Sei sulla pagina 1di 155

V-type Power Up 엔진 교육

2013. 12
엔진BG CS팀

0
Table

 Diesel Engine in General --------------------- 3~13 page

 Power Up Engine Introduction ----------------- 15~25 page

 Power Up Engine Specification ----------------- 27~31 page

 Cooling System ---------------------------- 22~38 page

Lubrication System -------------------------- 40~43 page

 Fuel System ------------------------------ 45~57 page

 Electrical System --------------------------- 59~68 page

 Engine Disassembly / Reassemble -------------- 70~84 page

 Controller Adjustment ------------------------ 86~94 page

 Trouble Shooting --------------------------- 96~135 page

 Generator Installation Guide ------------------- 137~152 page

 Appendix
Diesel Engine in General
ENGINE
Introduction to combustion in Diesel Engines
Operation Principle of 4-Stroke Engine : Conversion from thermal energy to rotation energy
• One Operating cycle is completed for every four strokes of the piston
Description Intake V/V Exhaust V/V
Intake Piston moves downward, Air go into the combustion Open Close
Piston travels to toward the top of cylinder, the air in the cylinder is
Compression Close Close
compressed
Fuel inject into compressed air, piston moves downward due to
Expansion Close Close
mixture explosion
Exhaust Combustion gas carry though exhaust valve Close Open

• Difference Diesel and Gasoline Engine


 Diesel Engine : Fuel inject into compressed air ( Compression Ignition Engine )
 Gasoline Engine : Gas Mixture is exploded by spark-plug ( Spark Ignition Engine)
Combustion
Gas
Cyl. Liner
Fuel Inject

Piston Intake Exhaust


Piston Pin

Con-Rod

CRS

① Intake ② Compression ③ Expansion ④ Exhaust


3
ENGINE

Engine structure and function of major parts – Inner Structure


• Driving system in Cylinder Block, Valve System in Cylinder Head
• Other major parts arrange the outer engine
Major System Major Parts Major Function

• Cylinder • Cylinder Block, • As a body for supporting with moving parts,


1 Cylinder Liner cooling water and oil flow though beforehand
Block
worked oil and water gallery

• Cylinder • Head (In/Ex • Combustion gas circulate though Intake and


2
head Port), Head exhaust line(3-dimensional spiral), and
Gasket cooling water cool down on the combustor
surrounding.
• Driving • Piston, Con-rod • The Up and down motion of piston convert to
3
System Crankshaft rotary motion by combustion pressure

• Valve Train • Valve, R/A, Cam, • The air for burning is supported, the gas
4
Tappet carry out after burning

• Injection • Injector, ECU • Fuel compress high-pressure and inject


5 System Common Rail required amount at an appropriate time in
combustor
• Lubrication and• Oil Pump, Water • Combustion and Frictional heat is released
6 Cooling Parts Pump consistently when engine operation. The Oil
and Cooling water supply to moving parts as
reasonable temperature and amount
• Intake & • Manifold, T/C • The intake air is compressed and
7
Exhaust and • SCR, DPF temperature decreased. Chemical additive
After adjust according to exhaust gas component.
• ECU : Electronic Control Unit Treatment
• SCR : Selective Catalytic Reduction • Accessories • Alternator, Air • It is possible to use the engine continuously
Compressor, and for
•DPF : Diesel Particulate Filter
•T/C: Turbo-charger; R/A: Rocker Arm 4
ENGINE

Structure of Engine and Function of Major Parts – Outer Structure


Engine is a Prime mover that thermal energy ,which com from mixed fuel and air, convert to rotation
energy. According to functional , ① Cylinder Block, ② Cylinder Head, ③ Driving System, ④ Valve Train,
⑤ Injection System, ⑥ Lubrication and Cooling parts, ⑦ Intake & Exhaust and After Treatment device,
⑧ Accessories
Intake Cylinder Head Common Air Turbo Cylinder
Fuel Filter Manifold Cover Rail Alternator Compressor Charger Head Valve
5 7 2 5 8 8 7 2 4

7
Exhaust
Pipe
3
Piston

3
Con-Rod
3
3
F.W.H
CRS Pulley

5
CP Pump

5 6 6 6 1 6 3
ECU Oil Cooler Oil Filter Oil Pan(Sump) Cylinder CRS
Oil Filter
Block
5
ENGINE

Fuel Injection System

Fuel device is that fuel inject into the cylinder though nozzle as high compressed.
According to control system, mechanical engine and electrical engine.

Parts Function Description

Mechanical Engine • Injection Nozzle • Injection pump


(Before Euro-3 ) The independent pump element install for each
• Injection Pump cylinder. High pressure fuel, which is changed by
pump, inject to cylinder by firing order.
• Priming pump • Injection nozzle
The high pressure fuel inject to cylinder makes
tiny mist

• Priming pump
At initial operation, fuel comes from fuel tank
Electrical Engine
and supply to injection pump
Common Rail System • Electric Injector • Fuel filter
Filtering equipment filter out the impurities in the
6 7 Pressure Rail pressure
• ECU
High
pressure
pump 5
limiter valve
8
Rail
sensor
fuel tank
CP3

3 Gear
pump Filter
4 Flow limiter

Metering
unit ZME
9 •Common Rail • Fuel tank
Other actuators Other sensors

1
Injector The conservation of fuel
2 Control unit
Accelerator
pedal
0 •High pressure pump
Engine

1 speed
(crank)

1 Tank
Prefilter
1 Engine
speed
High pressure
Low pressure
(cam)

6
ENGINE
Way of Air-Breather
If a lot of air can contain displacement of fixed size, the intake, which is first stroke, can
increase power due to much fuel can burn. So the engine can assort according to way of
air-breather
The number of air Block diagram of
Way of air-breather Detail Description particle per volume Intake/Exhaust

• Naturally • The air is inhaled in combustion by different of 1 2 3 상온


aspirated pressure between a negative and atmospheric
pressure 4 5
• (8 of Air Particle 8 HP) 6 7 8
220℃
• The turbine blade rotate by exhaust gas and 1 2 3 4
•Turbo charged compression blade rotates at same time. . The
compression blade makes compressed air and 5 6 7 8
the air become high temperature and density 9 10 11 12
and enter the combustion.
• (12 of Air Particle 12 HP)

• The heated air, which is made by T/C, cool down 50℃


•Turbo charged 1 2 33 4
though cooler. The heated air cool down and
& inter-cooled 5 6 7 8
increase air density, and much air enter the
combustion. 9 10 11 12
• (16 of Air Particle 16 HP) 13 14 15 16

7
ENGINE

Moving parts
Piston moves downward by high temperature and pressure combustion gas which is
burned fuel and air. At obtained rotation energy this moving forward to valve system,
lubrication system and cooling system by gears for safely continuation operating

Injector Description of Part’s Function


Intake
Exhaust Port
Port • PISTON
1 Make combustion, and moves
Combustion 7 downward by combustion gas for
Gas
Cylinder moving Con-Rod
Liner
• CONNECTING ROD(Con-Rod)
Piston Rocker-
Arm Connect piston(Rectilinear Movement)
Valve and CRS(Rotation Movement)
Piston Pin
2 8
• CRANKSHAFT
Convert from rectilinear movement to
Crank Shaft rotation movement and forward to
Con-Rod
energy to outside
4 Gear 6
Tappet • CAMSHAFT
4
Cam Determine the valve timing
3 Shaft (Intake and Exhaust)

5 • GEAR
Forward energy by engagement gear
8
ENGINE

Lubrication and Cooling System


The Oil supply to engine moving parts for oil film and preventing the wear.
Moving parts is cooled down by engine oil and other parts is cooled by coolant for
maintain the suitable temperature
Major parts Functional Desdription
Lubrication System
• OIL PUMP • The supplying oil to engine parts

• Oil filter • Removing the foreign object contained in the oil

• Oil cooler • The cooling drvice by cooling water(Heat Exchanger)

• Oil pan (Reservoir) • The container that reserve the oil

Cooling System • Water pump • The forcibly circulating the cooling water. The connected with
CRS with belt or gear
Thermostat
• Thermostat • The device for opening and closing cooling water line by water
temperature. The water temperature control moderately.

• Radiator •The air cooling device for how water.


