overhaul
maintenance, it does not cause any trouble. But in case
t;ME/t&El.{r. €ryH! t I *'c > **Wrt\'h no overhaul maintenance in short period, periodical water
* $ :z WffiFh kttfl1 V71; 5 v) * f washing cleaning is effective against carton accumulation.
"

,* c *ffi ttHffi L < TF ( /: a) l:.

Y 7Kftr? L dt To perform water washing effectively, please refer to
#t* L'^f6+Er.<'fr#qfrRtt4fg 6ri L *f" cleaning procedure in this "Technical Information".

f . irEr+ffiffiiJ25ofl+ffi#K*ffr-f 6" 1. Perform water washing cleaning in every 250hrs.

2 . r&frf&^ u UFXJI ^ lH.i9li3oo- 35o"c l /c 2. Start water washing in 10 minutes after exhaust gas
4 fr h <, K1 o h &+.r;1*.{.tFc# t *ffif 6 "
1 temperature becomes 300-350"C at turbocharger inlet.

3 . ffii+EfF Gk^* i oB &4.ffi F * r, .) 3. Water washing procedure (See the figure in next page)
fi)HFfiH^aE^€O Lti-rjti- F'@& =2. (1) Connect water feed pipe O for exhaust pipe and gauge
fi*x@-r9*(. board @ with rubber hose @.
{2) I *, tri- ts Ol.l<D ffi t<i; * z q P g 1 (2) Connect water supply hose @ to gauge board @.
"
(3) tTir'ffiW#@&ffi E, / A tv@*TDE, ir, (3) Open pressure adjusting valve @ to let water into
*vtt.^tr&L,E)1e+ato. oSMPa ffi.E the hose and the pipe before nozzle @, and adjust the
l.ffi#f
6" pressure to approximately 0,05MPa at pressure gauge @.
(4) i^t >=y//@/x1fr<" (4) Open the drain cock@.
zitv@2Lffiltlz;"
(5),r (5) Fullv open the nozzle @.
@ EJtil@ L F-/t li 6 0.05-0.08MPa (0.5-0.8ks (6) With watching pressure gaugE
.adjust the pressure
/cm2) aFf ht:/s r" y a EhffiWttO)LffiW. to 0.05 -0.08MPa
(0.5
-0.8kglc ,') *ith th" pressure
9 'J" adjusting valve @.
(7) iEzk.E+fHt* 5 A- 7 h ttr- ra " (7) Pouring water time should be 5-Tminutes.
(8) i+7kfEi?r\fr*tt.> f: b, / A tv@ 274 Y 4 " (8) When pouring water cleaning has finished, close the
nozzle @.
(s) F-u> D+)FtUli1*'v, . LLreA&L, F vv = (9) Confirming no drain discharge, close the drain cock @.
v r'@)kffiD4"
4. Dry up After water washing cleaning, keep the engine
4. {L&EE : t].Ktltt|ii.iltU- Hffi-R tl.. ;t tL running with the same or higher load for more than 10
D) Lo> 96 -7 1 o AF6 rl1.'tr#t' 4 "
minutes.
 No.GS10-1 6 2/2

;ta€ (3
Water feed pipe lk;fd+ t* il't - - t: *tffl &) 6 - t .
1*. )v
*f,)i zRtt"t=*6=-F,r,f ol#{.tt-t,
)aE 9 6-C.
After water washing, make sure to
close the needle valve.
Keep it in mind that there is no seizure
for the needle valve due to exhaust
r:a gas leakage.
t.l a t:
i
rl =-f )V*/ Needle valve
I
i
I
,. avitvl
Lock nut
I
I '-. =-F)r+>*F
Needle valve seat
i\lri-
E)}A+ A rx.fiffi#* @,
Pressure adjusting valve
Pressure gauge

I iafi-zi*ffi
={:

I t-rrli-ll'€l
,({*ffi*-z
Water supply hose
IKF./Water pressure
@
"A"F#ffi / Detall"A"

Hose connection I Gauge board 0.05-0.0BMPa

(i+;d,) f#ffi CIftfrtl: x.'o . &wr+xqowl,-* Notice: Depending on the engine specification, for fitting
lk /ti'l'tr-/t8#fi\b D *t,t>".:, H€ t Err water washing device, some modifications are needed.
In case specification is different from standard. please make
*iftiir,.a;btT5 r..,. inquiry to our service agents or our service department"

