Subaru Robin Power Products DY30, DY35, DY41 User Manual
ROBIN
ENGINE
ROBIN
TO
MODEL
AMERICA,
WISCONSIN
CROSS
REFERENCE
INC.
ROBIN
LIST
ROBIN
EY08
EYl5
EY 15V
EY20
EY20V
EY23
EY28
EY35
EY40
EY45V
EY2 1
EY44
EY 1 8-3
EY25
EY27
WISCONSIN
ROBIN
S-
W 1-080
W1-145
W1-145V
Wl-185
WP-185V
Wl-230
W
1-280
W
1-340
Wl-390
W1-45OV
EY2 1
W
EY44W
EY 18-3W
EY25W
EY27W
EHl 1
EH12
EHl5
EH17
EH2 1
EH25
EH30
EH30V
EH34
EH34V
EH43V
EC13V
DY23
DY27
DY3O
DY3
5
DY4
1
v
TWO
DIESEL
CYCLE
WOl-115
wo1-120
WO1-150
WOI-I
wo1-210
WO1-250
WO1-300
WO1-3OOV
WO
WO 1 -340V
WO1-430V
WT1-125V
WRDI-230
WRD
WRDl-300
wRD1-350
WRD1-410
70
1-340
1 -270
CONTENTS
See
ti0
n
SPECIFICATIONS
1
.
PERFORMANCE
2
.
2-1 Maximum Output
2-2 Continuous Rated Output
2-3 Maximum Torque and Fuel Consumption Ratio
FEATURES
3
.
GENERAL DESCRIPTION
4
.
4- 1 Crankcase
4-2 Crankshaft
4-3 Connecting Rod and Piston
4-4 Cylinder and Cylinder Head
4-5 Gear Case Cover
4-6 Camshaft
4-7 Tappet and Tappet Guide
4-8 Rocker Arm
4-9 Rocker Cover
4-10 Governor System
4-1 1 Lubrication System
4- 12 Cooling System
4- 13 Injection Pump
4-14 Nozzle
4-
15 Combustion System
4- 16 Sectional View of Engine
DISASSEMBLY
5
.
5-
1
Preparations and Suggestions
5-2 Special
5-3 Disassembly Sequence
5-4 How to Reassemble
6
.
FUEL
.
.
7
8
9
10
11
12
.
.
.
.
.
.
......................................................
6-1
GENERAL DESCRIPTION
7
7-2
7-3 Governor Mechanism and Operation
7-4 Lubrication System and
7-5 Oil Filter
7-6 Electric Apparatus
INSTALLATION
8-1 Installing
8-2
8-3 Exhaust Gas Discharge
8-4
8-5
CHECKS
TABLE
MAINTENANCE
11
11
11
11 -4 Every
11
11
11
11
REDUCTIONS
12-1 Configuration
12-2 Structure
12-3 Disassembly and Reassembly
Qualityof Fuel
.
1 Fuel Injection
Fuel Injection Nozzle Holder
Ventilation
Fuel System
Power Transmission to Driven Machines
and
of
-1
Daily Checks and Maintenance
-2
Every
-3
Every
-5
Every
-6
Every
-7 Every
-8 Preparation for Long Abeyance
Ti
rle
.............................................
..............................................
.........................................
...................................
at
Maximum Output
.................................................
of
ENGINE CONSTRUCTION
..................
.............................................. 5
.............................................
..................................
..................................
..........................................
..............................................
....................................
............................................
............................................
.........................................
........................................
..........................................
..........................................
................................................
.......................................
....................................
and
REASSEMBLY
Tools
............................................
......................................
........................................
..........................................
of
Pump
Mechanism
...............................................
........................................
..............................................
...............................................
.............................................
......................................
............................................
CORRECTIONS
CORRECTION STANDARDS
and
STORING
25
Hours Checks and Maintenance
50
Hours
(10
days) Checks and Maintenance
100
-
200 Hours (Monthly) Checks and Maintenance
500
-
600 Hours (Semiannual) Checks
1000
Hours (Yearly) Checks and Maintenance
1500
Hours (Overhauls)
for
B TYPE ENGINES
of
1/2 Reducer
of
1/2 Reducer
.................
!
...............
.................................
AUXILIARY GADGETS
and
PARTS
...........
...............................
.................................
.............................
Oil
Pump
..............................
..........................
.....................................
..............................
....................................
.................................
.........................