Water
pump
• Cooling fan • The outer cooling air inpouring to engine.
Cooling
fan Radiator

9
ENGINE
Combustion at Expansion Stoke (1/3)

Procedure of expansion stoke ; As a short time(1/1000 seconds), fuel inject into


the combustion for burning

Compression Stroke
(High Air Temperature)
1. Fuel injection

2. Fuel Evaporation and mix air


Expansion Stroke → Ignition delay
(Burning Time :1-2㎳)

3. Combustion
→ Start Burning as all-as-onceness

4. Diffusion combustion
Exhaust Stroke

10
ENGINE
Combustion at Expansion Stoke (2/3)

In the Combustion, the burning is progressing as all-at-onceness due to


Compression heat

11
ENGINE

Combustion at Expansion Stoke (3/3)


Because too short mixed time, Fuel and Air mix as lack of uniformity.
The NOX, Soot, CO. HC is created because the Burning is progressing at
anywhere in combustion as all-at- onceness

12
The basic unit regarding Engine

■ Power and Torque


▶ Power : Power – Horse power ; A mount of work per unit hour
1metric HP= 1ps= 75kgm/sec
1 kW= 1 kJ/s = 1.36 ps
•1초동안 전진한 체적

▶ Torque : Moment
Power = Torque x Rev Count

– Twist Force and Rotation Force


1 kgm = 9.8 Nm
* The Area of Fan
• Horse Power (PS) = Torque(T) x Speed of Revolution(ω)
• Engine Power(PS) = Torque (kgm) x rpm / 716.2 Power = Torque x Rev Count
* rpm (revolution per minute) ; Revolution Count per minute

13
Power Up Engine Instruction
Main Engineering Change regarding Power-up Development
Increase Hardness about confirmed weak point for increase durability though fatigue analysis
Apply designed part which is minimum of stress concentration
Reflect customer voice for convenience and safety
Main Design Point
1
• Increase Hardness about confirmed weak point for increase durability though fatigue analysis
Increase
Durability • Reinforce Cylinder Block, Head, CRS and Con-Rod
• Change the piston pin’s shape and coated piston ring face for curability of abrasion and safety factor
regarding power increasing
• Change the Ex. Manifold’s material for increasing heat-resisting temperature and add the supporting
bracket for preventing leakage and crack
• Increase the durability of cooling fan belt and bearing
2
• Change the mounting bracket’s shape : improve the boarding
Convenience • Add a jacket water heater port : improve convenience regarding jacket heater connection
• Change turbocharger location : improve the generator assembly and prevent interference with
wire when lifting
3 • Change fuel strainer location : Keep distance from T/C for preventing fire by radiation
Safety • Change the fuel line’s material : The terms of CE,NFPA(USA ‘fire service act) and NEGA(Japan’s fire
service act)
• Belt Cover : The terms of CE ( Apply at April of 2014 )
4 • Re-line up at interval of 50 kWe
Performance • Improve cooling performance : Satisfy the tropical terms(Radiator Inlet Temperature : 52℃)
• Unify the turbocharger and injection timing with 50Hz and 60Hz except DV15 high power

15
V12 Engine Development Scope

The Present Mass-Production Engine V-type Power Up Engine

Fuel System
• Fuel Filter increase capacity
• Fuel pipe is made with steel

Belt Train
• Belt’s lifespan increase

16
V12 Engine Development Scope

The Present Mass-Production Engine V-type Power Up Engine

Intake Manifold change

• Add DOOSAN logo and change


manufacture process
Exhaust Manifold material change • Publication of marine and gas
generator parts
• Increase heat-resisting
temperature (780℃ 810℃)

Oil Filler Cap (Shape Change)


• Plug Type  Screw Type

Increase cooling fan capacity


and simplified
• DV22 : 36”-9 Blade
• DV15, DV18 : 36”-7 Blade
17
V12 Engine Development Scope

The Present Mass-Production Engine V-type Power Up Engine

Fuel Strainer(Change of Location)


• Keep distance from Turbine
Housing
• For fire prevention by fever

Turbocharger(Change of Location)
Add Jacket Heater Port
• Deposition left and right
• Prevent interference when • Increase in convenience when
alternator assemble Jacket Heater connect
• Prevent interference with wire when • Increase in warm up efficuency
18
engine lifting
V12 Engine Development Scope

The Present Mass-Production Engine V-type Power Up Engine

Oil Separator(Change of Location


• Deposition left and right
• Increase in saperate function
at oil mist

Engine Mounting Bracket(Shape Change)


• Add the hole of Rubber Cushion (Ø18)

Add Ex. Manifold Bracket


Rear Hanger(Shape Change) • Prevent of Leakage and
• Prevent interference with Lifting Crack
Hook
19
Turbocharger & Exhaust Manifold Layout

The Present Mass-Production Engine V-type Power Up Engine

Air Inlet Air Inlet

Turbocharger
Turbocharger

Exhaust Manifold Exhaust Manifold

Bracket

• The Categories of Modification • The Purpose of Modification and reason


- Turbocharger Location : The Top of Flywheel Housing - Prevent interference with wire when lifting
expand length between left and right - Prevent thermal transformation by increasing gas temperature
- Exhaust Manifold (Quality of Material) : Unification : increase heat-resisting temperature to 810℃ form 780℃
GCD500-HS GCD550-HSM - Add the supporting bracket : prevent the Ex. Manifold leakage
(Present V8/10 : GCD-400&500HS, V12 : GCD-500HS 임) and crack by vibration of T/C
- Add Exhaust Manifold Bracket

20
Intake Air Bend

The Present Mass-Production Engine V-type Power Up Engine

단열 공간 (틈새)

Air Inlet Pipe Air Inlet Pipe

Air Bend
Air Outlet Air Bend
- Pipe
Air Outlet Pipe

• The Categories of Modification • The Purpose of Modification and reason


- Change the air bend’s shape - Outlet : Prevent interference left and right bank charge air
Add the partition left and right Inlet : Improve different of amount of inhale air
Secure gab between pipes at before and after CAC - the minimize effect to Cooled air from heated air(T/C)
- Change the air in / out Pipe’s shape - Change air inlet/outlet pipe’s shape
: Changed by intercooler improvement

21
FUEL PIPE & FUEL FILTER

The Present Mass-Production Engine V-type Power Up Engine

• The Categories of Modification • The Purpose of Modification and reason


- Single Cartridge  Double Cartridge - Increase the amount of flow : 340 l/h  680 l/h
- Change Fuel Line material and size - Prevent rubber hose damage and obey the Fire Service Act
Synthetic rubber(ø9.52) Steel Pipe(ø12 x t 1.0 , SPPS 38) - Apply Rubber Clip for preventing vibration and damage
- Apply New Rubber Clip regarding steel pipe
- Change Method of Fitting - Reduce the pressure loss of fuel line
: Hollow Screw  Union Nipple with Die Ring
22
Fan Drive Ass’y and V-Belt

The Present Mass-Production Engine V-type Power Up Engine

• The Categories of Modification • The Purpose of Modification and reason


- Fan pulley : 3v-4  3v-6 type (V12) , V10/8 3v-4 사용 - To Expect fan’s require power is increase to 45KW from 24KW.
- Diameter : 208mm  226mm So. Belt durability is increase at higher 25,000 hour
- Sing Bearing  Dual Bearing (V12), V10/8은 Single 사용) (If 3V-5 apply that lifetime is 3,925 hour)
- Change Fan Mounting Bracket’s shape (Only DV22) - Increase bearing’s durability by fan’s require energy
(16,440 hour)

23
Radiator & Intercooler System Design

The Present Mass-Production Engine V-type Power Up Engine

• The Categories of Modification • The Purpose of Modification and reason


- Increase Radiator Matrix - increase intercooler and coolant radiant value due to power
- Change Intercooler shape, lay-out and material increase
- Change Core (All  Top) - Thought intercooler shape change, increase the radiator
cooling effect

24
Power-up Option
Radiator • Tropical  Higher ATB 52℃
• Standard  Higher43℃ 이상

Air cleaner

Disposable Housing Rain cap

Belt Cover • Using or Not

Heat Screen • NONE, Standard, Premiun (Stainless : not register yet)

Water separator • Using or Not

Must use the water


separator

25
Power Up Engine Specification
Engraving Location and Serial Number Form

 The Location of Engine Engraving(A)


. DP158L : Side of Cyl. Head of Cyl. Block(No.8)
. DP222L : Side of Cyl. Head of Cyl. Block(No.12)

27
Engine Model Name

Model Form

1 2 3 4 5 6

D P 2 2 2 L A

Description
1 Fuel Specification 2 Engine Purpose 3 Engine Displacement

4 Number of Combustion 5 Supercharging Form 6 Power Specification

• Fuel Specification • Engine Purpose • Supercharging Form


D: Diesel P : Gen Set N : Natural Aspiration
G: Gas U : Power Unit T : Turbocharger
F : Fire Pump L : Turbocharger + Intercooler
M : Marine Propulsion F : 4 Valve, C: Common Rail
A : Marine Auxiliary