(ii.E rF) (Attentions)

- i+,4(+ itH t.trf+fl L. i+,fiErj &t € f.- A .
#1fiff.t-t=1*.farytnt,b r* v >//<4 'l/t\*/t\it
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=* F.rv+{*L,j' ffi Ft z; "
B:HrfrJill<llitffJ L/rt\: &,, (^ffitr[#]rl
*FlE ro: + Z 4,4 ffit+.fii b; \,*.f)
- #c# .t& 0 t *Lffi ta: 4E * t.l- 6 f:- bb :* . WfAl+ tL
t i
t€dt-ct*rr < . tr#ffr(DgJ {frt/r P'r". &lHE
Ehlkt:-,4<#rr? L *ffi L . t D *. X Affi )@+i L
*#ffifr*av,,/i€* Lr,'"
'During pouring water, always watch for no excess of
pouring water and for drain pipe not to be clogged with
>>'/:41$trffi removed carbon deposit. (Periodical inspection for drain
pipe clogging is recommendable)
6. T /n 'Even though drain discharge can not be confirmed, do not
perform water washing more than 7 minutes.
.After water washing, make sure to remove the rubber hose,
ir_
also make sure to close the needle valve of the nozzle-
'Do not use engine cooling water for water washing.
(Additives in cooling water might cause a problem)
.To make sure of sufficient dry up, it is desirable to start
water washing not before engine stops, but after engine
started, so that the engine continues on load operation
after water washing.

* i+/(ifi?fi+ t:r&#&t) i,E€l.rjiN 7-;tE#tJ'.
4€l\iHZ .*.T-.E|frri& l= 5it6 i.. il/<
z;:
L + r:L. r6+-1&of$|hwlffi *'*ft! t 3 r,."
x tll'x,lj z (D ll 3 *J*I:: t q, F v > /:\'#t& L
*.#F fr S ir /r t, '&A fi\ b 'q i t rt\ , ty,{k{+l*.
i., *- h fr +Lt*Affi #46L'tf6 f ir rf . t* i: 6J
x ESH!i.'ltk t A tv, f > )/+i+
prlrfifftf fr: i:"
* In case abnormal noise occurs in the turtocharger, reduce
water pressure or stop pouring water and carry out
overhaul maintenance of the turbocharger.
* In case due to being sucked by exhaust gas, drain
discharge is very small, even so, if drying up on load
operation after water washing is sufficient, it does not
cause any problem.
D;#* v) i1:/t * Periodical inspection for water washing nozzle and cloggrr;
of drain pipe is recommendable.
 No.GS10-17 1/2
2010/12/1
+r-c7,lHffi f {rttia-Etvt*lt*lt
csffiiE$#fli
TECHNICAL INFORMATION T531-0076 i&fiJtEt,E+
rTE 1i*308
DAIHATSU DIESEL MFG. CO.,LTD
AFTER.SALES SERVICE DEPT.
1.30, OYODONAKA, 1 CHOME,
KITA.KU, OSAKA, 531-0076 JAPAN
TEL i+611 06-6454-2347 FAx (+81) 06-6454-2680

l+ e
SUBJECT Introduction of Modified RH type Turbocharger

frffiffi,ffi DK#ffi
ENGINE MODEL DK Models

fi6 NOTE
RI{ 34-1,6ffiffii.1c3 g L<. F *f >+fra, turtocharger of model RH..3, separation of sealing funotion
o
In

- 1v*I,Lfr\l#tLf b : & i. I 9, w* *fiy,/t>D]/ partiom turbine shaft makes exchange of sealing part alone
aiWn\af#.1:./s'q aLfi(t*tv) y rz =*,)" possible (sealing bush type).
2* tvl y .z = D4Df&/i("3 6f:.d>., - C As the sealing bush alone can be replaced, it is not necessary
>+&Lffiffi.L ( :"{€ffi L(iE < - t rrffi ** f" to replace whole turbine shaft.
*, t:. tE *4.Ef;AF#rii.'/ * /v#)E#+ii f',{]E & In standard type turbochargers, abrasion of sealing part is one
tt ->< v. * L/:di, r* )v) v z =l]-iE1|trlwt of the problems. In modified type, with applying hardening
ffif$t: J.A, MtiEfLtHt 16'l-t5it'<fjq *-9-. treatment to sealing bush, anti-abrasion ability is improved.

