Robin America DY30 User manual

ROBIN AMERICA, INC.
ROBIN TO WISCONSIN ROBIN
ENGINE MODEL CROSS REFERENCE LIST
ROBIN
EY08
EYl5
EY15V
EY20
EY20V
EY23
EY28
EY35
EY40
EY45V
EY21
EY44
EY25
EY27
EY18-3
EHl1
EH12
EHl5
EH17
EH21
EH25
EH30
EH30V
EH34
EH34V
EH43V
EC13V
DY23
DY27
DY3O
DY3 5
DY4 1
WISCONSIN ROBIN
S-
W1-080
W1-145
W1-145V
Wl-185
WP-185V
Wl-230
W 1-280
W 1-340
Wl-390
W1-45OV
EY21 W
EY44W
EY25W
EY27W
EY18-3W
v
WOl-115
wo1-120
WO1-150
WOI-I 70
wo1-210
WO1-250
WO1-300
WO1-3OOV
WO 1-340
WO 1 -340V
WO1-430V
TWO CYCLE
WT1-125V
DIESEL
WRDI-230
WRD 1-270
WRDl-300
wRD1-350
WRD1-410

CONTENTS
.
.
See ti0
1 .
2 .
3 .
4 .
5 .
6 .
7 .
8 .
9 .
10 .
11 .
12 .
n Ti rle Page
SPECIFICATIONS ............................................. 1
PERFORMANCE .............................................. 3
2-1 MaximumOutput
......................................... 3
2-2 Continuous RatedOutput ................................... 3
2-3 MaximumTorque and Fuel Consumption Ratio at MaximumOutput ....... 3
FEATURES ................................................. 5
GENERALDESCRIPTION of ENGINECONSTRUCTION .................. 5
4- 1 Crankcase .............................................. 5
4-2 Crankshaft ............................................. 6
4-4 Cylinder andCylinderHead .................................. 6
4-5 GearCaseCover .......................................... 7
4-6 Camshaft .............................................. 7
4-8 Rocker Arm ............................................ 7
4-9 Rocker Cover ............................................ 8
4-10 GovernorSystem
......................................... 8
4-1 1 Lubrication System ........................................ 8
4-13 Injection Pump
.......................................... 9
4-14 Nozzle
................................................ 9
4- 15 CombustionSystem ....................................... 10
4-16Sectional View of Engine
.................................... 11
DISASSEMBLY and REASSEMBLY ................. ! ............... 13
5-2 Special
Tools ............................................ 13
5-3 DisassemblySequence
...................................... 14
5-4 How to Reassemble ........................................ 20
FUEL ...................................................... 28
6-1 Qualityof Fuel .......................................... 28
GENERALDESCRIPTION of AUXILIARYGADGETS and PARTS ........... 29
7 . 1 Fuel Injection Pump Mechanism ............................... 29
7-2 Fuel Injection Nozzle Holder ................................. 33
7-3 GovernorMechanismand Operation
............................. 36
7-4 Lubrication Systemand
Oil Pump .............................. 38
7-5 OilFilter ............................................... 38
7-6 Electric Apparatus
........................................ 39
INSTALLATION .............................................. 40
8-1 Installing
............................................... 40
8-2 Ventilation ............................................. 40
8-3 ExhaustGasDischarge
...................................... 40
8-4 FuelSystem ............................................ 40
8-5 PowerTransmission to DrivenMachines .......................... 40
CHECKS and CORRECTIONS ..................................... 41
TABLE of CORRECTIONSTANDARDS .............................. 42
MAINTENANCE and STORING .................................... 45
11 -1 Daily Checks andMaintenance ................................. 45
11 -2 Every 25 Hours Checksand Maintenance ......................... 45
11
-3 Every 50 Hours (10 days)Checksand Maintenance ................... 45
11-4 Every
100 - 200 Hours (Monthly)Checksand Maintenance ............. 45
11
-5 Every 500 - 600 Hours(Semiannual) Checks and Maintenance ........... 46
11 -6 Every 1000 Hours (Yearly)Checksand Maintenance .................. 46
11 -7 Every 1500 Hours(Overhauls) ................................ 46
11 -8 Preparationfor LongAbeyance ................................ 46
REDUCTIONS for BTYPEENGINES ................................ 47
12-1 Configuration
of 1/2 Reducer ................................ : 48
12-2 Structure
of 1/2 Reducer .................................... 49
12-3 DisassemblyandReassembly of 1/2 Reducer ....................... 51
4-3 Connecting Rod andPiston
.................................. 6
4-7 TappetandTappetGuide .................................... 7
4-12 CoolingSystem .......................................... 9
5-
1 PreparationsandSuggestions ................................. 13

