4006 installation manual

4000 Series 4006-23TAG1A, TAG2A & TAG3A Inline diesel engine

INSTALLATION MANUAL

6 cylinder turbocharged diesel engine for electric power applications

i

Publication TPD 1509E, Issue 1© Proprietary information of Perkins Engines Company Limited, all rights reserved.The information is correct at the time of print.Published in Dec 2003 by Technical Publications.Perkins Engines Company Limited, Tixal Road, Stafford, ST16 3UB, England.

Chapters

1 Introduction

2 General information

3 Engine room layout

4 Cooling systems

5 Exhaust system

6 Engine breather

7 Fuel supply systems

8 Lubricating oil systems

9 Sound insulation

10 Air intake

11 Torsional vibrations

12 Derating

13 Starting, stopping and protection systems

14 Governors

15 Control panels for generating sets

The following pages contain a detailed table of contents

ii

4000 Series

Contents

1 IntroductionSafety precautions ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 2

Dangers from used engine oils ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 4

Environmental protection ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 4

Viton seals . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 5

2 General Information

Lifting equipment for engines . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 11

Mounting of engine and driven unit ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 12

Drive arrangement ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 28

3 Engine room layoutInstallation . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 35

Typical water cooled engine layout ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 37

Ventilation - engine room . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 38

Typical multiple engine installation ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 45

Installation Manual, TPD 1509E, issue 1 1

4000 Series

4 Cooling systems

General observations ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 50

Filling the cooling system ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 50

Draining the cooling systems .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 51

Cooling tower - or independent external water supply . ... ... ... ... ... ... ... ... ... ... ... . 51

Air-to-air charge cooling .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 51

5 Exhaust SystemBack pressure ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 53

Installation . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 53

Flexible element ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 55

Expansion .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 55

Exhaust outlet position ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 56

Multiple exhaust outlets ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 56

Condensate drain .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 56

Lagging .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 56

Exhaust silencers . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 57

Local authority regulations - noise . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 57

Back pressure - exhaust system - calculations . ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 58

How to use the information . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 59

Noise attenuation - exhaust . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 62

Engine noise level ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 63

6 Engine breather

Breather installation . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 65

Breathing - points to watch .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 66


4000 Series

7 Fuel supply systems

Introduction ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 67

Diesel fuel specification ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 67

Diesel fuel systems ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 67

8 Lubricating oil systems

Lubricating oil recommendations ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 73

Standard lubricating oil system .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 73

Extended running oil system ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 73

9 Sound insulation

Noise level . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 75

Noise source . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 75

Recommendations to contain noise ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 75

‘Free’ & ‘semi-reverberant field’ .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 76

Sound proof canopy over engine ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 76

Multiple engine noise level . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 77

10 Air intake

Air restriction indicator ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 79

Remote mounted air cleaner ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 80

11 Torsional vibrations

Critical speed ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 81

Critical speeds – corrective methods . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 81

Torsional analysis data ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 82


4000 Series

12 Derating

Derating engine . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 85

Derating alternator ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 85

13 Starting, stopping and protection systemsStarting systems ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 87

Batteries . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 88

Battery charging alternator .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 88

Battery charger . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 88

Starting aids .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 89

Starting loads ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 89

Stopping ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 89

Protection system . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 89

Air shut-off valve ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 89

14 Digital Electronic GovernorIntroduction ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 91

Configuration ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... . 94

15 Control panels for generating sets

Control panel with manual start .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 111

Protection module ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 112

Automatic start control panel .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 112

Automatic mains failure (AMF) control panel ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 112

Parallel operation .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 114

Cabling ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... 116


14000 Series

Introduction 1

The information contained within this section provides mechanical installation data for the 4000 Series diesel engine produced by Perkins Engines Company Limited, Stafford, for Electrical Power Generation (EPG) applications.

It is intended to provide the user with general information for the mechanical installation of an engine/generating set within an ISO container, canopy or engine room facility.

Because each installation will be different, all factors must be considered and it is therefore recommended that you consult with an approved engine installation engineer before starting. If unsure, please contact the Perkins Applications Department who will be able to provide you with guidance for this procedure.

Perkins Engines Company Limited, Stafford, cannot accept any liability whatsoever for any problems resultant from an incorrect installation specification.

You must read, understand and comply with the ‘Safety precautions’ on page 2, with regard to both machinery and personal protection.

In addition to the general safety precautions, danger to both operator and engine are highlighted as follows:

Warning! This indicates that there is a possible danger to the person (or the person and engine).

Caution: This indicates that there is a possible danger to the engine.

Note: Is used where the information is important, but there is not a danger.

The information contained within the manual is based on the information that was available at the time of going to print. In line with Perkins Engines Company Limited policy of continual development, information may change at any time without notice and the user should therefore ensure that, before commencing any work, they have the latest information available.

Users are respectfully advised that it is their responsibility to employ competent persons to perform any installation work in the interests of good practice and safety.

It is essential that the utmost care is taken with the application, installation and operation of any diesel engines due to their potentially dangerous nature.

Careful reference should also be made to other Perkins Engines Company Limited literature including the Technical Data Sheet and the User’s Handbook.

Should you require further assistance in installing the engine/generating set, contact the Applications or Service Department.

Perkins Engines Company Limited Stafford,Tixall Road,Stafford,ST16 3UB,England.

Telephone No: 01785 223141

Fax No: 01785 215110

Continued


1 4000 Series

The 4006-23 engines has been developed primarily for use in generating sets. To ensure optimum performance and trouble-free service, the correct selection of generating sets/engines is of the utmost importance during the initial stages. The purpose of the guide is to help the reader to:

! Make the correct choice of power selection.

! Design and build installations which will perform reliably.

Safety precautions

General

For safe installation of the engine it is essential that these safety precautions, and those Warnings and Cautions given throughout this manual, are observed and, where necessary, the special tools indicated are used.

All safety precautions should be read and understood before installing, operating or servicing the engine.

Improper installation, operation or maintenance procedures are dangerous and could result in accidents, injury or death.

The operator should check before beginning an operation that all the basic safety precautions have been taken to avoid accidents.

You must also refer to the local regulations in the country of use.

Note: Some items only apply to specific applications.

Guards

! Ensure that guards are fitted over exposed rotating parts, hot surfaces, air intakes, belts or live electrical terminals (high and low tension).

Personal protection equipment

! Ensure that appropriate protection equipment is worn at all times.

! Always wear protective gloves when using inhibitors or anti-freeze, removing the pressure cap from the radiator or heat exchanger filler, changing the lubricating oil/filter or changing the electrolyte in the battery.

! Always wear ear protection when working in an enclosed engine room.

! Always wear goggles when using an air pressure line.

! Always wear protective boots when working on the engine.

! Always wear protective headgear when working on or underneath the engine.

Naked flames

Ensure that no smoking or naked flames are present when checking battery electrolyte, working in the engine room or when operating or servicing the engine.

Fuel and oil pipes

! Ensure that all pipes are regularly checked for leaks.

! Ensure that all pipes and the surrounding area are regularly checked for spilt oil (and cleaned up where necessary).

! Always apply suitable barrier cream to hands before starting any work.

Shut-down equipment

! Always test that the protection system is working correctly.

! When stopping the engine in case of overspeed, high water temperature or low oil pressure, indicator lights to identify the cause of the shutdown should be provided.

! Heat sensors and smoke detectors should be provided (if applicable).

! Always be in a position to stop the engine (even remotely).

Start-up

! When working on the engine, always ensure that the battery has been disconnected and that any other means of accidental start-up has been disabled.

2 Installation Manual, TPD 1509E, issue 1

14000 Series

Electrical equipment

! Always check that the electrical components are earthed to local safety standards.

! Always disconnect the electrical supply to the jacket water heater (if fitted) before working on the engine.

! Take care to avoid any risk of electric shock.

! Never re-adjust the settings of electronic equipment without reference to the Workshop Manual.

Freezing or heating components

! Always use heat resistant gloves and use the correct handling equipment.

Exhaust system

! Check the system for leaks.

! Ensure that the engine room is correctly ventilated.

! Check that all the guards are fitted.

! Check that the pipework allows the exhaust gas to escape upwards.

! Check that the pipework is supported.

Stopping the engine

1 Disengage the engine load.

2 Run the engine on ‘No load‘ for 5 to 7 minutes before stopping.

Note: This will allow the circulating lubricating oil to dissipate heat from the bearings, pistons, etc. It will also allow the turbocharger, which runs at a very high speed, to slow down while there is still oil flow through the bearings.

Ensure that the engine is stopped before performing any of the following operations:

! Changing the lubricating oil.

! Filling or topping up the cooling system.

! Beginning any repair work on the engine.

! Adjusting belts (where fitted).

! Adjusting valve clearances.

! Changing air or oil filters.

! Tightening any fixing bolts.

Flammable fluids

! Ensure that these are never stored near the engine.

! Ensure that they are never exposed to a naked flame.

Clothing

! Do not wear loose clothing, ties, jewellery, etc.

! Always wear steel toe cap shoes/boots.

! Always wear appropriate head, eye and ear protection.

! Always wear suitable overalls.

! Always replace a spillage contaminated overall immediately.

Lifting heavy components

! Always use the correct lifting equipment.

! Never work alone.

! Always wear a helmet, if the weight is above head height.

Descaling solution

! Always wear both hand and eye protection when handling.

! Always wear overalls and appropriate footwear.


1 4000 Series

Waste disposal

! Do not leave oil-covered cloths on or near the engine.

! Do not leave loose items on or near the engine.

! Always provide a fireproof container for oil contaminated cloths.

Note: Most accidents are caused by failure to observe basic safety precautions and can be avoided by recognising potentially dangerous situations before an accident occurs. There are many potential hazards that can occur during the operation of the engine which cannot always be anticipated, and therefore a warning cannot be included to cover every possible circumstance that might involve a potential hazard, but by following these basic principles the risk can be minimised.

Dangers from used engine oils

Prolonged and repeated contact with mineral oil will result in the removal of natural oils from the skin, leading to dryness, irritation and dermatitis. The oil also contains potentially harmful contaminants which may result in skin cancer.

Adequate means of skin protection and washing facilities should be readily available.

The following is a list of 'Health Protection Precautions' suggested to minimise the risk of contamination:

1 Avoid prolonged and repeated contact with used engine oils.

2 Wear protective clothing, including impervious gloves where applicable.

3 Do not put oily rags into pockets.

4 Avoid contaminating clothes, particularly underwear, with oil.

5 Overalls must be cleaned regularly. Discard unwashable clothing and oil impregnated footwear.

6 First aid treatment should be obtained immediately for open cuts and wounds.

7 Apply barrier creams before each period of work to aid the removal of mineral oil from the skin.

8 Wash with soap and hot water, or alternatively use a skin cleanser and a nail brush, to ensure that all oil is removed from the skin. Preparations containing lanolin will help replace the natural skin oils which have been removed.

9 Do not use petrol, kerosene, diesel fuel, thinners or solvents for washing the skin.

10 If a skin disorder appears, medical advice must be taken.

11 Degrease components before handling, if practicable.

12 Where there is the possibility of a risk to the eyes, goggles or a face shield should be worn. An eye wash facility should be readily available.

Environmental protection

There is legislation to protect the environment from the incorrect disposal of used lubricating oil. To ensure that the environment is protected, consult your Local Authority who can give advice.


14000 Series

Viton seals

Some seals used in engines and in components fitted to engines are made from Viton.

Viton is used by many manufacturers and is a safe material under normal conditions of operation.

Warning! If Viton is burned, a product of this burnt material is an acid which is extremely dangerous. Never allow this burnt material to come into contact with the skin or with the eyes.

If it is necessary to come into contact with components which have been burnt, ensure that the precautions which follow are used:

! Ensure that the components have cooled.

! Use Neoprene gloves and a face mask, and discard the gloves safely after use.

! Wash the area with a calcium hydroxide solution and then with clean water.

! Disposal of gloves and components which are contaminated, must be in accordance with local regulations.

If there is contamination of the skin or eyes, wash the affected area with a continuous supply of clean water or with a calcium hydroxide solution for approxiately 60 minutes. Obtain immediate medical attention.


This page is intentionally blank

24000 Series

General Information 2

The 4006-23 TAG1A, TAG2A and TAG3A engines form part of the Perkins 4000 Series. They are six cylinder, in-line, turbocharged engines incorporating an air-to-air charge cooling system.

They have been designed specifically for producing electrical power in both the 50Hz and 60Hz ratings and are capable of providing the following net engine power:

Full engine specifications can be obtained from the relevant Technical Data Sheets.

Definition of ratings

The following information is a brief summary of important points which should be considered:

! The generating set/engine should be properly sized for the installation. Determine the duty cycle: Standby, Prime and Baseload.

Standby Power

Maximum usage: 500 hours per year, up to 300 hours of which may be continuous running.

The average load factor of 80% of the published standby power rating for 500 operating hours per year.

NO OVERLOAD AVAILABLE.

Prime Power

Unlimited hours usage.Load factor: 80% of the published Prime power rating over each 24 hour period.10% overload available for one hour in every 12.

Baseload

Unlimited hours usage. Load factor: 100% of the published Baseload rating.No over load available.

Dimensions

Overall dimensions can be obtained from the general arrangement drawing, see illustrations A, B, C, D and E on the next page.

Weights

Wet and dry weights can be the obtained from the relevant Technical Data Sheet.

Lifting equipment

Caution: Always ensure that the engine is lifted using the correct lifting points and lifting equipment.

Model Rev/min50 Hz

Units Baseload Prime Standby

4006-23TAG1A 1500 kW 471 555 620

4006-23TAG2A 1500 kW 495 620 685

4006-23TAG3A 1500 kW 540 679 760

Model Rev/min60 Hz

Units Baseload Prime Standby

4006-23TAG1A 1800 kW 485 596 650

4006-23TAG2A 1800 kW 510 640 715

4006-23TAG3A 1800 kW 570 715 795


2 4000 Series

1380.51650.5

1493

1310.5

2202525

2106

OVERALL3027

344

730

LEFT SIDE ELEVATION

Exhaust OutletsNote: Customer connectionmust be sufficiently supportedto ensure that no load isplaced on the turbochargers

Timing markviewing hole

Centre-lineCrankshaft

Rear Face Flywheel housing

Rear FaceCrankcase

Engine Mounting

Front FaceCrankcase

Note: Belt guard notshown for clarity

Fan belttensioner screw

Air Flow

Engine protectionswitch

Centre of gravityengine and radiator(WET)Engine Breather outlet to

suit ø50.8 (2”) inside hose

Additional front option- Customer option-

A

B

A

A

645 786

Centre-linecrankshaft

17.5

10351125

Sump549

Sump width359

Air cleanerelement removal

406

Sump removal 68 179.5

Overall1964

A_3

B

Crankshaft rotation

16 - M12 x 1.75 x 21 deepequi-spaced on ø679.45

6 - M16 x 2.0 x 30 deepequi-spaced on ø542.93

Air cleanerrestriction indicators

Centre-lineExh. outlets

Centre-linecrankshaft REAR ELEVATION

Turbochargers

Removablelifting plates

PC (21.375")

PC (26.75")


24000 Series

C

ø (9") outsideAir cleaner inlet

228.6(Fuel return)5

(Fuel inlet)232

441.5

(Oil drain)517

921

4

Fuel return connection / Non-return valve(hidden) to suit ø12.7 outside steel tubemaximum return head = 18m

Lubricating oilfiller

Fuel filter /Water separator

24v DC alternator

Fuel handpriming pump

Lubricating oillevel indicator

G1 lubricatingoil drain (both sides)

Lubricating oil filter3-off

Starter relay

24v DC electricstarter

3/8 NPSFLubricating oiltemperature connection

1/8 NPSFLubricating oil

G3/8Lubricating oil

connection

Front facecrankcase

Air cleaner2-off

Fuel lift pump

Fuel inletconnection

RIGHT SIDE ELEVATION

Duct fixing face

G 1/2 drain

Pressure connection

D

175

735

165

569

200

220

220

220

220

200

838

CRS1676

Matrix1600

803

Matrix1606

15183

343

853

OVERALL1706

14 - ø11



Radiator filler cap

Fuel inlet connectionto suit ø15 outside steel tubeif fuel tank outlet is lower thanlift pump inlet a non-return valvemust be fitted at fuel tank outletmaximum lift = 2.5m

Fuel returnconnection

ø27 Lifting holeengine only

FRONT ELEVATION

Manual stop lever

24v DC stop solenoid(Energised to run)

RADIATOR AND FAN SHOWN CHAIN-DOTTED

G 1/2 vent


2 4000 Series

E

79

1369Front facecrankcase

66

60

1486

142

( )7

Rear face1488

88

45 90

50 76

454

908

200

780

1560

400 100

917.5

767.5

8944.5

Additional front mount-customer option-

ENGINE AND RADIATOR MOUNTING DETAIL

flywheelhousing


6.7

15.7

ø 590ø 571.576

571.500ø 510

r 0.8

ø 647.95647.70

10

r 1 ø 279.4

8 - øEqui-spaced

17.46

ø 234.9522.5°

ø 152.4

View on BExhaust outlet flange(BS10 table D)Scale 1:5

Section A-ASAE '0' housingSAE 518 flywheelScale 1:2

1.5 x 45°

1.5 x 45°


24000 Series

Lifting equipment for engines

When lifting engine or generating sets, special lifting equipment is required. It is recommended that a spreader lifting beam of the correct lifting load capacity is used and that chains, hooks, shackles and eye bolts etc. are checked that they are well within their safe working loads. The load should be secure, stable and balanced when lifting.

