GENERATOR DIESEL ENGINE DP158LCF/LCS/LDF/LDS, DP180LBS/LAS/LBF/LAF, DP222LAS/LBF/LBS/LCF/LCS. Maintenance Manual

8. Fuel system

136

Actuator

Actuator Component Parts Function

DV2213103B

DV2213104B

1. Emergency stop lever: The manual engine stop lever

when emergency.

2. Upper control chamber: The cover is install for inside

control.

3. Electronic control chamber: The electronic signal oper-

ates the operation lever. It is sealed and can not

control.

4. Adjusting screw: Adjusting screw is the controlled

max. fuel capacity. If the length of the nut is long, the

torque is decrease. if the the length of the nut is short,

the torque is increase.

5. Fuel stop plate: The plate controls the increasing fuel

as the preventing movement of adjusting screw.

6. Operation lever: It is the connecting lever to operate

the fuel rack.

7. Fuel rack: It controls the fuel capacity of the fuel injec-

tion pump connected link lever.

Fuel

injection

Pump

Emergenc

stop lever

Upper control chamber

(oil lubrication)

Electronic control

chamber

Ghana Actuator

e view

Operating lever

Stop Screw

Lock nut

Fuel rack

justing Screw

Lock nut

Fuel rack stop position

Top view

Linkage length(L)

Fuel rack stop position a

justment

CAUTION

Adjusting fuel injection pump is critical part for the

enfine performance and durability. Only certified

professional technicians should repair and maintain

engines.

8. Fuel system

137

DV2213210

4, 5

14, 15

2, 3

Fuel rack

Title

Amount

Remarks

Ball link ASS"Y

M5xL15

Screw, Ball link

M5xL15

Plain Washer

5.5x

14xT1.2

Stop Screw

M6xL25

Lock Nut

M6xP1.0

Allen Screw (SEMS)

M6x22L

Allen Screw (SEMS)

M6x30L or

18L

Mounting Bar

Spacer

6.5x

16xT7.4

Pump Gasket

T 0.5

Front Cover

T 3.2

Front Gasket

T0.5

Allen Screw

Seal Screw

Top Cover

T 3.2

Top Gasket

T 0.5

Operating Lever

Stop Lever

Manual Stop Device

ASS'Y

Title

Amount

Remarks

8. Fuel system

138

Controller system

DGC-2013 Governor Controller System

DV2213203B

Description

DGC-2013 Governor Controller Unit is an electronic

device designed based on PID algorithm to control engine

speed with fast and precise response to transient load

changes. The device is available for both single operation

(Isochronous mode) and parallel operation (Droop mode).

Mounting & Warning

DGC-2013 Governor Controller Unit is an electronic

device designed based on PID algorithm to control engine

speed with fast and precise response to transient load

changes. The device is available for both single operation

(Isochronous mode) and parallel operation (Droop mode).

1. Mount the controller unit vertically to the surface of a

control cabinet, protected from the weather and high

humidity, and do not expose the controller unit to the

source of radiant heat. Prolonged exposure to mois-

ture (for one month or longer or in case condensation

forms) can lead to change in the resistance of internal

circuit and failure to reach rated torque. Therefore,

make sure that the controller is dry before use.

2. Do not rely exclusively on the governor system electric

actuator to prevent overspeed. A secondary shutoff

device, such as a fuel solenoid must be used.

3. The setting range indicated on each menu of the

control mode is the average range for each engine.

It is recommended to set DI engines within each indi-

cated setting range.

Battery

Actuator

pee

d T

rim

roop

Cran

spee

Cran

un O

spee

est

tarting

uel

pee

amping

roop

ain

tability

pee

GND

rame

8. Fuel system

139

EMC (Electromagnetic Compatibility)

To satisfy EMC requirements, the controller unit should

be mounted on the grounded metal side, and it is

required to use shielded wires for all signal lines and

ground all the shields to one of the bolts used to mount

the controller.

No product with EMC-related quality issues arising from

not following the above instruction will be guaranteed.

Functions

1. (1) Speed: Adjusting the engine speed

2. (2) Gain: Adjusting the gain (governing sensitivity)

3. (3) Stability: Adjusting the stability (governing

response)

4. (4) Starting Fuel: Adjusting the fuel amount at engine

start up

5. (5) Speed Ramping: Adjusting the time to reach the

rated speed

6. (6) Idle: Adjusting the idle speed

7. (7) Droop: Adjusting the percentage (%) of droop

8. (8) Dip Switch: Adjusting the dip switch

9. (9) Over Speed: Adjusting the point when overspeed

lamp is on and the relevant relay is activated

10. (10) Run Lamp: Adjusting the point when run lamp is

on and the relevant relay is activated

11. (11) Crank Lamp: Adjusting the point when crank lamp

is on and the relevant relay is activated

12. (12) TB1: Terminal block for input and output

13. (13) TB2: Relay terminal for overspeed mode

(capacity - 2A/125VAC).

14. (14) TB3: Relay terminal for run mode (capacity -

2A/125VAC).

15. (15) TB4: Relay terminal for crank mode (capacity -

2A/125VAC).

Adjustments

1. The ranges of resistance indicated on the case are

applicable only to DI engines.

2. For potentiometer adjustment, use a small sized (-)

screw driver. (Be cautious of potentiometers being

damaged)

3. Check that all electrical connections are correctly

made and terminal screws tightened.

DV2213193B

DV2213193C

4. Engine Startup

Connect terminals G and M (with idle switch ON).