...................
.............
and
Maintenance
...........
..................
................................
................................
................................
................................
....................................
of
1/2 Reducer
.......................
.......
:
Page
1
3
3
3
3
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5
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6
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7
7
7
7
8
8
8
9
9
9
10
11
13
13
13
14
20
28
28
29
29
33
36
38
38
39
40
40
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40
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42
45
45
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48
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51
4
I
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R
X
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p?
m
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W
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X
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.-
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-
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I
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,
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”
I
-2-
2.
PERFORMANCE
2-1 MAXIMUM OUTPUT
The maximum ouput of an engine is such standard power as developed by the engine, after its initial break in period with all
the moving parts properly worn in, when operating with a fully open injection pump. Therefore, a new engine may not
in
develop the maximum output in the beginning because the moving parts are not
2-2
CONTINUOUS
The continuous rated output
mum speed, and most favorable
is
tion. It
the continuous power requirement
2-3 MAXIMUM TORQUE
These mean the maximum torque
suggested, therefore, that when designing a driving system for any mechanism, with this engine as prime mover,
RATED
HP
OUTPUT
of
an engine
from
the viewpoint
of
that mechanism be kept below the continuous rated output specified.
and
FUEL CONSUMPTION
of
the output shaft and
10
9
is
such power as developed
of
engine life and fuel consumption ratio, with the governor in opera-
RATIO
fuel
consumption ratio at the maximum output of an engine,
PERFORMANCE CURVE
MODEL DYBOD,
by
that engine when running continuously at
AT MAXIMUM OUTPUT
B
a properly worn-in condition.
kg-m
2
an
opti-
-
t
I
8
7
6
5
4
3
2
1
1c
(1
450)
(1
1.5
1
t
JIHP-h
-
-3-
rpm.
PERFORMANCE CURVE
MODEL
DY35DtB
10
-
MAX.
,,,,
9-
8-
7-
rv
6-
5-
4-
3-
TORQUE
I
PERFORMANCE
MODEL
DY41
CURVE
D,
B
HP
g/H
P-
h
LIGWWEIGWTand
1.
Lightweight because of aluminum alloy being used for various parts including the crankcase made of aluminum
2.
Compact in outside dimensions becausea) the camshaft
b)
the cooling fan and the flywheel are single piece die casting; and the cooling fan
may breathe in cooling air from the front, which means that the size of the fan casing becomes smaller and
of
the engine
FUEL
ECONOMY
Low
fuel consumption owing to improved fuel combustion system
tion owing to the highly effective muffler and air cleaner
As
an optional part a balancer is available for minimizing vibration.
EASY
to
TAKE-OUT POWER
A
faucet joint is set in the blower housing, which enables direct coupling with a machine.
flywheel and accordingly
(reverse side
to couple a machme
of
COMPACT
is
assembled inside of the gear case cover, and accordingly total width of the engine
is
set on the side of the case
is
also reduced.
and
NOISELESS TYPE ENGINE
having
adopted direct fuel injection; and noiseless
P.T.O.
this
engine
the machine coupled), it
to
the engine.
is
very easy to handle. Furthermore, as cooling air is taken into from the front
is
unnecessary
to
arrange air-intake
on
the
side
of
the machine. Therefore, it
is
shaft is connected
reduced,
total
die
so
casting
that it
length
opera-
to
the
of
case
is
easy
4.
GENERAL DESCRIPTION
This
engine is a Forced Air Cooled, 4-Cycle, Vertical, Single Cylinder, Overhead Valve Diesel Engine, and the combustion
system is direct injection type.
4-1
CRANKCASE
The crankcase is made of a one-piece aluminum alloy die
casting. On the side of pump, bearing is press-fitted; and on
the fan side cast iron bearing housing
ports the crankshaft by a ball bearing press-fitted to the
Also,
on
shaft.
die casting
and
it enables direct coupling with a machine. (See Fig.
the fan side, blower housing of aluminum
is
fitted.
This
blower housing has a faucet joint
of
ENGlME
is
arranged, and
CONSTRUCTION
it
sup-
1
.>
Fig.
1
1
I
I.
-
-5-
4-2
CRANKSHAFT
The crankshaft is made of a forged chrome and molybdic
steel piece with the crank pins and the journals ground to
high
precision after induction hardening. It is fitted
on
flywheel
to it is also possible.
the fan side, and connection of the drive shaft
In
the center of the pins and the jour-
to
the
nals, holes for forced lubrication are drilled through.