28
Engine Output Power for Each Model

Output Engine Model


RPM(Hz)
Power DP158LC DP158LD DP222LA DP222LB DP222LC

Standby
449 / 610 510 / 693 - 664 / 903 723 / 983
(kWm/PS)
1500rpm(50Hz)
Prime
408 / 555 464 / 630 - 604 / 821 657 / 894
(kWm/PS)

Standby
513 / 697 556 / 756 737 / 1002 782 / 1063 828 / 1126
(kWm/PS
1800rpm(60Hz)
Prime
466 / 634 505 / 687 670 / 911 711 / 967 753 / 1023
(kWm/PS

• Standard Output Power : Gross Engine Output


• Prime & Standby output power is standard by ISO8528

29
Engine Specification_DP158L

Specification DP158LCS DP158LCF DP158LDS DP158LDF

RPM/Hz 1800RPM/60Hz 1500RPM/50Hz 1800RPM/60Hz 1500RPM/50Hz

Engine Type Water Cooled, 4 Cylce, V-Type Block, Turbocharger & Intercooler
Cyl. Liner Type Wet Liner

Cyl. No.-Bore(ø) X
8 – 128 X 142
Stroke(mm)

Displacement(cc) 14,618
Compression Ratio 15 : 1
Injection Timing(BTDC) 23˚± 1˚ 18˚± 1˚ 23˚± 1˚ 18˚± 1˚
Firing Order 1-5-7-2-6-3-4-8
Inj. Nozzle Opening
280
Pressure (Kg/㎠)
Direction of
Count Clockwise
revolution(Fly Wheel)
Ring Gear Teeth 160
Engine Weight(Kg) 1,155

30
Engine Specification_DP222L

항목 DP222LAS DP222LBS DP222LBF DP222LCS DP222LCF

RPM/Hz 1800RPM/60Hz 1800RPM/60Hz 1500RPM/50Hz 1800RPM/60Hz 1500RPM/50Hz

Engine Type , 4행정, V-Type Block, Turbocharger & Intercooler

Cyl. Liner Type Wet Liner


Cyl. No.-Bore(ø) X
12 – 128 X 142
Stroke(mm)
Displacement(cc) 21,927
Compression Ratio 15 : 1
Injection
21˚± 1˚ 21˚± 1˚ 19˚± 1˚ 21˚± 1˚ 19˚± 1˚
Timing(BTDC)
Firing Order 1-12-5-8-3-10-6-7-2-11-4-9
Direction of
Count Clockwise
revolution(Fly Wheel)
Ring Gear Teeth 160

Engine Weight(Kg) 1,538

31
V-Type Engine Cooling System
Engine Cooling System _ Diagram

33
Engine Cooling System _ Diagram

Radiator Filler Cap


Positive Pressure : 49kPa
Negative Pressure : 7.8kPa

Heater Connection Port


(M30 x 1.5)
- From Heater

Cyl. Block

Heater Connection
Port(M30 x 1.5) Water Pump
- To Heater

34
Engine Cooling System _ Thermostat

[Operation Theory]
 The coolant temperature is below the normal
temperature
• The thermostat is closed and the coolant
is bypassed and directly flow into the
water pump
 The coolant temperature reaches the normal
temperature or is higher than the temperature
• The thermostat is fully open and the
bypass circuit is closed. So coolant flows
into the radiator

[ Operation Temperature]
 Initial Opening Temperature : 71℃
 Fully Opening Temperature : 85℃

1. To Radiator
2. Thermostat (By-Pass Valve)
3. To Water Pump
4. From Cyl. Block (Cooling Pipe)

35
Engine Cooling System _ Coolant Management

[Coolant Capacity]
Coolant Capacity(ℓ)
Engine Model
Inside of Engine With Radiator
DP158L Approx. 20 Approx. 79
DP222L Approx. 23 Approx. 114

[Coolant Management]
 Coolant to using engine should be used cleaned tap water
 The 40~50% of antifreeze and 3~5% anticorrosive agent is mixed
Antifreeze 40~50% + Anticorrosive Agent 3~5% + Coolant (Cleaned Tap Water) 50%

36
Engine Cooling System _ The Measurement of Coolant Concentration
[The Measurement of Coolant Concentration]
 If the engine coolant temperature is within a range of 10~55℃, drain the coolant and fill the plastic cup
 Soak the test sheet in the coolant and take it out after 3~5 seconds, Shake the sheet to remove remaining
coolant
 Wait for 45 seconds until the test sheet changes its cooler
※ Measurement time should not exceed 75 seconds. The color changes as time passes

[Test Sheet] [Standard Color Table] [Method of Measurement]


 Compare the dead end color of test sheet
with standard table on top of the container
(A)
. Normal Concentration Indication :
33~50%(Antifreeze Concentration)
 Compare Test Sheet (B)/(C) Color with
Standard Table (B)/(C)
(B)
. Normal Figure : 0.3~0.8
(Anticorrosive Agent Concentration)
. The result is under 0.3
- Anticorrosive Supplement
(C) . The result is above 0.8
- Tap Water Supplement for 37
Engine Cooling System _ Radiator

Air Intercooler with


downstream radiator
(Combined radiator)

Cooling Air (Cooling Fan)

Hot charged air


from T/C
Re-cooled Charged air to
intake pipe(Max50℃)

38
V-Type Lubrication System
윤활 System_엔진 오일의 기능

 Function of Lubrication

• Lubrication  Friction reducing and Prevent Wear

• Sealing  Prevent Leakage of Gas with Piston Ring

• Cools  Absorb the Friction Heat from Lubricate Parts

• Cleans  Remove the Foreign Object in Engine Oil

• Prevents Corrosion  Prevent the Water and Corrosion Gas Entering

• Dispersion  Disperse the Local Pressure to Overall

40
Lubrication System _ Diagram

41
Lubrication System _ Engine Oil

Engine Oil Capacity (ℓ) Engine Oil Standard


Periodic
Engine Model
SAE ‘ Exchange
Max Min Oil Class
Classification
DP158L 22 13
Initial 50Hr
CD or Above 15W40
Every 200Hr
DP222L 40 27

 The oil level should be checked


between the upper limit(A) and lower
limit(B)
 The engine oil is checked upper
limit(a), It can cause excessive oil
consumption. Need oil discharge
 The engine oil is checked lower
limit(B), Engine can get damaged due
A : Max
B : Min to lack of the oil. Need oil supplement
※ The oil checking should be
implemented after 10minutes (Engine
stopping)
42
Lubrication System _ Oil Viscosity Table by Temperature

43
V-Type Fuel System
Fuel System _ Diagram

1. Fuel Tank
2. Fuel Strainer
3. Feed Pump
4. Injection Pump
5. Fuel Supply Line
6. Air Vent Hole
7. Fuel Filter
8. Injection Nozzle
9. Over Flow Valve
10. Fuel Return Pipe

45
Fuel System _ Diagram

46
Fuel System _ Fuel Filter

[Water Draining from Fuel Filter]


 Fuel filter has water separation function
 Turn the drain plug(A), which is located bottom of filter, for water
separation CCW 2~3 times until fuel is drained
 Tighten the drain plug for water separation by turning if CW
※ Water Separation should be implemented every week or 50 hours

[Air Ventilation]
 Air ventilation is implemented after fuel system maintenance
(Fuel Filter, Injection Pump, Injection Nozzle…)
 Loosen the air bleeding plug(B) on the fuel filter(CCW)
 Operate the priming pump by hand to bleed air inside the fuel circuit.
 Operate the priming pump until the air is discharged completely
though visual checking

Fuel Filter Periodic Exchange


Every 400 Hour

47
Fuel System _ Injection Nozzle

Connect Hole for Fuel


1 Rod Type Filter 7
Delivery

2 Cap Nut 8 Nozzle Holder

3 Compression Spring 9 Connect Tube for Overflow

4 Compression Pin 10 Shim

5 Cap Nut for Fixed Nozzle 11 Pin

6 Nozzle 12 Nozzle Bush

48
연료 System_Inj.Nozzle Test

[Install Nozzle Tester ] [Nozzle Injection


Inspection]

 Check the fuel injection pressure. If the pressure does not


satisfy the reference value, adjust the injection pressure of
the nozzle using an adjustment shim
 Check the nozzle spray, If it is defective, replace the
nozzle

 Injection Pressure : 280bar


 Number of Hole x Hole Size : 4 x Φ0.4

49
Fuel System _ Actuator

[Structure of Actuator]

1. Ball Link 11. Side Cover


2. Ball Link Screw 14. Top Cover
4. Stop Screw 16. Control Lever
5. Lock Nut 17. Stop Lever
50
Fuel System _ Governor Controller Wiring

51
Fuel System
Speed _ Governor
Controller Controller Wiring
SYSTEM

52
Fuel System _ Governor Controller Wiring

53
Fuel System_ Precaution about External Wiring

[Precaution about External Wiring]


 For every wiring, use 1.5㎟ or larger shielded cable
 While using shielded cable. Every shielded cable must be grounded to the frame
 As for actuator wiring, use twisted cable
- After connection, resistance between A-B should be 3.4~4.5Ω
 As for magnetic speed sensor cable, "shielded" cable must be used, and the shielded area must be
connected to terminal D.
 Make sure that the polarity of battery connected to terminal E & F is not switched, and install 10A fuse
between battery (+) and terminal F.
- After connection, confirm that the voltage between terminals is DC24V(±4V).
- Additionally, ground terminal E to the frame. (wiring ⑩)
 In the case of using 12V battery or actuator with 5A or higher current consumption, connect terminal G and H.
 Terminal P that supplies +10[V] & 20[mA] power can be used as the power for auxiliary unit and applied in
various ways.
- However, it should be used within the range of rated capacity while paying attention to short circuit, and
exceeding the capacity could cause fatal damage to the controller.