1) (4) Starting Fuel

Note) Reason for adjustment: To maximize the fuel effi-

ciency of the engine

* Purpose of adjustment:

Note) Recommended position: Between the 1 and 5

o’clock positions

Note) Possible problems: Between the 7 and 1 o’clock

positions

→

starting problems due to a lack of fuel

supply; The 5 o’clock position or above

→

decreasing fuel efficiency and increasing exhaust

emissions at engine start up

2) Turn (5) Speed Ramping to between the 9 and 12

o'clock position.

Note) The time to reach the rated speed (run speed)

prolongs as turning (5) Speed Ramping clockwise

(max. over 10 sec)

8. Fuel system

140

Note) With (5) Speed Ramping biased to counterclock-

wise direction, a symptom of overshoot or hunting

can occur.

3) Start cranking the engine.

5. Rated speed & Idle speed

1) Rated speed adjustment.

Note) After engine startup, remove the connection

between terminals G and M (with idle switch OFF)

Note) Under no load condition, adjust Speed. Clockwise):

RPM increase/counterclockwise RPM decrease

2) Idle speed adjustment

Note) With idle switch ON again, set the engine speed

at 800 rpm by (6) Idle potentiometer.

Note) Reason for adjustment: To adjust pre-heat levels

after engine start up or the initial fuel amount at

engine start up

Note) Recommended position: Between the 12 and 3

o'clock positions. Though varying by engine model

or rated RPM, it is recommended to set the RPM

as 800RPM.

Note) Possible problems: Decreasing cold start perfor-

mance and the excessive use of fuel during the

warm-up phase.

6. Governor performance adjustment

1) Remove the connection between terminals G and M

(with idle switch OFF). Once the engine reaches run

speed, adjust the performance of governor.

DV2213196B

2) Gain adjustment.

Note) Turn (2) Gain clockwise until instability develops at

no load.

Note) Gradually move (2) Gain counterclockwise until

stability returns.

Note) Move (2) Gain counterclockwise further by around

20 minutes (10°) to ensure stable performance.

3) Stability adjustment.

Note) Turn (3) Stability clockwise at no load until insta-

bility develops.

Note) Gradually move (3) Stability counterclockwise until

stability returns.

Note) Move (3) Stability counterclockwise further by

around 20 minutes (10°) to ensure stable perfor-

mance.

7. Accessory adjustment

DV2213196C

1) Run Lamp ON

Note) At the rated speed, turn (10) Run counterclockwise

until the Run Lamp is on.

Note) Move (10) Run counterclockwise further by 90

prevent the Run Lamp from flickering.

2) Crank Lamp ON

Note) At the idle speed, turn (10) Crank counterclockwise

until the Crank Lamp is on.

Note) Move (10) Crank counterclockwise further by 90

prevent the Crank Lamp from flickering.

3) Overspeed Lamp ON

Note) At the rated speed, as pressing the Test button,

gradually turn (9) Over Speed counterclockwise

until the Overspeed Lamp is on and the engine is

shut off simultaneously.

CAUTION

Idle speed is one of the important factors to deter-

mine the characteristics of engine startup. Therefore,

it is necessary to adjust the idle speed after rated

speed adjustment regardless of the use of "idle

mode."

8. Fuel system

141

Note) With the adjustment above, the overspeed function

is triggered at around 115% of the rated speed.

8. Starting Fuel Adjustment (to minimize the engine's

exhaust smoke)

1) Turn on idle speed switch

→

Set the idlespeed at

800RPM

→

Turn (4) Starting Fuel counterclockwise

until the engine speed begins to fall

→

Move (4)

tarting Fuel clockwise further by 15

to stabilize the

engine speed.

9. When the engine won’t start

1) If there is no wrong wiring

→

Return all adjustments

to the "factory-set values"

→

Start up the engine

again.

CAUTION

On completion of all the adjustments, start up the

engine again to ensure the stable operation at

engine startup, at no load, and at load operation,

respectively.

CAUTION

In case the exhaust smoke is not thick, It is recom-

mended to place (4) Starting Fuel at the 5 o'clock

position. If (4) Starting Fuel is set too low, It may

be hard to start the engine and cause the speed

overshoot on engine startup, even resulting in

exceeding the preset overspeed value.

8. Fuel system

142

External Wiring

DV2213211A

•

Wiring to the speed control unit should be as shown

in DV2213211A.

•

All the cables should be 1.5mm2 or larger and

shielded cables should be used for all external

connections.

•

Other shielded cables not described in DV2213211A

should be grounded to the frame.

1. Twisted cables should be used for actuator connec-

tions. The normal reading of resistance between termi-

nals A & B should be between 3.5

Ω

and 4.5

Ω

2. Magnetic speed sensor connections to terminals C

and D must be shielded for their entire length. The

speed sensor cable should only be connected to

terminal D. The shield should be insulated to ensure

no other part of the shield comes in contact with

engine ground. Otherwise, stray speed signals may be

introduced to the speed control unit resulting in insta-

bility, etc.

3. Be cautious that the battery's polarity to terminals E

and F should not be switched and a 10 amp fuse

must be installed between battery (+) and terminal F.

After the wiring work, check the voltage between

terminals which should be 24VDC (

4V). Ground the

terminal E to the frame (wiring (10)).

4. As illustrated in DV2213211A, connecting the optional

Ω

resistance enables fine adjustment of engine

speed within the range of preset speed

210Hz range.

5. In case of 12V system, or of actuator with current

consumption over 5 amp or above, connect terminals

G and H.

