TABLE OF IMPORTANT CHECK POINTS Item Probable Outcome Page No. of Details: When abnormal noise is heard, stop the engine immediately. If running continued under such eondi- tion, unexpected trouble is resulted in major parts, After starting, carry out warming up run for about 10 minutes. If warming-up run is not practiced and load run is entered directly from starting, oil is not distributed through- ‘out the engine, causing the seizure of working parts. Carry out engine oil exchange without fail. If oil becomes old, abrasion of various engine parts accelerates, Refrain from operating the cell_motor continuously for more than 20 seconds at any one time. Longer usage of cell motor damages the pinion and cell motor interior. Confirm that pressure of engine oil is up during running, If the pressure drops, oil is not well distributed inside the engine, causing such trouble as seizure. In cold season, be sure to remove cooling water from the engine after its operation. Carry out cleaning of fuel filter and lub. ofl filters periodically. If cooling water freezes, cylinder body and radiator, ete. are damaged. If dirt clogged up filters, trouble of fuel pump and seizure of various metals are resulted. Use recommended fuel and lub, oil If inferior fuel and Jub, of are used, troubles of fuel system and lub. oil system are resulted, Carefully check loose bolts and nuts. Little lopse holts and nuts invite major trouble. Fully retighten the loose fasteners. A care should be paid not to stop the engine suddenly after the full load Sudden stopping causes seizure of rotational parts and bearings. Bernt — GE (2 — 1300 PF VE(K) 7767901 BLIP, YAa Table of Contents Chapter |. Outline of Engine Chapter 2. Main Structure 2.1. Outline of Structure 2.2, Cylinder and Cylinder Liner 2.3, Cylinder Head 2.4. Piston and Piston Ring 2.5. Connecting Rod and Crank Pin Metal pee GranktShafl and Maia! Bearing, : 2.7. Cam Shaft and Timing Gears +--+; / 2. Suction and Exhaust Valves and Valve Control Mechanism 2. Fuel System 2.10, Governor | ” 2.11, Lub. Oil System 2.12, Cooling Water System Fi 2.13, Starsing Air System 2.14. Electric Starting System Chapter 3. Fuel Oil and Lub. Oi 3.1. Fuel Oil 3.2, Lub. Oil Chapter 4. Method of Operation 4.1. Preparation for Starting 4.2. Starting 4.3. Operation and Maneuver After Starting 4.4, Stopping 4.5. Cases When the Engine Should Be Immediately Stopped ---~ Chapter 5. Troubles and Countermeasures 5.1. In Case When the Engine Does Not Start - , 5.2, In Case When the Engine Suddenly Stopped 5.8, In Case When Abnormal Noise Is Produced During Operation 5.4, Other Troubles o Chapter 6. Disassembly, Repairing)» Adjugtment and Assembly - 2. ! 6.1. General Cautions in Disassembly 6.2. General Cautions for Assembly 6.3. Inspection After Assembly «+++: 6.4. Periodical Checkings wi6.5. Checking of Lub. Oil 6.6. Disassembly and Adjustment of Fuel Injection Pump and Governor soon 6-7 i 6.7. Disassembly and Adjustment of Fuel Injection Valve =~ 6-10 é 8. Disassembly and Assembly of Cylinder Head a ea .9. Disassembly and Assembly of Cylinder Liner os So 10. Disassembly and Assembly of Piston and Connecting Rod 6-11 11. Assembly of Crank Shaft and Main Bearing 6-19 “6-18 6-14 “6-14 13. Timing Gears Interlocking and Valve Setting . 14. Antivcorrosive Zine 15, Electrie System 6-15, . 16. Engine Protective Devices (Special Order Item) 6 6 6 6 6.12. Adjustment of Crank Shaft Deflection 6 6 6 6 “6-17 6 17, Electric. Speed Regulating Deviee (Special Order Item) “6-20 1, Table of Attached Figures Fig. 1. Outline of Model 6K (D) (A) L. Fig. 2. Intermeshing Diagram of Timing Gear Fig. 3. Fuel Injection Pump, Fuel Injection Valve, Governor & Fuel & Fuel Oil System Fig. 4. A) Fuel Injection Pump B) Disassembling of Plunger & Plunger Spring of Fuel Injection Pump Fig. 5. Lub. Oil Circulation System Fig. 6. A) ,B), Piston, Connecting Rod & Cylinder Liner Fig. 7. A) Centrifugal Cooling Water Pump B) Reciprocating Cooling Water Pump (Special Order Item) Fig. 8. Starting Air System Fig. 9. Explanatory Drawing on Operation of Oil Pressure Drop & Overspeed Urgent Stopping Devices Fig. 10. A) Electric Speed Regurating Device B) Connection Diagram for Governor Motor Limit Switch Control Circuit 2. Table of Charts Chart 1. Table of Adjustment Chart 2. Table of Periodical Checking Chart 3. Table of Clearance, and Wear Limit of Main Parts £ its F-3 ERGNe [A-RIDATE-2E]SPECIFICATIONS 5 sae ane ec) [aa ee ae oan patel SKAL [aqat [5KAL [6KAL /3KDAL /4KDAL SKDAL | GKDAL No. of eylindera of 4 om he ae te) nc Cyl. bore Stroke (a) 140x170 Agsxaz0 9 ox. “1200-1500 | 3—6KDL. 1200 - 1500 ee head-on) 3~6KAL 1800 3~6KDAL --. 1800 Rotational direction Starting system Counter clockwise (viewed from flywheel side) Compressed alr (or electric) Lubrication system Forced lubrication by gear pump Cooling system (RCNP KD ALE] Forced water cooling by centrifugal (™reeiprocating) pulmp ‘Reciprocating cooling water pump is functional only when the rated speed is 1200 rpm. (Special order item)CHAPTER |. OUTLINE OF ENGINE This engine is a totally-enclosed, vertical, water—cooled, single—acting, 4~cycle, _ pre-combustion chamber type diesel engine. It is designed as a marine auxiliary engine for driving generator, air compressor, pumping machine, etc. and as a general power engine for other wide-range applications,| CHAPTER 2. MAIN STRUCTURE 2.1. Outline of Structure 2.1.1. Appearance and Attachments The exterior appearance of Model GH 1D) (AIL engine and the distribution of various attachments are indicated in Fig, 1 (3K AIL, AK WD) AIL, SKB) AIL --Refer to Fig. 1) 2.1.2, Distribution of Cylinders The cylinders are numbered 1st, 2nd, ete. from the flywheel side. 2.1.8, Valve Setting Standard of valve setting is as indicated by Chart 1. Fig. 2 indicates intermeshing of gears. As illustrated in that figure, each gear is provided with the setting marks for proper intermesh- ing with the adjacent gear. Thus, at the time of reassembly of gears, be sure to set gears according to these setting marks. Chart 1. Table of Adjustment Models, 3~SK(A)L. 3~6KD(A)L 1,350, 151m Piston top clearance | Openes (before T.D.C. 20° Suction valve | Closes (after B.D.C.) 35° P< Valve top cl Openes (hefore B.D.C.) Exhaust valve | Closes (after T.D.C.) Valve top clearance Starting air | Openes (before T-D.C.) i distributing = 2 eae aa valve Closes (after B.D.C.) | 125° Fuel injection starts (before T.D.C) | aS . Ce (* 1800r.pame SET ‘To confirm the fuel injection time, be sure to confirm it under the condition of fuel injection (high-pressure) pipe being removed. In regard to the fuel injection timing, adjust in accordance with the factory report on trial run, Moreover, apply the afore mentioned to the fuel injection timings appearing in later explanatory sentences,° Chart |. Table of Adjustment (26 Them | Feel] injection preasure Pressure | tabs dillpresaure coingee eooaee | CW, outlet temperature ~~ | Temperature | = cue Meenas cake a le Evel Lub. oily Fuel injection cam shaft (BK ID AIL --130cc 4D) AL Bee sited pret: e BK DI mL230cc Ox DAL Dae E 1 % SK DAL 29 4K D> aL cee id gine ol_pan LSD an47e Sxwmime—see | ‘ | ot ita SFbeie otis] Tightening torgee | q = - Connecting rod bolt | 290m 31~34kem : | torques # = 5 k Main bearing set mut |, 32mm < 29~33kgm . , Flywheel set nut I 30mm 17~20kem . pene x ' Be sure to tighten the major bolts and nuts of engine to specified tightening strength by means of a torque wrench. Tightening strenith of major parts is as fale. 2.1.4. Order of Ignition Order of Ignition . Models 3KL