The lifting chains etc must be firmly secured to the load by means of hooks etc on to the purpose-designed lifting points, and that included angle is not exceeded (A).

In order to accommodate the chains for lifting it may be necessary to have to remove engine components such as air filters etc to prevent damage, but this should be avoided where the chains can be clear by non-detrimental means.

Warning! Lifting equipment should be used by trained personnel only. Generating sets must be lifted using the lifting lugs on the baseframe and a spreader lifting beam. The engine lifting brackets and alternator lifting lugs must not be used.

A D1144


2 4000 Series

Mounting of engine and driven unit

When mounting an engine and driven unit the utmost consideration must be given to the type of engine mountings and foundation which must be strong enough to support the weight of the unit and the stresses produced when the unit is operating.

Engine mountings

The type of mountings depend upon the type of installation in which the engine is to be used and the final drive arrangement.The engine can be fitted with either rigid or flexible mountings, depending on the type of foundation or application. Flexible mountings are normally supplied in matched sets and are used to isolate engine vibrations and noise, see page 13 to page 24. If the engine is flexibly mounted, the exhaust and fuel pipe connections must also be flexible.

Underbase/engine bearers

The simplest form of mounting is to rigidly bolt the engine and driven unit directly to an underbase or bearers. It is essential that all mounting pads on the underbase or bearers are flat, square and parallel to each other. Underbase or bearers should be designed so that the mounting pads will not distort in any way and have sufficient rigidity to prevent deflection due to the weight of the engine and driven unit, vibrations and various stresses when the engine is running.

Type of foundations

The engine room floor/foundation where the underbase/bearers are fixed is of great importance as it must:

! Support the static weight of the units and withstand any stresses or vibrations when the engine is running.

! Be sufficiently rigid and stable so that there will be no distortion which would affect the alignment of the engine and driven unit.

! Absorb vibrations originating from the running units and prevent them being transmitted to the surrounding floor and walls etc.

The engine should be aligned to the driven unit within the specified recommendations, using shims between the engine and driven unit mounting feet and the underbase/bearers. The dimensions of the shims (or packing pieces) should not be less than the mating area of the engine and driven unit mounting feet. At least two fitted bolts (minimum quality 8.8 steel) must be used both in the engine and driven unit mounting feet. Where it is not possible to use a fitted bolt, the mounting feet should be dowelled to the underbase/bearers using one dowel in each foot at diagonal corners.

Subsoil-site

The site subsoil must have a bearing strength capable of supporting the weight of the complete set plus the concrete foundation on which it will stand.

If the bearing strength of the subsoil is in doubt advice should be taken from a qualified civil engineer to enable the type and size of concrete foundations to be determined.


24000 Series

Ground Loading

Initial considerations include generator set weight and material supporting this weight.

The wet weight of the total package must be calculated. This includes accessory equipment and weight of all liquids (coolant, oil and fuel) supported by the foundation.

Material supporting the foundation must carry the total weight. The table below shows the load bearing capabilities of common materials.

Firm, level spoil, gravel or rock, provide satisfactory support for single bearing generator sets used in stationary or portable service. Use this support where the weight-bearing capacity of the supporting material exceeds pressure exerted by the equipment package and where alignment with external machinery is unimportant.

Soil, such as fine clay, loose sand, or sand near the ground water level, is particularly unsuitable under dynamic loads and requires substantially larger foundations. Information concerning bearing capacity of soils at the site may be available from local sources and must comply with local building codes.

Continued

Weights of liquids

Liquid kg/litre Specific gravity

Water/Glycol 1,02 1,030

Water 1,00 1,000

Lubricating Oil 0,91 0,916

Diesel Fuel 0,85 0,855

Kerosene 0,80 0,800

Load bearing capability (Safe bearing load)

Material lb/in2 kPa

Rock hardtop 70 482

Hard clay, gravel, coarse sand 56 386

Loose medium sand and medium clay 28 193

Loose fine sand 14 96,4

Soft clay 0-14 0-96,4


2 4000 Series

Area of load bearing support is adjusted to accommodate surface material. To determine pressure P exerted by the generator set, divide total weight W by total surface area A of the rails, pads, or vibration mounts (A).

Pressure imposed by the generator set weight must be less than the load carrying capacity of supporting material.

Where support rails or mounting feet have insufficient bearing area, floatation pads can distribute the weight. The underside area and stiffness of the pad must be sufficient to support the equipment.

Seasonal and weather changes adversely affect mounting surfaces. Soil changes considerably while freezing and thawing. To avoid movement from seasonal changes, extend foundations below the frost line.

A D1005

P = WA

Where: P = Pressure in kg/m (lb/in )W = Weight in kg (lb)A = Area in m (in )

2 2

2 2

W

A


24000 Series

Concrete base

Several basic foundations are applicable for generator sets. The foundation chosen will depend on factors previously outlined as well as limitations imposed by the specific location and application.

Massive concrete foundations are unnecessary for modern multi-cylinder, medium speed, generator sets. Avoid excessively thick, heavy bases to minimize subfloor or soil loading. Bases need to be only thick enough to prevent deflection and torque reaction, while retaining sufficient surface area for support. None-parallel units require no foundation anchoring.

If a concrete foundation is required, “minimum” design guidelines include:

! Strength must support wet weight of units plus dynamic loads.

! Outside dimensions exceed that of the generator set by a minimum of 300 mm (1 ft) on all sides.

! Depth sufficient to attain a minimum of weight equal to generator set weight (only if large mass, i.e. inertia block, is specified for vibration control) (A).

FD = foundation depth, m (ft)

W = total wet weight of generator set, kg (lb)

D = density of concrete, kg/ft3 (lb/ft3)

B = foundation width, m (ft)

L = foundation length, m (ft)

Note: Use 2403 for metric units and 150 for English units.

Suggested concrete mixture by volume is 1:2:3 of cement, sand, aggregate, with maximum 100 mm (4 in) slump and 28-day compressive strength of 20 MPa (3000 lb/in2).

Reinforce with No 8 gauge steel wire mesh or equivalent, horizontally placed on 150 mm (6 in) centres. An alternative method places No 6 reinforcing bars on 300 mm (11.810 in) centres horizontally. Bars should clear foundation surfaces by 75 mm (3 in) minimum.

When effective vibration isolation equipment is used, depth of floor concrete is that needed for structural support of the static load. Major rotating and reciprocating components of generator sets are individually balanced and, theoretically, have no imbalance. Practically, manufacturing tolerances and combustion forces impose some dynamic loading on the foundation. If isolators are not used, dynamic loads transmit to the facility floor and require the floor to support 125% of the generator set weight.

If generator sets are paralleled, possible out-of-phase paralleling and resulting torque reactions demand stronger foundations. The foundation must withstand twice the wet weight of the generator set.

W

D x B x L=FD

D1006A

FoundationDepth

76mm 305mm305mm


2 4000 Series

Fabricated steel base

Frequent relocation, initial installation ease, vibration isolation or isolating from flexing mounting surfaces, such as trailers, are major uses for fabricated bases. Do not rigidly connect any base to flexing surfaces.

Bases maintain alignment between engine, generator, and other driven equipment such as radiator fans. Engines with close-coupled single bearing generators maintain alignment by mounting rails or modest bases. Two-bearing generators, generators driven from either end of the engine, tandem generators, or tandem engines, require substantial boxed bases (A). Bases must incorporate sufficient strength to:

! Resist outside bending forces imposed on the engine block, couplings and generator frame during transportation.

! Limit torsional and bending movement caused by torque reactions.

! Prevent resonant vibration in the operating speed range.

Due to thermal expansion, (cast iron 5,5 x 10-6 mm/mm/1.8 °C (5.5 x 10-6 in/in/1.0 °F)) engines may lengthen by 2,3 mm (0.0905 in) from cold to operating temperature. This growth must not be restrained. On single bearing generators, close clearance dowels or ground body bolts must not be used to limit thermal growth. Single bearing generators requiring extremely close alignment, use a ground body bolt at the flywheel end on one side of the engine. No other restraint is permitted.

Mounting feet of two-bearing generators can be dowelled without harm. Slight expansion within the generator is absorbed in the generator coupling.

A D1007

Single bearinggenerator

Two-bearinggeneratorLight-duty base

Structurally rigid base


24000 Series

Trenches

When designing the foundation block various other areas should be taken into account. Trenches, particularly for heavy duty electrical cables need to be considered, bearing in mind provision for drainage to prevent the trench filling up with water.

On the larger generating sets these cables have a large bending radius. It may be necessary to cut away part of the concrete block so that a smooth sweep can be made (A).

Concrete raft

This type of foundation distributes the set weight of the concrete raft over a larger floor area than the fixed concrete block. The unit loading on the subsoil is minimised and a reduced depth of concrete can be used.

With the sub-soil of hard clay or compacted sand and gravel a concrete thickness of between 380/450 mm (14.960/17.716 in) is typical, but if reinforced by steel bars or steel mesh this would be satisfactory for even the largest of the 4000 series engines.

Instead of pe-fitted ‘hook bolts’ the concrete may be drilled to take suitably sized RAWLBOLTS ® or a similar fastening, device.

A D1028


2 4000 Series

Floating concrete block

The floating block is an effective alternative to the fixed concrete block.The concrete mix, holding down bolt pockets, surface finish and installation of the set is the same. The block is pre-cast using a wooden mould.

To isolate and float the block a matting of water resistant cork-like material or similar proprietary material is placed on the surface of the sub-soil at the bottom of the pit and the concrete block lowered on to it. The matting should be adequate to support the weight of set plus concrete block, see Fixed concrete block.

An air gap of approximately 25 mm (0.984 in) should be maintained along all four sides of the block. The gap at floor level must be sealed with a-non setting mastic or similar material to keep dirt and water but still allow flexibility.

This method isolates the machinery and block and substantially reduces the transmission of vibration to the surrounding floor, walls etc.

All services to the engine, fuel air and water pipes, exhaust system and electric cables must be fitted with a flexible connection to prevent fractures and possible transmission of harmful vibrations. Transmission of vibration may culminate as noise at a point remote from the engine.


24000 Series

Vibration

Mechanical systems with mass and elasticity are capable of relative motion. Engines produce vibrations due to combustion forces, torque reactions, structural mass and stiffness combinations, and manufacturing tolerances on rotating components. These forces create a range of undesirable conditions ranging from unwanted noise to high stress levels and ultimate failure of engine or generator components.

Vibrating stresses reach destructive levels at engine speeds where resonance occurs. Resonance occurs when system natural frequencies coincide with engine excitation. The total engine generator-system must be analysed for critical linear and torsional vibration.

Linear vibration

Linear vibration is exhibited by noisy or shaking machines, but its exact nature is difficult to define without instrumentation. Human senses are inadequate to detect relationships between the magnitude of vibration and period of occurrence. A first order (1 x rev/min) vibration of 0,254 mm (0.010 in) displacement may feel about the same as third order measurement of 0,051 mm (0.002 in).

Vibration occurs as a mass is deflected and returned along the same plane and can be illustrated as a single mass spring system (A).

With no external force imposed on the system, the weight remains at rest and there is no vibration, but when the weight is moved, or displaced and then released, vibration occurs. The weight travels up and down through its original position until frictional forces cause it to rest. When external forces, such as engine combustion, continue to affect the system while it vibrates, it is termed ‘forced vibration’.

Time required for the weight to complete one movement is called a period, (B).

Maximum displacement from the mean position is amplitude; interval in which the motion is repeated is called the cycle.

If the weight needs one second to complete a cycle, the vibration frequency is one cycle per second.

If one minute, hour, day, etc were required, its frequency would be one cycle per minute, hour, day, etc. A system completing its full motion 20 times in one minute would have a frequency of 20 cycles per minute (cpm).

D1012A

W

W

Spring At Rest(Mean Position)

Spring Extended

X

Mass-Spring System

1 CycleTime

AmplitudePosition Of Weight (X)


2 4000 Series

Establishing vibration frequency is necessary when analysing a problem. It allows identification of an engine component or the condition causing the vibration.

Total distance travelled by the weight, from one peak to the opposite peak, is peak-to-peak displacement. This measurement is usually expressed in mm’s; one mm equals one-thousandth of an inch 0,025 mm (0.001 in). It is a guide to vibration severity.

Average and root-mean-square (rms) are used to measure vibration (rms = 0,707 times the peak of vibration). These terms are referred to in theoretical discussions.

Another method to analyse vibration is measuring mass velocity. Note that the example is not only moving but changing direction. The speed of the weight is also constantly changing. At its limit the speed is “0”. Its speed or velocity is greatest while passing through the neutral position.

Velocity is extremely important, but because of its changing nature, a single point has been chosen for measurement. This is peak velocity normally expressed in inches per second.

Velocity is a direct measure of vibration and provides the best overall indicator of machinery condition. It does not, however, reflect the effect of vibration on brittle material.

Relationship between peak velocity and peak-to-peak displacement is compared by:

V Peak = 52.3 D F x 10-6

Acceleration is another characteristic of vibration. It is the rate of velocity change. In the example, note that peak acceleration is at the extreme limit of travel where velocity is “0”. As velocity increases, acceleration decreases until it reaches “0” at the neutral point.

Acceleration is dimensioned in units of “g” (peak) where “g” equals the force of gravity:

980 x 6650 mm/s2 = 386 in/s2 = 32.2 ft/s2.

Acceleration measurements, or “g’s”, are used where relatively large forces are encountered. At very high frequencies (60,000 cpm), it is perhaps the best indicator of vibration.

Continued

B D1013

Neutral Position

Lower Limit

TIme

Peak-To-PeakDisplacement

PeakVelocity

PeakAcceleration

Period

Upper Limit

Dis

tanc

e


24000 Series

Vibration acceleration can be calculated from peak displacement:

g Peak = 1.42 D F2 x 10-8

Machinery vibration is complex and consists of many frequencies. Displacement, velocity and acceleration are all used to diagnose particular problems. Displacement measurements are better indicators of dynamic stresses and are, therefore, commonly used. Note that overall or total peak-to-peak displacement, described in the illustration C, is approximately the sum of individual vibrations.

D1113C


2 4000 Series

Isolation

Generator sets need no isolation for protection from self induced vibrations. They easily withstand any vibrations which they create.

However, isolation is required if engine vibration must be separated from building structures, or if vibrations from nearby equipment are transmitted to inoperative generator sets with isolation mounts between the generator set and the base already satisfy these requirements. Running units are rarely affected by exterior vibrations. Methods of isolation are the same for external or self-generated vibrations.

If no isolation is required, the generator set may rest directly on the mounting surface. Factory-assembled units are dynamically balanced and, theoretically, there is no dynamic load. Practically, the surface must support 25% more than the static weight of the unit to withstand torque and vibratory loads. Unless the engine is driving equipment which imposes side loads, no anchor bolting is required. This normally applies to all non parallel generator set mountings. Thin rubber or composition pads minimize the units tendency to creep or fret foundation surfaces.

Vibration is reduced by commercially available fabricated isolators or bulk isolators. Both techniques utilize static deflection, with increased deflection resulting in greater isolation. Although internal damping of various materials causes performance differences, the vibration chart (A) describes the general effect that deflection has on isolation. By using engine speed (rev/min) as the nominal vibration frequency, magnitude of compression on isolating materials can be estimated.

The unit can be separated from supporting surfaces by these ‘soft’ commercial devices, i.e. those which deflect under the static weight. Mounting rails or fabricated bases withstand torque reactions without uniform support from isolators.