6. Selector switch, switching over "IDLE mode" and

"RUN mode" ON (close): idle mode OFF (open): run

rated mode

7. "DROOP" mode selector switch ON (close): DROOP

mode OFF (open): Isochronous mode

8. The signal from Auxiliary device for parallel operation

system should be connected to terminal N. It is neces-

sary to use the shielded cable for the signal.

aring

Auto

iliary

unit

itc

roop

itc

ࠗ

umper

Actuator

iel

cable

(

insulation

tube)

1.5

iel

1.5

agnetic

1.5

itc

use

(10

unit

sync

roni

Battery

Actuator

pee

d T

rim

roop

GND

roop

pee

rame

8. Fuel system

143

9. Accessory power supply: The +10[V] and 20[mA] of

current supply, Terminal P, can be utilized to provide

power to governor system accessory and for various

other purposes

Magnetic speed sensor connections

1. With the engine stopped, adjust the gap between the

magnetic speed sensor and the ring gear teeth. The

gap should not be any smaller than 0.45mm. Usually,

backing out the speed sensor by 3/4 turn after

touching the ring gear teeth will achieve a satisfactory

air gap.

2. The signal from the speed sensor can be measured

between C and D in engine operation.

3. Signal VAC 3 or above is required for the controller.

Remote speed adjustment

1. As illustrated in DV2213106A, a remote speed adjust-

ment potentiometer can be used to adjust the engine

speed over specific speed range. Select the desired

speed range and the corresponding potentiometer

value. When the minimum speed setting is used in

remote adjustment mode, the speed drop phenom-

enon may occur due to instability and load in the

system. To maintain engine stability at the minimum

speed setting above, a small amount of droop can be

added by turning (7)Droop counterclockwise. On the

other hand, at the maximum speed setting, the

governor performance will be near Isochronous

regardless of the droop adjustment setting

DV2213106A

Potentiometer Value by Speed Range

Factory-set Value

CAUTION

Wrong or erroneous wiring and battery voltage can

cause fatal damage to the controller.

Speed

range

Pote

tiometer

value

Engine RPM for Each Ring

Gear

160 teeth 152 teeth 146 teeth

900Hz

337rpm

355rpm

370rpm

2,400Hz

900rpm

947rpm

986rpm

3,000Hz

10K

1,125rpm

1,184rpm

1,230rpm

3,500Hz

25K

1,315rpm

1,381rpm

1,438rpm

3,700Hz

50K

1,387rpm

1,460rpm

1,520rpm

300611-00683

Overspeed

1,725rpm (No. of teeth =

160)

Run lamp

Maximum CW

Gain

Mid-range (12 O’clock)

Stability

Mid-range (12 O’clock)

Starting Fuel

Full CW

(Maximum Fuel)

a. CW: Clockwise

Speed Ramping

9 O’clock

Droop

Full CCW

(Minimum)

b. CCW: Countclockwise

Adjustment

(No. of teeth = 160)

Speed Adjustment

4,000Hz (1500rpm)

Idle Adjustment

2,133Hz (800rpm)

300611-00684

Overspeed

2,070rpm (No. of teeth =

160)

Run lamp

Maximum CW

Gain

Mid-range (12 O’clock)

Stability

Mid-range (12 O’clock)

Starting Fuel

Full CW

(Maximum Fuel)

Speed Ramping

9 O’clock

Droop

Full CCW

(Minimum)

Adjustment

(No. of teeth = 160)

8. Fuel system

144

Droop parallel Operation mode (Manual
paralleling)

•

Definition: Engine speed on the decrease against

Engine load on the increase.

DROOP(%) = {(No Load Speed - Full Load Rated

Speed) x 100} / Full Load Rated Speed

•

Description: Droop is typically used for the load

sharing and paralleling of engine driven generators.

Without the Droop mode in paralleling system, gener-

ators can be overloaded or motorized.

•

Application: For DROOP Operation,

1. Close Droop selector switch between terminals K and

2. When in Droop operation, the engine speed will

decrease as engine load increase. The percentage of

droop governing can be varied with (7) Droop poten-

tiometer. The higher level of droop is achieved as

turning (7) Droop clockwise.

•

Droop level requirements above 10% are unusual and

the minimum droop level to keep the stability of speed

droop governor is 2.5% or above.

•

After the droop level has been adjusted, the rated

engine speed setting may need to be reset. Check

the engine speed and adjust the speed setting accord-

ingly.

Accessory Input (Automatic Paralleling)

•

The Auxiliary terminal N accepts input signals from

load sharing units, auto synchronizers, and other

governor system accessories.

•

It is recommended that this connection from accesso-

ries be shielded as it is a sensitive input terminal.

•

When an accessory is connected to Terminal N, the

speed will decrease and the speed adjustment must

be reset.

•

When operating in the upper end of the control

system frequency range, a jumper wire or frequency

trim control may be required between Terminals G

and J. This increases the frequency range of the

speed control to over 7,000Hz.

Controller LAMP Display (diagnosis)

•

Power : When the battery power is connected and

inner control power (DC 12V) is achieved, the lap is

on and main controller is ready to function.

•

Pick Up : When the voltage between terminals C and

D is VAC 3.0 or above, the lamp is on.

•

Crank : When the engine reaches the preset rated

speed (idle speed), the lamp is on and relevant relay

is achieved.

•

Run : When the engine reaches the preset rated

speed (operating speed), the lamp is on and relevant

relay is achieved.