SKDL. 3KAL 3KDAL SK. SAL exe SKAL 2.2. Cylinder and Cylinder Liner (Refer to Fig Cylinder is made of cast iron. Cylinder and crank case are der liner of wet type, special abyasion- root taal iron is med two in er and having the sumber and having the a2.3. Cylinder Head Giilider head is made of cast iron. It is cooled by passing cooling water through the inside. Suction and exhaust valves, their valve control mechanism and starting valve are built in the | upper interior of this cylinder head which is totally sealed by the cylinder head cover. Its jgiférior moving parts are lubricated by sufficient lub. oil sent to them automatically and under pressure, At the outside of eylinder head cover, pre-combustion chamber is installed diagonally | from the upper part of cylinder head, and on top of it, fuel injection valve is equipped. At the suction and exhaust valve seats, heat-resistant and abrasion-proof valve seats are inst- alled by a special method. On the Ist cylinder head, air charging’ valve is equipped for purpose of charging air to the starting air reservoir. (In case ofelectrie starting, this valve is not provided, As a special order ‘item, there is a type of cylinder heads which ean accommodate the installa- tion of indicator valve for purpose of measuring the pressure inside the eylinder. 2.4. Piston and Piston Ring (Refer to Fig. 6) Piston is made of aluminum alloy of Lo~Ex Class; and its outer cireumference is finished by precision grinding upon unique configuration in order to mointain the uniform clearance between the piston and the liner even during the high~load operation, On the top surface of piston, there are grooves, appropriate for the shape of injection port of pre—combustion chamber,distributed in a trefoil shape. Compressed rings are three in number and of high pressure type;one of which, Ist ring is chrome-plated. There are two oil rings preventing gas leakage and oil from coming up too high. In the case of Models K(D) AL, KAL, however, a chrome plated ring with coil expander is being & used for the upper oil ring. For engine ‘employing the chrome~plated eVlinder liners, however, never use the chrome-plated j rrings. (Models 3~6K (A) L-----(Speeial order item) ; 2.5. Connecting Rod and Crank Pin Metal (Refer to Fig. 6) Large end of connecting rod is curved in angle of 45 degrees and splits into two pieces. They are combined by means of two connecting rod bolts. Through the connecting rod, oil hole is penetrating in order to lubricate forcible the piston pin bush, Crank pin metal possesses a thin elmet_metal layer 2.6. Crank Shaft and Main Bearing Crank shaft is a monobloek structure. Its erank pin and main bearing are hardened and fi- fated Main bearings are fitted as of the suspended typ cas oo > Main bearing, like the erank pin metal, possess 4 thin Kelmet etal layer. me nished by grinding. “At one end of the crank shaft, the flywheel is mounted, and the A is taken from this side as a standard. On the other end of the shaft, timing gears ai2.7. Cam Shaft and Timing Gears (Refer to Fig. 2) Cam shaft is made of high-carbon steel. It is hardened and then finished by grinding. Bush is attached to each cam shaft bearing. Bolt, as it sets the bush, also serves as a joint of Iub. oil pipe which allows oil feeding to the cylinder head. ‘Timing gears are made of high-carbon steel and are of flat gear type. As indicated in Fig. 3, to the crank-shaft gear, the idle gear is interlocking. Cam shaft gear in turn interlocks with the idle gear. Cam shaft gear and fuel injection pump driving gear which interlocks with the fuel injection pump gear are fixed to same shaft. Crank shaft gear also drives the lub. oil pump gear. 2.8. Suction and Exhaust Valves and Valve Mechanism 2.8.1, Suction and Exhaust Valves Suction and exhaust valves are made of heat-resistant steel. As for valve seats, heat~ resistant and abrasion-proof stellite is fused. Valve spring is doublefold type, and the valves are kept in place by the tworsplit cone-shaped locking metal inserted to the valve spring holder. In addition, the suction valve has a larger outer diameter than that of exhaust valve in order to improve on the suction efficiency. 2.8.2. Valve Mechanism Suction and exhaust valves are opened or closed by cams which move the tappet, push rod and valve lever. Tappet is surface-hardened and then finished by grinding Valve push rod of suction valve side is provided with a collar for decompression. By maneuvering the decompression handle, it lifts up this collar, decompression the engine. 2.9. Fuel Oil System 2.9.1. Fuel Oil Circulation System (Refer to Fig. 3) Fuel from the fuel tank is delivered to the fuel injection pump through the fuel oil filter, If the engine is equipped with the fuel oil feeding pump, fuel from the fuel tank enters this feeding pump and then send under pressure to the jection pump via the fuel oil filter. FuelYwhich farther pressurized by the injection pump passes through the fuel injection pipe * and the fuel filter located at the inlet of fuel injection valve and then finally is injected to the combustion chamber from the fuel injection valve. Over flow ail from the fuel injection valve is collected and returned to the fuel tank. 2.9.2. Fuel Oil Filter ‘This fuel oil filter i an auto-clean type 200 mesh filter. By cranking the handle at the upper part of this filter. dust and other foreign matters adhering to the element of filter ® will be scraped off and deposited at the bottom of this filter case2.9.3. Fuel Injection Pump (Refer to Figs. 3& 4.) This fuel injection pump is of Bosch type. Its structure and function wil be explained with the reference to Fig. 3. This figure illustrates the pump when its plunger is at the lowest position, The head part of plunger comes down to the lower end of oil inlet part (a) of the barrel ; thus fuel oil dravm from the fuel oil cham- ber is charged up to the inside of working chamber above the plunger. When cam shaft rotates, the tappet is put up ; thus the plunger rises. The slanted notch of upper part of plunger closes the oil inlet port (a) , and fuel forces the delivery valve to open and is led un- der pressure to the fuel injection valve. If the phinger rises furthermore, the overflow port (b) is opened by the edge of lower slanted notch located on the back side to the upper slanted notch, connecting the working chamber and the oil chamber through the perpendicular hole of plunger. Thus fuel flows in a reverse cut rent to the oil chamber. Therefore, the injection stops. In this rising stroke of plunger, the stroke between the time when the oil inlet port is closed and when the overflow port is open: is called the effective stroke. Plunger is moving up and down with its lower projected part entering the groove of sleeve, At the upper part of sleeve, the control rings are fitted and are interlocking with the teeth of adjusting rod. When the ad: justing rod shifts, the plunger rotates, varing the relative positions of slanted notehes to the oil inlet port and the overflow port. Consequently, fuel injection timing and effective strokelthere= fore, fuel injection volume] all vary. Referring to Fig. if the adjusting rod shifts to left, the injection timing advances, increasing the fuel injection volume;to right, delays, decreasing the fuel injection volume. ‘There is a position of plunger where it is not in the above-mentioned effective stroke. This is the position of no fuel injection as the upper Slanted notch closes the oil inlet port and at same time the lower slanted notch is matching the overflow port. Also as indicated by the figure, a Priming device is equipped to the pump body. This priming device is not only used for priming of fuel oil but also charging only compressed air to the air reservoir by cranking the priming Shaft and stopping the fuel injection, Furthermore, this priming device is employed for easy operation of engine with reduced number of cylinders in operation at a low speed. 