Piping connected to generator sets requires isolation, particularly when generator sets are mounted on spring isolators. Fuel and water lines, exhaust pipes and conduit could otherwise transmit vibrations long distances. Isolator pipe hangers, if used, should have springs to attenuate low frequencies and rubber or cork to minimise high transmissions. To prevent build-up of resonant pipe vibrations, support long piping runs at unequal distances (B).

60 81 90 95 99

70 85 93 97

D1014A

100 200 400 600 800 1000 2000 4000.01

.02

.04

.06

.08

.10

.2

.4

.6

.81.0

2.0

4.0

6.0

8.010.0

IsolationEfficiency %

ResonanceNaturalFrequency

Basic Vibration Chart

Vibration Frequency (cpm)


24000 Series

Anti-vibration mountings (AVMs)

The most effective isolators are of steel spring design. They isolate over 96% of all vibrations, provide overall economy, and permit mounting of the generator set on a surface capable of supporting only the static load. No allowance for torque or vibratory loads is required. As with direct mountings, no anchor bolting is usually required.

However, when operating in parallel, vertical restraints are recommended and the isolator firmly fastened to the foundation. Spring isolators are available with snubbers for use when engines are side loaded or located on moving surfaces.

Adding rubber plates, beneath the spring isolators, blocks high frequency vibrations transmitted through the spring. These vibrations are not harmful but cause annoying noise.

Rubber isolators are adequate for applications where vibration is not severe. By careful selection, isolation of 90% is possible. They isolate noise created by transmission of vibratory forces. Avoid using rubber isolators with natural frequencies near engine excitation frequencies.

Fibreglass, felt composition and flat rubber, do little to isolate major vibration forces. The fabric materials tend to compress with age and become ineffective. Because deflection of these types of isolators is small, their natural frequency is relatively high compared with the engines. Attempting to stack these isolators or apply them indiscriminately could force the system into resonance.

D1015B

Poor

GoodC BBA

A A A A

A ° B ° C ° D . . .etc.

D1033A

2 LAYERS OF RUBBER SANDWICHEDBETWEEN AND BONDED TO THREESTEEL PLATESFORMING A RETANGULARSECTION 2 PER MOUNTING


2 4000 Series

The concrete floor surface must be level and reasonably smooth. It must be capable of supporting the generating set. The dynamic loads are relatively small and will have little or no effect on the foundation.

Mountings, with or without adjustment, can readily be selected to absorb up to 90% of the forces and reduce the amplitude of the vibrations transmitted by the running set. No harmful vibrations will be transmitted to the building structure or other equipment, if the correct mounting and foundation are used. The total weight of the set should be equally distributed on each mounting so that a common mounting can be used. The requirement will be 4, 6 or 8 mountings depending on the size of the set and the grade of mounting selected.

The adjustable mounting has the advantage that if the floor level and/or the loading is uneven, adjustment can be made to each mounting so that the loading and deflection can be corrected at each mounting position. It is also a safeguard against distortion of the underbase. Their are many reputable suppliers of Anti-Vibration mountings and to obtain the most economical and effective mounting for a particular installation quotations should be obtained from more than one supplier. If necessary they will supply installation drawings and in the case of adjustable mounts, the method and degree of adjustment. It is recommended that the anti-vibration mountings are bolted to the floor.

If other running machinery is sited nearby then vibrations from these units could be picked up by the stationary generating set. These vibrations could have a harmful effect on the engine bearings and particularly on the alternator shaft with its ball or roller bearings. The above mentioned anti-vibration mountings now work in reverse and protect the stationary engine from external vibrations.

Anti-vibration mounts - mobile units

If the set is a mobile unit that will be towed by a vehicle special attention must be paid to the A.V. mounting selection.

When towed over rough ground the set will bounce up and down. With ordinary mountings the rubber that is normally in compression will be subjected to repeated extension and compression and the elements will fail. To prevent this the mounting should incorporate steel rebound washers which will limit deflection to safe limits. The suppliers will advise the correct type to use.

D1034B

RESILIENT PADS ACTING ASSNUBBERS TO CONTROLOVERLOAD CONDITIONS

STEEL AND RUBBER BONDEDSANDWICH SIMILARTO ILLUSTRATION 'P'

STEEL AND RUBBER BONDEDSANDWICH SIMILARTO ILLUSTRATION 'P'

LOAD NOT YET APPLIED TO MOUNTINGMOUNTING IN FREE STATE WITH NODEFLECTION OF SPRING OR RUBBER

D1035C

ADJUSTING SCREW

LOCK NUT

SEATING PAD

STEEL SPRINGS

CONTROL PADS

BRIDGE PIECE


24000 Series

Mounting Method

The engine/alternator assembly may either be flexibly or rigidly mounted to the baseframe.

Solid mounting

W x L = (W1 x L1) + (W2 x L2)

Therefore: L = (W1 x L1) + (W2 x L2)

Total Weight W

(SEE ILLUSTRATION D)

D1011D

L1

SOLID MOUNTINGS(AV MOUNTS UNDER BASEFRAME)

L = (W1 + L1) + (W2 + L2)

LL2

W x L = (W1 + L1) + (W2 + L2)

Total Weight W

= =


2 4000 Series

Flexible mountings

It is important to use a specific type of flexible mounting, to ensure that the mountings are correctly loaded and are suitable for restricting movement, torsional vibration and engine torque.

On engine/flywheel housing mounted alternator sets it is acceptable to use either a 4-point mounting system or 6-point mounting system (A and B).

When fitting rear flexible mountings they should be positioned under the alternator mounting pads in a position forward of the centre line of the alternator. The position should be calculated to ensure that the bending moment at the joint face between the crankcase and the flywheel housing does not exceed1356 Nm (1000.133 lbf ft) 138,2735 kgf m.

WL = (W1 X L1) + (W2 X L2) + (W3 X L3)

WL = W X L1 + W X L2 + W X L3

3

333

WL = W (L1 + L2 L3)

THEREFORE: 3L - (L1 + L2) = L3

(SEE ILLUSTRATION C)

A D1008

4006 ENGINE

ALTERNATOR

BASEFRAME

FLEXIBLE MOUNTINGS

FLEXIBLE MOUNTINGS - 4 POINT FIX(AV MOUNTS BETWEEN ENGINE / ALTERNATOR & BASEFRAME)


24000 Series

D1009

4006 ENGINE

ALTERNATOR

BASEFRAME

FLEXIBLE MOUNTINGS

FLEXIBLE MOUNTINGS - 6 POINT FIX(AV MOUNTS BETWEEN ENGINE / ALTERNATOR & BASEFRAME)

B

D1010

DA

TU

M P

OIN

T

C

W TOTAL WEIGHTL

L1L2

L3

W1W2

W3

CO

MB

INE

D U

NIT

CE

NT

ER

OF

GR

AV

ITY

FLEXIBLE MOUNTINGS(AV MOUNTS BETWEEN ENGINE / ALTERNATOR & BASEFRAME)

WL = (W1 x L1) + (W2 x L2) + (W3 x L3)WL = W x L1 + W x L2 + W x L3

3 3 3

WL = W (L1 + L2 + L3)3

3L - (L1 + L2) = L3


2 4000 Series

Drive arrangement

Flywheel and flywheel housing

Flywheels fitted to generating set engines are machined to an SAE standard. The relationship between the flywheel and housing can be seen on each installation drawing contained in the Technical Data Sheet. The following figures relate to the 4006-23 engine series:

The housing incorporates a facility for a twin starting option if required.

Correct torque figures - coupling to flywheel fixings

Care should be exercised to correctly tighten any fixings used for coupling the engine to the flywheel. The following figures are recommended for the 4006 engine series:

Flywheel SAE 518 to suit 18" coupling

Housing size SAE 0

Dimension from housing face to flywheel spigot 15,7 mm (0.618 in)

SAE number Nominal Maximum Minimum

0 98 Nm (72.28 lbf ft) 98 Nm (72.28 lbf ft) 98 Nm (72.28 lbf ft)


24000 Series

Crankshaft end float

Warning! Failure to ensure that there is sufficient crankshaft end-float will result in serious damage to the engine within a very short period of time.

It is important to ensure that crankshaft end-float is checked on the engine after the alternator has been fitted. Failure to do so may cause damage to the thrust bearings and crankshaft in a very short time. This check is equally important for single or twin bearing alternators.

The end-float must be within the following range of limits and must not be restricted by an end loading from the driven system.

A dial test indicator (DTI) should be used to check the end-float. With the use of a suitable levering bar the crankshaft can be moved backwards and forwards to record the total indicator reading which should be within the above limits.

Out of Balance

During manufacture all rotating engine components are carefully checked for out of balance.

Warning! It is the responsibility of the set builder to ensure that the out of balance of any additional rotating equipment is kept to a minimum.

Radiator Mounting

Radiators are supplied loose together with all the necessary pipes and fan guards required.

To protect the radiator from damaging vibrations, the recommended method is to rigidly mount the radiator to the baseframe and to flexibly mount the engine.

Correct positioning of the radiator relative to the engine is important to ensure that the hoses used for air and water pipes have adequate clipping area, that the fan to cowl relationship is maintained for correct airflow and to avoid fan to cowl contact.

Engines fitted with close coupled alternators

It is essential that the flywheel counterbore (dia ‘A’) is concentric to the flywheel housing counterbore (dia ‘B’) to a maximum eccentricity of 0,13 mm (0,005 in), to comply with S.A.E. standard S.A.E. J162a and S.A.E. J1033, (see illustration A)

The engine should be offered up to baseframe and located by bolts through the engine feet and baseframe mounting holes. These bolts should not be tightened up at this stage.

Next the distance (depth) between the rearmost machined face of the flywheel housing and face F of the flywheel (dimension ‘X’) should be measured by means of a straight edge and rule, see illustration (A).

Two bearing alternators should now have the flexible coupling, and single bearing alternators the drive plate fitted to the driven shaft. These should be fitted sufficiently just far enough so that dimension X, see illustration (B) = dimension X, see illustration (A).

The alternator should now be offered up to the engine so that both drive disc and housing spigot engage at the same time.

Firstly the bolts retaining alternator to flywheel housing should be started and tightened up straight away. Then the drive disc to the flywheel bolts started and tightened to the correct torque. Finally, check with feeler gauges the gap between engine and driven unit feet and baseframe mounting pads, insert shims where necessary, and tighten the securing bolts to the correct torque.

Engine Units End-float when new End-float with used bear-ings

4006 mm (in)0,13 to 0,48(0.005 to

0.019)0,53 (0.020)


2 4000 Series

D1036A

FLY

WH

EE

L

FLYWHEEL HOUSING

X

A B

FA

CE

F

FA

CE

E

CHECK THAT ALL FACES 'E' AND 'F', AREPARALLEL AND CONCENTRIC WITH ONEANOTHER TO WITHIN A MAXIMUM RUNOUTOF 0.005" (0,13MM).

B D1037

ALTERNATOR FRAME

DRIVE FLANGE

X

FLYWHEEL

CORNER OF DRIVEFLANGE CHAMFEREDTO ENSURE GOOD FITINTO FLYWHEELRECESS

FLEXIBLE DRIVE PLATES (SINGLE BEARING)FLEXIBLE COUPLING (TWO BEARINGS)

TOTAL END FLOAT

0.1555 3.95MM0.1564 4.05MM

FA

CE

G

CD

± .0196(0.5mm)


24000 Series

Engines fitted with open coupled driven units

It is essential that the flywheel counterbore (dia ‘A’) is concentric with the flywheel housing counterbore (dia ‘B’) to a maximum eccentricity of 0,13 mm) (0,005 in), to comply with S.A.E. J162a and S.A.E. J1033, see illustration (A).

Firstly the engine and then the driven unit should be offered up to the baseframe, and located by bolts through the mounting feet and baseframe mounting holes. These bolts should not be tightened up at this stage.The driven shaft and flywheel should be checked for alignment by fitting dial test indicators as shown, see illustration (C). In practice most people would prefer to check with one dial test indicator at a time, starting, with indicator 2.

Alignment should be checked by rotating the driven shaft and observing the readings on the d.t.i.

Corrections to misalignment should be made as follows:

Radial misalignment as indicated by indicator 2

The object here is to get the flywheel and driven flange flat and parallel to each other. Radial misalignment has two components, horizontal and vertical. The horizontal component will be shown by the d.t.i. readings at three o’clock and nine o’clock, and is corrected by moving the tail of the driven unit towards the negative (widest gap). The vertical component will be shown by the d.t.i. readings at 12 o’clock and 6 o’clock. If there is a negative reading at 12 o’clock, then the tail of the driven unit is low, and should be shimmed until the reading is correct. If there is a negative reading at 6 o’clock, then the then the tail of the driven unit is high, and shims should be inserted at the front mounting point until a correct reading is observed.

Axial misalignment as indicated by indicator 1

This is to ensure that the flywheel and driven shaft are on the same axis (or centre line). Once again, this has two components, horizontal and vertical. The horizontal components will be shown by the d.t.i. readings at three o'clock and nine o'clock. This is corrected by moving the complete machine towards the negative reading. The vertical component will be shown by the d.t.i. readings at 12 o'clock and 6 o'clock. If there is a negative reading at 12 o'clock, then the driven unit is too low, and should be packed up with shims equally at both front and near. If there is a negative reading at 6 o'clock, then the engine is too low, and should be packed up with shims at both front and rear.

Finally, both radial and axial alignment should be checked again and adjusted if necessary. This should be repeated until the alignment is observed to be correct, i.e. do not make an adjustment and presume that the alignment has been corrected, always make a final check.

The installation alignment should always be as accurate as possible, to allow for foundation movement.

Note: Conical misalignment is a function of radial and axial misalignment and is not directly checked.

Holset RB coupling size Allowable installation misalignment

Axial (mm) Radial (mm) Conical (mm) Limit on distortion W

2,150,45

mm(0.0177 in)

0,3mm

(0.0118 in)

0,1mm(0.0039 in)

2.15 = 369 W

3,86-550,6mm

(0.0236 in)

0,3mm

(0.0118 in)

0,1mm

(0.0039 in)3.86 - 5.5 = 369/465 W


2 4000 Series

C D1038

FLYWHEEL

INDICATOR 1

INDICATOR 2

DRIVEN SHAFT

FACE E

FACE H


24000 Series

Overhung weight of single bearing alternator

A single bearing alternator is bolted to the engine flywheel housing, and the rotor is supported at the rear by a single bearing housed in the alternator frame. The front of the rotor is bolted to the engine flywheel and is supported on the engine crankshaft rear bearing.

It is essential that consideration be given not only to the weight of the rotor to be supported by the engine crankshaft, but also that the weight of the alternator be carried on the alternator feet.

Under no circumstances must the weight of the alternator be overhung from the flywheel housing.

There is a limit on the amount of weight that can be supported by specific engines, therefore it is important that the type of single bearing alternator to be fitted to a particular engine is submitted to Perkins Engines Company Limited, for approval.

A torsional vibration analysis will also be required to assure compatibility between the engine and alternator.

Torsional vibration, see “Torsional vibrations” on page 81.

Torsional vibration occurs as an engine crankshaft is twisted during the firing stroke of the engine and returns to its correct position.

Note: To ensure the compatibility of the engine with the driven equipment including couplings, a theoretical analysis is required. Failure to carry out this analysis can result in extensive damage to both engine and drive train. The engine warranty may be invalidated if a satisfactory analysis is not carried out.

It is the responsibility of the engine installer to obtain the theoretical torsional vibration analysis.Perkins Engines Limited will perform a torsional analysis for a fee.

Torque settings

Warning! It is essential that the correct length of screw or bolt is used. Insufficient thread may result in the thread being stripped, whereas too long a thread may result in bottoming in a blind hole, or catching on adjacent components.

Engine Maximum Weight of all rotating components (kg)

4006-23 1000

Description Thread Torque

Engine feet to baseframe bolt M20475Nm (350 Ibf

ft)

Alternator to flywheel housing bolts M12 or ½” UNC98Nm

(72 Ibf ft)

Drive disc to flywheel bolts(coupling size 2,15)(coupling size 3,86)

M12 or ½” UNCM16 or 5/8” UNC

64Nm

(47 Ibf ft)155

Nm(114 Ibf ft)


34000 Series

Engine room layout 3

Installation

Warning! Use correct lifting equipment. Do not work alone. Personal protective equipment must be worn.

When installing the engine and components in the restricted confines of an engine room care must be taken that easy access is provided for carrying out routine servicing.