Speed Adjustment

4,800Hz (1800rpm)

Idle Adjustment

2,133Hz (800rpm)

a. CW: Clockwise
b. CCW: Countclockwise

300611-00685

Overspeed

1,725rpm (No. of teeth =

152)

Run lamp

Maximum CW

Gain

Mid-range (12 O’clock)

Stability

Mid-range (12 O’clock)

Starting Fuel

Full CW

(Maximum Fuel)

a. CW: Clockwise

Speed Ramping

9 O’clock

Droop

Full CCW

(Minimum)

b. CCW: Countclockwise

Adjustment

(No. of teeth = 160)

Speed Adjustment

3,800Hz (1500rpm)

Idle Adjustment

2,026Hz (800rpm)

300611-00686

Overspeed

2,070rpm (No. of teeth =

152)

Run lamp

Maximum CW

Gain

Mid-range (12 O’clock)

Stability

Mid-range (12 O’clock)

Starting Fuel

Full CW

(Maximum Fuel)

a. CW: Clockwise

Speed Ramping

9 O’clock

Droop

Full CCW

(Minimum)

b. CCW: Countclockwise

Adjustment

(No. of teeth = 160)

Speed Adjustment

4,053Hz (1800rpm)

Idle Adjustment

2,026Hz (800rpm)

300611-00684

8. Fuel system

146

System inoperative

If the engine governing system does not function, the

fault may be determined by performing the voltage tests

described in steps 1, 2 and 3. (+) and (-) refer to meter

polarity. If normal values should be indicated as a result

of following the troubleshooting steps, the fault may be

with the actuator or the wiring to the actuator. In that

case, check the actuator.

Ste

Terminal

When to Take

the Reading

Normal read-

ings

Probable Cause of Abnormal Read-

ing

Solution

F(+) & E(-)

When the

engine stopped

DC 24V

1. Check battery line

2. Replace battery

F(+) & E(-)

When starting

the engine

DC 15V or

above

1. Low battery voltage

1. Check battery line

2. Wiring error

2. Replace battery

C & D

When the

engine stopped

300~1200

Ω

(tester ohmme-

ter)

1. Defective speed sensor

1. Check sensor line

2. Improper or defective wiring to the
speed sensor

2. Replace speed sen-
sor

C & D

When starting

the engine

1.5V or above

(tester AC volt-

meter)

1. The gap between speed sensor and
gear teeth too great.

1. Check sensor line

2. Defective speed sensor

2. Replace speed sen-
sor

A & B

When the

engine stopped

3.8~4.5

Ω

(tes-

ter ohmmeter)

1. If the voltage reading is below

3.8

Ω

=> Short

1. Check short/open
actuator

2. If the voltage reading is above

4.8

Ω

=> Open wire

2. Replace actuator

3. Defective actuator

P(+) & G(-)

KEY S/W ON

DC 9.5~10.5V

Defective speed controller

Replace controller

F(+) & A(-)

When starting

the engine

DC 9~15V in

normal condi-

tions DC 1~3V

in abnormal

conditions

1. Speed adjustment set too low.

1. Check speed setting

2. Short/open in actuator wiring

2. Check actuator line

3. Actuator

3. Replace actuator
when found to be
defective

8. Fuel system

147

Adjustment Fuel Injection Pump

1. DP158L (60Hz)

1) Fuel injection pump : 65.11101-7301 (0 402 618 813)

•

Model : PE8P120A500/4LS7935 (0 412 628 937)

•

Governor : Doosan electronic governor

•

Plunger & Barrel : 2 418 455 545

•

Delivery valve : 2 418 559 045

•

Feed pump : FP/KD22P78-2 (0 440 008 152)

•

Prestroke : 4.5

0.05 mm (13

1.5 mm)

2) Nozzle holder assembly : 65.10101-7051 (0 432 131

667)

3) Nozzle : 65.10102-6047 (0 433 171 174)

4) Injection pipe : 420208-00453, 420208-00454

5) Firing order : 1 - 5 - 7 - 2 - 6 - 3 - 4 - 8

6) Fuel injection timing : BTDC 23

Rack diagram and setting valve at each point

(A)Test condition for injec-
tion pump

Nozzle & Holder Ass'y

1688 901 019

Opening pressure : 210 bar

Injection pipe (ID X OD - L)

3.0 x

8.0-1,000 mm

Test oil

ISO4113

Temperature : 40 ± 5

(B)Engine standard parts

Nozzle & Holder Ass'y

65.10101-7051

Nozzle (4 x

0.40)Opening

pressure : 280 bar

Injection pipe (ID X OD -L)

420208-00453,
420208-00454

2.0 x

6.35-750 mm

Stand by

Power

Check Point

Rack Position

(mm)

Pump Speed

(rpm)

Injection Q’ty on RIG

(mm

/1,000st)

Pressure

(mmHg)

(A)Test

(mmHg) condi-

tion for Inj.

pump

(B)Engine stan-

dard parts

16.0

900

432

8. Fuel system

148

2. DP158L (50Hz)

1) Fuel injection pump : 65.11101-7301 (0 402 618 813)

•

Model : PE8P120A500/4LS7935 (0 412 628 937)

•

Governor : Doosan electronic governor

•

Plunger & Barrel : 2 418 455 545

•

Delivery valve : 2 418 559 045

•

Feed pump : FP/KD22P78-2 (0 440 008 152)

•

Prestroke : 4.5

0.05 mm (13

1.5 mm)

2) Nozzle holder assembly : 65.10101-7051 (0 432 131

667)

3) Nozzle : 65.10102-6047 (0 433 171 174)

4) Injection pipe : 420208-00453, 420208-00454

5) Firing order : 1 - 5 - 7 - 2 - 6 - 3 - 4 - 8

6) Fuel injection timing : BTDC 18

Rack diagram and setting valve at each point

(A)Test condition for injec-
tion pump

Nozzle & Holder Ass'y

1688 901 019

Opening pressure : 210 bar

Injection pipe (ID X OD - L)

3.0 x

8.0-1,000 mm

Test oil

ISO4113

Temperature : 40 ± 5

(B)Engine standard parts

Nozzle & Holder Ass'y

65.10101-7051

Nozzle (4 x

0.40)Opening

pressure : 280 bar

Injection pipe (ID X OD -L)