2.9.4. Fuel Oil Feeding Pump (Special Order Item) (Refer to Fig. 3) Fuel oil feeding pump draws up fuel oil from the fuel tank and deliver fuel oil to the injection Pump, overcoming the flow, abrasion and resistance within the fuel oil filter and fuel oil pipe. This pump is of special piston type and is installed to the side of fuel injection pump body. Piston of this pump is driven by cam of fuel injection pump cam shaft. At the upper part of this pump, a manual priming handle is installed in order to vent air of fuel oil system prior to engine starting.2.9.5. Fuel Injection Valve (Refer to Fig. 3) This fuel injection valve is of pintle type and is adjusted with the injection starting pressure of specified pressure. (Refer to chart 1) To readjust this pressure, remove first a cap nut from the upper part of Sect injection valve holder, and then adjust the fitting pressure of spring by means of the pressare sdjesting pla- tes. A filter is equipped at the inlet of fuel injection valve. 2.10. Governor (Refer to Fig. 3) This governor is an all~speed control governor, and by controlling the regulator handle it gov- erns the engine speed. Governor is direetly jointed to the fuel oil pump, thus possessing a sensitive function and an excellent governing performance against the variation in load placed on the engine. The stractere of governor is as illustrated by Fig. 3. Governor weights are fitted to the fuel injection pump cam shaft. By turning the regulator handle, changing the amount of compressi- ox of governor spring will allow the required rotational speed. ‘To step the engine, shift the fuel oil breaker handle, as shown in the figure, to the flywheel Side fer stepping he feel injection and consequently bringing the engine to stop. Feel inject wale limiting device installed on the front side of governor is for protecting the engine Sum an overloaded operation by limiting the fuel injection volume from increasing beyond x speciied volume. Also this device contributes toward a quick starting of engine Scorching of piston and hearing, ete, No fuel injection due to the trouble of governor and governor system. Any air inside, the fuel oil system or empty fuel oil tank, ete. In Case When Abnormal Noise Is Produced During Operation During engine operation, ibnormal noise is produced, check for the following points = Abnormal clearance at bearings. ¢ Loosened flywheel fitting bolt. Too much advanced fuel injection timing. Too much fuel injection volume per injection due to the improper functions of fuel injection pump and fuel injection valve, 74=K(D) (ADL:5.4. Other Troubles (1) In case of abnormal lub. oil pressure, check for the following points. Loosened or clogged pressure regulating valve, clogged elements of Iub. oi filter, trouble in lub. oil pump and oil leakage from the lub. oil system. 3 @) Im case of too-bigh lub. oil temperature, check for the following points = Too much load placed on the engine, insufficient cooling water, trouble in fuel oil pump, seales accumulated in the cooling water passage of lub. oil cooler, and too much gas leak- age from the crank case (3) In ease of too-high cooling water temperature, check for following points : Too much overflown cooling water, clogged pipe or cock, trouble of cooling water pump and air mixed into the cooling water. . In case of black exhaust gas, check for the following points : Proper function of fuel oil pump or fuel injection valve, proper fuel injection timing and normal loading of engine. [EBGNe. [eK ABE s—2CHAPTER 6. DISASSEMBLY, REPARING, ADJUSTMENT AND ASSEMBLY 6.1. General Cautions in Disassembly (1) Before the engine is disassembled, study the construction of various part thoroughly. (2) For disassembly use the proper tools, and do not disassemble improperly, damaging the parts, (3) During the disassembly, pay attention to the set marks. If some adjustment is necessary, record the condition before disassembling that part. (4) Arrange the parts on a stand or a | sheet according to the order of disassembly. Do not put the parts directly on ground or over a dirty surface. (5) Bolts, nuts, adjusting liners and packings should be fixed temporarily to the parts where they were originally fixed. This extra work may appear to be troublesome, but it elimina~ tes any possibility of the loss and ultimately increases the work efficiency. ‘Those which are not temporarily fixed should be kept in a box. 6.2. General Cautions for Assembly (1) In most cases the assembly is done in the reversed order of the disassembly, but before starting the assembly study carefully in what order the parts should be reassembled. (2) Before assembling the parts, wash the parts well with washing oil, and by hand smear fresh lub. oil on the sliding parts. (3) Match set marks and knocks correctly so that the parts are well centered. (4) Bolts or nuts should not be tightened unevenly nor too much nor insufficiently. Important bolts and nuts, such as the connecting rod bolts, the cylinder head tightening nuts andthe main bearing bolts, should be tightened with the proper tools and designated tightening torques. (5) Use new ones for split pins, wires, ang bend washers. The tip of a split pin or bend washer stiduld be completely bent. 6.3. Inspection After Assembly (1) Confirm on adjustment of governor system, fuel injection timing and valve setting. (2) Turn the flywheel 2~3 times, and check to see if there is any abnormality. (3) Inspect for any leakage from the cooling water pipe system, fuel oil pipe system, lub. oil pipe system and starting air pipe system,6.4. Perio ‘al Chec! 6.4.1. Periodical Run (1) It is not necessary to operate the engine periodically if it is operated normally. But if it is left idle for relatively long time as in case of engine for emergency power source, it should be run periodically in order to maintain it in a condition ready to start any time. (2) Run such engine periodically about once every month. In the case the kerosene is used for fuel oil, perform the maintenance run for once a week. (3) Avoid running the engine without a load on, but run the engine for over 30 minutes with at least a half of full load placed on. (A) Periodical Checkings To use the engine always at its best condition, it is necessary to check periodically. The interval of checking depends on the application of the engine, the usage condition, the quality of fuel oil and lub. oil used and the handling method. Thus it is difficult to genera~ lize on such interval. The following chart, however, shows the relations between the natures of checkings and reparings with their frequencies. Chart 2. Table of Periodical Checkings =| —Eesne Orang Time], | 50 | 2 ow | rom Ry [sO esate of Cheeng | pen | rw. | ha | hea. farmer Fuel oil a Deciarsiae of als tea elit au | OURS oH vbalvaal susie Discharging of drain from fuel oil filter | cereee 5 ee aye Lub. off — - Turning of nde of autrclea ope ter] | feseK DIL} Exchange of lub. oil '100~ 150 bra. ) | GS Cleaning of fk ll eeaer ° Sone ae ° Coating! | Biaterniig ced eee ata ° : : reciprocating osling ates. pump © oe Te fee Coie Inspection on water jacket i] ns eee o| Governor | Disassembling aml checking@n main parts | ° srsen_[iapection on oil volume [ | GRGNo ERD ALE]Engine Operating Time 50 | 250 | 500 | 1000 e Nature of Checking "| rs | hres | hee, | hrs aata lalate | Feet erecta el aoareteol 5 eed prcelseoesn On aaa [cietedetencesiens | Eas i! Disassembling and checking on main | oO cra ae [meeseaea ens ° a (eeecers caren Sas ° eytnder | Seer o ma ao Seas aie ° eee i o acre etree Ses 3 valve Inspection of starting valve spring oO Pees ° eo [eer che ° aa Inspection of lock washer lo Mit _[tnspection of bearing and batts | | 0 Checking and measuring on pin | | fe} rok = s Reet | SbEae een o Seen) ei Seed ere o | } aa | eee area Eash pe | Checking on leakage ° | eae ie olieteercea ears ieee Instructions on cleaning of centrifugal filter, checking and replacement of anticorrosive 2i- nes and checking of gland packing of reciprocating cooling water pump are merely applies ble to the engine equipped with the’ pertinent devices.