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2. PERFORMANCE
2-1 MAXIMUMOUTPUT
Themaximumouput ofan engine is suchstandardpower as developed by theengine,afterits initialbreakinperiod with all -
the moving partsproperlywornin,whenoperatingwith a fullyopeninjection pump. Therefore,anew engine may not
develop the maximum outputin the beginning because the moving parts are not
in a properly worn-in condition.
2-2 CONTINUOUS RATED OUTPUT
The continuous rated output of an engine is such power as developed by that engine when running continuously at an opti-
mum speed, and most favorable
from the viewpoint of engine life and fuel consumption ratio, with the governor in opera-
tion. It
is suggested, therefore, that when designing a driving system for any mechanism, with this engine as prime mover,
the continuouspower requirement
of that mechanism be kept below the continuous rated outputspecified.
2-3 MAXIMUMTORQUE and FUELCONSUMPTION RATIO ATMAXIMUMOUTPUT
These mean the maximum torque of the output shaft and fuel consumption ratio at the maximum output of an engine,
PERFORMANCE CURVE
MODEL DYBOD,
B
HP
t
I
10
9
8
7
6
5
4
3
2
1
1c
(1 450) (1
2
1.5
1
kg-m
t
JIHP-h
- rpm.
-3-

PERFORMANCE CURVE
MODEL
DY35DtB
,,,,
10 -
9-
8-
7-
rv
6-
5-
4-
3-
PERFORMANCE CURVE
-
MODEL DY41 D, B
HP
MAX. TORQUE
I
g/H P- h

LIGWWEIGWTand COMPACT
1. Lightweight because of aluminum alloy being usedfor various parts including the crankcase madeof aluminum die casting
2. Compact in outside dimensionsbecause-
a) the camshaft
is assembled inside of the gear case cover, and accordingly total width of the engine is reduced,
b) the cooling fan and theflywheel are single piece die casting; and the cooling fan is set on theside of the case so that it
may breathe in coolingair from the front, whichmeans that thesize of the fancasing becomes smaller and
total length
of the engine is also reduced.
FUEL ECONOMY and NOISELESS TYPE ENGINE
Low fuel consumption owing to improved fuel combustion system having adopted direct fuel injection; andnoiseless opera-
tion owing to the highly effective mufflerand air cleaner
As an optional part abalancer 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. P.T.O. shaft is connected to the
flywheel and accordingly this engine is very easy to handle. Furthermore, as cooling air is taken into from the front of case
(reverse side
of the machine coupled), it is unnecessary to arrange air-intake on the side of the machine. Therefore, it is easy
to couple a machme to the engine.
4. GENERALDESCRIPTION of ENGlME CONSTRUCTION
This engine is a Forced Air Cooled, 4-Cycle, Vertical, Single Cylinder, Overhead ValveDiesel Engine, and the combustion
system is direct injection type.
4-1 CRANKCASE
Thecrankcase is madeofaone-piecealuminumalloy die
casting. On the side of pump,bearing is press-fitted; andon
the fanside cast iron bearing housing
is arranged, and it sup-
portsthecrankshaftbya ball bearingpress-fitted tothe
shaft.
Also, on the fanside,blowerhousingofaluminum
die casting
is fitted. This blower housing has a faucet joint
and it enables direct coupling with a machine. (See Fig. 1 .>
1
I
I.
Fig. 1
-
-5-

4-2 CRANKSHAFT
Thecrankshaft is madeofaforgedchromeandmolybdic
steelpiece with the crank pins and the journals ground to
high precision after induction hardening. It is fitted to the
flywheel
on the fan side, and connection of the drive shaft
to it is also possible.
In the center of the pins and the jour-
nals, holes for forced lubrication aredrilled through.
(See Fig.
2.)
4-3 CONNECTINGROD and PISTON
4-3-1 CONNECTING ROD
The connecting rod is made of forged pieces of aluminum
alloy designedwith sufficient strength to withstand buckling
and tensile forces inflicted on it under high-load operating
conditions.At the small end abushing is forcefitted towith-
stand thepressure resultant from pitching duringhigh-speed
operation. At the larger end thin kelmetis fitted forincreas-
ing durability.
4-3-2 PISTON
Piston is made of cast aluminum alloy, and it has two com-
pression rings and an oil
ring. Combustion chamber arranged
atthepistionhead, where combustion gas is made up
by
mixing atomized fuel and air, andignites. (See Fig. 3.)
4-4 CYLINDER and CYLiNDERHEAD
4-4-1 CYLINDER
Cylinder is made of aluminum alloy diecasting, in which
special cast iron liner is cast, andis provided with many cool-
Fig. 2
Fig. 3
ing fins designed for effective cooling.
4-4-2 CYLINDERHEAD
The most important part of the diesel engine is cylinderhead.
It is a one-piece of aluminum alloy die casting,
in which in-
take and exhaust ports, and rocker chamber are cast
in the
most ideal structure for the highest strength and the high-
est cooling efficiency. In thevalve seats fine quahty heat re-
sistance seats are pressure-fitted considering
high resistance
- to abrasionandcorrosionat high temperature. (See Fig. 4.)
Fig. 4
-
-6-