420208-00453,
420208-00454

2.0 x

6.35-750 mm

Stand by

Power

Check Point

Rack Position

(mm)

Pump Speed

(rpm)

Injection Q’ty on RIG

(mm

/1,000st)

Pressure

(mmHg)

(A)Test

(mmHg) condi-

tion for Inj.

pump

(B)Engine stan-

dard parts

16.3

750

466

8. Fuel system

149

3. DP180L (60Hz)

1) Fuel injection pump : 65.11101-7302 (0 402 619 802

Bosch)

•

Model : PE10P120A500LS7936 (0 412 629 815)

•

Governor : Doosan electronic governor

•

Plunger & Barrel : 2 418 455 545

•

Delivery valve : 2 418 559 045

•

Feed pump : FP/KD22P80-1 (0 440 008 090),

FP/KD22P78-2 (0 440 008 152)

•

Prestroke : 4.5

0.05 mm (13

1.5 mm)

2) Nozzle holder assembly : 65.10101-7051 (0 432 131

667)

3) Nozzle : 65.10102-6047 (0 433 171 174)

4) Injection pipe : 420208-00399, 420208-00400

5) Firing order : 1 - 6 - 5 - 10 - 2 - 7 - 3 - 8 - 4 - 9

6) Fuel injection timing : BTDC 21

Rack diagram and setting valve at each point

(A)Test condition for injec-
tion pump

Nozzle & Holder Ass'y

1688 901 015

Opening pressure : 208.5 ±
1.5 bar

Injection pipe (ID X OD - L)

3.0 x

8.0-600 mm

Test oil

ISO4113

Temperature : 40 ± 5

(B)Engine standard parts

Nozzle & Holder Ass'y

65.10101-7051

Nozzle (4 x

0.40)Opening

pressure : 280 bar

Injection pipe (ID X OD -L)

420208-00399,
420208-00400

2.0 x

6.35-800 mm

Stand by

Power

Check Point

Rack Position

(mm)

Pump Speed

(rpm)

Injection Q’ty on RIG

(mm

/1,000st)

Pressure

(mmHg)

(A)Test

(mmHg) condi-

tion for Inj.

pump

(B)Engine stan-

dard parts

14.6

900

383

8. Fuel system

150

4. DP180L (50Hz)

1) Fuel injection pump : 65.11101-7302 (0 402 619 802

Bosch)

•

Model : PE10P120A500LS7936 (0 412 629 815)

•

Governor : Doosan electronic governor

•

Plunger & Barrel : 2 418 455 545

•

Delivery valve : 2 418 559 045

•

Feed pump : FP/KD22P80-1 (0 440 008 090),

FP/KD22P78-2 (0 440 008 152)

•

Prestroke : 4.5

0.05 mm (13

1.5 mm)

2) Nozzle holder assembly : 65.10101-7051 (0 432 131

667)

3) Nozzle : 65.10102-6047 (0 433 171 174)

4) Injection pipe : 420208-00399, 420208-00400

5) Firing order : 1 - 6 - 5 - 10 - 2 - 7 - 3 - 8 - 4 - 9

6) Fuel injection timing : BTDC 19

Rack diagram and setting valve at each point

(A)Test condition for injec-
tion pump

Nozzle & Holder Ass'y

1688 901 019

Opening pressure : 210 bar

Injection pipe (ID X OD - L)

3.0 x

8.0-1,000 mm

Test oil

ISO4113

Temperature : 40 ± 5

(B)Engine standard parts

Nozzle & Holder Ass'y

65.10101-7051

Nozzle (4 x

0.40)Opening

pressure : 280 bar

Injection pipe (ID X OD -L)

420208-00399,
420208-00400

2.0 x

6.35-800 mm

Stand by

Power

Check Point

Rack Position

(mm)

Pump Speed

(rpm)

Injection Q’ty on RIG

(mm

/1,000st)

Pressure

(mmHg)

(A)Test

(mmHg) condi-

tion for Inj.

pump

(B)Engine stan-

dard parts

14.7

750

405

8. Fuel system

151

5. DP222L (60Hz)

1) Fuel injection pump : 65.11101-7303 (0 402 619 807)

•

Model : PE12P120A500LS7937 (0 412 620 854)

•

Governor : GAC electronic governor

•

Plunger & Barrel : 2 418 455 545

•

Delivery valve : 2 418 559 045

•

Feed pump : FP/KD22P80-1 (0 440 008 090),

FP/KD22P78-2 (0 440 008 152)

•

Prestroke : 4.5

0.05 mm (13

1.5 mm)

2) Nozzle holder assembly : 65.10101-7051 (0 432 131

667)

3) Nozzle : 65.10102-6047 (0 433 171 174)

4) Injection pipe : 420208-00445, 420208-00443,

420208-00441

5) Firing order : 1 - 12 - 5 - 8 - 3 - 10 - 6 - 7 - 2 -

11 - 4 - 9

6) Fuel injection timing : BTDC 21

Rack diagram and setting valve at each point

(A)Test condition for injec-
tion pump

Nozzle & Holder Ass'y

1688 901 019

Opening pressure : 210 bar

Injection pipe (ID X OD - L)

3.0 x

8.0-1,000 mm

Test oil

ISO4113

Temperature : 40 ± 5

(B)Engine standard parts

Nozzle & Holder Ass'y

65.10101-7051

Nozzle (4 x

0.40)Opening

pressure : 280 bar

Injection pipe (ID X OD -L)

420208-00445,
420208-00443,
420208-00441

2.0 x

6.35-850 mm

Stand by

Power

Check Point

Rack Position

(mm)

Pump Speed

(rpm)

Injection Q’ty on RIG

(mm

/1,000st)

Pressure

(mmHg)