+**#jt.{JA T 1 4ry7&*#f*l&.E<ry4< or!ffi Also, semi-floating type bearing which is applied to model
o)b) 9 *.t , @**ft.ftlt*;v,a@litt*'Y 17 u AT-14 and so on, is adopted forjournal bearing. The semi-
- l.-,:7 y >r'k*.Hl,<*iA *,t" floating type bearing has an advantage in stable rotation.
>-tvi Y -2 =i\F * b"7f$ Lt :7 t: * l'^:7 Along with the sealing bush, using semi-floating type bearing
, > r' olfr"ffil. & E . niit^lt+.otril LtB 7a a L /t; can be expected improvement of durability.
fi * -4-o)r, ;&{iw/rwd)H,.tt, ffiryi6.*Aw
,< When replacing turbocharger, please make an inquiry for
16./" y' t;) f 4 *t tv+)r* V- 7 l. y | 9 * ) the modified turbocharger to Daihatsu Diesel Service
^l-
f6L'AbtT3','. Network.

URL: hftp: / / www.dhtd.co jp U RL: http:,/./www.dhtd.co jp

- N*' * r),+fi,*. ffift#\Dtv*t\tt;&) l:_d>'tft*- This turbine shaft, because of different shape in bearing part,
b, *t /. Dr, iwoffi lt li =
j4 L ttH &++fi\ has no compatibility with the standard type. Therefore, when
*
>7 Y l- A S S YHL < lt, 'lz >, *)r* l't) replacement, replacement with complete assembly or with
the center cartridge is necessary. For the piping, alteration
Aq_rr,il'wb, *.1tL" is not needed.

t>r-h-tJ)v)/ center cartridge i

 No.GS10- l7 2/2

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Turbine side Compressor side

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Sealing bush

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 CHAPTER

1
Engin" Outline and Equipment Layout

1-3 Engine Ouiline and Equipment Layout

Gauoe board
Starling air operation valve

Lubricating oil pump Cooling water pump Air cooler Operating lever
I

Flyrwheel

Lubricating oil lempevature control valve Turbocharger

Lubricating oil filter

Lubricating oii coo:e'

Lubricaling oil
relief valve

Turbocharger lubricatirg ol fter

I DAIHATSU DK-20 f r:.-:

CHAPTER

1
General

3 DK.2O Engine Outline and Equipment Layout

1-3 Engine Outline and Equipment Layout

,l

DK-20 Z 99-8
 General Construction
ITEM

1.1-1.5 Engine

2-1 Engine 2-1.4 Balancing Shaft

2-1.1 Engine Frame, Cylinder Liner,
and Main Bearing
The frame is a monoblock structure made of cast
iron, and the upper section ol the frame lorms a
cooling jacket, together with the cylinder liner.
The main bearing is a suspension type, and
mounted to the engine frame with 2 mounling bolts
and 2 side bolts.
lntake air, lubricating oil, and each cooling water
channel, and the timing gear case are incorporated
in the engine lrame.
A frame safety valve is provided to the cover on
the engine frame side.
2-1.2 Crankshaft and Bearing
The crankshaft is made of a forged and monolithic
structure, and the bearing part (the crank pin
and lournal) is quench-hardened.
Exhaust manilold
The l\ywhee\\s ins\a\\ed at\he rear end (outpu\
side) of the crankshaft, and the crank gear lor
driving the camshaft is installed at the front
end of the camshaft, together with the auxiliary
drive gear lor driving various pumps.
The main bearing and crank pin bearing have
a thin-walled, two-piece structure, and a thrust
metal is attached to the front and rear end of
the No.1 bearing located at the rear end.
ln 3DK engine, lhe balancing shaft is installed tor
preventing vibration.
The balancing shaft is supported to the crankshaft
with 4 thin-walled metal and 2 aulomatic core-
adjusting bearing, and is driven by the auxiliary
gear located on the front side of the engine.
2-1.5 Piston and Connecting Rod
The piston is of an assembly type made of special
alloy steel wiih ductile cast iron, and is cooled
down by the lubricating oil that is transferred from
the connecting rod via piston rod.
The connecting rod is form{urned lorged product
with the large end, which is horizontally split into
three pads, to allow overhaul of the piston without
disassembling the bearing unit.
Rocker arm device
va\ve,
Exhaust valve
Cylinder head,
Fuel nozzle,
Starting valve,
lndicator saletY valve
Cylinder liner
lntake duct
a
Connecting rod Fuel injection PumP

2-1.3 Camshaft and Timing Gear

operaling
The camshaft is located on the left side of the device

engine (rvhen seen from the output side).