Installation and removal of various components:

! Cylinder heads

! Coolant pumps

! Timing case

! Starter and alternator

! Flexible mounting

Maintenance, inspection and replacement of parts:

! Lubricating oil filter

! Air cleaner

! Fuel filter

! Crankcase breather

! Dipstick

! Radiator filler cap and access for filling

Installation guidelines

1 Avoid plastic and other unsuitable materials for fuel piping and connections including galvanised pipes and fittings.

2 Keep fuel lines away from hot exhaust pipes.

3 Insulate ‘dry’ exhaust systems, from outlet elbow onwards using heat shields, lagging and muffs over flexible sections, and keep piping well away from woodwork.

Note: Dry engine exhaust manifolds and turbochargers must not be lagged.

4 Install a fire extinguishing system in the engine room.

5 Locate batteries in a separate vented compartment or box, with access for routine maintenance, keeping length of starter cables as short as possible.

6 Make provision for draining the oil sump and fit a drip tray underneath.

7 Check that the entrance into the engine room is large enough to allow for the engine/alternator set to enter and be removed.

8 Provide adequate lighting and power points.

9 Provide a lifting beam in the roof for maintenance.

10 Make provision for draining the engine cooling system.

11 Ensure that all rotating shafts are adequately guarded for safety purposes.


3 4000 Series

Initial considerations

When initially deciding on the size of the engine room the following aspects should be considered:

! Sufficient space is available to accommodate the power unit, the load bearing capacity of the floor is suitable for the weight of the power unit, and that the ventilation facilities in the building are adequate to cater for supplying air for engine cooling and aspiration.

! Access to the fuel supply and the water system.

! The exhaust emissions from the engine can be dispersed to the atmostphere without exceeding the maximum back pressure.

! That suitable air intake filters and exhaust system can be accommodated within the engine room without effecting the engine performance otherwise the engine may need to be derated or the filters and silencer repositioned outside the room.

! If an existing building is to be used, that openings in the wall for intake and outlet louvre panels can be made without affecting the structural strength of the building.

! Mechanical noises from the engine, together with exhaust outlet noise can be insulated by fitting attenuating panels etc. especially when operating in a residential area.

Colour coding

Designation Colour

Water Grass green

Oils and diesel Brown

Gases Yellow ochre

Electrical services Orange

Waste water drainage Black

Condensate Grass green

Primary cooling Grass green

Hot water supply Grass green


34000 Series

Typical water cooled engine layout

A typical water cooled engine room layout (A), using a single generating set installation as an example.

It is essential that the hot air from the radiator is ducted outside the engine room and not allowed to re circulate in order to keep the engine room temperature as low as possible for the engine to give the required performance, see “Ventilation - engine room” on page 38.

Since the generating set is mounted on anti-vibration mountings it is essential that the exhaust silencer should be supported from the roof, and that flexible bellows be fitted to isolate the engine from the exhaust.

The same comments apply for the hot air outlet ducting and any other engine/alternator connections, must be of the flexible type, i.e. fuel pipes and electrical connections.The daily fuel tank is supplied with fuel from a bulk tank house remote from the engine room.

Note: The fuel return from the engine must be piped back to the bulk tank and not the day tank to avoid overheating, see “Bulk storage tank - daily service” on page 69.

The starter batteries are to be kept fully charged during idle periods by a mains powered charger, which may be incorporated in the control panel.

A D1039

LOUVRED PANEL

FLEXIBLE DUCTING

HOT AIROUTLETDUCTING

FUELFROMBULKTANK

FUEL PUMPANTI-VIBRATIONMOUNTING

BATTERIES

LOUVRED PANEL

WALLMOUNTEDCONTROLPANEL

FLEXIBLEBELLOWS

SILENCER & EXHAUSTPIPE LAGGED

SILENCER & EXHAUST PIPEMUST BE SUPPORTED BY ROOF


3 4000 Series

Ventilation - engine room

When a generator set with an integrally mounted radiator is installed in an engine room, the basic principal is to extract hot air from the room and induce air at the ambient temperature outside the engine room with minimum re-circulation, (B) for the most suitable position of the engine in relation to the walls of the building.The object is to get cool air in at the lowest possible point, push it through the radiator matrix and then out of the building. It unsatisfactory to position the set so that the radiator is adjacent to the opening in the wall.

When in operation some hot air will re circulate back into the radiator fan via the gap between the radiator and the wall. This will lead to inefficient cooling and could result in over heating problems. The outlet opening in the wall should have a ‘Free flow area’ about 25% larger than the frontal area of the radiator matrix and be of the same rectangular shape.

A sheet metal or plastic duct is fixed to the opening frame using a flexible connection to the radiator duct flange. The flexible section is particularly necessary when the set is mounted on a floating concrete block or anti-vibration mountings.

The inlet air opening should also have a ‘Free flow area’ at least 25% larger than the radiator matrix.

With the design of inlet and outlet openings it must be remembered that the radiator fan has a limited total allowable external resistance i.e. ‘inlet fan plus outlet from radiator’, this must not be exceeded or cooling air flow be reduced.

The inlet and outlet openings will usually be fitted with a mesh grille louvres, noise attenuating panels or inside and outside ducting. Whatever is fitted will promote resistance to air flow and it may be necessary to further increase the opening area.

Continued

D1040A


34000 Series

Example

For a radiator matrix frontal area of 1,44 m2 the air outlet/inlet opening in the wall should have an area of 1,80 m2, if a grille is fitted then the opening should be increased to give 2,25 m2 (B).

Continued

D1041B

RADIATOR OUTLET OR INLET

AIR OUTLET OR INLET SIZETO ALLOW FOR GRILLE

1,5m

AIR OUTLET OR INLET SIZETO ALLOW LOUVERED PANEL

RADIATOR MATRIXFRONTAL AREA

GRILL AREA 80%FREE AREA

1,2m

~1,

34m

1,5m

~1,34m1,2m

Approx

1,44m2 1,44m + 25%

=1,80m

2

2

1,80,8

=2,25m2

1,5mEFFECTIVE HEIGHT


3 4000 Series

The large quantity of air moved by the radiator fan is usually sufficient to adequately ventilate the engine room.

Cool incoming air is drawn over the alternator which takes its own cooling air from this flow then across the engine and air intake filter, (A). Air is pushed though the radiator matrix to the outside via the radiator fan where there must be no obstruction to air flow immediately in front of the radiator outlet and to the deflectors, etc. This is the best possible ventilation system although, in practice, the best is not always possible.

Illustration (C) shows the air inlet position high in the wall. This is acceptable if ducting directs the air to the end of the alternator and has the advantage of preventing heated air from collecting near to the ceiling.

Illustration (D) shows the air inlet position in the high wall and at right angles to the fan air flow. This is wrong and should not be considered. With this arrangement the cooling air will bypass the alternator and the engine air intake filter with a resulting increase in operating temperatures unless load is reduced.

Where a high engine room temperature cannot be avoided the temperature of the induction air filters must be checked and the load reduced, or the generating set derated, see “Derating” on page 85. Alternatively the engine air filter(s) could be moved to an area of cool air and connected to the engine air intake manifold(s) with pipe(s) of suitable diameter. The pressure drop through the pipe(s) and new air filter element(s) should not exceed 18 mm Hg. Deration of power output may then be avoided.

If problems are experienced with radiator performance then Perkins Engines Company Limited, Applications Department should be contacted, since modification of the installation may result in an economical solution.

D1058C

RIGHT

D1059D

WRONG


34000 Series

Ducting against prevailing wind

When positioning the air outlet opening attention must be paid to the direction of the prevailing wind.

All radiators supplied by Perkins Engines Company Limited, Stafford. have ‘pusher’ fans which force air through the radiator matrix and out through the opening in the wall.

If the prevailing wind is blowing into the opening additional resistance will be put on the fan with a resulting reduction in cooling air flow. Therefore, if possible the opening should be in a wall not affected by the prevailing wind. If the above condition is not possible other methods may be considered, as follows:

(i) Outside ducting with the outlet being at 90° to the cooling air flow.

(ii) A deflector panel.

See illustrations (A and B).

Note: The width of the deflector panel will be between 30% to 40% wider than the opening ‘W’ as shown.

D1060A

OUTLET LOUVRES

WIDTH OFRADIATOR

PREVAILINGWINDS

DUCTING AGAINSTPREVAILING WINDS

LOUVRESNOT

FITTED HERE

150 mm

W

B D1061

45°

150 mm

150 mm

PREVAILINGWIND

DEFLECTOR PANELAGAINST WIND

H

W

2H2


3 4000 Series

Ventilation - tropical conditions

To cater for tropical conditions it is quite common practice for the engine room to have open sides, or consisting only of a roof with supporting columns (A).

This type of cover is not suitable for protection against driven rain, dust or sand.

Where multiple engines are installed in an open sided building it is imperative that partitions are fitted to prevent the prevailing wind blowing the radiated heat from one engine into the next and so on. Allow access for engine maintenance (B) or only enclose the side facing the prevailing wind.

D1063A

D1057B


34000 Series

Forced ventilation - engine room

Remote mounted radiator

When a remote mounted radiator is fitted, the ventilation of the engine room must be considered, as follows:

1 The exhaust system in the engine room must be efficiently lagged so that the radiated heat is minimal.

2 The best forced ventilation system is to use two electric motor driven fans one mounted in the wall next to the generator end of the set, one pushing the air into the room. The other fan mounted in the wall next to and above the engine is an extractor fan, taking hot air out of the engine room (A).

3 On the inlet air side ducting is necessary if the cooling air is not reaching the alternator and engine. The duct directs the air to the alternator and across the engine to the extractor fan.

4 If a duct is not fitted when the inlet fan is at the high level the incoming cooling air will by-pass the generating set and be extracted by the extractor fan without cooling the set.

5 If a large air intake opening can be accommodated and correctly positioned then the fan pushing air into the room can be deleted.

6 The extractor fan will require adequate suction to overcome the resistance to air flow through the inlet and outlet louvres and ducts (if fitted). It is recommended that the general temperature in the engine room is maintained at a maximum of 38 °C (100.4 °F). Where the ambient temperature exceeds this figure then a temperature rise of no more than 8 °C (46.4 °F) should be maintained above the temperature of the incoming air.

7 Where the outside temperature is cold, say 10 °C (50 °F) the temperature rise in the engine room could be as much as 28 °C (82.4 °F).

The quantity of the air required can be calculated from the following:

The temperature rise in the engine room is the most useful factor in calculating the required air flow. The volume of air required to give a predetermined temperature rise is based on the following:

D1064A


3 4000 Series

Air flow required

The total heat to be dissipated is the heat radiated from the engine, generator and any other source of heat in the engine room. The radiated heat can be found in tabular form below.

Values for combustion air can be found in the relevant Technical data sheet.Air flow for ventilation will be the total air flow for cooling plus the air flow for combustion.

Engine and (typical) alternator radiant heat to the engine room (kWt)

One hour rating and 25 °C ambient temperature

Density of air at various temperatures

Temperature Kg/m3

o°C(32°F)

1,30

5 °C(41°F)

1,27

10°C(50°F)

1,25

15°C(59°F)

1,23

20°C(6°F)

1,20

25°C(77°F)

1,18

30°C(86°F)

1,16

35°C(95°F)

1,15

40°C(104°F)

1,13

45°C(113°F)

1,11

50°C(122°F)

1,09

55°C(131°F)

1,08

Alternator speed rev/min. Engine speed rev/min.

Engine 1500 1800 1500 1800

4006TAG1 36.2 31.4 43 46

4006TAG2 33.8 36.2 52 52

4006TAG3 39.8 37 56 59

TOTAL RADIATED HEAT

W X CONSTANT X TEMPERATURE RISE

KW (TH)

W X 0.0167 X RT OC

FOR COOLING =

M3/MIN =

RT - RISE IN TEMPERATURE (OC)

kW (th) - TOTAL RADIATED HEAT

W - DENSITY OF AIR AT THE FAN INLET (Kg/M3)


34000 Series

Warning! None of the above figures should be used for heat recovery purposes.

Typical multiple engine installation

Generally multiple engine installations follow on the same lines as a single unit installation, each unit having its own independent foundation and exhaust system, see “” on page 46.

Warning! The exhaust gas from a multiple engine installation must not be combined into a common exhaust system as this can be very dangerous and could cause engine damage.

The exhaust silencer must be supported from the roof and the support brackets should allow for expansion of the piping. A length of flexible pipe or bellows should be fitted between the engine exhaust outlet and the rigid pipe work, especially if the generating set is mounted on anti-vibration mountings. The exhaust system must be as short as possible and the number of bends kept to a minimum so as to exceed the appropriate engine back pressure recommendations. Where conditions would cause the back pressure to be in excess of the above recommendation then the size of the exhaust should be increased to suit.

Note: The exhaust should never go into a disused chimney unless the chimney has been checked for gas leaks.

Ducting should be fitted between the radiator and the opening in the engine room wall to direct the air flow from the engine room.The length of the ducting should be kept to a minimum to prevent back pressure exceeding Perkins Engines Company Limited Stafford, recommendations, see Product Information Manual.

The daily fuel tank should be positioned as near to the engine as possible, and the bottom of the tank should be at least level with the fuel inlet on the engine.

It is imperative that the fuel overflow return pipe is connected to the bulk tank to prevent overheating occurring in the daily fuel tank, , see “Bulk storage tank - daily service” on page 69.


3 4000 Series

D1065AD

1065


34000 Series

Typical multiple engine installation (with remote radiator)

Installations vary so much depending on the building and the size of the engine room, it may be more convenient to have a common single remote mounted radiator. In this case allowance must be made for any loss in the water flow to the engine. By compensating for the loss by increasing the size of the piping to give the required flow to each engine. The radiator being sized to suit, the water flows and heat dissipation from the number of sets involved.

The engine room will need to be ventilated by fitting an electric motor driven wall mounted intake and extractor fans to dissipate the radiated heat from the engine and alternator, page 44 illustration (A) and see table , see “Typical multiple engine installation (with remote radiator)” on page 47. Should a common daily fuel tank be used the capacity will need to be sufficient for the number of sets involved, and to avoid overheating of the tank by the fuel returning from the engines injector overflow which should not exceed 58 °C (136.4°F), see “Fuel supply systems” on page 67.

Starter batteries should be positioned as near to the starter motor as possible otherwise the size of the cable may need to be increased. It is essential that the common fuel and cooling systems can be isolated to allow the removal of one unit whilst the remaining units are still operating.


44000 Series

Cooling systems 4

Warnings!! All exposed rotating parts and belt drives must be fitted with guards

! Hand protection must be worn when handling antifreeze

! Never top up coolant with engine running and allow to cool.

Coolant

Coolant mixture

Caution: The use of an inhibitor in soft water is not recommended owing to chemical reactions which will result in corrosion within the cooling system.

The coolant approved for use in 4000 Series engines is a mixture of 50% heavy duty, commercially available, ethylene glycol antifreeze and 50% clean soft water. The antifreeze must meet ASTM D5345 or ASTM D4985 specifications.

A 50/50 ethylene glycol antifreeze mixture gives protection against freezing down to -35 °C. A 60% glycol mix gives protection down to -40 °C and should be used for Arctic conditions.

Propylene glycol antifreeze is an acceptable alternative to ethylene glycol but only in 50/50 mixture strength, at which it will protect against freezing down to -29 °C.

Caution: Mixtures containing methanol are not approved.

If anti-freeze is not available, and the ambient temperature is not expected to fall below 10 °C, then clean soft water, with 1% of Perkins corrosion inhibitor (part number 21825 735 - 1 litre), may be used. This ratio is equivalent to 0,5 litres of corrosion inhibitor to 50 litres (11 UK gallons) of water. The use of this product should be controlled in accordance with the manufacturer’s instructions.

Water quality

Soft water means de-ionised water, distilled water, rain water or water from a mains supply which has the following requirements:

! Chlorides - 40 mg/l max, sulphates - 100 mg/l max, total hardness 170 mg/l max, total solids 340 mg/l max and pH of 5.5 to 9.0.

! If in doubt consult the local water treatment and supply company.

! If soft water is not used, the coolant system may be affected by the formation of hard deposits which can cause the engine to overheat. This is especially important for engines which have coolant added frequently.

Caution: The use of products which are not approved for the coolant system may cause serious problems. Coolant mixtures with insufficient corrosion inhibitor can cause erosion and/or corrosion of coolant system components.

Cooling airflow and ventilation

Complete cooling data, including minimum airflow etc., is available in the engine Technical Data Sheet.For guidance on achieving the optimum cooling airflow and ventilation refer to, see “Engine room layout” on page 35.

Continued


4 4000 Series

General observations

For the satisfactory running of a diesel engine it is essential that the cooling system is efficient and of the correct type for the installation being considered.

The most common system is the utilisation of an engine driven coolant pump to force coolant through the engine oil cooler, engine coolant jackets, cylinder heads and the thermostat control unit.