54
Fuel System_ Precaution about External Wiring

[Magnetic Speed Sensor Installation & Connection]


 The optimal distance between magnetic speed sensor and ring gear is about 0.45mm
- Accordingly, after tightening sensor until it touches the ring gear, turn this in reverse
direction by 3/4 for appropriate distance.
- Speed sensor signal can be checked by measuring the voltage (AC) between terminal C-D in operation
mode. (Idle : Above 1.5Voltage , Run RPM : Above 3Voltage)
- In parallel operation system, AUXILIARY terminal N is a terminal that receives signal from load sharing
unit, auto synchronizer or other governor system auxiliary units. While connecting, used shielded cable.
Since engine speed drops when auxiliary unit is connected to terminal N, speed adjustment
potentiometer must be reset.

55
Fuel System _ Governor Controller

[Controller Exterior and Function]

① Speed : Adjust the operation speed of engine


② Gain : Gain adjustment(sensitivity adjustment)
③ Stability : Stability adjustment(responsiveness adjustment)
④ Starting Fuel : adjust fuel amount while starting engine
⑤ Speed Ramping : adjust the time to reach the rate speed
after starting engine
⑥ Idle : Adjust the initial speed of engine
⑦ Droop : Adjust droop amount(%) in droop operation.
⑧ Dip Switch : Switch for adjusting differential function selection.
⑨ Over Speed : Adjust engine over speed lamp & relay
operation time
⑩ Run Lamp : Adjust engine operation lamp & relay Operation
Time

56
Fuel System _ Governor Controller Type

Part Number
Engine Model
(Color)
No Base Engine
Ring Gear
As-Is To-Be RPM
Teeth

300611-00683
1 1500 rpm 160 DV15/18/22
(Red)
65.11220-7011
(Red)
300611-00685
2 1500 rpm 152/146 DE08/DL11
(Green)

300611-00684
3 1800 rpm 160 DV15/18/22
(Blue)
65.11220-7012
(Blue)
300611-00686
4 1800 rpm 152/146 DE08/DL11
(Black)

57
V-Type Electrical System
전장 System_회로도

59
전장 System_Alternator
[Alternator Exterior ]

Output Current(A)
Voltage(V) Speed(RPM)
COLD HOT

(22) 17.5 1,800


27.5
(48) 45 5,000
60
Electronic System _ Alternator

[Alternator Check]
[Voltage During Operation ]
Measurement Point Voltage
Terminal B – Body DC27V ~ 29.5V
Terminal B Terminal L – Body DC28V ~ 29.5V
Terminal L Terminal R - Body DC3V ~ 5V

[Voltage During Stopping ]


Measurement Voltage
Terminal B - Body DC22V ~ 27V
Terminal R
Terminal L - Body DC22V ~ 27V
Terminal R - Body 0

[Resistance Value for each Terminal ]


Terminal Resistance Value (kΩ)
(+) (-)
L Body 4 ~ 4.5
R Body 110 ~ 180
Body R 110 ~ 180
L R 110 ~ 180
61
Electronic System _ Starter

[Starter Exterior ]

62
Electronic System _ Starter

[Starter Circuit Diagram ]

Check Point (+) (-) Spec

Relay Resistance Switch Terminal Relay Case 23.5Ω ± 2.35

Solenoid Resistance Switch Terminal Terminal M 0.127Ω ± 5%

63
Electronic System _ Cooling Water Temp Sensor

Temp.(℃) 50 80 100 120

Resistance(Ω) 153.9 47.5 ~ 58.0 26.2 ~ 31.3 16.1

ㅡ VDO ㅡ DOOSAN

64
Electronic System _ Cooling Water Temp Swich

Operation Temperature ON : 103℃±3℃, OFF : 96℃

Current Capacity DC 12V, 9A

TYPE Normal Open

Insulation Resistance 10MΩ 이상

65
Electronic System _ Oil Pressure Switch

Pressure(bar) Resistance(Ω)

0 5 ~ 13

2 48 ~ 56

4 84 ~ 92

6 119 ~ 129

(8) 145 ~ 170

(10) 154 ~ 214

( ) : Reference Valve
 Warning Pressure : 0.5bar ± 0.2bar
 Maximum Pressure : 30bar (순간 2초)

66
Electronic System _ Pick-Up Sensor

 Terminal B-Y Output Voltage


. IDLE above 1.5V , RUN above 3.0V
 Operation Temperature : -40℃ ~ 120℃
 Resistance Between Terminal B and Y : 350Ω ± 10%

67
V-Type Engine
Disassemble
Engine disassemble _ Discharging Coolant

Radiator Cap (A) 1. Make sure that engine and radiator cooled
2. Open the radiator cap(A) and loosen the drain valve(B) is
located under the radiator to discharge the coolant
3. Disassemble the coolant discharge plug(C) of the cylinder
block, and discharge it to container
4. Drain cooling water in the oil cooler(D)
Drain Cock
(B)

Oil Cooler
Drain Hole
(D)
Cylinder Block
Drain Hole
(C)

69
Engine disassemble _ Discharging Engine Oil

Oil Drain
Valve
(A)
 The drain valve(A) is located bottom of oil pan opens and discharge
it to container
- Make sure that engine oil cooled, Caution of Burn
- When Drain Valve re-tighten, It can be damaged by over torque
 Discard discharged oil according to the regulations set forth by the
relevant authorities.

70
Engine disassemble _ Disassemble Injection Pump

 Injection timing have to be confirmed before


Timing Plate
Mark removing injection pump
 Remove the FWH Cover and then, turn the crank
pulley so that the mark in pointer provided on I/P
coincides with matching mark(FB) on the flange
surface of the driving gear
Inj. Pump Gear  Remove the I/P in above condition
Mark
- When removing I/P, Be careful O-ring loosing
which is located Oil Return Hole between I/P and
Cylinder block

DP158LCS DP158LCF DP158LDS DP158LDF


23˚± 1˚ 18˚± 1˚ 23˚± 1˚ 18˚± 1˚

DP222LAS DP222LBS DP222LBF DP222LCS DP222LCF


21˚± 1˚ 21˚± 1˚ 19˚± 1˚ 21˚± 1˚ 19˚± 1˚

71
Engine Assemble _ Main BRG Cap
[Main Brg Cap Bolt(B) Tighten }
 Tighten Bolt by Hand
 Tighten BRG cap bolt(B) at torque of 15Kg.m
 Tighten BRG cap bolt(B) at torque of 25Kg.m
 Tighten BRG cap bolt(B) at torque of 30Kg.m
 Mark(-) on the cap bolt head
 Tighten BRG cap bolt at an angle of 90˚(CW)
 Tighten BRG cap bolt at an angle of 10˚(CW)
※ When tightening, the order is from center to
outside(Refer to left figure)

Tightening Order
[The tightening order of Block Side Bolt(A) ]
 Tighten left and right bolt at torque og 11.2Kg.m

[Tightening Torque of bolt ]

Main BRG Cap Bolt Side Bolt

30Kg.m + 90˚+10˚ 11.2Kg.m

72
Engine Assemble _ Cam Shaft

 Attach the camshaft at cylinder block


 Align the cam gear marking to the crankshaft gear
marking(Timing mark)
- The engraved marks is “1”

73
Engine Assemble_Piston & Ring

 Install the 1st (D)/2nd (E)/Oil Ring(F) with the piston ring plier
- Ensure that the ‘Y’ mark of the piston ring faces the top
surface of the piston
 Make the piston ring positioned dislocated to 120°
 Assemble snap rings(B) with the opening of the snap rings
facing 12 o’clock