4-5 GEARCASECOVER
Gearcase cover is made of aluminumalloy die casting and is
fittedonthe reverse side ofthe flywheel. This coverem-
braces the injection pump, timing gear, operating lever and
supports the camshaft as abearing. To the gear case cover
the tappetguide is fitted and then the tappetsare assembled,
(See Fig.
5 .)
4-6 CAMSHAFT
The camshaftismade of forged chrome steel wholly sintered
and then ground. It carries three cams,
viz. one intake cam,
one exhaust cam, and one fuel injection pump cam, and the
shaft is supportedbya ball bearingpressure-fitted
in the
gear case cover and by thegear case. The camshaft
is assem
bled inside the gear case cover. To the shaft therelief valve
and a pin are fitted. The pin is used when starting engine by
hand cranking. (See
Fig. 6.)
4-7 TAPPET and TAPPET GUIDE
4 -7 - 1 TAPPET
Tappet is made of forged steel and wholly sintered, ground,
andthentaftridefinished.Thecamshaft has
oil holesfor
lubricating tappets.
4-7-2 TAPPET GUIDE
Tappet guide is made of aluminum alloy die casting and de-
termines tappet positionsand
is fitted to the gear case cover.
In the crankcase there
is a blow-bygas hole,which hole goes
through up till rocker chamber via push rod sleeve.
(See Fig.
6.)
Fig. 5
i
Fig. 6
4-8 ROCKER ARM
Rocker arm is made of forged steel and is wholly sintered and then ground, and it is supported by the rocker shaft.At the
one end it has valve clearance adjusting screw.With this screw valve clearance
is adjusted to the specified gap and is fixed by
lock nut. Lubrication of the rocker arm
is carried out by the oil splash contained in the blow-by gas from the crankcase. In-
take rocker arm has decompression mechanism.(See Fig.
6.)
-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.
Rocker cover has a breather; and theair breathed
is brought
to the intake port.
(See Fig.
7.)
Fig. 7
. .-
4-10 GOVERNOR SYSTEM
!
Thegovernor is a centrifugalflyweight type and is installed ’
on thegovernor gear.Through the lever it adjusts the rack :
of fuel injection pump and keeps constant operation at the 1
selected speed against load variations.
(See Fig.
8.)
Fig. 8
4- I f LUBRICATION SYSTEM
Lubrication is whollyfilteredandpressurizedlubrication
systemby trochoidtype
oil pump.From the maingallery
in the crankcase the pressurized oil runs through the crank
journals and crankpins, and from the larger part
of the rod
the
oil is supplied in the form of splash to the parts neces-
sary to be lubricated,while part
of the oil also runs through
thebearingsofcamshaft to lubricatebothintakeand ex-
haust cams, and tappets.
Ths system includes the governor
gears and itis installed in the crankcase.
(See
Fig. 9.)
fig. 9
-8-

4-12 COOLING SYSTEM
CYLINDER BAFFLE
Thecooling fan and the flywheel are a single piececasting
and it
is fitted to the top endof the crankshaft. Cooling air
produced by this fan blows through blower housing and cyl-
inder baffle, and
cools cylinder and cylinderhead.
(See Fig.
lo.)
4-13 INJECTION PUMP
Theplunger of the fuel injection pump is operated by the
injection pump cam, and the fuel
from the tank is pressur-
ized in thepumpandsupplied to the nozzle via the high
pressure pipe.
(See Fig.
11 .)
4-14 NOZZLE
Into the combustion chamber thenozzle injects the pressur-
ized fuel supplied from the pump through the high pressure
pipe.
(See Fig.
12.)
Fig. 70
U
Fig. 11
Fig. 12
-9-