The hot water from the engine then enters the header tank of a radiator, passes through the radiator tubes and out to the suction side of the pump. A pressure of 0,5 to 0,7 bar is maintained in the system. Coolant passing through the radiator is cooled by pushing air through the matrix by an engine driven fan.

To obtain extra power, the engine is fitted with turbochargers, the hot charge air delivered from the turbocharger(s) is cooled before entering the engine cylinders.

! When the charge air is cooled by air an additional radiator is fitted between the normal water cooling radiator and the fan. A common radiator fan pushes the air through each matrix in series. Large diameter air pipes direct the hot charge air to the additional radiator, where the air is cooled and directed through large bore pipes to the engine air intake manifolds. The cooling air goes through the charge air section first.

The 4006-23 engine are supplied either as electropaks or fan to flywheel. Work is currently going on to develop an electric unit with a remote radiator.

Customers who obtain their own radiators must ensure that all radiated heat in the engine room is taken into account.

Fan Performance

The fan performance must take into account the fact that, in an engine room installation, there will be resistance in the air flow to the fan and in addition to that through the radiator matrix.

Extra resistance will be at the air intake in the engine room wall and air outlet after the radiator.

Radiators and fans supplied by Perkins Engines Company Limited, require air flows to cool engines on 110% load or stand-by, whichever is the greatest, is more than adequate against the radiator matrix resistance only.

Further resistance can be applied until the air flow is reduced to the safe minimum to cool the engine. This extra resistance can be determined and is known as ’The total allowable external resistance on the fan’, i.e., to the fan plus outlet from the radiator. Refer to the Technical Data sheets.

Filling the cooling system

Warning! The cooling system is pressurised. Do not remove the filler cap. Personal protective equipment must be worn.

Note: The cooling system must be filled in accordance with the User’s Handbook.

The tank filler tube is extended into the tank for sufficient length to allow for the air space. On filling the system add coolant until the level stabilizes at the bottom of the tube. A small hole 3mm dia: must be drilled in the filler tube below the top so that pressures will be balanced when expansion occurs.

Remote Radiators

The height limit to which the radiator can be mounted above the engine is limited by the pressure to which the coolant pump seal can stay on its seat against the static head when the engine is stationary.

The radiator top header should be no more than 7 meters above the engine coolant pump with the pressurised make-up tank no more than 0,5 meters higher.

In all systems with remote radiators, with and without break tanks, heat exchangers, etc., the coolant pipe diameters should at least equal the diameter of the fittings at the engine coolant pump inlet and top water outlet pipe. Depending on the length of the pipe run to and from the engine and radiator number of bends, valves, and pipe fittings, etc., the pipe size should be increased so that additional resistance to the flow is no more than 20 kPa.


44000 Series

Draining the cooling systems

When draining the engine cooling system it is recommended that the external pipework fitted between the engine and radiator must be isolated by fitting gate valves so as not to drain the whole system and lose the antifreeze.

Cooling tower - or independent external water supply

When heat exchanger cooled engines are to be installed the heat exchanger supplied is suitable for secondary water pressure up to 3.5 kg/cm2 or up to 8.75 kg/cm2 depending on the size of the engine and, in most installations, a break tank will not be required (A).

With charge cooled engines the secondary cooling water goes through the charge air cooler first and then through the heat exchanger (A). The pressure limitation is now the charge cooler. The maximum pressure through the charge cooler is 1.8 kg/cm2 therefore the height of the cooling tower above the engine could be no more than 15 metres. If the height and pressure is in excess of above figures refer to Applications Department, Stafford, see (A) for:

Warning! The gate valve must always be open when the engine is running.

The power to drive the electric motor of the water pump can be taken from a mains supply, or from the output of the main engine driven generator.

Air-to-air charge cooling

With air-to-air charged cooled engines the cooling of the charge air is done by a radiator section that is fitted between the conventional engine water cooling radiator and the fan.

A single engine driven radiator fan pushes air through each section in series. The cooling air goes through the charge air section first. The radiator is generally considered to be an integral part of the engine. Large diameter air pipes are used between the engine and the radiator.

A D1067

DIAGRAM SHOWS CHARGEAIR SECTION AT THE SIDEBUT COULD BE BETWEENTHE ENGINE RADIATORAND FAN

AIR FLOWCOOLING MAY BEFAN ASSISTED

COOLING TOWER

CHARGE COOLERSENGINE MOUNTED

HEADER ANDAERATION TANK

ENGINE PUMPFRESH WATER

ENGINE MOUNTEDELECTRIC MOTORDRIVEN PUMP

EXTERNALWATERSUPPLY

GATEVALVE

HEAT EXCHANGER

A B


4 4000 Series

However, in conjunction with Perkins Engines Company Limited, Stafford. consideration can be given to a limited remote mounting of the radiator.

On the standard engine the hot air from the turbine driven compressor (turbocharger) is piped to the radiator section. The air passes through the radiator and is cooled to near ambient temperature by the fan air-flow through the matrix. The cooled air is then piped to the engine air inlet manifolds.

Remote mounting will necessitate additional lengths of pipe and bends in the air cooling system.

The total pipe length must not exceed 5 metres.

New pipe lengths and bends should have flange connections to ensure permanently secure joints.

Where hoses are used then these should be double clipped and reinforced with steel sheathing. Metal straps should be fitted across the hose and fixed to each pipe on either side of the hose.

Make sure all connections are air tight. Air leaks will reduce boost pressure and air flow and thus affect engine performance.

A large amount of condensate collects in the air pipes and drain pockets must be incorporated at the lowest point in each pipe run to and from the radiator. From the drain pockets pipe a permanent drain to waste. All charge air radiators must be fitted with permanent condensate blow-off holes.

The water pipe and the pressurised make-up/vent system will be installed, see illustration (A), see page 45. The radiator top header should not be more than 7 metres above the engine water pump.


54000 Series

Exhaust System 5

Warning! All exposed hot surfaces should be fitted with guards or, with the exception of exhaust manifolds and turbochargers, lagged.

The primary function of the exhaust system is to pipe the exhaust gases from the engine manifold and discharge them, at a controlled noise level, outside the engine room, at a height sufficient to ensure proper dispersal.

Back pressure

Engines give optimum performance when the resistance to exhaust gas flow is below a certain limit. Starting at the engine exhaust outlet flange the total exhaust system should not impose back pressure on the engine greater than that recommended.

Excessive back pressure will cause a lack of complete combustion and deterioration in the scavenging of the cylinders. The result will be loss in power output, high exhaust temperature and the formation of soot. The soot, if oily, could also affect the turbine of a turbocharger. The oily soot would build up on the turbine blades, harden and, as pieces of carbon break off, the turbine wheel would become unbalanced and cause damage to the engine.

Maximum back pressure

The maximum exhaust back pressure figures can be found in the appropriate Technical data sheet.

For back pressure calculations, "Back pressure - exhaust system - calculations" on page 58.

Back Pressure is measured after and as close as possible to the turbo charger in a straight length of pipe.

Installation

The exhaust system should be planned at the outset of the installation. The main objectives must be to:

1 Ensure that the back pressure of the complete system is below the maximum limit.

2 Keep weight off the engine exhaust outlet elbows and turbocharger(s) by supporting the system.

3 Allow for thermal expansion and contraction.

4 Provide flexibility.

5 Reduce exhaust noise.

If the engine is on Anti-Vibration mountings or similar, there will be lateral movement of the engine exhaust outlet flange when the engine starts and stops. A flexible pipe should therefore be fitted as near to the outlet flange as is practically possible, A typical installation is shown in (A).

If relative movement is expected between the engine and the exhaust system it is important to incorporate flexibility into the system as near to the engine as possible. Due to thermal expansion there will also be movement in the exhaust pipe. The fitting of stainless steel bellows is one method used to alleviate this problem.

As bellows only accept deformation parallel due to their longitudinal axis, the preferred method would be to have an arrangement of two short bellows separated by a length of straight pipe 250-400 mm (9.842/15.747 in) long. The movement is then a small angular displacement in each of the bellows.


5 4000 Series

Flanges

The size of the exhaust outlet flange can be found in the General Arrangement drawing from the Applications Department at Perkins Engines Company Limited.

D1020A

Hanger Brackets WithClearance In Hoops ToAllow LongitudinalMovement

Primary Silencer

Pipe Support

Flexible Pipe

CondensateDrain

ClosingPlates

InsulationPacking

Exhaust Outlet


54000 Series

Flexible element

Flexible pipe

The flexible pipe is constructed by winding and interlocking formed metal strip, including packing in the process.

It is intended to be used with a slight deviation from straight as the flexibility is by relative movement at the ends of the pipe at right angles to the longitudinal axis. It should never be used to form bends as it will lock rigidly with no flexibility or freedom for expansion.

Flexible bellows

The flexible bellows have some degree of lateral flexibility and a fair amount of axial movement to take up expansion and contraction (A).

When installing make sure the bellows are not extended on ‘free length’. It is better to install as per manufacturers instructions.

If the exhaust system is long then it should be divided into lengths with one end of each Length fixed and the other end having a bellows unit.

Expansion

The expansion of one metre of pipe per rise in temperature of 100 °C (212 °F) is 1.17 mm (0.0461 in).

5 metres (236.22 in) of pipe having a temperature rise from 27 °C (80.6 °F) to 600 °C (1112 °F) will expand (5.73 x 1.17 x 5) = 33.5mm (1.3189 in).

This expansion figure shows, by its size, how important it is to correctly plan the exhaust run if long life is required.

A D1070

A

A

B

DRAIN

C

PRIMARYSILENCER

SE

CO

ND

AR

YS

ILE

NC

ER

THE EXHAUST OUTLET CAN BE REACHED INANY POSITION THROUGH 360

A-SUPPORT BRACKET, PIPESHOULD BE FREE TO MOVETHROUGH CLAMP.

B-SUPPORT BRACKET, THISCARRIES THE WEIGHT OF THEUPPER HALF OF THE SYSTEM. THE.BRACKET, IS NOT FASTENED TO IT.

C-FLEXIBLE BELLOWS.

THE WATER DRAIN IN THESILENCER SHOULD BE AT THE BOTTOM.


5 4000 Series

Exhaust outlet position

The exhaust outlet outside the engine room must be in such a position that there is no possibility of hot gas entering the cooled air inlet opening. If possible the outlet should be in the same wall as the hot air outlet from the radiator, see "Installation" on page 53.

If the exhaust outlet terminates vertically a rain shield must be fitted. Usually the outlet pipe goes horizontally through the wall with the underside of the pipe cut away at an angle. If directing the exhaust straight out causes a directional noise problem then a horizontally fitted right angled bend would probably be a simple solution.

Multiple exhaust outlets

If more than one engine is being installed the exhaust from the engines must not be taken into the same flue.

Note: Each engine must have its own separate system and individual outlet.

The reason is that if one engine is stationary when others are running, exhaust gases with condensate and carbon will be forced into the exhaust system of the stationary engine and then into the engine cylinders. Obviously this would cause problems.

It may be considered that a flap valve in each exhaust line near to the flue could be the solution, however exhaust carries carbon and soot deposits which will cause the flap valve to leak. The leak will not be detected until the engine is in trouble. The best policy is to provide separate outlets.

Do not terminate the exhaust outlet into an existing chimney or flue that is used for another purpose. The pulsations in the exhaust could upset the up-draught and create problems with other equipment that relies on the up-draught.

Warning! There is also the risk of explosion due to unburnt gases.

Condensate drain

In all exhaust systems there is condensate due to gases cooling and differential temperature between the gases and metal pipes, etc.

If this is ignored condensate could run into the engine, depending on manifold configuration, and bring associated problems.

The exhaust system usually runs vertically from the engine outlet and it is advisable to fit a drain pocket at the bottom bend. A small hole giving a permanent drain would clear the condensate but would allow a small amount of exhaust gases to be blown into the engine room when the engine is running. If this is not acceptable then a permanent open drain pipe should be taken to the outside of the engine room, see "Flexible bellows" on page 55.

Lagging

The amount of heat radiated from the exhaust system can create problems with the radiator cooling and ventilation and may lead to a larger radiator, pusher fan and extractor fan. These are costly items and the cheapest and most practical solution is to lag the exhaust system that is inside the engine room. Heat insulating wrappers which clip around the pipe are suitable, 25 mm (0.984 in) to 50 mm (1.97 in) is the usual thickness and can be obtained in suitable lengths from specialist suppliers, see page 57.

Where pipe flanges or flexible bellows are to be lagged clip-on muffs can be used. The muffs are easily fitted and will not prevent flexible units from doing their intended job.

A - clip-on insulation wrapper.

B - clip-on insulation muff.

Warning! Do not lag exhaust manifolds or turbo-chargers, to do so would lead to operating deficiencies and very quickly cause failure of parts due to thermal stress.


54000 Series

Exhaust silencers

Silencers are used, as the name implies, to reduce the noise level emissions at the exhaust pipe outlet. In general terms the silencer should be installed near the engine exhaust outlet flange or at the end of the system.

If the engine or generating set has acoustic treatment to reduce noise levels it is also necessary to ensure that the exhaust silencers are capable or reducing exhaust noise to the same (or below) noise level being achieved by the acoustic treatment, see page 75.

There are various types of silencers available as detailed below from different manufacturers.

! The first type is a re-active type silencer which has a series of baffles and perforated tubes and attenuates a high degree of noise in the lower frequency bands. To a lesser degree noise in the high frequency bands is also absorbed. This type of silencer is referred to as a primary silencer.

! The second type is a triple-chamber type. In the first two chambers initial low restriction expansion and diffusion of the hot gas takes place with some attenuation of low frequency noise.

In the third chamber attenuation of the higher frequencies is achieved by the absorption principle.

This again is referred to as a primary silencer.

! The third type is what is known as a ‘straight through’ silencer and works on the absorption principle. The silencer consists of an outer case with a perforated centre tube. The annular space between case and tube is packed with heat resisting fibre glass, or similar material.

The exhaust noise is effectively dissipated by the packing through the perforations.

Resistance to exhaust gas flow is negligible and, in calculations for back pressure can be taken as a piece of exhaust pipe the same length and bore size as the silencer.

This type of silencer is usually classed as a ‘secondary’ silencer and is normally at the end of the pipe system. However, it could be used as a primary silencer if noise level standards are not critical.

Low load operation

Where engines are operated at reduced loads the effects of inefficient combustion may become evident as slobber. To avoid this, and to ensure that the products of combustion are burnt off, operators should strive not to allow the engine to be run at less than 30% load.

Local authority regulations - noise

Local Authorities can, and do, set down noise limits for the different areas that come within their jurisdiction.

The combinations and type of silencer to be used are best recommended by the silencer manufacturers who should be brought into design discussions at an early stage.

D1071A

A B


5 4000 Series

Back pressure - exhaust system - calculations

The basic engine data required to calculate the back pressure in an exhaust system is shown in the Technical Data Sheet against each engine type, i.e. The gas flow by volume and by mass at the appropriate temperature for a given engine speed and power.

Basic engine - exhaust outlet size

On engines where twin exhaust outlets are standard an alternative single outlet adaptor is available on graphic (A).

Engine Nominal bore (mm) ofexhaust outlet

Alternative

Size Twin Single

All 4006 203 250

D1072AL

D D

IA:

D D

IA:

Transition UnitFor use in the pressure formula for equivalent length 'L'L = 2D (MINIMUM)

Equivalent length (L) of pipe to 'D' diameter is afunction of diameter ratio D/d; plus the transition 'L'

D/d 1,05 1,10 1,15 1,20 1,25 1,30 1,35

L 1 x D 2 x D 4 x D 6 x D 9 x D 14 x D 21 x D


54000 Series

How to use the information

Gas flow by volume (m3/min)

With this information the velocity through a certain pipe or silencer bore can be calculated using the following formula:

Having calculated the gas velocity and obtained the gas volume flow from the Technical data sheet for a single exhaust outlet (where twin outlets are required the volume flow should be divided by 2) then, by referring to the silencing equipment suppliers data sheets you will be able to determine the resistance to flow through the silencer in mm Hg.

Gas flow by mass (m3/s)

Using this data the pressure drop through a given length of straight exhaust pipe can be calculated by using the following formula:

Note: When bends are used in the exhaust system then pressure loss is expressed in equivalent straight length of pipe, "Pipe bore millimetres" on page 60.

Adding the pressure losses through the silencers (or silencer) to the pressure loss through the pipe work will give the total back pressure incurred by the exhaust system.

Caution: This must not exceed the figure quoted in the Technical Data Sheet against the appropriate engine and rating.