(A)Test

(mmHg) condi-

tion for Inj.

pump

(B)Engine stan-

dard parts

16.0

900

430

8. Fuel system

152

6. DP222L (50Hz)

1) Fuel injection pump : 65.11101-7303 (0 402 619 807)

•

Model : PE12P120A500LS7937 (0 412 620 854)

•

Governor : GAC electronic governor

•

Plunger & Barrel : 2 418 455 545

•

Delivery valve : 2 418 559 045

•

Feed pump : FP/KD22P80-1 (0 440 008 090),

FP/KD22P78-2 (0 440 008 152)

•

Prestroke : 4.5

0.05 mm (13

1.5 mm)

2) Nozzle holder assembly : 65.10101-7051 (0 432 131

667)

3) Nozzle : 65.10102-6047 (0 433 171 174)

4) Injection pipe : 420208-00445, 420208-00443,

420208-00441

5) Firing order : 1 - 12 - 5 - 8 - 3 - 10 - 6 - 7 - 2 -

11 - 4 - 9

6) Fuel injection timing : BTDC 19

Rack diagram and setting valve at each point

(A)Test condition for injec-
tion pump

Nozzle & Holder Ass'y

1688 901 019

Opening pressure : 210 bar

Injection pipe (ID X OD - L)

3.0 x

8.0-1,000 mm

Test oil

ISO4113

Temperature : 40 ± 5

(B)Engine standard parts

Nozzle & Holder Ass'y

65.10101-7051

Nozzle (4 x

0.40)Opening

pressure : 280 bar

Injection pipe (ID X OD -L)

420208-00445,
420208-00443,
420208-00441

2.0 x

6.35-850 mm

Stand by

Power

Check Point

Rack Position

(mm)

Pump Speed

(rpm)

Injection Q’ty on RIG

(mm

/1,000st)

Pressure

(mmHg)

(A)Test

(mmHg) condi-

tion for Inj.

pump

(B)Engine stan-

dard parts

15.5

750

435

9. Intake/exhaust system

155

General information

General Information

The exhaust gas of the engine passes through the turbine

wing of turbocharger to rotate the rutbine. At the same

time, the impeller air of the compressor mounted on the

other end of same shaft rotates to suck in the fresh air

through air filter, and delivers it to the cylinder through

inter cooler with high pressure.

The turbocharger is air-cooled. The bearing is lubricated

by the lubricant supplied from the engine lubrication

system.

The engine power depends on the supplied fuel amount

and engine efficiency.

In order to make the supplied fuel burned completely to

work for the engine efficiently, the sufficient air should be

delivered to the cylinder. That is, the enfine power is

virtually determined by the size of cylinder. If compressed

air is delivered to the cylinder with a given capacity, the

air amount in the cylinder increases to burn more fuel,

thereby increasing the engine power.

The method of compressing the air to supply it into the

engine cylinder is called supercharging; and the method

of using the exhaust gas discharged from the combustion

chamber for the same purpose is called turbocharging.

DV2213107A

No.

Name

No.

Name

Compressor casing

Air inlet

Turbine casing

Exhaust gas outlet

Compressor wheel

Exhaust gas inlet

Impeller

Engine oil delivery

Turbine

Engine oil recovery

9. Intake/exhaust system

156

Specifications

Item

DP158L

Remarks

DP158LCS

DP158LCF

DP158LDS

DP158LDF10

Intake/Exhaust System

Max. back pressure (kPa)

5.9

Max. intake air
restriction (kPa)

With clean filter
element

2.16

With dirty filter
element

6.23

Item

DP180L

Remarks

DP180LBS

DP180LBF

DP180LAS

DP180LAF

Intake/Exhaust System

Max. back pressure (kPa)

5.9

Max. intake air
restriction (kPa)

With clean filter
element

2.16

With dirty filter
element

6.23

Item

DP222L

Remarks

DP222LAS

DP222LBS

DP222LBF

DP222LCS

DP222LCF

Intake/Exhaust System

Max. back pressure (kPa)

5.9

Max. intake
air restric-
tion (kPa)

With clean
filter element

2.16

With dirty fil-
ter element

6.23

Generator Engine

DP158L

DP180L

DP222L

Turbocharger Model

Alied Signal T40E

Alied Signal T45E

Alied Signal TV51

Allowable max. RPM (rpm)

111,800

92,200

82,000

Intake Air Quantity

/sec)

0.26

0.32

0.40

Compression Efficiency (%)

75.5

75.0

77.5

Compression Ratio

3.00

2.80

2.90

9. Intake/exhaust system

157

General information

Construction

DV2213108A

No.

Name

No.

Name

No.

Name

Turbine shaft

10.

Bolt

21.

Heat screen

Thrust bush

11.

Clamp

22.

Compressor housing

Oil shut off

13.

Bearing housing

23.

Clamp

Fixing nut

14.

Retainer ring

24.

Bolt

Seal ring

15.

Seal plate

27.

Liquid gasket

Seal ring

16.

Thrust bearing

30.

Loctite

Seal ring

17.

Journal bearing

31.

Liquid anti-burn angents

Compressor wing wheel

18.

Screw

Turbine housing

19.

Screw

27,

30,

9. Intake/exhaust system

158

Function

1. Turbine

The exhaust gas that is discharged from combustion

chamger passes through turbine housing conveying an

energy to turbine wings to give the rotating power,

This is called as the turbine and in order not to influ-

ence a bad effect at bearing part, there are the seal

ring and heat dissipator.

2. Compressor

It is connected to the same shaft with the turbine to

make a revolving assembly, and receive the revolving

force of turbine, and sends air to the suction manifold

by suctioning and compressing it. This is called as the

compressor.