- (B) Periodical Inspections (in the case of emergency Engine) To operate an engi always in good condition, pe: lical inspections are necessary. In the case of an emergency engine, establishment of checking periods differs from these of a normal service engine, required. and maintenance checks and services according to these periods are ‘Thus, tentatively consider the following table as standard, and you are requested to make the checking schedule in match with your engine and to perform periodical inspections according to that schedule. By the way, in the ease of a semi~ odical inspections of a normal service enginé. ‘normal service condition of employment, comply with peri- Them of Checking Bnsine lapsed Perio Barbe nek Day [er Be Bom [ane [aie Division) Epceica Nature of Checking | Daty [Week PE, nig” fs Cheek of Injection timing ° Fuel injection | Check of delivery valve a} Extanes of tah epee Pump Ghee af iho Selume 2 eae | embly and check of aia Feet injection | eo sitring pressure nd ° uct Injection valve Remove carbon °. Disseremble and clean filter aa Remove de ° Fuel oil ftter Diaarsonble and clean 3 Foc tank ohare sediment al wer | ° 1 pump [Digmeemile_ ond check ec Lats ott pam [SajocTnatts yee Check om oit amount and | Ome* Kee [Benen Engine bed "4 "i ttange the result of it Lab, exchange of lb. of ° Pony oui on System Remove drain ° abot er + igarpemble, clown sad ohecl 2 5 Saeed | clean aha cen | tan, ot cooter [2 ee Draw oot piston and Leer Sican out Cath Sst Check Piston vines ana rcs grooves for patee eines Lyre Piston with bes, Recipro é eee bin anda Bote ME Por oe Working = BS casure external diameter ees in Par Site Check piston pin metal | re Connecting rod [Check crank pin wotal 7 Chock connecting rod bolt i Se CeTem of Checking Engine Elapsed Period Division] Part tbe Nature of Checking say [wok [pore] sere [aooe [ae] | Check main bearings rn Main earings Crank eet mals bear ” Measure pin ond evieraal | Shatt Stameter Of ound z Cronk bare ie - defieetion I ° heck, and teoding grease of 3 Cootng water | sertftagal content ESE, 9° pump Disasscmble and cheek | nce Costing a = Water) | Tieemoetste 10 Disassombteland leek 3 ; Sratem = - eae core ° Disassemble and check ‘nee i Gover | Goternor mar parte ce noe ‘Check and exchang oil cigt tne System es | Gevernor tk | Check and adont ° Lap valve seat [fess 5 Starting valve ae aa Check valve spring re Starting ee fe Ps Air [Yatiows 0°] Check and tap 7 System Sterting im | ou, z= Siete valve! Oitne ° ‘ a + Check pressure } | Remove drain | ° Susine si _| Dingasemble, chock and 3 sheckVeive | Dustzase ° Remove. carion from 7] oe aston feomv na | oe mer | . Heat Seton aa and | Suction and = nines | ats Vatvo | exheuct Lap valve seat | 1 Meche- | valves nism Check valve spring ea| ” ED eons E ° ee aera Check on looseness of, bolta A ceed erie ‘snd nus” anda esa ° Fuel oll tant | Check on eit amoune | a Measure on internal diameter ee Check and clean oe water eekoe ss Crtindr! s +t. = Check ond clean on water xcs ae chet part lean | yes [EB.CNe. [76 K(D) AEE6.4.3. Ch rance and Wear Limit of Main Parts Chart 3. Table of Clearance and Wear Limit of Main Parts (Unitsmm) Nome of Parts [ease | Ege saan tor | iwatit een caesar aero ar = ‘Outer dia. of | Upper ne 38 520.985 cea piston ‘skint | «uo =8H | oz~oses onl) [ieetee | exes coerce = cos of note | sn ES | Piaton Gearace_ te | BR ot Noss = Toa vine ana | Sinace | Waa oT Novas” i ME |e . ne te Fre] com | a wm see err a [ches be cme of Fe ; Peery mi ‘Outer dia, of pion pin Bos Inner dia. of piston pin hole 3 0.005 | 9-0.010 9.06 40.05 = = aa (ees 4 : |nenoncne ESS Oca] ac | a a commie [ie tenon [Rega armm | Magen] eae | oa HR) feet eee pe tees pee oe — 2 = Ser ay oT aa a san aive sod ana [Rue ding of action x a5 > yaaa * Models KL, KAL. © The parenthesized value for the upper oil ring shows’ the case’ of the ring with coil expander, © s-marked values other than parenthesized ones are exactly identical for Models KL, KDL & KDAL,6.5. Checking of Lub, Oil (1) Check on the Tub, oil inside the oil pan, the cam shaft chamber of fuel injection pump ‘and the governor every day before starting the engine. (2) Inspect for lub. oil volume and also for presence of water or precipitation, (3) If water is mixed in the lub. oil, exchange the oil and also investigate the cause of such mixing. (4) The first exchange of lub. oil afver the installation of engine should be done a little earlier (100~150 hours afterward.) 6.6. Disassembly and Adjustment of Fuel Injection Pump and Governor (Refer to Figs. 3 & 4) Do not disassemble the fuel injection pump unless otherwise necessary. At the time of disassembly clean the top of working table, and wash the disassembled parts with a clean light oil. Do not use any hard and sharp tool nor sandpaper, and do not grind with lapping compound. Do not change the combination of plunger with barrel and delivery valve with delivery valve guide, Also never take out the fuel injection volume limiting device nor the control lever adjusting screw part 66.1, Disassembly of Governor \1) Take out the governor case cover. (2) Remove the stop ring of governor Ist lever shaft, and tap the lever shaft lightly for remov. ing it from the governor case. In this case, be careful not to damage O-rings. (3) Loosen the tightening nuts of the Ist lever and the cam shaft seat, and using a governor weight drawing-out tool (special order item) draw out the governor weights (4) Remove each link of Ist lever and 2nd lever, and take out the spring of fuel oil breaker shaft lever. (5) Take out the governor case. 6.6.2, Disassembly of Fuel Injection Pump (1) Turn the priming shaft of fuel injection pump, and place the plunger to its top pos ion, (2) Remove the cam shaft support Lightly tap the cam shaft from the governor side, and take out the cam shaft to the ‘opposite side to governor. In this instance pay attention not to damage the screwing part of camshaft, (3) Turn the priming shaft, and bring down thesplunger. (4) Remove the blind plug from the lower part of fuel injection pump body. (6) Remove the priming shaft stop ring and the fixed washer: and from the lower part of fuel injection pump body, using the roller guide holding metal (special order item), draw out the priming shaft, holding on the roller guide. (6) Draw out the roller guide, plunger spring supporter, plunger spring, plunger spring holder and plunger. (7) Take out the pinion, control sleeve and control pinion. At this moment, do not unscrew the control pinion screw.