Note: As a first time guide to the above calculations it is recommended that the pipe sizes shown on page 60 are used. (Not the nominal bore).

If a suitable system cannot be obtained with the diameter of pipe suggested it may be that increasing the silencer bore one size would be satisfactory. If not, pipe sizes will also have to be increased. Transition units as shown will be required, see (A) "Pipe bore millimetres" on page 60.

Where a single outlet is preferred to the standard twin outlets, a single outlet adaptor as shown will be required see (B) "Pipe bore millimetres" on page 60.

GAS VELOCITY =VOLUME FLOW (M3/MIN)

AREA OF PIPE IN M2 X 60

P =L x S x Q2

77319 x D5

P = BACK PRESSURE (Kpa)

Q = GAS FLOW (M3/S)L = TOTAL EQUIVALENT LENGTH * STRAIGHT PIPE (M)D = PIPE DIAMETER (MM)

S = SPECIFIC GRAVITY OF EXHAUST GAS (KG/M3)


5 4000 Series

Pipe bore millimetres

Equivalent lengths of straight pipe

Flexible pipe: 2 x Actual length of flexible pipe.

Exhaust bellows: 2 x Actual length of bellow.

Continued

Engine Single exhaustEngine speed - rev/min

Twin exhaust Engine speed - rev/min

1500 1800 1500 1800

4006TAG1 250 250 200 200

4006TAG2 250 300 200 200

4006TAG3 250 300 200 200

D1072AL

D D

IA:

D D

IA:

Transition UnitFor use in the pressure formula for equivalent length 'L'L = 2D (MINIMUM)

Equivalent length (L) of pipe to 'D' diameter is afunction of diameter ratio D/d; plus the transition 'L'

D/d 1,05 1,10 1,15 1,20 1,25 1,30 1,35

L 1 x D 2 x D 4 x D 6 x D 9 x D 14 x D 21 x D

B D1073

D

D

L2L1

Single outlet adaptorFor use in the back pressure formula

D = is single outlet diameter mm.d = is turbocharger outlet diameter.Q = is total exhaust gas flow (kg/s).Q = is branch exhaust gas flow (Q/2) (kg/s).Elbow length of free centre length of L1 and L2.


54000 Series

Transition unit: see (A).

Single outlet adaptor: see (B).

90 Degree bend: 15 x Bore of pipe.

45 Degree bend: 6 x Bore of pipe.

Note: Ensure that if the diameter or length is expressed in millimetres you should divide by 1000 after you have multiplied by the appropriate factor, as the unit of length in the pressure loss formula is in metres.

Equivalent length L of pipe to D diameter is determined by calculating as follows:

Measure the effective centre line length of one branch pipe from turbo-charger outlet to single outlet i.e. i1 and i2 as shown, plus the equivalent length of bends in each plane i.e. 6 x d bend on i1 and 15 x d for bend on i2, giving a total equivalent length L to d diameter.

Equivalent length L of pipe D diameter will be:

L = i x (q/Q)2 (D/d)5,33 = i/4 (D/d)5,33

Example

4008TAG2 (twin turbo-chargers) at 1500 rev/min using the proposed single exhaust system as follows:

(a) 1 x 127 mm flexible bellows.

(b) SE24N single exhaust outlet adaptor (127 mm inlet/254 mm outlet).

(c) 1 metre flexible pipe (254 mm).

(d) 254 mm primary exhaust silencer (Peco-Maxim).

(e) 1 x 45° bend.

(f) 3 m straight through silencer.

(g) 15 m straight pipe.

Gas velocity = 200,9 = 66,04 m/s

0.0507 x 60

Primary silencer pressure loss = 29,9 mm Hg.

Maximum allowable exhaust back pressure - 50 mm Hg. (Product Information Manual).

Exhaust system allowance = 50 - 29,9 = 20.1 mm Hg.

Since the 4008TAG2 is fitted with twin turbo-chargers we consider half of the system as for the single outlet adaptor.

Check List Equivalent Lengths of Straight Pipes

(a) Bellows 0,102m (2 x 0,102) 0,204 m

(b) Adaptor SE24N effective length 0,200 m

90° bend 1,905 m

45° bend 0,762 m

Total Effective Length at 127 mm (d), i 3,071 m

Equivalent length in 254 mm (D) systemL = i/4 (D/d)5,33

30,88 m

(c) 1 m Flexible pipe 2,00 m

(d) Primary silencer allowance already deducted minus

(e) 1 x 45° Bend (6 x 0,254) 1,52 m

(f) 3 m straight through silencer 3,00 m

(g)10 m straight pipe 10,00 m

Total equivalent length L 47,4 m

From Back Pressure Formulae


5 4000 Series

Therefore since this pressure is less than exhaust system allowance of 20,1 mm Hg. the proposed system will be satisfactory.

Noise attenuation - exhaust

Warning! Always wear ear protection when working near a running engine.

The noise carried by the exhaust gas out of the exhaust manifold of a running engine is very loud and objectionable to personnel. It could prove harmful over a period of time.

The great majority of the harmful noise is in the frequency range or 63 to 8000 Hz. The best choice of silencer is the design that will attenuate most noise within that range. To assess the value of each type of silencer described previously, and a combination of primary and secondary silencers, the following schedules show the noise attenuating capacity of these type silencers when in the exhaust pipe line of a running engine.

Example

Add together dB values for the separate octave band frequencies take the first pair of figures e.g. at 63 and 125 Hz. The resulting figure has been adjusted in the following manner.

! If the dB values differ by 0 or 1 dB - add 3 dB to higher values.

! If the dB values differ by 2 or 3 dB - add 2 dB to higher values.

! If the dB values differ by 4 to 9 dB - add 1 dB to higher values.

When resulting value is obtained then this is paired with the third value at 250 Hz.

The exhaust noise of a turbocharged engine running at 1500 rev/min was taken in a semi-reverberant field and the octave band centre frequency analysis from 63 to 8000 Hz in decibels - dB - was as follows:

P = 47,4 x 1,5292 x 1187 x 109 = 20,0 mm Hg2545,33

Check List Equivalent Lengths of Straight Pipes

A D1074

And so on

Difference 5 dBadd 1 dB to 79 dB

Difference 1 dBadd 3 dB to 80

80

83

79 74 79dB

63 125 250Hze.g.


54000 Series

Engine noise level

Case 1. Consider typical reactive type silencer (C)

Case 2. Consider typical chamber silencer (D)

Case 3. Consider typical straight through silencer (E)

B D1075

95

105109

111

111

111112

90 93 104 106 106 101 96 103

63 125 250 500 1K 2K 4K 8K

113 109 113 109 106 100 95 104-23 -16 -9 -3 0 +1 +1 -1

Sound pressure level

Octave band centre freq. Hz

Open exhaust dB(A) Weighting

dB (A)

Overall level - 112 dB (A)1 Metre from engine exhaust outlet flange

64

7581

85

86

8688

59 62 75 80 83 80 76 84

63 125 250 500 1K 2K 8K113 109 113 109 106 100 95 10431 31 29 26 23 21 20 19

Sound pressure levelOctave band centre freq. Hz

Open exhaust dB

(A) Weighting

dB (A)

Overall level - 88 dB (A)1 Metre from silencer outlet

Sliencer attenuation = 112 - 88 = 24 dB (A)

4K

212382 78 84 83 83 79 75 85

-23 -16 -9 -3 +1 -1+10

C D1114

70

7578

79

80

8083

68 65 73 74 74 71 69 80

63 125 250 500 1K 2K 8K113 109 113 109 106 100 95 10422 28 31 32 32 30 27 23


Open exhaust dB

(A) Weighting

dB (A)


Sliencer attenuation = 112 - 88 = 24dB (A)

4K

91 81 82 77 74 70 68 81-23 -16 -9 -3 +1 -1+10

Silencer dB

D D1115


5 4000 Series

When including a primary and secondary silencer in the exhaust system a good approximation of the combined noise attenuation is arrived at as follows:

At each centre band frequency, from the open exhaust noise level deduct the noise attenuation of the primary silencer, then deduct the noise attenuation of the secondary silencer in the following ratio:

! 1/3 of listed dB up to 1 kHz frequency inclusive.

! 1/2 of listed dB above 1 - 8 kHz frequency inclusive.

Case 4. Consider typical reactive and straight through silencer (F).

Case 5. Consider triple chamber and straight through silencer (G).

85

9091

91

91

9191

82 82 89 83 73 65 64 78

63 125 250 500 1K 2K 8K113 109 113 109 106 100 95 104

8 11 15 23 33 36 32 25


Open exhaust dB

(A) Weighting

dB (A)


Sliencer attenuation = 112 - 88 = 24dB (A)

4K

105 98 98 86 73 64 63 79-23 -16 -9 -3 +1 -1+10

Silencer dB

E D1116

6070

74

7676

7677

79 74 79 75 72 61 59 73

63 125 250 500 1K 2K 8K113 109 113 109 106 100 95 10431 31 29 26 23 21 20 19


Open exhaust dB

(A) WeightingdB (A)



4K

82 78 84 83 83 79 75 853 4 5 8 16 121811Silencer dB (reactive)

Silencer dB (straight through)

-23 -16 -9 -3 +1 -1+1056 58 70 72 60 726272

F D1117

6070

74

7676

7677

79 74 79 75 72 61 59 73

63 125 250 500 1K 2K 8K113 109 113 109 106 100 95 10431 31 29 26 23 21 20 19


Open exhaust dB

(A) WeightingdB (A)



4K

82 78 84 83 83 79 75 853 4 5 8 16 121811Silencer dB (tripple chamber)

Silencer 6” bore dB (straight through)

-23 -16 -9 -3 +1 -1+1056 58 70 72 60 726272

Overall level - 112 dB (A)

G D1118


64000 Series

Engine breather 6

Warning! Personal protective equipment must be worn when handling or cleaning the engine breather/element.

All engines are fitted with a breathing system that prevents a build up of pressure in the crankcase. The build up in pressure is caused by blow-by from the pistons. The fumes in the crankcase are vented to atmosphere.

The fumes contain contaminants from the combustion process and minute globules of lubricating oil. The fumes will pollute the atmosphere in the engine room particularly if the radiator and fan are remote mounted.

Breather installation

Warning! Under no circumstances must the fumes be directed onto the fan intake. This could eventually cause blockage of the matrix, resulting in poor engine performance and overheating. It is also a potential fire hazard.

It is far better to pipe the fumes to outside the building (A).

Key

A) Breather assembly.

B) Separating tank, with drain tap C, can be positioned inside or outside the engine room.

C) Drain.

D) Breather fitted to end of pipe.

E) Flexible connection


6 4000 Series

The pipe diameter should be equal or larger than the stem of the breather on the crankcase, depending on the length of run.

With the engine running on full load the crankcase pressure should be no more than 25 kPa.

Breathing - points to watch

The breather fumes should never be piped directly to be digested by the engine air filters. Harmful contaminants, including acids, would be circulated around the engine with long term harmful effects. In some instances the fumes would have a detrimental effect on the air filter element.

However, should the engine be fitted with a crankcase emission absorber, in which case the contaminants will have been removed, then the fumes from the absorber outlet can be piped into the engine air inlet.

In multi-engine installations, as with the exhaust system the breather pipe from each engine must have its own individual run. If terminating in the same tank the fumes from a running engine could leak back into the stationary engine.

The outlet of the breather pipe should not be sited in a position where fumes could be drawn into the cooling air inlet stream.

If the engine is on anti-vibration mountings a flexible section should be fitted in the breather pipe near the engine.

D1021A

A.B.

C.

D.E.

Engine Breather Outlet ConnectionDownward Sloping Pipe, Less Than5 Meters Long, with Minimum Diameterof 50.8mmSeperating Tank, Positioned Insideor Outside Engine RoomDrain TapBreather Fitted to End of Pipe

Breather Installation

E

D C

B

A


74000 Series

Fuel supply systems 7

Introduction

Engines operating on either diesel oil or spark ignited gaseous fuels can be supplied and in both cases it is important that fuels to the correct specification are used.

Diesel fuel specification

Fuel should be a wholly hydrocarbon oil derived from petroleum with which small quantities of additives may be incorporated for the improvement of ignition or other characteristics and should conform to BS EN 590 or BS 2869:1998 class A2. If fuels are considered which do not conform to these specifications, the operator must consult the Applications Department at Perkins Engines Company Limited, and ensure that the appropriate grade of approved lubricating oil is used.

Diesel fuel systems

Warning! Personal protective equipment must be worn when filling the fuel tanks.

There are two basic systems for the installations of the fuel supply. The system chosen will depend on the amount of fuel required per day and if the labour is available to carry out simple daily routine jobs.

Fuel tank - daily service

The tank is usually sized so that the usable fuel content will be 1000 litres. With a generating set having a full load electrical output of 70 kW such an amount would last for 35/40 hours with a reserve of 10 hours (approximately 25%). To avoid overheating of the fuel, a fuel cooler must be fitted.

In the case of the 4006-23 Series engine the minimum size of fuel tanks, without a fuel cooler being fitted should be sized to avoid overheating of the fuel in the tank by the fuel returning from the engine as follows:

It is preferred that the fuel tank be installed adjacent to the engine on a stand or bulkhead. It is recommended that the tank be so positioned that the maximum level of fuel be higher than the engine injector rail in order to create a positive head and gravity feed to the engine.

Warning! Should the maximum fuel level in the tank be higher than 1,5m above the level of the injectors then an isolating solenoid valve must be fitted in the fuel feed and so arranged to open on cranking with delayed closure on shut down to prevent fuel starvation.

If the low level line of the tank is below the fuel inlet then it will be necessary to ensure that a fuel Iift pump is fitted to the engine.

A fuel lift pump is fitted as standard. It is recommended that the lift pump is retained in the circuit. If in doubt on this point contact the Applications department Perkins Engines Company Limited. Fuel tanks must have connections for the following purposes:

! Tank filling

! Fuel feed

! Automatic feed (if required)

! Fuel return level gauge

! Float switches

! Sludge drain

! Air vent

Engine series Fuel tank size

4006-23 7000 Litres


7 4000 Series

! Dump valve

The tank is to be fitted with a vent pipe in the tank top, to equalise pressure, provide a filling point and to enable a contents gauge or sight glass to be fitted.

The fuel supply must be taken from a position approximately 50 mm (1.9685 in) above the bottom of the tank. This prevents settled sludge being drawn into the fuel supply.

A drain tap is fitted to drain the sludge.

At the fuel outlet from the tank a hand operated valve is fitted so that the tank can be isolated in an emergency or for maintenance, etc.

In the pipework between the tank and the engine, a pre-filter/water separator should be fitted in case the engine is not supplied with one.

Even if there is no water in the fuel as supplied when the fuel stands in a tank moisture collects from condensation. Water in the fuel system - fuel pump, etc. causes rust, sticking elements and ultimate failure.

Warning! When auxiliary or day tanks are used there is a serious danger of aerating the fuel due to running out or running low on fuel. The diesel system will then pick up aerated fuel from either the fuel return from engine or incoming make-up fuel from the bulk tank.

For example a 4006TAG3 series engine fuel circulates at approximately 15 L/min through the engine from the lift pump, consequently the day tank must incorporate chambers or weirs to ensure the fuel to the engine is not of entrained air.

Note: If a fuel tank is required to be in the baseframe, a check valve must be fitted to the fuel line between the fuel tank and the fuel lift pump. The installation of this valve is especially important when the engine is used as a reserved installation to avoid the possibility of fuel drained back to the fuel tank when the engine idle (A).

The consequences of aerated fuel are, poor starting, low power, high exhaust temperatures and cavitation erosion within the unit injector (B).

The supply pipe is then connected to the engine. Fuel in excess of engine requirement is returned to the top of the tank from the injector fuel return line (relief valve pressure is set at 275 kPa) (C).

D1022A

Fuel Auxilary / Day Tank Position

Fuel Lift Pump

Fuel Supply Line

Non return Valve(Required if FuelTank is LocatedBelow Fuel LiftPump)

Weir in Fuel Tank

Fuel ReturnLine

Engine InletConnection

Engine ReturnConnection


74000 Series

The simplest method of filling the fuel tank is to fit a manually operated fuel transfer pump of the semi-rotary type.

A flexible suction hose could be put into a barrel or barrels of fuel. A rigid supply pipe or flexible tube would carry the fuel to the top of the tank (C).

Bulk storage tank - daily service

Large engines or multi-engine installations require a large amount of fuel per hour and to contain the fuel a bulk storage tank is sited near to the engine room.

Inside the engine room a day tank is fitted similar to that described (C).