(See Fig.
4-3
4-3-1
The connecting rod is made
2.)
CONNECTING ROD
CONNECTING
ROD
and
PISTON
of
forged pieces of aluminum
alloy designed with sufficient strength to withstand buckling
and tensile forces inflicted on it under high-load operating
conditions. At the small end a bushing is forcefitted to withstand the pressure resultant from pitching during high-speed
operation. At the larger end thin kelmet is fitted for increasing durability.
4-3-2
Piston
pression rings and an oil
at the pistion head, where combustion gas is made up
mixing atomized fuel and air, and ignites. (See Fig.
PISTON
is
made of cast aluminum alloy, and it has
ring.
Combustion chamber arranged
two
3.)
com-
by
Fig.
Fig.
2
3
4-4
CYLINDER
4-4-1
CYLINDER
Cylinder is made
and
CYLiNDERHEAD
of
aluminum alloy die casting, in which
special cast iron liner is cast, and is provided with many cooling fins designed for effective cooling.
4-4-2
The most important part
It is a one-piece of aluminum alloy die casting,
take and exhaust ports, and rocker chamber are cast
CYLINDERHEAD
of
the diesel engine is cylinderhead.
in
which in-
in
the
most ideal structure for the highest strength and the highest cooling efficiency. In the valve seats fine quahty heat resistance seats are pressure-fitted considering
-
-
to
abrasion and corrosion at
high
temperature. (See Fig.
high
resistance
4.)
-6-
Fig.
4
4-5
GEARCASE COVER
Gearcase cover is made of aluminum alloy die casting and
fitted on the reverse side of the flywheel.
This
cover em-
is
braces the injection pump, timing gear, operating lever and
supports the camshaft as a bearing. To the gear case cover
the tappet guide is fitted and then the tappets are assembled,
(See Fig.
4-6
5
.)
CAMSHAFT
The camshaft is made of forged chrome steel wholly sintered
viz.
and then ground. It carries three cams,
one intake cam,
one exhaust cam, and one fuel injection pump cam, and the
in
is
assem
the
shaft is supported by a ball bearing pressure-fitted
gear case cover and by the gear case. The camshaft
bled inside the gear case cover. To the shaft the relief valve
and a pin are fitted. The pin is used when starting engine by
Fig.
hand cranking. (See
6.)
Fig.
5
i
4-7
TAPPET
4
-7
-
1
TAPPET
Tappet is made
and then taftride finished. The camshaft has
and
TAPPET GUIDE
of
forged steel and wholly sintered, ground,
oil
holes for
lubricating tappets.
4-7-2
Tappet guide is made
termines tappet positionsand
In the crankcase there
through
(See Fig.
4-8
TAPPET GUIDE
up till rocker chamber via push rod sleeve.
6.)
ROCKER
Rocker arm
of
aluminum alloy die casting and de-
is
fitted
is
a blow-by gas hole, which hole goes
ARM
is
made of forged steel and
to
the gear case cover.
is
wholly sintered and then ground, and it
one end it has valve clearance adjusting screw. With this screw valve clearance
is
lock nut. Lubrication of the rocker arm
carried out by the
take rocker arm has decompression mechanism. (See Fig.
oil
splash contained in the blow-by
6.)
is
adjusted
Fig.
6
is
supported by the rocker shaft. At the
to
the specified gap and is fixed by
gas
from the crankcase. In-
-7-
4-9
ROCKER COWER
Rocker cover is made of aluminum ailoy die casting and it
is
fitted to the cylinderhead and covers the rocker chamber.
is
Rocker cover has a breather; and the air breathed
brought
to the intake port.
(See Fig.
4-10
7.)
GOVERNOR
SYSTEM
Fig.
7
.
.-
!
The governor is a centrifugal flyweight type
on
the governor gear. Through
the
lever it adjusts the rack
and
is installed
of fuel injection pump and keeps constant operation at the
selected speed against load variations.
(See Fig.
4-
8.)
I
f
LUBRICATION
SYSTEM
Lubrication is wholly filtered and pressurized lubrication
oil
system by trochoid type
pump. From the main gallery
in the crankcase the pressurized oil runs through the crank
of
journals and crankpins, and from the larger part
oil
is
the
supplied in the form
sary to be lubricated, while part
of
splash to the parts neces-
of
the
oil
also runs through
the rod
the bearings of camshaft to lubricate both intake and ex-
Ths
haust cams, and tappets.
system includes the governor
gears and it is installed in the crankcase.