74
Engine Assemble _ Connecting Rod

 Attach the connecting rod and piston assembly to the


cylinder block
 Attach the connection rod cap(B)
 Tighten flange hex bolt(A) at torque of 10Kg.m
 Mark(-) on the hex bolt head(A)
 Tighten BRG cap bolt at an angle of 90˚
and 10 ˚additionally
 After completed all hex bolts and check wobble by hand
※ Be careful to note the direction when attaching the
connecting rods and the connecting rod cap.
※ Ensure that the number engraved on the connection rod
caps and the assembly direction is same
- As discord engraved condition, Do not rotate the engine

Tightening Torque of Con-Rod bolt

10Kg.m + 90˚+10˚
75
Engine Assemble _ Cylinder Head

 Attach the cylinder head assemble(B) to cylinder block


 Tighten 6 cylinder head fixing bolts(A) at tightening torque
8Kg.m + 15Kg.m
B  Mark(-) on the fixing bolt head(A)
A
- Tighten Fixing Bolt at an angle of 90˚
- Tighten Fixing Bolt at an angle of 90˚
- Tighten Fixing Bolt at an angle of 60˚

※ Follow the tightening order as shown left figure


※ Do not re-use the bolt
( Allowable Length : Within 3mm compare with new parts )

Tightening Torque of Cyl. Head Bolt

15Kg.m + 90˚+ 90˚+ 60˚

76
Engine Assemble _ Valve Clearance Adjustment (DP158)

 Valve Clearance implement checking overlap for each


cylinder(Ex. When Cylinder No. 5 In/Ex Valve Overlap,
Cylinder No.3 Valve Clearance Adjustment
The number of Cylinder ( Valve Overlap )
1 5 7 2 6 3 4 8
6 3 4 8 1 5 7 2

 Valve Clearance implement Cylinder No.1 and No. 6 at TDC


location
- Mark ‘●’ valves adjust at TDC location of cylinder No.1
- Mark ‘○’ valves adjust at TDC location of cylinder No.6

Number of Cyl 1 2 3 4
Valve In Ex In Ex In Ex In Ex
#1 TDC ● ● ● ●
#6 TDC ○ ○ ○ ○
Number of Cyl 5 6 7 8
Valve In Ex In Ex In Ex In Ex
#1 TDC ● ● ●
#6 TDC ○ ○ ○ ○ ○

 Valve Clearance : Intake : 0.25mm / Exhaust : 0.35mm 77


엔진 조립_Valve 간극 조정(DP222)

 Valve Clearance implement checking overlap for each


cylinder(Ex. When Cylinder No. 5 In/Ex Valve Overlap,
Cylinder No.3 Valve Clearance Adjustment

 Valve Clearance : Intake : 0.25mm / Exhaust : 0.35mm

The number of Cylinder ( Valve Overlap

1 12 5 8 3 10 6 7 2 11 4 9

6 7 2 11 4 9 1 12 5 8 3 10

78
엔진 조립_Valve 간극 조정(DP222)

 Valve Clearance implement Cylinder No.1 and No. 6 at TDC


location
- Mark ‘●’ valves adjust at TDC location of cylinder No.1
- Mark ‘○’ valves adjust at TDC location of cylinder No.6

 Valve Clearance : Intake : 0.25mm / Exhaust : 0.35mm

Number of Cyl 1 2 3 4 5 6
Valve In Ex In Ex In Ex In Ex In Ex In Ex
#1 TDC ● ● ● ● ● ●
#6 TDC ○ ○ ○ ○ ○ ○
Number of Cyl 7 8 9 10 11 12
Valve In Ex In Ex In Ex In Ex In Ex In Ex
#1 TDC ● ● ● ● ● ●
#6 TDC ○ ○ ○ ○ ○ ○

79
Engine Assembly _ Injection Timing Checking
1. Remove the FWH Cover 2. Turn the crank pulley so that the mark on pointer
provided on injection pump coincides with matching
mark(FB) on the flange surface of the driving gear

3. Check the injection Timing degree the V-Type edge of the flywheel housing sight hole.
It is different between Spec and real degree, Injection Timing Adjustment implement

80
Engine Assemble _ Injection Timing Adjustment

1. Loose the Bolt(1,2,3,4,5) and Do not loose the one bolt 2. Re-Setting as same process(Previous Page) again

Bolt FIx
1

3
5
4

81
Engine Assemble _ Injection Timing Adjustment

4. After doing procedure No.3, Flange (FB) line and Pointer line
3. Turn the flywheel to the desired injection timing
may be misaligned

5. Loose the fixed bolt

Loose the bolt


1

3
5
4

82
Engine Assemble _ Injection Timing Adjustment

6. Tap the bolt to align the flange(FB) line and pointer line

7. After Tapping, tighten all bolt with torque 3.1Kg.m as turinng the flywheel

8. Assemble the flywheel housing for completion

Tap the bolt

Misalign Align

83
Controller Adjustment
Adjustment Controller _Installation and Precaution

 DGC-2013 is a high-performance electronic device


designed to control engine speed with fast and precise
response based on PID algorithm.
 In this device, single operation (Isochronous mode) and
parallel operation (Droop mode) is possible.
 Mount the controller unit vertically to the surface of a
control cabinet to protect from water and high humidity,
 Do not expose the controller unit to the source of radiant
heat.
 For over the month or condensation problem, the number
of rated turn could not be reached from fluctuation in the
resistance valve of internal circuit resulting
→ Enough drying before using
 It is recommended to use avg. setup range of each engine
for setup section display of front side of each adjustment
resistance, and set engine within the setup section.

85
Adjustment(Tuning) Order and Method

[Engine Start Adjustment]


1. G-M Terminal Connection(Engine Initial Speed(IDLE) Switch ON)
2. ➍ Starting Fuel
• Adjustment objective : Adjustment for the most economical fuel amount
according to install engine mode.
• Recommended direction : 1~5 o'clock direction
• Adjustment problems : 7~1 o'clock direction could cause start up
error due to lack of fuel, and 5 o'clock and above
direction could lower fuel efficiency with
significant exhaust.
3. ➎ Speed Ramping Adjust potentiometer to 9 ~ 12 o'clock direction.
• The time to reach run speed prolongs upon turning clockwise direction
(max. over 10 sec)
• Overshoot and hunting could occur at rapid speed if adjustment

86
Adjustment(Tuning) Order and Method

[Adjustment of Engine Operating Speed & Initial (Idle) Speed]


1. Adjust engine operating speed (frequency).
• After engine crank up, remove G-M terminal connection. (Idle switch OFF)
• In no load status, adjust speed (frequency) to ➊ Speed potentiometer.
Clockwise direction RPM increase/counterclockwise direction RPM decrease
2. Idle speed adjustment.
• With Idle switch ON again, adjust speed to 800 rpm by using ➏ Idle
potentiometer.
• Adjustment objective : Adjust initial fuel amount during cranking and engine
warm up after cranking the engine.
• Recommended direction :12~3 o'clock direction. 800 RPM is recommended
for engine RPM even though there is difference in direction depending on
engine type and rated RPM.
• Adjustment problem : Initial start up function is deteriorated with excessive
fuel consumption during warm up.

87
Adjustment(Tuning) Order and Method

[Governor Characteristic Adjustment ]


1. Adjust after engine reaches the RUN speed.(After removing G-M terminal
connection)
2. In no load status, turn clockwise ➋Gain potentiometer until the engine
becomes unstable.
3. Slowly turn ➋Gain potentiometer counterclockwise and stop at position
where RPM is most stable.
4. For Stability further turn ➋Gain potentiometer counterclockwise about 20 min
(10°)
5. In no load status, turn ➌Stability potentiometer clockwise until the engine
becomes unstable. .
6. Adjust the Stability as the same way No.2

88
Adjustment(Tuning) Order and Method

[Adjust Run Lamp ON time]


1. At the rated speed, turn ➓Run potentiometer counterclockwise until the lamp is
turned on.
2. To prevent the flickering of lamp (on/off phenomenon during load change when
set at rated speed), further turn counterclockwise for about 90°.

[Adjust Overspeed Lamp ON time ]


1. At the rate speed, while pressing Test button ( ), slowly turn ➒ Over Speed
potentiometer counterclockwise until Over speed Lamp is turned on and the
engine shuts off.
2. With the above adjustment, the overspeed function is set at about 15% higher
speed.
※ After completing every adjustment, start the engine once again to ensure the
stable operation at engine start up, at no load and at load.