The inlake carn, exhaust cam, and {uel cam
are fixeci tc the camshaft by shrink litting' shaft
The timing gear for driving the camshaft is
Engine lrame
installed on the rear side of the engine, and
the cam gear is drlven f rom the crank gear via Balancing
Side bolt
shafl
the middle gear.
ln 6.8DK engine, the drive coupling of the
starting air rotary valve rs inslalied on the rear
side of the engine.
Note ihat in 3.5 DK engine, ilre starting air
rotary valve is not installed since tne engine is
air molor starting tyPe. 3DK-20

DK-20 z 99-8 DAIHATSU

I

General Construction
Engine
2-1.6 Cylinder Head
The cylinder head is of a highly rigid structure
made of special cast iron, and is hydraulically
secured to the piston with 4 bolts.
Four valve system is employed having 2 intake
valves and 2 exhaust valves, and a water cooling
valve seat, which is directly attached to the cylinder
head, is installed for each exhaust valve.
The indicator valve and cylinder safety valve are
installed on the upper face of the cylinder head,
and the starting valve is located on the side of the
head. Note that 3.5DK engine has no starting
valve since it is motor starting type.
2-1.7 Fue! lnjection Device
The fuel injection pump is a Bosch-type high
pressure pump and a tappet-incorporated
monolithic type. lt is provided with a closed-type
plunger barrel and isobaric valve, and plunger
lubrication is employed.
Also, lhe high-pressure oil inlet coupling, which is a
horizontal-insertion lype, is connected to the fuel
injection pump via high-pressure coupling made of
lorged steel.
Control lever
Starting air rotary valve
(6.80K-20)
Cooling air pump
Lubricating oil pump'
Auxiliary drive
DAIHATSU
CHAPTER
2
DK.2O .6-1.10
2-1.8 Valve Operating Device
The intake and exhaust valves are driven by motion
transferred from the camshaft via swing arm, push
rod, and rocker arm.
2-1.9 Fuel Control Device
The governor is installed on the rear ol the engine,
and is driven by the cam gear.
The control lever is located near the gauge board
on the front side ol the engine, together with the
starting valve.
2-1.10 lntake and Exhaust System
The turbocharger and air cooler are mounted on
the front end of the engine.
The standard specification of the turbocharger is
non-cooling and forced-feed lubrication, however
the specifications may vary according to the engine
type, output, and specilication ol each order.
(E[h, "lnstruction Manual of Turbocharger")
The exhaust manifold and air intake duct are
installed on the same side of the engine, and the
intake duct is incorporated in the engine frame.
Governor
Cam gear
ldle gear
Crankshalt Main baring shell
UK.ZU i ::-a
CHAPTER

2 General Construction

2.1 DK-20 Piping Systems: Starting Pneumatic System

2-2 Piping Systems

Piping systems and related equipment vary depending on the engine applications,
type ol fuel used, and specifications.
This section describes the typical piping systems of standard specifications. For
more details, refer to the piping systems included in the final documents.

2-2.1 Starting Pneumatic System

Starling operation of the engine is by pneumatic
system, and direct starting system is employed for
6.8DK, and air motor starting system is employed
for 3.5DK.
(1) Direct Starting Type
Starting operaiion is made by means ol the
piloted ignition system using compressed air.
When the push button for the starting operation
valve is pressed, control air flows to the starting
air valve to open the main valve, and the
compressed air reaches td the starting valve ol
each cylinder.
Meanwhile, the compressed air branched off
trom the main slarting air pipe is sequentially
supplied to each cylinder by the starting air
rotary valve according to the ignition order, and
opens the starting valve of each cylinder.
The compressed alr senl through the main
starting air pipe eflecls the piston, causing the
engine to start its rotation.
The starling operation valve, stading air valve,
and starting air rolary valve are installed on lhe
front side ol lhe engine, and slarting air rotary
valve is driven lrom the lront end of the camshaft.
Note that a safety valve and a check valve is
installed in the main air pipe for prevention of the
reversed llow of combustion air.
ln case that the engine is started remotely or
automatically, the starting operation is made by
means of lhe solenoid valve, allowing control air
to reach the starting operation valve.
( I[Dl : "starting Method")