Fig.
(See
9.)
’
:
1
Fig.
8
-8-
fig.
9
4-12
COOLING
SYSTEM
The cooling fan and the flywheel are a single piece casting
is
and it
fitted to the top end of the crankshaft.
produced by this fan blows
cools
inder baffle, and
(See Fig.
4-13
lo.)
INJECTION
cylinder and cylinderhead.
PUMP
through
blower housing and cyl-
Cooling
air
The plunger of the fuel injection pump is operated by the
injection pump cam, and the fuel
ized
in the pump and supplied to the nozzle
the tank
is
via
pressur-
the high
from
pressure pipe.
CYLINDER
Fig.
70
BAFFLE
11
(See Fig.
4-14
.)
NOZZLE
Into the combustion chamber the nozzle injects the pressur-
ized
fuel supplied from the pump through the high pressure
pipe.
(See Fig.
12.)
Fig.
U
11
-9-
Fig.
12
4-15
COMBUSTION
For
lower fuel consumption and easy starting of the engine,
SYSTEM
the direct injection system is adopted in the combusition
chamber.
4-15-1
FORMING
TION
of
COMBUSTION GAS
and
COMBUS-
/INTAKE
INTAKE
SWIRL
VALVE
PORT
SWIRL
(Inspiring swirl)
In order to promote mixing injected fuel and air under
the direct injection system, swirl flow is utilized for
good
Combustion. Swirl is spiral flow
in
the cylinder during inspiring stroke, and it decreases
of
air generated
during compressing stroke but it still remains and pro-
air
motes mixing of fuel and
of
air
Spiral flow
intake port, which
Tail
end of intake port, i.e. upper part of intake valve
(swirl)
is
called helical port
toward ignition timing.
is generated by the shape of
or
spiral port.
Fig.
13
seat, is made in the spiral form; and while the inspired
air
is
passing through this part, swirl
around the intake valve. Thus, intake port plays an
portant role in generating
SQUISH
(Squished air flow)
swirl.
(See Fig. 13.)
is
generated
im-
In the piston, combustion chamber (dish type com-
bustion chamber) is formed. When the piston comes
TDC
up to
in
the combustion chamber and air flow is generated,
which is called “squish.” (See Fig.
FORMING
(top dead center), air in the gaps is squished
14.)
of
COMBUSTION
GAS
and
COMBUSTION
Fig.
14
For igniting quickly the fuel injected from the nozzle, it is essential to atomize very fine
For
evenly in the combustion chamber.
pressure, i. e.
195
kg/cm2. The fue!, thus injected,
ths purpose, fuel should be injected through hole type nozzle by very
is
mixed with
air
by
the flow of swirl and squish while piston
oil
particles
CYLINDER
PISTON
for
distributing
high
is
Coming Up. Accompanying crimb
of
the piston, combustion gas compressed further and finally it automatically begins
igniting and while piston is going down, “squish” functions and promotes combustion.
-
10
-
4-16
SECTIONAL
VIEW
of
ENGINE
-
11
-
EXHAUST VALVE
ROCKER
COVER
INTAKE VALVE
CYLINDER HEAD-\
L
CY
BA
\\
AIR CLEANER
OIL
PAN-’
-
12
-
5.
DISASSEMBLY
5-1
PREPARATIONS
1)
When disassembling the engine, remember well the locations
rectly. If you are uncertain
2)
Have boxes ready to keep disassembled parts
3)
To
prevent missing and misplacing, temporarily assemble as much as possible each
parts such
4)
Carefully handle disassembled parts, and clean them with washing oil.
5)
Use the correct tools in the correct way.
5-2
SPECIAL
as
TOOLS
and
REASSEMBLY
and
SUGGESTIONS
of
identifying some parts, it
bolts and nuts, etc.
by
is
group.
of
individual parts
suggested that tags should be attached to them.
so
that they can be reassembled cor-
group
or set
of
disassembled
,-
small
I
228
I
22895002
I
228
Tool
95001
95003
No.
07
07
07
I
Flywheel puller with bolt
1
Box wrench
I
Piston ring expander
Tool
/
I
I
PISTON RING EXPANDER
Use
For pulling off the flywheel
For removing or fastening the
flywheel nut
For placing piston ring
I
I
Fig.