89
Controller External Wiring
 For every wiring, use 1.5㎟ or larger shielded cable.
 While using shielded cable, every shielded (cable not displayed in side
figure) must be grounded to the frame.
 As for actuator wiring, use twisted cable(A-B resistance : 3.5~4.5Ω)
 As for magnetic speed sensor cable, "shielded" cable must be used,
and the shielded area must be connected to terminal D If this shielded
area is grounded to engine or not grounded, it could cause hunting
 Make sure that the polarity of battery connected to terminal E & F is not
switched and install 10A fuse between battery (+) and terminal F.
Ground terminal E to the frame.
 Idle Switch is optional
 The signal from auxiliary unit used for parallel operation system should
be connected to
 terminal N.As for using 12 battery, connected terminal G & H

[Magnetic Speed Sensor Installation & Connection ]


 The optimal distance between magnetic speed sensor and ring gear is
about 0.45mm
 Speed sensor signal can be checked by measuring the voltage (AC)
between terminal C-D in operation
 mode. (Idle : Above 1.5Voltage , Run RPM : Above 3Voltage)
90
Factory Set Values

NO. 300611-00683A 300611-00684A 300611-00685A 300611-00686A

1725rpm 2070rpm 1725rpm 2070rpm


Overspeed
(based on 160gear teeth) (based on 160gear teeth) (based on 152gear teeth) (based on 152gear teeth)

Run lamp Maximum CW Maximum *CW Maximum CW Maximum CW


Crank lamp Maximum CW Maximum CW Maximum CW Maximum CW

Gain Mid-range(12 o’clock) Mid-range(12 o’clock) Mid-range(12 o’clock) Mid-range(12 o’clock)

Stability Mid-range(12 o’clock) Mid-range(12 o’clock) Mid-range(12 o’clock) Mid-range(12 o’clock)

Full CW Full CW Full CW Full CW


Starting Fuel
(Maximum Fuel) (Maximum Fuel) (Maximum Fuel) (Maximum Fuel)

Speed Ramping 9 o’clock 9 o’clock 9 o’clock 9 o’clock

Droop Full CCW (minimum) Full **CCW (minimum) Full CCW (minimum) Full CCW (minimum)

Adjustment (160 gear teeth) (160 gear teeth) (152 gear teeth) (152 gear teeth)

Speed
4000Hz (1500rpm) 4800Hz (1800rpm) 3800Hz (1500rpm) 4053Hz (1800rpm)
Adjustment
Idle
2133Hz (800rpm) 2133Hz (800rpm) 2026Hz (800rpm) 2026Hz (800rpm)
Adjustment
 CW : Clockwise
 CCW : Count Clockwise

91
Controller Trouble Shooting
TEST NORMAL ESTIMATED CAUSE of CORRECTIVE
STEP TERMINAL
PERIOD READING ABNORMAL READING ACTION
When stopping
1 F(+) / E(-) DC 24V
E/G 1. Battery Problem 1. Inspect battery line
When cranking 2. Wrong Wiring 2. Replace battery
2 F(+) / E(-) DC 15V of higher
start
1. Speed sensor defect
When stopping Tester ohmmeter
3 C/D 2. Damage of speed sensor wiring
E/G 300~1200Ω
or Wrong Wiring
1. Inspect sensor line
2. Replace speed sensor
1. Distance between speed sensor
When cranking Tester AC voltmeter
4 C/D and ring gear is too wide.
start 1.5 or higher
2. Speed Sensor defect

1. When measurement is below


3.8Ω, check short
1. Check actuator line short
When stopping Tester ohmmeter 2. When measurement is above
5 A/B circuit & disconnection.
E/G 3.8Ω ~ 4.5Ω 4.8Ω, check disconnection
2. Replace actuator
between lines.
3. ACTUATOR Problem

6 P(+) / G(-) KEY S/W ON 9.5V ~ 10.5V Controller device defect Replace controller

1. speed setting low 1. Check speed setting


Normal : 9 ~ 15V 2. Short circuit or disconnection of 2. Inspect actuator line
7 F(+) / A(-) When Cranking
Abnormal : 1 ~ 3V Actuator wiring 3. Replace actuator when
3. ACTUATOR Problem found faulty

92
Controller Trouble Shooting
Trouble shooing with Multi-Tester
• SPECIFICATION

• Measure Tester
1) E - F (BATTERY – KEY ON)

KEY OFF

93
Controller Trouble Shooting
Trouble shooing with Multi-Tester
2) C – D (PICK UP SIGNAL)

IDLE 1500 / 1800 RPM

3) A – B (ACTUATOR)

KEY OFF 1500 / 1800 RPM

94
Trouble Shooting
Trouble Shooting _ Starter

[Definition of Starter Name Plate ]

Starter Parts Number

Model Doosan P/N


300516-00042
4.5 kw
300516-00041
65.26201-7070D
300516-00014
65.26201-7088A
6 kw
65.26201-7089A
65.26201-7073C
Manufacturing Date
13: Year / D Month / 12 Day 300516-00032
알파벳 A,1월 ~ 12월 M
( ‘I’ omitted)
300516-00020
7 kw
65.26201-7074D

96
Trouble Shooting _ Starter(4.5Kw)

Relay Terminal S Solenoid Terminal S

Solenoid Terminal M

Check Point Measurement Point Normal range Failure type Remark

Relay S Terminal Operation failure


Relay Resistance 23.5Ω ± 2.35
& Relay Case by short

Solenoid Solenoid S Terminal Operation failure


0.127Ω ± 5% Checking Wiring
Resistance & M Terminal by short

◆ Solenoid resistance must measured low resistance test, the wire short check in field

97
Trouble Shooting _ Starter(6 & 7Kw)

Solenoid Terminal S

Relay Terminal S
Solenoid Terminal M

Measurement
Check Point Normal range Failure type Remark
Point

Relay S Terminal Operation failure


Relay Resistance 23.5Ω ± 2.35
& Relay Case by short

Solenoid S
Solenoid Operation failure
Terminal 0.093±0.015 Ω Checking Wiring
Resistance by short
& M Terminal
◆ Solenoid resistance must measured low resistance test, the wire short check in field

98
Trouble Shooting _ Starter Gear Check

Pinion Milling

Check the Pinion Direction(CW)


(Check the slip)

Pinion Tooth Broken


99
Trouble Shooting _ Alternator

[Alternator Check ]
[Voltage During Operation ]
Measurement Point Voltage
Terminal B – Body DC27V ~ 29.5V
Terminal B Terminal L – Body DC28V ~ 29.5V
Terminal L Terminal R - Body DC3V ~ 5V

[Voltage During Stopping ]


Measurement Voltage
Terminal B - Body DC22V ~ 27V
Terminal R
Terminal L - Body DC22V ~ 27V
Terminal R - Body 0

[Resistance Value for each Terminal ]


Terminal Resistance Value (kΩ)
(+) (-)
L Body 4 ~ 4.5
R Body 110 ~ 180
Body R 110 ~ 180
L R 110 ~ 180
100
Trouble Shooting _ Lack of the Power and Stalling

Engine & Failure Description Cause analysis Correct Action

•Engine : V-TYPE ENGINE •Fuel Strainer Filter be blocked • The strainer filter is assembled for
preventing foreign object

• if the filter is blocked, the engine is


possible to lake of the power and
stalling

• The failure solve after strainer


cleaning

•Failure Description :
Engine is stopped by alram
repeatedly

[Excessive foreign
object in Strainer filter] 101
Trouble Shooting _ Cooling Water mixed in Oil

[Root Cause]
The cooling water and oil mixed in oil pan . Cylinder Liner damaged
. Crack inside of Cyl.Block
. Cyl.liner O-Ring damaged

102
Trouble Shooting _ Engine oil mixed in Cooling Water

Leak the oil

[Root Cause]
. Oil leakage from damaged oil cooler
. When engine operation, the oil mixed into coolin
Engine oil mixed in Cooling Water g water due to high oil pressure

103
Trouble Shooting _ Excessive White Smoke

[Failure Description] [Root Cause]


Excessive White Smoke . Too Low Ambient Temperature( under -10℃)
- it needs high temperature air after installed
block heater and air heater
. Injection Timing is high compare with Spec
- Adjustment injection timing as Spec
. Use low quality Fuel
. Failure Injector

[Tip]
. High Injection Timing (Spec 10 → Real 16˚)
- Reduce the smoke and increase the power
- it can damage at Engine due to increase
exhaust temperature , occur abnormal sound
. Low Injection Timing (Spec 16 → Real 10˚)
- Excessive smoke and reduce the power

. All Doosan engines has distinct injection timing


regarding to emission regulation and heat balance
. Do not adjust injection timing randomly