(8) Loosen the delivery valve holder, and using the delivery valve guide drawing-out tool, draw out the delivery valve guide. (9) Loosen the barrel lock, and take out the barrel a In same manner as described in above procedures “(1)"~—"( disassemble other fuel injection pumps, (1) Loosen the adjusting rod set bolts, and remove the adjusting rod. 12 In case of replacing only the plunger and plunger spring, refer to Fig.4-B. 6.6.3, Assembly of Fuel Injection Pump (1) Tilt the pump body horizontally, insert the adjusting rod, and set with the lock. (2) Interlock the control pinion to the rack of adjusting rod. In this instance, it is necessary to match the set marks, (3) Insert into the pump body the plunger already inserted in the barrel, and set with the lock. Pay attention not to damage the barrel packing. (4) Install the delivery valve, delivery valve guide and delivery valve spring, and fix them to the pump body with the delivery valve spring holder, (5) Match the set marks of control sleeve and of plunger. (6) Insert the plunger spring. holder. (7) Insert the plunger spring from the lower part of the pump body. (8) With a screwdriver, push up a little the bottom of plunger, and with a spring holding tool (special order item) comompress the spring. (9) Fix the plunger spring supporter to the plunger. Leave the spring holding tool as it is, 00) Insert the roller guide, with the roller guide holding: metal (special order item) press down the guide a little, take out the spring holding tool carefully, and down the guide further. 1) With tapping lightly, insert the priming shaft, and set it with the fixed washer. At this instance, be careful not to damage the O-ring of priming shaft. (1 Take out the roller guide holding metal, turn the priming shaft for checking whether the plunger moves smoothly, and obtain a condition such that the roller guide is pushed up by the priming shaft With this condition, insert the screwdriver to the injection jing adjusting bolt section. Confirm whether there is some more space for plunger to go up. If, however, there is not any such space, djust with the injection timing. adjusting bolt to obtain such space of about 0.6mm, {19 In same manner as described in above procedure “(1)"~"t", assemble other pumps of rest of cylinders, inert the priming shafts and the fixed washers, and tighten the stop rings. (16 Invert the cam shaft, and fit the cam shaft suppart.in this instance, by the shims of cam shaft support on the pump coupling side, adjust the clearance of cam shaft in the shaft direction to 0.1~0.2mm, @9 Tighten the blind plug at the lower part of the pump. In case of replacing only the plunger, plunger barrel and planger spring, refer to Fig 4-B6.6.4, Assembly of Governor (1) Fit the governor case to the pump body. At this instance do not forget fitting the spring fitting plate of fuel oil breaker shaft lever. (2) Insert the governor weights to the cam shaft. (3) To the cam shaft, insert the cam shaft seat, and tighten firmly with a nut, Then install ‘the thrust bearing washer, thrust ball bearing, and spring holder. (4) Assemble the Ist lever and its lever shaft to the governor case. (5) Fit the 1st and 2nd lever links. (6) Install the fuel oil breaker shaft lever and its spring. (7) Assemble the spring holder guide to the governor case cover, fix the spring holder and the spring, and then fit the cover to the case. 6.6.5, Adjustment of Fuel Injection Timing (Refer to Fig.3) (1) Check to see if the marking-off lines of control pinion and of sleeve are roughly matching or not (2) Match the set marks of fuel injection pump driving shaft joints. (3) 2point punch mark of the pump adjusting rod indicetes a corresponding position to the 4/4 load. Match this 2-point punch mark to the end of adjusting rod bush driven into the pump body. (4) Detach the fuel injection pipe, turn the engine in its designated direction of rotations, and adjust the fuel injection timing adjusting bolt so that the crank angle becomes as follows at the moment the fuel oil comes out from the fuel injection pipe fitting nipple part of delivery valve guard Adjustment of Fuel Injection Timing Adjustment of fuel injection timing is chiefly done at the fuel injection pump driving shaft coupling part, and only the deviation of the timing among cylinders is to be adjusted by ‘means of the injection timing adjusting screw provided per cylinder. 1) Loosen the nuts of fuel injection pump driving shaft coupling part, turn the fuel injection pump cam shaft a little, and then set it again. 2) In this case, because the injection timing of all cylinder changes, thus readjust by ‘means of the injection timing adiusting screws. Be 8 Injection Tining - Adjusting Screw A He a Fuel Pump Drive 4 Shaft Couping (EBGNo. [eK ABE](5) When the above adjustment is completed, turn the priming shaft, and confirm whether there is a space for plunger to go up by the procedure described in 663-(12) (6) If there is not such space above the plunger, turn the injection timing bolt to the direction of delaying the injection timing. Then loosen the nuts of the pump driving joints, turn the cam shaft a little to the direction of advancing the injection timing, and set the bolt for readjustment of injection timing. In this instance, since above adjustment advances the injection timings of all cylinder, fur- there readjustment of injection timing is required for the rest of the injection pumps. 6.6.6. Adjustment of Fuel Injection Volume ‘With the engine operated under the load, first measure exhaust temperature of each cylinder. Then the control pinion screw of each fuel injection pump, adjust each control sleeve in order to obtain the exhaust temperature of each cylinder within a difference of approx. 6.7, Disassembly and Adjustment of Fuel Injection Valve (Refer to Fig.3) For disassembly and adjustment of fuel injection valve, refer to Fig4 and pay attention to the following points, (1) Disassembled needle valve should be cleaned well with washing oil, and then smear lub. oil to it before being inserted back to its original position. (2) Adjust the injection pressure to specified pressure (Refer to 2-1) (3) At the time of exchanging the needle valve, be sure to-exchange it along with the needle valve case, 6.8, Disassembly and Assembly of Cylinder Head (1) For disassembly of eylinder head, remove the exhaust manifold, the suction manifold, the cooling water connection pipe, the cooling water pipe of air charging valve, the starting air pipe, the fuel injection pipe, the valve rocker arm and the valve rocker arm after loosening their tightening: nuts, (2) At the time of disassembling the suction and exhaust valves, place the nuts or like under the valves, and hold down the springs for preventing the valves from moving, This will mark the disassembling. much easier. (3) For scraping off the carbon from the combustion face of cylinder head, pay attention not to scratch the surface. : (4) For lapping of valves, use the attached lapping tool along with the lapping powder, and Jap by tapping (5) For fitting of cylinder head, be certain to exchange with new one the rubber packing Jolocated between the cylinder head and the cylinder. é (6) Do not forget the copper packing between the cylinder head and the cylinder liner. (7) The tightening strength of eylinder head is specified torques. (Refer to 2-1) ; TRC.No. 6—106.9, Disassembly and Assembly of Cylinder Liner (Refer to Fig.6) (Q) For drawing out the cylinder, use the liner removing tool in easy removing. (2) At the time of inserting the eylinder liner, be sure to exchange the rubber