3. Bearing

1) Thrust bearing force is applied to the turbine wheel

and an arrangement is made for the shaft not to shift.

2) journal bearing (floating bearing) is adopted and it

forms the double oil films at the in out surfaces in

comparison to the general stationary type so that the

bearing may be able to rotate independently and

consequently the double layers of films act as the

damper to make the slipping speed on the bearing

surface less than the rotaing speed of shaft so that

the dynamic stability may be obtained.

4. Sealing at compressor shaft

Inorder for the compressed intake air and lubricating

oil not to leak, a seal plate and a seal ring are made

to the double structures.

DV2213109A_E

DV2213110A_E

Turbine Wheel

Exhaust gas

outlet

Suction air

inlet

ompact wheel

Exhaust gas

inlet

ompresse

air suppl

Engine
c

lin

ompressor

Exhaust gas

outlet

Turbine

Intake air

inlet

Exhaust gas passage

ompresse

air passage

9. Intake/exhaust system

159

Failure Diagnosis

Phenomenon

Causes

Troubleshooting

Noise or vibration

Rotating part is contacted

Repair or replace it

Unbalanced rotation of a rotor

Repair or replace it

Burn

Repair or replace it

Loose joint

Check or repair it

Deformed or damaged intake systemhose

Replace it

Poor clamping state

Adjust and tighten the clamp

Contaminated or damaged air filter

Replace and check if the impeller of the
turbocharger is damaged

Leakage of coolant from the turbocharger or oil from
the oil hose

Replace the hose and the gasket

Leakage of gas from the exhaust manifold

Replace the gasket or tighten the fixing nut

Poor turbo actuator operation

Replace the turbocharger

Leakage from the engine block and the exhaust
manifold

Check the engine

Contaminated blowby gas and abnormal oil amount

Check the turbo impeller and the turbo
intake outlet

Large gap of the turbocharger wheel, causing inter-
ference with the wall

Check if there is any sand or metallic for-
eign substance

Damaged turbocharger wheel

Check if there is any sand or metallic for-
eign substance

Damaged wheel and shaft of the turbocharger

Check if there is any sand or metallic for-
eign substance

Poor rotating force of the turbocharger wheel

Check if there is any sand or metallic for-
eign substance

9. Intake/exhaust system

160

Lowered output

Leakage of gas from each part of the exhaust sys-
tem

Check or repair it

Clogged air filter element

Replace or clean it

Contaminated or damaged turbocharger

Repair or replace it

Leakage of air from the discharging part of the com-
pressor shaft

Check or repair it

Deformed or damaged intake system hose

Replace it

Poor clamping state

Adjust and tighten the clamp

Contaminated or damaged air filter

Replace and check if the impeller of the
turbocharger is damaged

Poor turbo actuator operation

Replace the turbocharger

Leakage from the engine block and the exhaust
manifold

Check the engine

Contaminated blowby gas and abnormal oil amount

Check the turbo impeller and the turbo
intake outlet

Large gap of the turbocharger wheel, causing inter-
ference with the wall

Check if there is any sand or metallic for-
eign substance

Damaged turbocharger wheel

Check if there is any sand or metallic for-
eign substance

Damaged wheel and shaft of the turbocharger

Check if there is any sand or metallic for-
eign substance

Poor rotating force of the turbocharger wheel

Check if there is any sand or metallic for-
eign substance

Oil leakage

Deformed or damaged intake system hose

Replace it

Poor clamping state

Adjust and tighten the clamp

Contaminated or damaged air filter

Replace and check if the impeller of the
turbocharger is damaged

Leakage of coolant from the turbocharger or oil from
the oil hose

Replace the hose and the gasket

Poor turbo actuator operation

Replace the turbocharger

Phenomenon

Causes

Troubleshooting

9. Intake/exhaust system

161

Oil leakage

Leakage from the engine block and the exhaust
manifold

Check the engine

Contaminated blowby gas and abnormal oil amount

Check the turbo impeller and the turbo
intake outlet

Large gap of the turbocharger wheel, causing inter-
ference with the wall

Check if there is any sand or metallic for-
eign substance

Damaged turbocharger wheel

Check if there is any sand or metallic for-
eign substance

Damaged wheel and shaft of the turbocharger

Check if there is any sand or metallic for-
eign substance

Poor rotating force of the turbocharger wheel

Check if there is any sand or metallic for-
eign substance

Oil consumption

Poor clamping state

Adjust and tighten the clamp

Leakage of coolant from the turbocharger or oil from
the oil hose

Replace the hose and the gasket

Leakage from the engine block and the exhaust
manifold

Check the engine

Contaminated blowby gas and abnormal oil amount

Check the turbo impeller and the turbo
intake outlet

Large gap of the turbocharger wheel, causing inter-
ference with the wall

Check if there is any sand or metallic for-
eign substance

Damaged turbocharger wheel

Check if there is any sand or metallic for-
eign substance

Damaged wheel and shaft of the turbocharger

Check if there is any sand or metallic for-
eign substance

Poor rotating force of the turbocharger wheel

Check if there is any sand or metallic for-
eign substance

Phenomenon

Causes

Troubleshooting

9. Intake/exhaust system

162

How to Maintain Turbocharger

1. Cautions for engine operation

1) Observe the followings when starting, operating, and

stopping an engine.