It could be arranged for the day tank to be manually filled by operating valves and using gravity to transfer the fuel from the bulk tank. However, to ensure that the day tank is regularly being filled, even through a night run, it is usual to have the transfer of fuel done automatically (D).

B D1083

Baffle

High fuel level

Sight glass

Auxiliary fuel pump

Bulk tank to auxiliarytank (fill line)

tank to engine (supply line)

Shut-off valve Drain valve

50 mm sedimentand water trap

Cleaning access

Pump control float switch

Auxiliary tank tobulk tank line(overflow line)

Baffle

Engine to tank (return line) - if fuel cannotbe returned to bulk tank

Vent cap - Locate away from flame or sparks- fitted with 2 micron filter

D1084C

FUEL SUPPLY TOENGINE

WATER SEPARATOR

VALVE

DRAINTAP

CONTENTSGAUGEBARREL OF FUEL

HAND PUMP


7 4000 Series

The bulk tank fuel outlet is fitted with a hand-operated, preferably lockable, fuel valve. This is followed by a water separator. The size of the separator can be determined from the amount of fuel that will be flowing through. From the separator a suitably sized pipe - taking into account bends, fittings and length of pipe - is taken to the engine room and connected to a fuel transfer pump driven by an electric motor. The delivery pipe from the pump is taken to the top of the day tank. The overflow pipe from the day tank returns to the top of the bulk tank.

The bulk tank is fitted with a manhole for cleaning purposes, a dial contents gauge, filler, dip-rod (in case the contents gauge fails), drain valve and an overflow to be collected into, for example, a fuel barrel.

The bulk tank is mounted on plinths which are constructed to give the tank a downward slope away from the supply end (D). When used with a bulk tank the day tank differs from that described in (D). Two float switches are required. One will operate and signal the ‘Low Level’ of fuel in the tank and the other to operate and signal the ‘High Level’ of the fuel in the tank.

With the total system care must be taken with the vent on each tank. Make sure that, in case of a fault in the system which allows the electric motor driven pump to run on, fuel cannot come out of the vents. Ensure the height of the vents are adequate.

Note: For the 4006-23 engines the return fuel from the engine must be directed back to the bulk tank not the day tank to avoid overheating the fuel if the capacity of the day tank is less than the minimum recommendations, see page 67.

When the system is complete and piped up make sure that all joints and connections are tight. It is possible for air to get into engine supply lines through a faulty connection without a fuel leak being visible.

Fuel is drawn from the bulk tank and pumped into the day tank via the electric motor driven fuel transfer pump. When the level of the fuel in the day tank picks up the ‘High Level’ float the switch operates and the electric motor is stopped.

The engine uses fuel and when the Iow level is reached the ‘Low Level’ float falls, the switch is operated and the electric motor starts and pumping begins again.

With automatic systems it is prudent to have a stand-by circuit in case of malfunction. In this case a ‘stop/start’ push button could be incorporated - against level switch failure - and, in case of motor failure, a by-pass manually controlled gravity feed from the bulk tank. The degree of stand-by systems will depend on the importance of the availability of output.

Fuel lift pump

The 4006-23 engine uses a rotary fuel lift pump which has a maximum suction lift of 2.5 metres, and details of the size and position of the connections are shown on the general arrangements drawings.The limit of the external pressure head is 69 kPa.

If the fuel tank is below the lift pump i.e. baseframe mounted tank, then a non return valve should be fitted in the supply line to ensure fuel cannot drain back to the tank and cause starting difficulties.

D1085D

OVERFLOWPIPE

MANHOLECOVER VENT OVERFLOW

PIPE

FILLER DIP-ROD

BUND

BARRELFOR

OVERFLOW

DRAINVALVE

SUPPLYVALVE

WATERSEPERATION

ELECTRICMOTOR

DRIVEN FUELTRANSFER

DRAINTAP

HIGHLEVEL

LOWLEVEL

FUELSUPPLY TO

ENGINE

VENT FLOAT SWITCH


74000 Series

Local authority regulations - fire hazard, etc.

The local authority, which has jurisdiction over the area where the bulk tank and engine room will be sited, must be contacted about pollution and fire prevention requirements.

Local regulations may require self-closing valves on the bulk and day tank supply lines. These valves may be triggered by a fusible link or plug melting with the heat generated by a fire.

Smoke detectors may also be required. The area under the bulk tank may require a bund built round the tank of sufficient area and height to safely contain the total contents of the bulk tank in case of accident or damage. From the access point of view, as well as meeting Health and Safety at Work requirements, the tank should have a fixed ladder, platform and catwalk along the length of the tank, all with handrails.

Fuel tank - material

Fuel tanks are normally constructed from steel sheet. Stainless steel or aluminium (for day tanks) could be considered but galvanised steel should not be used. Flaking of the galvanising coat can take place with the particles clogging filters. Also there is a chemical reaction with sulphur in the fuel that creates a sludge-like substance.

Piping

Use piping suitable for the transfer of diesel fuel and of a size corresponding with the connections on the various components of the fuel system. Install the pipework necessary for the integration of the components as a complete system. The size and position of the connections on the engine are shown on the engine arrangement drawing. To minimize the damage due to vibration, flexible piping should be used when connecting rigid connections on the engine with other rigid connections.


84000 Series

Lubricating oil systems 8

Warning! Personal protective equipment must be worn when filling the sump with lubricating oil.

The lubricating oil used on the engine test is drained from the sump before the engine is dispatched.

It is important that, when filling the sump, that lubricating oil of the correct specification is used, and that it is not contaminated.

Lubricating oil recommendations

The quantity, grade and type of oil to be used are stated in the appropriate engine User’s Handbook or refer to the relevant Technical Data Sheet.

Standard lubricating oil system

The oil in the standard sump must be changed at regular intervals, refer to the relevant User’s Handbook, therefore access to the dipstick, drain plug and oil filler must be allowed for routine servicing to be performed. Access will also be required if the sump is to be removed.

Extended running oil system

To extend the servicing interval on unattended engines to coincide with the normal oil change interval (refer to the relevant User’s Handbook) the sump oil capacity can be increased by fitting a make-up tank. The make-up tank should be positioned on a stand along side the set and the outlet connection on the tank must be at least 0.3 metres above the inlet connection on the ‘REN’ valve. The standard oil level in the sump is maintained by supplying oil from the make-up tank, the oil flow from the tank being controlled by a ‘REN’ valve. Refer to the relevant Workshop Manual.

It is important to prevent losing the oil in the make-up tank, when changing the sump oil that an isolating tap is fitted between the tank, outlet connection and the ‘REN’ valve. The make-up tank oil level should be checked and topped up at the same time as the sump oil is changed.

A typical extended running oil system (A).

D1086A

FLEXIBLEPIPES

ISOLATINGTAP

ANTI-VIBRATIONMOUNTING

'REN VALVE'

MAKE-UPTANK

FILLERVENT


94000 Series

Sound insulation 9

Warning! Personal protective equipment must be worn when working in an engine room.

Noise level

Noise levels are measured in decibels (dB) through a frequency range of 31.5 to 16,000 Hz and at each octave band centre frequency i.e. 31.5, 63, 125, 250 Hz etc. The human ear is responsive to noise levels in the frequency range of 63 to 800 Hz. The noise level in dB can be weighted A, B, C and D to suit different requirements. The accepted norm is the ‘A’ weighting as such an overall noise level closely reproduces the response of the human ear. The most commonly accepted readings are ‘Sound Pressure Level’.

Noise source

A running engine produces mechanical noise: valve gear, fuel pump etc, combustion noise, noise from vibration, noise from air induction and from the radiator fan, if fitted.

Noise level readings of the engine are available. Refer to the relevant Technical Data Sheet.

Should additional noise reduction be required this can be achieved by acoustic treatment. If the acoustic treatment reduces the mechanical noise levels as quoted in the above noise level readings then the fan and induction noise need not be considered.

Providing a canopy around the engine is relatively economical and gives good results. From a position 1 metre from the canopy an overall reduction of 10 dB(A) can be achieved. Sound attenuating canopies need to be expertly designed to be effective, and would advise that companies with acoustic treatment experience be consulted.

Recommendations to contain noise

In an engine room installation where outside noise levels have to be controlled the following factors must be considered:

Building Construction

! Outside walls - should be double brick-with cavity.

! Windows - double glazed with an approximate gap of 200 mm (7.8739 in) between panes.

! Doors - double door air-lock or single door with a wall built outside the door as a noisebarrier to absorb and reflect noise when the door is opened.

Ventilation

! The air inlet for engine combustion, air cooling air and the air outlet from the radiatorfan or extractor fan should be fitted with noise attenuating splitters.

! These are proprietary items and should be discussed with the manufacturer. Ensure thatthe splitters do not restrict airflow thus putting excess resistance on the fans.

! With the amount of cooling air required on the larger engines the splitters are of generousproportions and the building should be adapted so that they fit correctly.

Anti-Vibration Mountings

! The engine should be mounted on anti-vibration mountings to prevent vibrations beingtransmitted to the walls, other pieces of equipment, etc. These vibrations often generatenoise, see Anti-Vibration Mountings.


9 4000 Series

Exhaust silencing (See Exhaust section)

! Attention to the foregoing could lead to a noise attenuation of 30/35 dB(A) from inside to1 metre outside the building, provided that top quality inlet and outlet attenuators andexhaust silencers are used.

‘Free’ & ‘semi-reverberant field’

If the noise “escaping” from the engine room emerges into a ‘Free field’ area then, a good approximation of the decaying noise level is that doubling the distance reduces the noise level by 6 dB(A). For example: at 1 metre - 70 dB(A).

However, the area around the engine room may include other buildings or reflective surfaces to make it into a ‘Semi-reverberant field’.

In a ‘Semi-reverberant field’ the decay is more likely to be approximately 3 dB(A) per doubling of distance. Once clear of the semi-reverberant field the figure of 6 dB(A) can be used in the ‘Free field’. For example:.

With these simple approximations the noise paths can be assessed at, for example, a residential area 100 metres from the noise source.

Sound proof canopy over engine

So far the object has been to contain the noise in the engine room. If the room is unmanned, or only occasionally worked in for short periods, this could be acceptable.

If the room is manned and perhaps used for other purposes then it would be economic to enclose the engine set in a canopy with inlet cooling air being directed into the end of the canopy and the radiator fan pushing air through the set mounted radiator, ducting and the outlet splitter.

Lining the canopy with glass-fibre or mineral rock wool and faced with perforated board would absorb some mechanical noise. This is the same principle as used in a straight-through exhaust silencer.

Such a canopy would control the noise level so that working in the engine room would not cause discomfort to the operators. An added advantage would be that the area outside the engine room would be much quieter (A).

if a canopy is used, the breathing system of the engine should be modified to take the fumes outside the canopy and, if necessary, outside the building. This will prevent the radiator matrix from becoming clogged.

When in an area where the noise level is important, remember it is possible that another noise source may give a background noise greater than the engine noise. If there is a problem ensure that readings are not being influenced by other noise sources. The engine installation may not be at fault. Check with the local authority.

Distance (metre) Noise level (dB(A))

1 70

2 64

4 58

8 52

Distance (metre) Field Noise level (dB(A))

1 semi-reverberant 70

2 “ 67

4 “ 64

8 free field 58


94000 Series

Multiple engine noise level

In a multiple engine installation using the same type of engine the maximum noise level will increase above that for a single engine installation as shown in the Technical Data for the respective engine in the Product Information Manual.

Using a single engine as the datum point the maximum noise level can be taken from the Technical data sheet.

Add the additional noise level (A), depending on the total number of engines to the single engine noise level.

Continued

A D1087

BAFFLETO SEALEND

CANOPY LINED WITHSOUND ABSORBINGMATERIAL

ENGINE AIRFILTER INTAKE

AIR INTAKE NOISEATTENUATINGSPLITTERS

AIR

OU

TLE

T N

OIS

EA

TT

EN

UA

TIN

G S

PLI

TT

ER


9 4000 Series

Example

The maximum noise level for a single 4006TAG3 engine running at 1500 rev/min is shown as 111 dB(A) at position 5. When the total number of engines is 3, the maximum noise level will be 111 + 4.8 = 115,8 dB(A), (A and B).

Note: If the precise position for each engine in a multiple engine system is known, a more accurate evaluation of the maximum noise level can be made. Generally, this will slightly lower than the maximum value obtained above.

A D1088

NUMBERS OF ENGINES

ADDITIONALNOISE LEVEL

dBA

10•

8•

6•

4•

2•

0•2 3 4 5 6 7 8 9 10

D1089B ENGINE No 1 ENGINE No 2 ENGINE No 3


104000 Series

Air intake 10

Warning! All exposed air intakes to engine must be fitted with guards.

The air into the engine for combustion must be clean filtered air at the lowest temperature. Under normal site conditions the standard duty type air cleaner will filter out approximately 99% of the fine dust content down to 15 microns. When the engine is operating in dusty/desert conditions a heavy duty type air cleaner is required to give the same filtration of the air into the engine.

This is achieved by adding a further stage of filtration to the standard duty air cleaner in the form of a pre-cleaner. The pre-cleaner by cyclonic action takes out the heavier dust particles leaving the fine dust to pass on to the next stage of filtration (A).

Dry air cleaners are fitted, oil bath air filters are not recommended as it is difficult to control oil pull-over on turbocharged engines. Oil bath cleaners still permit adequate air flow to reach the engine when oil is used up and replaced with dirt.

Air restriction indicator

When the air cleaner filter elements are clean the resistance to air flow is approximately 200/250 mm H 2 0. As the restriction increases in service the restriction indicator will signal by showing red that the element must be changed for a new one, refer to the relevant Workshop Manual.

A D1090


10 4000 Series

Should the temperature of the air intake in the engine room be higher than the outside ambient temperature, then the air cleaner must be arranged via intake ducting/piping to draw the air from outside the engine room. Where noise level is also to be taken into consideration the ducting/piping from the standard air cleaners mounted on the engine, should be connected to an intake splitter mounted in the wall of the engine room.

Remote mounted air cleaner

The additional noise splitter and ducting / pipework will increase the resistance to air flow. The additional resistance to air flow plus the initial restriction of the engine mounted air cleaner should be kept at 250/300 mm H2O by increasing the size of the air filters and piping, so as not to reduce the servicing interval, see Maintenance Schedule.

Should the engine mounted air cleaner be replaced by a remote mounted combined air cleaner/intake splitter, then the total resistance to air flow should be sized to give the same as the engine mounted cleaner i.e. 200/250 mm H2O.

The weight of the ducting and piping between the remote mounted air cleaner and the turbocharger intake should be independently supported, since this weight must not be carried on the turbocharger, see illustration (A). A flexible length of piping should be included in the pipework to isolate the engine vibrations (A).

A D1091

AIR CLEANER

INTAKE SPLITTER

FLEXIBLE LENGTH

SUPPORTS

DUCTING/PIPING


114000 Series

Torsional vibrations 11

Warning! Under no circumstances must the engine be run when excessive vibration of the power unit is being experienced. The engine must be stopped immediately and the cause investigated.

The information below explains the importance of a T.V. analysis being done long before the time comes for putting the engine and driven unit together. Following the introduction of BS5514 the onus of ensuring torsional compatibility has switched to the generating set manufacturer.

Critical speed

When fitting driven equipment to an engine, particularly single and twin-bearing alternators, it is very important to investigate the Torsional Vibration system of the complete unit. Torsional vibrations occur in any rotating shaft system.

At certain speeds in the engine running range these vibrations may be of sufficient magnitude and frequency to fracture the engine crankshaft and flywheel bolts, strip teeth off gear wheels, damage flexible couplings and driven equipment. The point in the speed range where any of the above hazards can occur is called the ‘critical speed’.

The object of the torsional analysis is to locate the critical speed points from the magnitude and frequency of the disturbing forces and ensure that damaging critical speeds are outside the operating range of the engine and that all is clear within +10% to -5% of the synchronous speed.

There may be some critical speeds in the speed range from starting speed to 95% of synchronous speed but these could be judged as “safe” because the critical speed is passed through in a second or so.

However, if by application the requirement is an ‘All Speed’ range then all critical speeds have to be controlled within safe limits.

Critical speeds – corrective methods

If there is a problem with critical speeds the position of the critical speed can be moved and its magnitude reduced in various ways. The first area to consider modifying would be the stiffness of the flexible coupling. If it has rubber elements a different stiffness of rubber could be selected.

If a spring plate drive or spring type flexible coupling was used it may be necessary to change to a different type.

Other solutions could be to change the inertia of the engine flywheel, fit a torsional vibration damper or, if one is fitted as standard, remove it or fit a damper of different inertia and different damping capabilities. Occasionally, usually with a single bearing machine application, a tuning disc is required at the free end of the crankshaft.