packing, then coat it with white paint before installing the packing. At this moment, be careful not to twist this rubber packing. (3) For the correct direction on inserting the cylinder liner, face the notch of the liner packing part to the exhaust pipe side; consequently insert the cylinder liner in a right angle to the crank shaft direction (4) After inserting the cylinder liner, measure the inner diameter of the liner at the upper, middle, and lower parts, If the out-of-roundness is found to be more than 0.03mm, reinsert the cylinder liner. At the time of inserting, some of causes in deflection of inner diameter of the liner are the twisted or crushed rubber packing of the liner skirt part and the crushed copper packing of the upper part. 6.10. Disassembly and Assembly of Piston and Connecting Rod (Refer to Fig.6) (1) At the time of drawing out the piston, remove well the carbon adhered to the liner upper part. If however, the carbon stil remained, the piston can not be drawn out. (2) Take out the lower side metal of crank pin metal, and fit the piston removing bolt on the piston head part for drawing out the piston (3) For dismounting and mounting of piston rings, use either the ring dismounting and mounting, tool or the rings made from wire. Do not pull the rings beyond what is necessary for dismounting and mounting as rings might vary in shape permanently and thus they may not be mounted to or may be twisted into original grooves of the liner (4) For removing the piston pin, place the piston in warmed cil of about 80°C, and then draw out the piston pin from the piston only after it is sufficiently warmed up (5) If the piston ring is worn off excessively. exchange with the new one. For the Nodular, liner, use the chrome-plated ring for the Ist ring, However, for the chrome-plated liner (special order item), never use the chrome-plated rings (6) At the time of mounting the piston rings, turn the rings around in the circumferencial direction to set them in relative positions such as that the cuts of the rings are arranged with differences of 180° and 90° from the 1st ring so that the cuts should not line up in a straight line. (2) For assembling of piston and colnecting rod and for inserting them to the engine, be certain to check on various set marks, avoiding any misplacing to take a place. (Refer to Figs) a) Have the side of connecting rod identifiable by the raised word’ "YANMAR® to come to the timing gear side in the case of an engine whose normal revolution is counterclockwise, as viewed from the flywheel end. (In case of an engine whose normal revolution is clockwise, as viewed from the flywheel end, face the said side ‘of connecting rod opposite to the timing, gear side.)b) Connect the piston with connecting rod so that the marking at the upper part of piston comes to the fuel injection pump side. If this setting is mistaken, suction and exhaust valves hit again the head part of piston, causing a major trouble. No error will be made in the reassembling if the shape of piston top part and relief dimensions, for suction/exhaust valves are being confirmed of. ©) Do not miassemble the connecting rod parts because the large end part of connecting rod and the cap part on the fuel injection pump side matching part are stamped with the cylinder number, 4) Since the matching marks are stamped for a rough guide on the extent of tightening. the connecting rod bolts, refer to these marks at the time of tightening the said bolts. (8) At the time of inserting the piston to the engine, use the piston inserting tool (special ‘order item) in easy inserting work. (9) Clean well the connecting rod cap matching surfaces (serrated section), and fit in the connecting. rod. (19 Tighten the connecting rod bolts evenly without insufficient or uneven tightening. {ti) Connecting rod bolts should be tightened to the specified torque, (Refer to 2-1) (Depending ‘upon necessity, punch new pairs of matching marks that will substitute for old and ineffective matching marks.) Using the standard accessory box spanner handle (of 600mm length) and applying both ee OF a nn ale meee cena ee ae 4 1 bed al sc for 100 far tne wit ew os cs al DALE 6-126.11. Assembly of Crank Shaft and Main Bearing (2) At the time of disassembling, the crank shaft and main bearing, first remove the flywheel, and then reverse the cylinder for the disassembly. (2) The tightening strength of main bearing tightening bolts is specified torque, (Refer to 2-1) Like the case of tightening the connecting rod bolts, pay attention to proper tightening, and also bend completely the bend washer. (3) Main bearing is like the crank pin metal made of Kelmet metal; therefore, never adjust the clearance by means of shims nor lap it. (4) At assembling the main bearing, confirm that the crank shaft rotates smoothly, and then tighten the main bearing. 6.12, Adjustment of Crank Shaft Deflection (1) If the crank shaft of the engine and the shaft of directly-connected driven machine were offcentered, the deflection of crank shaft lever becomes large by the rotational angle of crank shaft. Even if they were centered correctly at the time of installation, they may become off centered during long hours of engine operation, and thus the correction of centering becomes necessary. (2) The limit on this deflection correction is also already listed in Section 643. Even when a working machine is connected, keep this limit within 0.5mm. Do not forget to do this correction because if this correction is not done it becomes the cause of hig trouble in breaking the shafts. DEFLECTION MEASURING POSITION (7.0.0). Position of Crank Pin eomeal treme] 8 5 eI es 3 s = 3 % Dial Gauge 2 (0.0) 2 (Note) es = Set the dial gauge at the position corre- sponding to the half diameter of erank shaft from its central line, ei Relation between reading of dial gauge and crank shaft. pe age ee eg Read the dial gauge withthe position of orn Close (—) crank pin as the reference of this reading. TB.CNo. [7K (DIIATL-2E ]6.13, Timing Gears Interlocking and Valve Setting (Refer to Fig.2) (1) At the time of assembling the engine, be sure to interlock the timing gears according to ‘matching the set marks. If this interlocking is wrong, the correct valve setting is not Possible. And if the interlocking is grossly wrong, this may cause a major trouble; thus be very careful about this point. (2) The valve setting should be in accord with Chart.1, “Valve Timing Diagram? However, some minor deviation from the indicated valves is allowed (3) Do this valve setting, using the thickness gauge for suction and exhaust valves (Refer to chart 1). i-corrosive Zinc 6.14, An (0) Anti-orrosive zinc is employed only in seawater cooling. It is fitted to the cylinder, cylinder head and lub. oil cooler. (2) The replacement time of anti-corrosive zinc differs depending upon the engine operational hours. However, at a time of inspection, if the remaining solid zinc, after taking off the corroded top layer, becomes less than a half of original size, exchange with the new one. Po oF (EBG.Ne. [FER DALE6.15. Electric System 6.15.1. Starting Motor (0) For checking and servicing of various parts of electric system, first cut off the battery switeh, (2) Each wire terminal is marked with a distinguished symbol; thus, connect the wires without ‘making a mistake about those wiring symbols. (8) Fix the starter firmly, matching socket and spigot joints (4) Inspect the commutators occasionally. During the long time of operation, the surfaces of commutators might be darken or might be left