Black and white

emissions

Deformed or damaged intake system hose

Replace it

Contaminated or damaged air filter

Replace and check if the impeller of the
turbocharger is damaged

Leakage of coolant from the turbocharger or oil from
the oil hose

Replace the hose and the gasket

Poor turbo actuator operation

Replace the turbocharger

Contaminated blowby gas and abnormal oil amount

Check the turbo impeller and the turbo
intake outlet

Large gap of the turbocharger wheel, causing inter-
ference with the wall

Check if there is any sand or metallic for-
eign substance

Damaged turbocharger wheel

Check if there is any sand or metallic for-
eign substance

Damaged wheel and shaft of the turbocharger

Check if there is any sand or metallic for-
eign substance

Poor rotating force of the turbocharger wheel

Check if there is any sand or metallic for-
eign substance

Blue emissions

Leakage from the engine block and the exhaust
manifold

Check the engine

Too much fog

Oil leakage to the turbine or compressor

Repair or replace it

Worn or damaged seal ring due to worn bearing

Repair or replace it

Too much

exhaust emis-

sions

Clogged air filter element

Replace or clean it

Clogged air duct

Check or repair it

Air leakage from the intake system

Check or repair it

The turbocharger cannot rotate because of burning

Repair or replace it

A turbine blade or compression wing contacts with
the other one or is damaged

Repair or replace it

Deformed or clogged exhaust system pipe

Check or repair it

Phenomenon

Causes

Troubleshooting

9. Intake/exhaust system

163

Special inspection of turbocharger

You should check the radial and axial clearance of a

rotor. This preventive action is to find the bearing wear

status of the axial clearance so as to prevent the severe

damage to the rotor and bearing.

Item

Cautions

Reasons

Starting an engine

1) Check the oil amount

2) Therefore, start the engine with the starter
motor to check the rise of oil pressure (until the
gradation of the oil pressure gauge moves or
the pressure indicator lamp is turned on).

2) Overhasty start of engine leads to
engine rotation without lubricating turbo-
charger and other engine parts, causing
abnormal wear or burning of bearings.

3) If you replace oil, oil filter cartridge, or lubri-
cation system parts or use an engine in cold
areas, or the engine has stopped for a long
period, loosen the oil pipe joint at the inlet of
the turbocharger and run the starter motor until
oil flows out. After completing the work, tighten
the oil pipe joint again and start the engine.

3) When an engine has stopped or kept
cold for a long period, circulation of oil in
the pipe gets poor.

After starting an engine

1) Operate the engine at idle for five minutes
from starting it.

1) When the engine is suddenly loaded
while the engine and the turbocharger
have not been smoothly rotated after
starting the engine, parts with insufficient
oil may be burnt.

2) Check if oil, gas, or air is leaked from each
part. If so, take proper action.

2) Leakage of oil, gas, or air (especially
oil) reduces oil pressure and loss of oil
cause burning of bearings.

During Operation

check the following.

1) Oil pressure

At idle: 1.5 ~ 3.0 kg/cm

Fully loaded: 3.0 ~ 5.5 kg/cm

1) Too low oil pressure causes abnormal
wearing or burning of bearings. Too high
oil pressure causes oil leakage.

2) When abnormal noise or vibration occurs,
slowly reduce the rotate count until the engine
stops and then figure out the causes.

2) Operating an engine with noise or
vibration may cause irreversible damage
of the engine.

Stopping an Engine

1) Operate the engine at idle for five minutes
before stopping it.

1) Sudden engine stop after operating
the engine under high load allows the
heat from the red-heated turbine blade to
be delivered to the bearing system. Then
oil burns and the bearing metal and rota-
tion shaft are burnt.

9. Intake/exhaust system

164

DV2213034A

DV2213035A

1. Checking the rotating state of a rotor assembly Check

tis rotating state when strange noise is heard during

rotation. If you use a sound rod, contact the neb of

the sound rod to the turbocharger housing and slowly

raise the RPM. If high-pitched sound continues, it

means that the state is abnormal. In this case, the

bearing or the rotor assembly may be abnormal. So

you need to replace or repair the turbocharger.

2. Checking the play of rotor assembly Remove a turbo-

charger from the engine, and check the axial and

radial play of the rotor assembly. When you disas-

semble the turbocharger, be sure to seal the oil inlet

and outlet with a tape, etc.

1) Axial play of the rotor assembly

DV2213036A

DV2213037A_E

2) Radial clearance

DV2213038A

Wear limit

0.20 mm

Wear limit

0.65 mm

agnet

ise

urbine

eel

room

ial

gauge

turbine

ial

irection

ear

limit

: 0.20

10. Cylinder block/head

http://www./equipment/ctm/450/

General information

General Information

The cylinder block is a single piece of alloy cast iron. To

increase its stiffness, it is extended to a level below the

crankshaft center line. The engine has replaceable wet

cylinder liners and individual cylinder heads with strung-in

valve seat rings and replaceable valve guides.

Specifications

Item

DP158L

Remarks

DP158LCS

DP158LCF

DP158LDS

DP158LDF10

Cylinder block/head

Valve system type

Overhead valve type

No. of valve
(per cylinder)

Intake

Exhaust

Valve lashes
(at cold) (mm)

Intake

0.25

Exhaust

0.35

Intake valve (

)

Opening

(BTDC)

(ABDC)

Exhaust valve

(

)

Opening

(BBDC)

(ATDC)

Item

DP180L

Remarks

DP180LBS

DP180LBF

DP180LAS

DP180LAF

Cylinder block/head

Valve system type

Overhead valve type

No. of valve
(per cylinder)

Intake

Exhaust

Valve lashes
(at cold) (mm)

Intake

0.25

Exhaust

0.35

Intake valve (

)

Opening

(BTDC)

(ABDC)

Exhaust valve

(

)

Opening

(BBDC)

(ATDC)

GENERATOR DIESEL ENGINE DP158LCF/LCS/LDF/LDS, DP180LBS/LAS/LBF/LAF, DP222LAS/LBF/LBS/LCF/LCS. Maintenance Manual - page 4