104
Trouble Shooting _ Hunting(DB58T/D1146T) adjustment

6 4
5
1. Remove the idle sub spring cap nut(❶), Loose the spring fix Nut(❷),
8 Turn the idle sub spring(❸) as direction of CW until hunting disappearing
1
2. If hunting disappear, turn the Idle rpm adjustment screw(❺) as direction
of CCW, for adjustment the idle rpm
3. If hunting doesn’t improve, the bellow method follow
4. Remove screw plug(❹)
5. Turn the idle rpm adjustment screw(❺) as direction of CW until control
lever(❻) can reach fully the left side
3 2
6. Though the hole, which remove the cap nut(❹), insert flat-head screw
drive and turn CCW direction until the completely tighten.
- Must remember the number of clicker
7. If the clicker is within a range of 5~6, turn as CW direction 2~3 range
again
7
8. Check the engine rpm and adjust the idle sub spring(❸) and idle
adjustment screw(❺) for setting idle rpm. Check the hunting
9

105
Trouble Shooting _ Hunting( Electronical Governor) Adjustment

[Failure Description]
The engine RPM fluctuate irregularly, and it can’t
solve controller adjustment

[Root Cause]
1. Ball Bearing is damaged in Link
ELECTRIC GOVERNOR - Poor Moving
2. Shaft Bearing damaged
- Poor rotating

Link Ball Bearing

Shaft Bearing
106
Trouble Shooting _ Hunting( Electronical Governor) Check

1. Check the Marking and Nut tighten condition

2. Lever check method


1) Remove side cover
2) Push the coil inward to the end
3) Level push the opposite direction in No.2
4) Check the level moving condition

Check the Link Lever


assemble and
tighten condition

1. Check the Bolt & Nut tighten condition

2. Check Ball Bearing moving condition

107
Trouble Shooting _ Corrosion of Cylinder Liner
Cooling water is made up water of good quality and suitable antifreeze and the
exact amount of an anticorrosive agent
 Cooling Water for using engine must use the clean tap water(Do not use underground
water which excessive contained Calcium)
 Cooling water should mixed 40~50% of antifreeze and 3~5% anticorrosive agent for
corrosion preventing
Cooling Water(Clean Tap Water) 50% + Antifreeze 40~50% + Corrosive Agent 3~5%
 It have to check the concentration of antifreeze and corrosive agent when engine oil
change. If the concentration is lack, it must be makeup
 Cooling water must changed 1 time every 2 years and clean the water line

108
Trouble Shooting _ Cylinder Line Corrosion
 If all diesel engine, which use wet liner, isn’t manage cooling water, it causes liner cavitation
 Also antifreeze and anticorrosive agent’s concentration is lower then spec, it caused liner
cavitation

109
Trouble Shooting _ Cylinder Liner Corrosion

Liner fitting is caused vapor bubble come from moving piston and liner

110
Trouble Shooting _ Cylinder Liner Corrosion
The energy , which come from Expansion stroke, and moving piston make high frequency at
liner, The liner vibrate in cooling water and then vapor bubbles is made up

111
Trouble Shooting _ Cylinder Liner Corrosion

 The vapor is collapsed at side by return force from liner


 The disintegration of vapor makes Water Jet and Water Jet has high speed
 This jet damage to surface of liner
 The pressure on surface of liner is 15,000 psi and give impact
 Liner fitting is caused by repetitive process

112
Trouble Shooting _ Cylinder Liner Corrosion

 Liner fitting can prevent to using anticorrosive agent


 Anticorrosive agent make thick oxide film at cylinder liner and prevent cavitation by
water jet

113
Trouble Shooting
Cooling system _ Cylinder Liner Corrosion

After 2086 hours operation with 5% antifreeze •After 2086 hours operation with 25% antifreeze

•After 2086 hours operation with 40% antifreeze

Antifreeze

114
Trouble Shooting _The Important of Fuel Filter

[Purpose of Fuel Filter]


 To remove the foreign objects and pollutant and
prevent inner part’s wean and make optimum fuel
injection

[Cross Section of Nozzle Tip Hole]


 Above pictures is the cross section of new nozzle tip hole
 Generally, the injection hole size is approximately Φ0.4~0.3mm
 The hole section’s is angled
 For optimum fuel injection is important of size of hole and length

115
Trouble Shooting _The Important of Fuel Filter

[Nozzle Hole after 5000 hours operation]


 A good condition due to good management about fuel filter and fuel quality
 The size of hole and length is hole together as same as new parts

116
Trouble Shooting _The Important of Fuel Filter

The damage due to foreign object and


water is fatal at fuel system

[Nozzle Hole after 3500 hours operation]


 A bad condition due to poore management about fuel filter and fuel quality
 It isn’t possible to inject because of transformed by water and foreign object
- Excessive smoke by a lot of fuel and excessive fuel consumption, cause
piston melting
- Cause of power reduction by blockage of nozzle

117
Trouble Shooting _The Important of Fuel Filter

[Damaged Nozzle by Water in Fuel]


 Water inflow into fuel
 A lot of water in fuel, causes increasing pressure at
nozzle hole as high temperature and the nozzle tip
get damaged

 If one spoon of water include in 1 liter of fuel, the Nozzle tip can get damaged
 To check the corrosion in fuel filter and fuel system can confirm the water contents in fuel
 For preventing this failure, the water vent in fuel filter use for water venting and original parts and
change fuel filter periodically as Spec

118
Trouble Shooting _ Turbo Charger
A Turbine dead-end is damaged by foreign object

The turbine dead-end breakdown


by foreign object

Root Cause:
Engine inner part is broken

119
Trouble Shooting _ Turbo Charger

Intake Side Compressor dead-end damage

Root Cause : A piece of fabric, Wrench, Nuts, Screws and Foreign Object from Air-Cleaner

Blade dead-end damage

120
Trouble Shooting _ Turbo Charger

Foreign object enter the Oil

Root Cause:
Periodic Exchange exceed about en
gine oil and filter

- Use low quality oil and oil filter as


out of spec
- Exceed periodic exchanger
(Engine oil and filter)

121
Trouble Shooting _ Turbo Charger

Polluted Engine Oil

Bearing (New Parts)

Polluted Bearing

Root Cause :
The water and fuel enter the engine oil
122
Trouble Shooting _ Turbo Charger

Hot Shutdown – Overheating

Root Cause :
- Engine is suddenly shut down without cooling time and use low quality oil and
exceed periodic exchanger
- Too much carbonate is deposited on bearing housing 123
Trouble Shooting _ Turbo Charger

Precaution of Turbo Charger Exchange

1. The new turbo charger connect engine exhaust pipe


2. Connect with oil drain pipe
3. The clean oil supply oil hole at turbo charger, and then compressor blade rotate by hand for
smoothness lubrication in inner bearing
4. Connect with oil supply pipe

※ In this action is for preventing initial failure at Turbo Charger

124
Trouble Shooting _ Bearing

Normal Condition

Foreign Object on the surface of bearing


- Foreign object and sand enter the engine
- Foreign object enter the engine though oil
supply line

Foreign object sticks behind of bearing


- The metal material is entered behind of
bearing and on the surface of housing
when bearing assemble
(Cylinder Block & Bearing cap).

125
Trouble Shooting _ Bearing

Too excessive squashing


- To work on surface of bearing cap for
reduction oil clearance
- Excessive tighten Bearing Cap

A lack of squashing(
- Foreign object and burr is remained on
surface of bearing
- Assemble with a shortage of torque
- Too excessive wear Housing bore and
stretch bearing cap

Bending and distortion of Con-Rod .