Engine starting solenoid valve Starting operation valve

(ln case of remote or auto starling)
t -E -li
__-!l ;r

Salety valve

Starting air rotary valve

Starting valve Check valve

(Cylinder head)

Slarting valve
Control air

Starting Pneumatic System; Direct starting type

DK-20 Z 99-8 ,TSU


Genera! Construction
Piping Systems: Starting Pneumatic System DK.2O
(2) Air Motor Starting Type
Starting operation of the engine is made by air
molor system using compressed air.
ln case of remote starting or automatic stailing, if
the stating push button ol the engine control
board or operation board (monitoring board) is
pressed, the starter relief valve provided with
pressure conlrol function (monolithic type
incorporated with relief valve) activates, and the
decompressed air pushes out the pinion gear of
the air motor.
When the pinion gear is engaged with the wheel
gear attached to the flywheel, the main air circuit
of the air motor opens.
Starter reliel valve (with regulator)
I
t_
Air motor
Starting Pneumatic System; Air motor starting type
I DAIHATSU
CHAPTER
2
2.1
Consequently, the air motor is driven by the main
air, and the engine starts its rotation.
ln case of starting lrom the engine side (locally), if
the starting operation valve is pressed,
decompressed pilot air opens the main circuit of
the starter relief valve, and decompressed air
pushes out the pinion gear of air motor.
Note that a strainer is provided between the air
tank and relief valve for protection ol the air
motor,
The reliel valve and air motor are installed on the
base plate of the engine.
(t[h : "starting Method")
Starting push button
-a-
Starting air
I (-24 : ::-:
CHAPTER

2 General Construction

2.2 DK.2O Piping System: Fuel Oil System

2-2.2 Fuel Oil System

Fuel oil syslem vary depending on the grade ol the High pressure oil fed by the fuel injection pump is
oil used, and a typical example ol the luel oil inlroduced into the luel injection valve connector
system for heavy fuel oil is as shown below. lrom the cylinder head side via high-pressure
When heavy fuel oil is used, oil must be heated piping coupling.
and kept at a constant temperature to maintain the ln case of heavy fuel oil specification, nozzle
oil viscosity suitable for injection. cooling is provided to prevent the formation of
Oil heated by the heater and pressurized by the carbon flower.
fuel feed pump is translerred to the fuel injection ( [E]r 2-2.5 "Nozzle Cooling System")
pump via filter. Surplus of oil is returned to the When diesel fuel oil is used, heating or heating
inlet side of the oil feed pump via pressure insulation of oil, and nozzle cooling is not required.
regulating valve (relief valve), and is then
circulated again.
The oil pipe is provided with various heat insulating
arrangement such as steam trace or ragging, and.
is kept at a constant temperature.
The lubrication of the fuel injection pump is made
by means of fuel oil circulation system, and the
plunger is lubricated by means of forced-feed
lubricaiion system using lubricating oil.
(ffi: "Lubricating Oil System")