with a trace of burnt out Depending on the worsen condition of commutator surfaces, polish with No, 400 sandpaper or sand cloth, and wipe with a dry cloth (5) At the time, it is necessary to inspect on the motor brushes. If these brushes show wearing of a third of original height, exchange with new ones 6.15.2. Charging Dynamo and Regulator (0) To check on the charging dynamo, do same manner as described in Section 615.1. (a) & (5) (2) Adjust the belt tension of charging dynamo. The proper belt tension permits a deflection Of about 2cm at the intermediate point between pulleys by fingertip pressure. If belt stretch is too strong, not only the belt is worn down earlier but the bearings of dynamo may be damaged. On the other hand, too-loose belt stretch causes slipping and consequently the charging can not be carried out sufficiently. (3) For disassembling, adjusting and assembling the regulator, it is necessary to use the accu rate instruments and the special tools. Therefore, the careless removal of regulator cover for checking on the regulator is on the contrary dangerous. We recommend that its adjustment should be done by a qualified expert, 6159. Batteries : Periodically inspect and service the batteries with respect 16 the following points (1) Fill the electrolyte always 10mm above the pole plates And if the liquid level is tow, replenish the distilled water, Do not use the city water nor well water. Also when ‘supplementing the weak sulfuric acid, be sure to adjust that liquid to the specific gravity of 1.280 at temperature of 20°C (2) If the batteries are overly discharged. the pole plates are damaged, and the capacity is dropped, and finally the batteries become unused. Do not digcharge beyond 108V. The relation between the battery charging condition and the specific gravity of electrolyte is as follows: zi Totally discharged | Specific gravity of liquid] 11115 Half discharged ” 125 [Ray charzed ; T= 6-15(3) Batteries should be kept always in dry condition, and polish off the corroded places like the polar sect is Furthermore, if batteries are kept not used for long time, be sure to fully charge up first and then store in dry and low-temperature place. During the storage, however. batteries themselves discharge naturally so that it is neces. sary to fully charge up the batteries monthly. ‘The charging time may differ from the discharging condition of each battery; thus deter: mine if the charging up is completed or not by the following ways; 4) If the one battery maintains its pole voltage of over 15V for over one hour. b) If the specific gravity of electrolyte is equivalent to the previous charged up instance. Or the specific gravity of the liquid reaches that of fully charged battery as described in the previous Paragraph 2 and maintains that value for over one hour. Furthermore, if the engine is operated repeatedly for short duration at each time in charging, charge up fully depending on discharging condition of batteries. Also during the winter season, the capacity of batteries decreases in accordance with the atmospheric temperature drop; thus pay special attention for maintenance temperature of batteries (Ske ROTATE) s—166.16. Engine Protective Devices (Special Order Item) (Refer to Fig. 9) ‘These devices are supposed to prevent the engine from any damaging trouble due to abnormal drop of engine lub. oil pressure and overspeed revolution, ' Aim of Using Each Device (1) Oil Pressure Drop Urgent S ‘opping. Device (Mechanical Type) Interlocking with the fuel shut-off handle equipped atthe governor part, this device stops {he engine automatically when the engine Jub. oil pressure becomes less than about Lok /em® (2) Overspeed Urgent Stopping Device (Mechanical Type) 1 serves to stop the engine when its rotational speed exceeds the rated revolution by ‘more than 115%. However, stopping of the engine is actually accomplished by the ofl Pressure drop urgent stopping device, and the overspeed urgent stopping device poscesses only the function to drop the oil pressure (3) Accumulator 1k serves to maintain the oil pressure to LOkg/em* for a short time (adjustable within the range of about 3~7 seconds) because the oll pressure drop urgent stopping device imay be prevented from its functioning by misfunction of eccentric under the momentary ‘esonance condition due to some cause affecting the overspeed urgent stopping device a Explanation on Function 2:1) Setting Method This oil pressure drop urgent stopping device adopts automatic setting method and func: tions as follows: (1! Simultaneously with starting of engine, the air branched off from the starting air check valve enters the cylinder (A) of oil pressure drop urgent stopping device, pushes in the Piston (1), compresses the spring for power piston (2), and pushes the push rod (3) to bring down the fuel shut-off handle to the running position. A high-pressure air of the Part (A) pushes in the piston (1) and at the same time passes the air hole (B), and then reaches the air chamber (C). There the air pushes in the stopper (4), and the tip of Stopper engages to the power piston (5) to set the spring for power piston (2) in the compressed condition. (If the starting maneuvering valve is set in the “RUN” position, supply of high-pressure air to the oil pressure drop utgent stopping device is shut off) {2 As the engine lub. oil pressure is secured, the pressurized oil from the lub. oil pipe pushes the pilot valve (6) to open, passes through the oil hole (D), reach the eylinder ©), retreats the stopper (4) to the disengaging position, and keeps pushing the power piston by oil pressure for maintaining the fuel shut-off handle in the running position 6-172:2) Oil Pressure Drop Urgent Stopping Device [As the engine lub. oil pressure drops below the set value (of about LOkx/cm?), the pilot valve (6) is pushed by the spring for oil pressure adjusting screw (7) to open the oil escape holes (D) and (F). Thus, the pressurized oil held inside the cylinder (E) passes through the oil escape hole (D) and (F), andl escapes to the sump of engine. Consequently the power piston (6) is pushed by the spring for oil pressure adjusting screw (7) to shift the fuel shut-off handle to the stopping position for stopping the engine. 2:3) Overspeed Urgent Stopping Device AAs the rotational speed of engine exceeds the set value (of 115% of the rated rotational speed), the centrifugal force of eccentric overcome the power of spring for eccentric (14), and the eccentric expands in outer circumferential direction to push down the L—shape lever (16). ‘Then the L—shape lever causes the switching valve (1) to open, and the pressurized oil of switching valve chest (G) flows out to actuate the oil pressure drop urgent stopping device which in turn stops the engine. To prevent the misfunction due to the momentary overspeed and vibration, the accumulator is equipped 2-4) In the case of Not Using the Urgent Stopping Devices Bring down the fuel shut-off handle to the running position to push in the stopper (4) of oil pressure drop urgent stopping device, and apply the key (8) to the locking groove of stopper (4). This will interrupt the urgent stopping device from functioning. 