4-15 COMBUSTION SYSTEM
For lower fuel consumption and easy starting of the engine,
thedirectinjectionsystemisadoptedinthecombusition
chamber.
4-15-1 FORMING of COMBUSTION GAS and COMBUS-
TION
/INTAKE VALVE
INTAKE PORT
SWIRL
CYLINDER
PISTON
Fig. 13
SWIRL (Inspiring swirl)
In order to promotemixing injected fuel andair under
thedirect injectionsystem, swirl flow is utilizedfor
good Combustion. Swirlis spiral flow of air generated
in the cylinder duringinspiring stroke, and itdecreases
during compressingstroke but it still remains and pro-
motes mixing of fuel and
air toward ignition timing.
Spiral flow
of air (swirl) is generated by the shape of
intake port, which
is called helical port or spiral port.
Tail end of intake port,i.e. upper part of intakevalve
seat, is madein the spiral form; andwhile the inspired
air is passing throughthispart, swirl is generated
around the intakevalve. Thus, intake portplays an
im-
portant role in generating swirl. (See Fig. 13.)
SQUISH (Squished air flow)
Inthepiston,combustionchamber(dishtypecom-
bustionchamber) is formed. When the piston comes
up to
TDC (top dead center), air in thegaps is squished
in the combustion chamber and air flow is generated,
which iscalled “squish.” (See Fig.
14.)
FORMING of COMBUSTION GAS and COMBUSTION
For igniting quickly the fuel injected from the nozzle, it is essential to atomize very fine oil particles for distributing
evenly in the combustion chamber.
For thspurpose, fuel should be injected through hole type nozzle by very high
pressure, i. e. 195 kg/cm2. The fue!, thus injected, is mixed with air by the flow of swirl and squish while piston is
Coming Up. Accompanying crimb of the piston, combustiongas compressed further and finally it automaticallybegins
igniting and while piston is going down, “squish” functions and promotes combustion.
Fig. 14
- 10 -

4-16 SECTIONAL VIEW of ENGINE
- 11 -

EXHAUST VALVE
\\
ROCKER COVER
CYLINDERHEAD-\
INTAKE VALVE
AIRCLEANER
CY
L
BA
OIL PAN-’
- 12 -

5. DISASSEMBLY and REASSEMBLY
5-1 PREPARATIONS and SUGGESTIONS
1) When disassemblingthe engine, remember well the locations of individual parts so that they can be reassembled cor- ,-
rectly. If you are uncertain of identifying some parts, it is suggested that tags should be attached to them.
2) Have boxes ready to keep disassembled parts by group.
3) To prevent missing and misplacing, temporarily assembleas much as possible each group or set of disassembled small
parts such as bolts and nuts, etc.
4) Carefully handle disassembled parts, and clean them withwashing oil.
5) Use the correct tools in the correct way.
5-2 SPECIAL TOOLS
I Tool No.
I
I
Tool Use
I
228 95001 07
For pullingoff the flywheel
Flywheel puller with bolt
I 22895002 07 1 Box wrench For removingor fasteningthe
flywheel nut
I 228 95003 07 I Pistonringexpander I For placingpiston ring
I
/
PISTON RINGEXPANDER
\BOX WRENCH
Fig. 15
- 13 -

5-3 DISASSEMBLING SEQUENCE
b
Se-
quence
1
2
I
3
4
5
6
7
*Length of the bolt indicates the length from the bolthead bottom surface to the threaded end.
* * SW + Spring water
* **W + Plain washer
Item Procedures Remarks
Bolts, nuts etc. used
~~~~~~~ ~ ~~~ ~ ~ ~~~ ~
-
Engine oil Remove the oil drain plugand
discharge
oil. Oil drain plug
locates under the gearcase cover.
(Remove
oil filter.)
Fuel Fuel pipe locates
on the side
Discharge fuel from the tank.
of injection pump.
~~~ ~ ~~
Be sure not to miss the
“0” ring. The drain plug
6 mrn hex. bolt . . . 2 pcs.
(See Fig.
16.)
servesas an oil fiIter too.
SW . . . 2 pcs.
Be sure not
to miss the 17 mm hex. bolt. . . 1pce.
gasket.
(See Fig.
17.)
Fuel tank Remove the fuel pipe.
Remove the fuel returnpipe.
Removethe tankband.
~
Remove thebanjo bolt
There are
2 sheets of
on theside of the tank.
8 x 18 banjo bolt . . . 1 pce.
aluminum gasket.
There are
2 sheets of
aluminum gasket.
6 x 45 round head cross
recess bolt
. . . 2 pcs.
No SW, W
Muffler
6 x X mm flange bolt
Remove the mufflercover.
. . . 4 pcs.
Remove themuffler. Be sure not
to miss the
gasket.
High pressure
Pipe Remove the
high pressure pipe
on the sideof injection pump
and thenozzle.
Be careful to keep the
joint of nozzle free of
inside of the pipe, pump,
12 mm nut. . . 2 pcs.
dust.
Air cleaner Remove the
air cleaner from
sw . . . 2 pcs.
that of themuffler.
the cylinder head.
8 mm nut. . . 2 pcs.
The gasket
is same as
Tank bracket crankcase, left and right, each.
Remove the bracket from the Just loosen
8 mm nut.
8 x 16 7T bolt.. . 2 pcs.
Fig. 16
-14-
Fig. 17