f*-g
V,B'
Heavy luel oil supply system

Air separalor
I

I
li
Main pipe lor luel injection valve
return oil

Main pipe for fuel high-pressure

coupling leaked oil o
U# iI lE 1

lc * . ,1 ,--.----|
n ;h-pressure Fuel injection
I
I
coupling valve
I
I

, I
I
Y
/\
I

;Ad
t___
I Filter

V,fr*:::ti Viscometer
i 4
i

-l ii
I
I

I
I
I
Y\
AV
1l

iO Fuel feed
pump
t______l

V,,?#i-1
A
F,rel in e:
I
I +
l.
--t-- _--____t_
Fuel retum
main pipe

-,.a \
Belief valve -:=r=-

Fuer Oil System

DK-20 Z 99-8 DAIHATSU

 CHAPTER
General Construction 2
Piping Systems: Lubricating Oil System

2-2.3 Lubricating Oil System

The lubricating oilsystem is as shown below.
Lubricating oil transferred to the lubricating oil
cooler lrom the lubricating oil pump is regulated to
reach the specllied temperature and pressure, by
means of the automatic temperalure control valve
(hereinafter relerred to as temperature control
valve) and relief valve respectively, and lhe
lubricating oil is transferred lo the oil channel ol the
engine frame lrom the cooler via filter. Then, from
this oil channel, the lubricating oil is supplied to the
piston through the holes of the connecting rod via
]J each main bearing metal and crank pin metal.
Lubricating oil is also supplied to-the.camshaft,
valve-operating swing arm, luel
injection pump, various gears, and around the
locker arm.
The lubricating pump is of a gear type provided
with a safety valve, and is installed on the lront side
of the engine, to be driven from the crankshaft.
The lubricating oil lilter is a nolch-wire duplex type,
and blow-ofl cleaning during operation is possible
with this filter.
Lubricating oil is supplied to the turbocharger and
fuel injection pump via each special lubricating oil
filter respectiv'ely.'
Lubricating oil, that has circulated through and has
lubricated each part, returns to the base plate of
the engine (oiltank).

Fuel injection pump

Lubricating oil cooler

L
! Swing arm

Timi

Governor drivi

water pump

Base plate ol engine (oil tank)

Lubricating Oil System

DAIHATSU DK-20 Z 99-B

 CHAPi tR
2 General Construction
ITEM

2.4 DK.2O Piping Systems: Cooling Water System

2-2.4 Cooling Water System

The cooling water system is divided into the jacket
line (primary water) and the cooler line (secondary
water), and normally the lacket line is used for
lresh water, and the cooler line is used lor sea
water (in case of use for vessels) as the standard
application.
(2) Cooler Llne
Cooling water in the cooler line is forcibly fed by
a special pump exclusive for cooler line, which is
separately installed, to the air cooler, lubricating
oil cooler, and lresh water cooler, and is then
discharged.

(1) Jacket Line

The jacket line circulates cooling waler, and lhe
water cooled by the fresh waler cooler is forcibly
led into the cylinder jacket of the engine by the
cooling water pump, so that the water cools J
various part of the engine and returns to the
fresh water cooler through the outlel collective'
piPe.
A temperature control valve is provided between
the inlet and outlet of the engine (or, fresh water
cooler) to maintain the water temperature
constant.

Nozzle cooling system

(Not required for diesel luel oil
(Remove RH133) engines)
Head tank I

I Turbocharger

, Fresh water cooler

\
ii Fuel I
i-------------------:.----------------l inlection I

'"y _l
Temperature
control valve
Jacket line outlet main PiPe

Cooling Water SYstem

DK-20 A 00-9 DAIHATSU

 CHAPTER
General Construction 2
Piping Systems: Nozzle Cooling System DK.2O 2,5

2-2.5 Nozzle Cooling System

Nozzle cooling system is installed in the engine that
uses heavy luel oil.
ln order to prevent the formation of the carbon
flower that occur on the nozzle tip ol the fuel
injection valve when f uel oil temperature is
intensely heated, cooling of the nozzle tip is
required, and therefore the nozzle cooling using
cooling water or diesel fuel oil is carried out.
As the standard specilication, cooling water is
employed.
ln case ol the special specification using diesel fuel
oil, the cooling system is of independently feeding
system, and the nozzle cooling pump is installed on
the {ront part ol the engine. The oil reaches the
luel injection valve from the cooling pump through
the inlet main pipe to cool the nozzle tip. After
cooling, the oil returns to the outlet main pipe, and
then returns to the diesel fuel tank through the relief
valve and temperature control valve. This is the
forced-leed circulation system.

a As the cooling waler, part of the waler used to cool

the cylinder head is branched out and reaches the
luel injection valve through the inlet main pipe, so
that it cools the nozzle tip and then returns to the
outlet main pipe.

Oullet main pipe

lnlel main pipe

.a Jacket cooling

Jacket line lresh

waler pump

Nozzte Cooling System Diagram (Fresh water cooling)

Reliel valve
Oullet main pipe

Temperalure control valve

lnlet main pipe

Fuel nozzle
tl
Nozzle Cooling System Diagram (Diesellueloi! cooling)

DAIHATSU DK,20 Z 99-8