-
13
\BOX
15
-
WRENCH
5-3
DISASSEMBLING
SEQUENCE
Se-
quence
1
2
I
3
4
*Length
Item Procedures Remarks
~~~~~~~
Engine
oil
Fuel
Fuel tank
of
the bolt indicates the length from the bolt head bottom surface
~ ~~~ ~ ~ ~~~ ~
Remove the
discharge
oil
drain plug and
oil.
Oil
drain plug
locates under the gear case cover.
(Remove
oil
filter.)
Discharge fuel from the tank.
Fuel pipe locates
of
injection pump.
on
the side
Remove the fuel pipe.
-
~~~ ~ ~~
Be sure not
“0”
ring. The drain plug
serves as an
(See Fig.
Be sure not
gasket.
(See Fig.
Remove the banjo bolt
on the side
There are
aluminum gasket.
Remove the fuel return pipe.
There are
aluminum gasket.
Remove the tank band.
Muffler
Remove the muffler cover.
Remove the muffler.
Be sure not
gasket.
to
oil
16.)
to
17.)
of
2
sheets
2
sheets
to
miss
the
fiIter too.
miss the
the tank.
of
of
miss the
to
*
*
*
**W
Bolts,
nuts etc. used
6
mrn
hex. bolt
SW
.
. . 2
pcs.
17
mm hex. bolt.
8
x
18 banjo bolt
6
x
45
round head cross
recess bolt
No
SW,
W
6
x
X
mm flange bolt
. . .
4
pcs.
the threaded end.
SW
+
Spring
water
Plain washer
2
pcs.
.
.
1 pce.
.
.
.
1
pce.
. . .
+
. . .
~
2
pcs.
b
5
6
7
High
Pipe
Air
Tank
pressure
cleaner
bracket
high
Remove the
pressure pipe
on the side of injection pump
and the nozzle.
Be careful
inside
of
joint
of
nozzle free
the pipe, pump,
dust.
Remove the
the
cylinder head.
air
cleaner from
The gasket
that of the muffler.
Remove the bracket from the Just loosen
crankcase, left and right, each.
to
keep the
is
same as
8
mm nut.
of
12
mm nut.
8
mm nut.
sw
.
. .
8 x 16
2
7T
. .
.
.
pcs.
bolt..
2
2
pcs.
pcs.
.
2
pcs.
Fig.
16
-14-
Fig.
17
-
Se-
quence
8
Fly
Item
wheel
Procedures
Remove the flywheel cover.
Remove the driving shaft.
Raise up lock washer, loosen
lock nut
and then remove the flywheel
from the crankshaft using the
flywheel puller.
(41
mm box spanner)
Crankshaft, normal
threading
(See Fig. 18.)
Bolts,
nuts etc. used Remarks
Blower housing
9
Cylinder baffle Remove the cylinder baffle
10
Rocker cover
Nozzle holder
l3
I
14
Rocker
Cylinderhead
arm
Remove the blower housing
from the crankcase.
from the cylinder.
Remove the rocker cover from
the cylinderhead.
the cylinderhead.
Loosen the nuts fastening the Loosen the tappet adjust-
cylinderhead. ing bolt and
I
Pull
out
the rocker shaft from
the cylinderhead and remove
the rocker
Loosen
fastening
on
the side
Pull
arm.
6
mm
the
out the push rod.
nut
which
push rod sleeve
of
cylinderhead.
Just loosen the flange
bolts.
~~ ~~
Be sure not to miss
5 mm nut.
At the top end the Remove the nozzle holder from
gasket
is
fitted.
the
decompression adjusting bolt,
which latter
side
of
(See Fig.
is
Just loosen
is
on the
the intake valve.
19.)
6
mm nut.
6
x
8
flange bolt
No
W.
8
x
55
7T bolt..
sw
.
..
2
pcs.
8
x
40
7T bolt.
sw .
.
.
2
pcs.
~ ~~ ~~ ~~
5
x
10
round head cross
recess screw
6
x
35 7T bolt.
sw
. . . 3
6
mm nut.
sw
. . .
6
mm nut.
2
. .
pcs.
.
pcs.
. . 2
.
2
.
pcs.
pcs.
.
.
.
.
2
.
.
2
1 pce.
.
.
3 pcs.
2
pcs.
pcs.
pcs.
Fig.
78
-
15
-
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