-
Se-
quence Item
Bolts, nuts etc. used Remarks
Procedures
8
9
10
Fly wheel
Blower housing
Remove the flywheel cover.
Remove the driving shaft.
Raise up lock washer, loosen
lock nut
(41 mm box spanner)
and then remove the flywheel
from the crankshaft using the
flywheel puller.
Remove the blower housing
from thecrankcase.
Crankshaft, normal
threading
(See Fig. 18.)
Just loosen theflange
bolts.
~~ ~~
Be sure nottomiss
5 mm nut.
5 x 10 round head cross
recess screw
.. . 1 pce.
~ ~~ ~~ ~~
Rocker cover 6 x 35 7T bolt. . . 3pcs.
Remove the rockercover from
the cylinderhead.
sw . . .3 pcs.
Nozzle holder
6 mm nut. . . 2 pcs.
At the top end theRemove the nozzle holder from
the cylinderhead.
sw . . . 2 pcs.
gasket is fitted.
l3 I Rocker arm I
Loosen thenuts fastening theLoosenthetappetadjust-
cylinderhead. ing boltand
the decom-
pression adjusting bolt,
which latter
is on the
side
of the intakevalve.
(SeeFig. 19.)
Pull out the rocker shaft from
the cylinderhead and remove
the rocker
arm.
14
Cylinderhead Loosen
6 mm nut which is
fastening the push rodsleeve
on theside of cylinderhead.
Pull out the push rod.
Just loosen
6 mm nut.
6 mm nut. . . 2 pcs.
Fig. 78
6 x 8 flange bolt . . . 2 pcs.
No W.
8 x 55 7T bolt.. . 2 pcs.
sw . .. 2 pcs.
8 x 40 7T bolt. . . 2 pcs.
sw . . . 2 pcs.
CylinderbaffleRemove the cylinderbaffle
from the cylinder.
- 15 -

b
l"2L quence
I l5 ICylrnder
17 Tappet guide
18 Injectionpump
19 Gearcase
Procedures
Remove the cylinder.
Remove the push rodsleeve
from thegear casecover.
Remove the tappetguide from
the gear case cover.
Remove
oil filler cap.
Put the control rack at the
center.
Remove the injection pump
from thegear case cover.
Remove the handleguide.
Remove the gear case cover
from thecrankcase.
It
Fig. 20
. r-
.c.
.P
/"
Remarks
I Bolts, nuts etc. used
are rubber "0" ring and
copper shim.
(See
Fig. 20.)
6 mm nut . .. 2 pcs.
sw . . . 2 pcs.
A holder is necessary for
not let
fall the tappet.
(See Fig.
2 1 .)
Check the position of 8 mm nut . . . 3 pcs.
controlrack.
sw . . . 3 pcs.
(See
Fig. 22.)
(See Fig. 23.)
6 x 6 hex. bolt . . . 2 pcs.
8 x 35 7T bolt.. .4 pcs.
8 x 80 7T bolt. .. 3 pcs.
sw . . . 3 pcs.
sw . . . 2 pcs.
/."-
\-
Fig. 22
Fig. 23

Procedures Remarks Bolts, nutsetc. used
20 Camshaft Pull outthecamshaft.Betweencamshaft and
gear casethere
is a shim.
(See Fig.
24.)
21
22
23
Piston Remove the piston from the
connecting rod. (Remove the
clip and pullout the piston.)
Governor
and
From thecrankcase remove
oil pump the governorand
oil pump in
the form of one piece.
Oil panRemove the oil panfrom the
crankcase.
Watch the direction of
the clip, also pay atten-
tion to the directionof
the piston.
( "f mark indicates "to-
ward the fanside.")
(See Fig.
25.)
6 x 20 7T bolt . . . 2 pcs.
sw . . . 2 pcs.
Be careful
of the pack- 6 x 12 bolt . .. 8 pcs.
ings.
sw . . . 8 pcs.
/"-
Fig. 24
Fig. 25
- 17 -