3. Adjustment (1) Oil Pressure Drop Urgent Stopping Device (2) Operate the engine, and gradually drop lub. oil pressure by dropping the engine rotational speed, adjusting the engine lub. oil pressure regulating valve, ete. Then confirm of engine stopping at the oil pressure of 1kg/em? (2) If engine stopping takes place at the oil pressure of higher than Lkg/em* adjust by turning counterclockwise the set oil pressure adjusting screw of oil pressure drop urgent stopping device; lower than Ikg/em! adjust by turning the same serew clock (2) Overspeed Urgent Stopping De A) Adjustment of Overspeed Working Revolution (1) Adjustment of clearance between eccentric and L—shape lever Adjust by means of the L—shape lever adjusting bolt the clearance between the eccentric and the L—shape lever to about 0.5mm. (if this clearance is too large, it becomes a cause of rising the working revolution) (2) Adjustment of spring adjusting washers for eccentric (21) Operate the engine, and rise the rotational speed gradually. Then confirm of engine stopping at 115% of the rated rotational speed (At this time, if the stopper bolt of accumulator is fully tightened, the following adjustment becomes easier.) [EBC.Ne. [7K (DI ADEE 6-18B) 3) (22) If the overspeed urgent stopping device does not work at 115% of the rated rota tional speed, adjust by means of the spring adjusting washers ‘As the number of spring adjusting washers is increased, the working rpm. rises. ‘As the number of the spring adjusting washers is decreased, the working rpm, drops, (2:3) After the working value is adjusted, be sure to lock the eccentric supporting: shaft with its locking screw, and furthermore provode the locking to this screw. Adjustment of Reset Rotational Speed of Eccentric Once the eccentric actuates upon overspeed, even if the rotational speed is lowered, the eccentric retains working. Thus, adjust its reset rotational speed to more than about 105% (more than the set r.p.m. of load shut-off time) of the engine rated rotational speed. (1) Adjust by turning the screw of switching valve end part so that the clearance between this screw and L-shape lever becomes about 0.25nm, (2) Operate the engine with the oil discharging pipe which is attached to the overspeed urgent stopping device disconnected. (At this time, it is better to prepare a container for recovering the oil) Actuating the overspeed urgent stopping device, confirm of the closing of switching valve at what rpm. to which the engine speed drops and also the ceasing of oil discharge from the oil discharging pipe part. Then adjust by means of the adjusting washers of L—shape lever return spring part. As the number’ of the return spring adjusting washers is increased, the reset rota: tional speed rises. As the number of the adjusting washers is decreased, the reset rotational speed drops, Adjustment of Accumulator After all the adjustments mentioned in the previous 1) and 2) are completed, adjust the screwed-in length of stopper bolt of accumulator. 6-196.17, Electric Speed Regulating Device, (Special Order Item) (Refer to Figs, 1O—A & 10-B,) This electric speed regulating device consists of a governor and a motor attached to it ‘The governor is to be controlled by the motor. and accelerating and decelerating the ro. tational speed of engine are to be accomplished by means of the governor control switch of control board (distribution board, Principal Structure The governor adopts gearing and is equipped with the hand handle mechanism for both the limit switeh interlocking and the engine side operating 2, Explanation on Function Intermeshing of gears in is in the order of the worm for motor side, worm wheel (A) for handle shaft, worm (B) for handle shaft and worm for speed regulating screw shat. Extensively reducing the rotational speed of motor by means of the said four worm gears, the governor is being controlled, As the hand handle is pushed into its manual positon, the handle shaft moves. Consequently, the worm wheel (A) for handle shaft is disen aged from intermeshing with the worm for motor side, and instead the worm (B) for handle shaft is engaged into intermeshing with the worm wheel for speed regulating screw shaft so that the speed regulation becomes possible by turning the handle manually. F ‘The limit switch takes out the movement of spring guide by means of the lever for limit switch, and the microswitch is opened and closed by means of the cam to restrict the speed regulating range to within +5Hz of the rated rotational speed. 3. Handling (0) In the case of control from the control board, always keep the hand handle in the electric position. (2) In the case of engine side control, push in the hand handle to the manual position, ahd then turn i (3) In the case the limit switch is removed, make the apex part of the eam to face toward the microswitch side, insert the oldham’s coupling between the cam shaft and the lever for limit switch, and incorporate the limit switch, (4) In the case an adjustment of speed regulating range is neccessary, loosen the cam fixing serew, and adjust by shifting the position of the cam, AC the time of adjusting | (1) Operate the engine and attain the engine side rotational epeed of SS of the lower limit of speed | the rated rotational speed. regulating range (2) Shift the phase of the cam until the T—L, circuit of limit switch ter minals becomes OFF (itis convenient to wse an electric tester for this Purpose), and tighten the cam fixing screw. At the time of adjusting (1) Operate the engine, and attain the engine side rotational speed of +8 ® the upper limit of speed | of the rated rotational speed, regulating range (2) Shift the phase of the cam until the T—Ly circuit of limit switch ter. ‘minals becomes OFF (itis convenient to use an electric tester for this purpose), and tighten the cam fixing screw. [EBGNe. [70K Di iaT EEFig. |. OUTLINE OF MODEL 6K(D)(A)L Fuel Cut-off Handle Fuel Filter eee Instrument Panel CE L | / Suotion Manifold : O h = es Fuel Injection Amount Control Device Exhaust Pipe = Air Charging Valve I Decompression Handle ¥Lub. Oil Centritugal Filter ——____{Sneviar order item) Governor Handle —— Fiywheet N Ln (eee aes EKIDAIL2E ] . iFig. 2. INTERMESHING DIAGRAM OF TIMING GEARS Fuel’ Injection Pump Gear ‘st Tooth Cam Shaft Gear - Idle Gear 1st Toot’ Crankshaft Gear Part Name No. of Teoth [Backlash Fuel Injection Pump I 36 — 0.11 ~0.1998 36 52 38 0.11 ~0.19mm 26 Clearance of Camshaft in Shaft Direction is 0.07—0.15em [ERC Ne TKD ATL-2E]Fig. 3. FUEL INJECTION Auto-clean Fuel F iter (200 mesh) Manual Handk From Fuel Tank Delivery Valve Delivery Valve Guide Si Fuel Feed Pump _/ (Spee em) Increase Decrease Injection Timing Adjusting —_ Sorew ae Fue! Cam Setting Marks for Si Roller Guide Fuel Injection Timing | Fue! Injection Pump Drive Shaft Coupling os \ OF Fuel iotion Pump Drive Gear (RENe ERD ALE) SS ee ee GOVERNOR & FUEL OIL SYSTEM Tobe Feo a 4 Hy | Conti Pinion , P, FUEL INJECTION VALVE, Pressure Adjusting Plate NS Leaked oi i To Fue! Tank Fual Filter for Fuel injection Valve Fuel injection Valve 4 Governor Case Air Venting Serew Fuel Injeotion Pump Body/” uel curott Handle Plunger e (a) Barrel (a Baral Fe SMe Fuel Injection Amount lunger Sr aaor| leary Control Device Adjusting Rod Governor Case Cover Governor Handle Governor Spring \ Governor Sleeve / Priming Lever Shaft Governor Weight Governor Weight Support i lllFig. 4-A. FUEL INJECTION PUMP Fuely injection Pipex 5 Delivery Valve Holder O-ring f Delvery Valve Spring. Copper Packing — 22 Delivery “he Delivery Valve Guide: Control Pinion Screw Control Pinion il Beret Adjusting Rod Look ff Pinion Control Sleeve Plunger Spring Clamping Plate: Plunger Plunger Spring Plunger Spring Shoe Fuel Injection Pump Body Lower Blind Plug Ar Venting Plug & Packing Barre! Look Body Cover Side Cover Setboit Priming Handle ‘Cirelip for Shaft Priming Shaft Fixed Washer O-ring Priming Shat