126
Trouble Shooting _ Bearing

Crank Case Distortion


- The Crank Cast is distorted due to
repetitive cooling and heating when
operation
- Overload Condition
(Ex. Overload and Overheat)

CRS(Crank Shaft) Bending


- Generally, it cause by over-speed and
overload

Imperfection circle of Bore


- Repetitive load is one of the reason that
stretched bearing housing
- Imperfection circle of surface of bearing is
one of reason

127
Trouble Shooting _ Bearing
A lack of the Engine Oil
- A shortage of oil clearance
- A blockage of oil line and damage and
block oil line
- Disturbance oil flow
- Oil filter and oil suction pipe damage
- Oil pump and oil relief valve have failure
- A lack of initial lubrication in lubrication
system

A lack of the Engine Oil


- Oil film damage and too high operation
temperature
- The lack of lubrication
- Polluted Oil

Surface Fatigue
- Overloading
- Uneven loading
- Using out of lifetime bearing

128
Trouble Shooting _ Bearing

Corrosion
- Oxidized Engine Oil
- High Operation Temperature
- Excessive Blow-by Gas
- Cooling water enter the Engine Oil
- Use High Sulfur-Containing Fuel
- Too long oil periodic exchanger

129
Trouble Shooting _ Bearing

130
Trouble Shooting _ Bearing

131
Trouble Shooting _ Bearing

132
Trouble Shooting _ Bearing

133
Trouble Shooting _ Bearing

134
Trouble Shooting _ Bearing

135
Generator Installation Guide
Generator Engine Installation
[Engine Mounting and Installation]
 Generally, the Engine and Generator are coupled together and mounted in steel base frame
 The mounting and location and method are strongly related to the generating set’s stability and
vibration
 The generator set should be packaged for easily accessible.
 Filters, Filler Cap, Coolant Drain Plug, Oil Level Gage, Head Cover, V-Belt
 The Generating set should have four(4) point mounting as below figure. Also, the rubber mountings should
be installed between generating set and base frame to insulate the engine vibration.
 To Determine the adequate capacity of rubber mountings one and half of tatal generating set weight(wer
weight) should be considered)

① Engine
② Alternator

137
Generator Engine Installation
[Engine Mounting’s center of gravity]
 Each Rubber Mounting should be well positioned so as to give even load distribution,
 Which is determined by calculation the total weight of the generating set, its center of gravity, and the
location of each mounting is respect of load distribued.
 The calculation is refer below formula
 Center of gravity of Generating set can be derived by combining the center of gravity of Engine and
Generator respectively .

무게 중심 합성

138
Generator Engine Installation
[Ventilation System]
 The basic principle of ventilation is to eject hot air from the room in induce air at the ambient temperature
outside the engine room with minimum re-circulation as below figure
The object is to get cool air in at the lowest possible point, push it through the radiator matrix and then out of
the engine room
 The temperature in the engine room should not exceed 60℃ while the temperature of the intake air to the
engine should be below 40℃
 if the intake air temperature is above 40℃, the power must reduce 2% per 5℃
 For specific power de-rating, refer to de-rating chart of the each model

[공기 흐름도]
[기관실 환기]
139
Generator Engine Installation
[Ventilation System Consideration]

Wrong Right [Wrong]


① Formation of swirls due to wide trip
clearance of cooling fan
② Air Restriction due to adjacent wall
- Suction Type
③ Air Restriction due to adjacent wall
- Blower Type

[Right]
④ No obstruction to induce cool air and to
expel hot air
⑤ Adequate tip clearance of cooling fan
⑥ Partition to avoid the entry of hot air
through rdiator

140
Generator Engine Installation
[Ventilation System Consideration]

Wrong Right [Wrong]


① No lagging on the exhaust silencer
② Insufficient air intake
③ Air Heated by engine radiation heat
④ Entry of hot air though open wall
⑤ Wrong Axial distance of fan shroud

[Right]
⑥ Lagging to avoid heat rise
⑦ Sufficient air intake
⑧ Cool air can be induced
⑨ Partition to avoid the entry of hot air
⑩ Right axial distance of fan shroud

141
Generator Engine Installation
[Ventilation System Consideration]

[Wrong]
Wrong Right
① Insufficient air intake
② Insufficient air intake
③ Intake air heated by Engine
④ Insufficient exhaust duct area

[Right]
⑤ Sufficient air intake
⑥ Sufficient air intake
⑦ Cool air can be induced
⑧ How air heater by engine is isolated
⑨ Sufficient exhaust duct area
⑩ Sufficient distance to end wall

142
Generator Engine Installation
[Air Inlet and Outlet Design]
 Air Inlet and Outlet installed in a way that the engine can get cool air at the lowest possible point
 The Air Inlet and Outlet matrix is 25% larger than the radiator matrix and preferably be of the same
rectangular shape

143
Generator Engine Installation
[Air Inlet and Outlet Design]
 If the radiator uses grill, the matrix is 80% free area
- for a radiator matrix frontal area 1㎡, air outlet and inlet opening wall area  1㎡ x 1.25 = 1.25㎡
- If a grill is fitted then the opening should be increased to give  1.25/0.8 = 1.56㎡

Radiator 망 정면 Air Inlet/Outlet


부분

창살(louvered Panel) 적
Grille 적용위한 허용 용 위한 허용 Inlet/Outlet
Inlet/Outlet 크기 크기

144
Generator Engine Installation
[Air Inlet/Outlet Design]
 The shape of Air Outlet Duct should be designed below figure and produce
 The shape of duct are common to inlet and outletr.
 The Recommended dimension is T ≥ A, B ≥ A

145
Generator Engine Installation
[Fuel System]
 Fuel Line must be installed to avoid foreign objects infiltration into engine. Excessive fuel line restriction
should be also avoid to ensure smooth fuel flow without air bubble inside.
 Joint and fittings of fuel line must be leak-tight to avoid fuel leak or air infiltration, otherwise high fuel
contamination, fuel leak and fire or engine instability can occur
 A referenced fuel temperature is 40℃, above which power reduction of 1% will occur every 5℃ fuel
temperature rise
 High fuel temperature also reduces the fuel lubricity causing the wear of inner component of FIP
 Copper based, galvanized or zinc coated material must not be used for fuel pipe
 Fuel Pipe

In - Line V-Type
Fuel lines inner diameter mm >ø 10 >ø 12
Allowable fuel supply line restriction mbar < 135 < 300
Allowable fuel return line restriction mbar < 600 < 600

146
Generator Engine Installation
[Fuel System Installation Diagram]

Air Ventilation Closing Cocks


Water Seperator Check for Double fuel lines all the
way between tank and
Leaks engine
Inspection Cover

Drain Cock for The return fuel line Inclination of tank


Water and should end below min, 3-5˚
Sludge fuel level

147
Generator Engine Installation
[Fuel Tank]
 Copper plate, galvanized or zinc coated plate are not suitable for diesel tank
 A minimum distance of 500mm between the fuel suction line and fuel return should be kept
 An enigne fuel suction line positioned 40mm above the bottom of the tank to prevent sludge and water being
brawn into the fuel supply.

[Water Separator]
 Doosan supply the water separator as an optional
 Paker 900FH for In-Line and Paker 1000 FH for 1000FH for V-type is recommended according to engine
horse power ration
 Water Separator must use the a wide daily temperature range and its difficult to fuel control area

Air 배출구

148
Generator Engine Installation
[Exhaust System _ Back Pressure]
 Purpose of Exhaust System
- The exhaust system should be to eject the exhaust gas out from engine with minimum back pressure
 Excessive exhaust backpressure will lead to loss of power output, Poor fuel economy, High Exhaust
temperature, Overheating and excessive smoke from the installation.
 The exhaust system for Doosan engines should be designed and arranged in a way that the maximum
permissible backpressure is 600mmAq(60mbar) or under

149
Generator Engine Installation
[Exhaust System _ Exhaust pipe design and installation]
 At least one bellows sould be installed between Engine and Exhaust system
- Bellows can protect the T/C from being damaged by heat expansion of exhaust system
 Rain and condensate water should not enter the exhaust system in any circumstance
- a Trap with drain valve should be provided at the exhaust system near the engine
 the exhaust system in the engine room must be efficiently lagged woth high heat resistant material.
- lagging of the exhaust manifold and T/C is not permitted.

① Bellows
② Pipe
③ Silencer
④ Pipe Support

150
Generator Engine Installation
[Exhaust System _ Multiple Exhaust System]
 The exhaust gases from a multiple engine installation must not be combined into a common exhaust system
- The reason is that if one engine stopped when others are running, exhaust gases will be forced into the
other engine through exhaust pipe
 If a flap valve of reliable quality is fitted in each exhaust system, multi-engine installation on one exhaust line
can sometimes be accepted

5
𝐹𝑎𝑐𝑡𝑜𝑟 𝐾 = (𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑒𝑛𝑔𝑖𝑛𝑒)2

𝐷𝑇𝑂𝑇𝐴𝐿 = 𝐷 × 𝐾
D= is exhaust pipe diameter for one engine
K= is a factor(refer to above table)

151
Generator Engine Installation
[Cooling Performance _ Derating]

[Given Condition – DP222LCS 750kWe]


Altitude is 1000m, Ambient temperature ( air
cleaner inlet temperature) is 45℃
1) Draw a vertical line from the point ‘1000’
on the coordinate ‘Altitude(m)’
2) Get the intersection point between the
vertical line and ambient temp (45℃) line
3) From the intersection point, draw
horizontal line to the left and read the
derating 9%
4) Result : As 9% derating is obtained, so
the engine should run at 683kWe
(750*0.91)

152
Appendix

153
Current for each suffix

154

Potrebbero piacerti anche