It can be seen that if there is a problem many avenues can be explored to arrive at a satisfactory solution. It is very rare that the alternator shaft has to be modified.

To wait and ‘see what happens’ could prove a very expensive exercise. Even if there was no immediate breakdown there could be costly site modifications and an inevitable delay in commissioning.


11 4000 Series

Torsional analysis data

Following the introduction of BS 5514, the onus for ensuring that the torsional vibrations of the engine generator mass elastic system are satisfactory has switched from the engine builder to the generator set manufacturer. This service can be supplied by Perkins Engines Company Limited, upon request.

For a torsional vibration analysis to be performed, the following essential information should be made available:

1 Engine rated power and speed, operating range and overspeed.

2 Speed/torque characteristics of driven equipment.

3 Equivalent dynamic system of all driven parts. If this is unavailable the following data will enable this to be calculated:

! Drawings of all rotating parts.

! Inertias and dynamic flexibilities of flexible couplings.

! The inertias of generator fans, rotors and excitors cannot be extracted from drawings, and inertia figures are therefore important for these parts. The position of each inertia component, its attachment point, and method of attachment to the shaft should be indicated.

! For single bearing alternators, number and thickness of the drive plates, together with details of the fixings attaching them to the shaft hub. For two bearing alternators, define the position of the flexible coupling on the alternator shaft.

! Two bearing alternators rarely present problems, provided that the coupling is the recommended type. The design of shafts for single bearing alternators varies considerably. Torsional vibration analysis is therefore essential to determine whether the alternator is compatible with the engine at the required engine speed.

Note: Perkins Engines Company Limited, have made torsional analysis for numerous engine/alternator combinations and will advise whether a particular combination has been approved, on request.

For the genset manufacturers who wish to conduct their own T.V.A (Torsional Vibration Analysis) the mass/elastic system information can be seen on the following page.

Continued


114000 Series

Perkins 4006-23 diesel and gas engine mass/elastic system

Configuration -in-line 6

Flywheel 4006-23 all builds - inertia added after rear most cylinder inertia in table above.

T.V. (Torsional Vibration) damper standard fitments, inertias added to Adaptor inertia in table above - other alternatives may be used subject to T.V. analysis.

Crankshaft rotation is clockwise viewed from the non-driving end.

Note: inertia valves are for GR2

Location Inertia Stiffness Shaft Diameter

(from non-driving end)

kgm2 MNm/Radian min O/D max I/D

Adaptor 0.353 4.624

Cyl. row 1 0.508 6.000 118.07 0.0

Cyl. row 2 0.297 6.000 118.07 0.0

Cyl. row 3 0.508 6.000 118.07 0.0

Cyl. row 4 0.508 6.000 118.07 0.0

Cyl. row 5 0.297 6.000 118.07 0.0

Cyl. row 6 0.594 9.011 118.07 0.0

Part No Inertia Output flange

6SE250L/1 6.022 kgm2 18” SAE

4006-23 TAG1A TAG2A TAG3A

Part No 921/43

Inertia 1.5857 kgm2

Type 457072single 18

Siesmic inertia 1.5510 kgm2

Effective inertia 1.5857 kgm2

Damper surface area 0.3332 m2

Additional engine information Units

Cylinder bore 160.0 mm

Crankpin Radius (1/2 stroke) 95.0 mm

Connecting rid length 336 mm

Engine Capacity 22,921 litres

Number of cylinders 6

Reciprocating mass/cylinder 10.14 kg

Firing Order 1 5 3 6 2 4

Firing angle after T.D.C (Top Dead Centre)

0o 120o 240o 360o 480o 600o


124000 Series

Derating 12

Derating engine

Derating means reducing of the power output of an engine from its maximum rating at normal temperature and pressure conditions to allow for adverse effects of site conditions e.g. altitude and ambient temperature.

The engine is factory set to meet ISO 3046 standard conditions:

Should the site conditions exceed the above conditions then the engine must be derated in accordance with the respective engine derating procedure.

Note: The maximum ambient temperature is the temperature that can occur during any day of the year according to records.

Should the actual site conditions be known before despatch then the engine will be derated at the factory, and a label attached to the engine to that effect.

Derating Procedure

The derating procedure is as described in the respective engine operation manual, together with the derating charts.

Note: The power stated on the test certificate is the maximum power to be derated by the percentage derate figure obtained from the respective derate chart.

Derating alternator

The derated power from the engine is the figure to be used when comparing the derated output from the alternator. The output from a generating set needs to be derated when the site conditions exceed the temperature and pressure conditions as those stated above for the engine.

Typical derating factors to be applied to the maximum alternator rating are as follows:

Total derating factor for the alternator is obtained by adding together the derate percentage for both temperature and altitude conditions.

Ambient temperature 25 °C (at the air inlet) 77°F

Barometric pressure 100 kPa

Conversion figure 100Kpa 1 bar

Atmosphere 110 metres

Ambient temperature (°C) Typical derate (%)

Up to 40 0

45 4

50 8.5

52 11

55 13.5

Altitude (metres) Typical derate (%)

Up to 1000 0

1500 4

2000 7.5

2500 11

3000 16


12 4000 Series

After derating the alternator, check that the derated alternator capacity (check with supplier) is still equal to or in excess of the derated engine power.


134000 Series

Starting, stopping and protection systems 13

Warning! Always fit an emergency stop button to ensure the engine can be stopped in the event of a malfunction.

Starting systems

There are several ways of starting an engine, the most common forms being by an electric or air motor(s) rotating the crankshaft via a gear drive.

The startability of the engine depends on the speed the crankshaft rotates before sufficient compression heat is generated to ignite the fuel.

Under cold starting conditions the cranking speed can be reduced drastically by the change in the viscosity of the lubricating oil. Hence the reason that the correct grade of lubricating oil must be used, to suit the site ambient temperature conditions, see Lubricating Oil Recommendation in the appropriate Engine Operation Manual. To keep the cranking speed high and the cranking time low it is essential that the batteries or air receiver(s) are kept fully charged.

Electric starting

The electric starter motor(s) is operated either manually or automatically from a 24 Volt (DC) battery supply. The battery capacity being determined by the ambient temperature in which the engine is to operate. Inrush and cranking current is specified on the relevant Technical data sheet.

Starter cables

The size of the starting cables (battery/starter and starter/battery) based on a 6 m length and stranded copper wire are:

Air starting

The air starter motor is operated either manually or automatically from a compressed air supply. The working pressure at the starter motor is 30 bar. The receiver should be sized to give up to 6 starts under normal starting conditions down to a minimum pressure of 17 bar.

The size of the receiver is estimated as follows:

NOTE: (Ar) For the 4006 = 450 litres

Based on the GALI type A25.

The air receiver should meet BS specification and be fitted with a safety valve, pressure gauge and manual drain valve.

Engine type Cable length (mm2)

4006-23 70

Ar X NSRC

dP=

Rc = Receiver capacityNs = Number of startsdP = Differential pressureAr = Free air requirement per start


13 4000 Series

Batteries

Warning! Personal protective equipment must be worn when topping up or changing electrolyte in the battery, and never near a naked flame.

The batteries should be mounted as near to the starter motor(s) as possible, to keep the cable length short and minimize the voltage drop.

The chosen position should allow for easy access for inspection and maintenance, and isolation from fire hazard and vibrations.

Before installation ensure that the manufacturers instructions regarding the initial commissioning of batteries are strictly adhered to.

Battery Installation

Polarity check

Make sure that the positive of the battery is connected to the positive connection of the system and the negative of the battery to the negative connection.

Caution: When coupling the batteries in series to give a higher voltage make sure that the positive of one is connected to the negative of the next battery.

Clean Connections

Clean the connecting terminals well before fitting on to the battery. Dirty or corroded terminals will cause bad contact to the battery and may result in affecting the starting current.

If the terminals are corroded, wipe over the affected parts with a solution of sodium carbonate or ammonia, dry off and finally smear over a film of petroleum jelly to prevent further corrosion. Make sure that the sodium carbonate solution or ammonia does not enter the cells.

Fitting into Battery Housing

When fitting the battery, ensure that it is secure without undue strain. The cables to the battery must have sufficient length and be flexible to prevent pulling and strain on the battery terminals. In clamping down, ensure that the clamps and bolts are not over tightened, otherwise the battery container may be damaged. Bolt the terminal connections tightly to the battery posts.

Inspection

The battery should be so installed that inspection and topping up is facilitated. The top of the battery and the surrounding parts should be kept clean and dry and free from oil and dirt. The maximum possible ventilation should be given, this is particularly important when the battery is in close proximity to the engine, leading to high battery temperature.

Battery charging alternator

Warning! Do not run engine with batteries disconnected as damage to the alternator may result.

The battery charging alternator and its regulator operate as a system to maintain the battery in a charged condition when the set is running. Operation is such that a flat battery will be charged in a minimum time and a healthy battery will be held in that condition by a trickle charge.

Note: For details of engine charging circuits refer to the engine operation manual.

Battery charger

The battery is normally charged by an engine driven alternator, which as long as the engine is running will give sufficient charge to fully maintain the battery capacity to cater for standard starting conditions. Under extremely cold starting conditions it may be necessary to increase the capacity of the battery.

An engine may be fitted with a static charger to replenish the battery when the engine is not running. This charger should be of the automatic float charge type fed from mains voltage.


134000 Series

Where an engine is fitted with both an engine driven alternator and a static charger a relay must be fitted to disconnect the static charger when the engine is running.

Starting aids

Jacket Water Heater(s)

In extreme cold ambient temperature conditions, besides changing to the correct grade lubricating oil, the engine may be fitted with a mains supply jacket water immersion heater(s), see Technical Data Sheet or the appropriate Engine Operation Manual for recommended size of heater(s)). Fitting a jacket water heater(s) caters for easier starting by keeping the engine water temperature between 25 - 50 °C (77 - 122oF).

Starting loads

When starting the engine it is recommended that the drive equipment be unloaded to make for easier starting of the engine only, and allow the engine to accelerate up to full speed and develop the rated power, before applying the load.

The above conditions are not always possible on driven equipment such as water pumps, compressors, stone crushers which could be on load from start-up. This type of driven equipment should be fitted with either a centrifugal clutch which can take-up the drive when the engine is developing sufficient power to coincide with the power required.

Load acceptance

In the case of a generating set the load that can be applied to the engine in one step at rated speed is limited.

The load acceptance is stated in the individual engine technical data sheet as percentage of the full rated load.

To achieve the above load it is essential that the engine is kept at its normal working temperatures by fitting heaters, and that the correct grade of lubricating oil is being used, see appropriate engine Operation Manual.

Stopping

The engine should be run for 3 minutes at normal speed on no load before stopping, to allow the engine to cool down adequately.

Protection system

To protect the engine from damage that could be caused by the following:

High water temperature

Low lubricating oil pressure

Overspeed,

The engine is fitted with suitable switches which, when a pre-determined setting is reached, operate the stop solenoid which will switch off the engine.

Air shut-off valve

Air shut-off valves may be fitted to provide positive shut-down protection against engine and alternator damage in the unlikely event of engine overspeed, due to governor malfunction, or any other cause such as combustible vapours being present in the intake air. Under such conditions the engine may overspeed in the vapour and air mixture even if the fuel is shut off.


144000 Series

Digital Electronic Governor 14

Introduction

The 4006-23 engine is fitted with a Heinzmann Pandaros digital speed governor for improved performance and functionality. This document gives an overview of the governor system and details of customer interface requirements.

The control system consists of the control unit, the actuator, the set point adjusters, the sensors and the connection cables. The actuator is connected to the engine injector linkage to control the amount of fuel injected.

The control unit is engine mounted within an IP55 enclosure.

Outline of System

A D1119

Actuator

RUN STATUSRUN STATUS

CAN COM MUNICATIONCAN COM MUNICATION

DCDC-- DESK DISPLAYSDESK DISPLAYS

GOVERNOR ERRORSGOVERNOR ERRORS

Laptop computer

ACCESSORIES•• Stop / runStop / run

•• SynchronisingSynchronising

•• Load sharingLoad sharing

•• Voltage matchingVoltage matching

•• Reactive load shareReactive load share

•• Speed rampSpeed ramp

•• Load rampLoad ramp

•• Soft load transferSoft load transfer

•• Isochronous rampIsochronous ramp

•• Power factor setPower factor set

•• M ains parallelM ains parallel

•• Island parallelIsland parallel

•• Group synchronisingGroup synchronising

•• Digital power controlDigital power control

GOVERNOR STATUS


14 4000 Series

Description of System

The electronic control unit is the heart of the system. At the core of the control unit is a powerful 16 bit microprocessor. The actual controller programme on which the processor operates is permanently stored in a FLASH-EPROM. The control unit compares the actual engine speed as measured by a magnetic pick-up on the flywheel with the desired speed and drives the actuator and hence the fuel input to the engine so that the actual engine speed matches the desired engine speed.

Engine boost pressure is measured and used to control fuelling for optimum performance and minimum smoke.

Additional inputs are available for engine temperature measurement, to give fuelling control against engine temperature and for connection of additional automatic load sharing and synchronising equipment.

A PC programme with special interface cable is used for initial setting of the governor parameters and system optimisation and fault finding.

A CAN bus is available for connection to digital load sharing and synchronising equipment and future monitoring of the system.

If a sensor or the actuator is at fault, an alarm is issued and there will be an engine shutdown. Internal errors get detected also and they will be stored as all other failures. All failures can be read out with an external PC or laptop computer.

To optimize the dynamics for every operating point, the PID parameters are corrected in dependence of speed, temperature and load by means of stability maps. Proportional, Integral and Derivative gain values can be modified from the service tool.

An overspeed point is programmed into the governor. If this point is exceeded, the governor will issue an alarm and the actuator will fully pull to the stop position.

Note: An external overspeed protection device must always be used in addition to the internal overspeed.


144000 Series

Specification of Governor system

Supply voltage 24 V DC

Min. voltage 9 V DC

Max. voltage 33 V DC

Max. ripple voltage max. 10% @ 100 Hz

Current consumption max. 11 A for max. 60 Seconds

Permissible voltage dip at maximum current consumption max. 10% at control unit

Fuse protection of governor 15 A

Current consumption of whole governor:

Iin steady state condition approx. 1 AOn change of load approx. 3 - 4 AMax. current approx. 4.5 A In current limitation approx. 2.5 A

EMC Directives

89/33/EWG, 95/54/EWGISO 11452-2: Frequency band F2, 60 V/mFunctional status BISO 7637-2: Frequency band F2, 60 V/mFunctional status BISO 7637-3: Frequency band F2, 60 V/mFunctional status BVDE 0879-3: Severity Level 4CE: EN 50081-2, EN 50082-2

All inputs and outputs are protected against reverse-voltage and short circuit to battery plus and minus.

Analogue inputs may be set to 0-5volts, 4-20mA or +/- 3volts in software

Digital input engine stop U0 < 2 V, U1 > 6.0 V,

Digital output failure lamp Isink < 0.3 A


14 4000 Series

Configuration

As dispatched from the factory, the engine will be configured in accordance with the Customers requirements determined from the Sales Order Process. The factory configurations are:

Speed

1500 Rev/Min, 1800 Rev/Min or switchable 1500/1800 Rev/Min

Droop/Isochronous

The default configuration will be isochronous operation. If the engine has been requested to run in droop, the desired percentage droop will also have been set.

External Speed Control Input

Single generator fixed speed

The default configuration is for an engine to operate in single generator mode i.e. not paralleled withany other generator. This mode has no provision for external speed control, speed will be fixed at 1500or 1800.

Single generator variable speed

This mode allows the loadshare input to be used with an external 5K potentiometer for manualspeed setting control. Note in this configuration, an external speed setting control MUST be connectedto enable the engine to run.

Parallel generator, Heinzmann LSU/Sync

This provides for connection to standard Heinzmann analogue load sharing and synchronizing unitsand the connections for this are designated A3, B3 and E3 as detailed below.

A3 Common connectionB3 Synchroniser inputE3 Load sharer input

In this configuration, the necessary load sharing/synchronizing inputs MUST beconnected to allow the engine to run.

Parallel generator other LSU/Sync

This configuration will be determined from discussion with the genset builder and is available to specialorder only if agreed by Perkins. The inputs may be +/- 3 volt, 0 to 5 Volt, 0 to 10 volt or 4-20mA forspeed/load control. In general, it will be the OEM responsibility to set the necessary parameters forthis mode, with the service tool.

Note: Any other configuration changes require the use of the Service Tool and special communications cable. Refer to the details below and Service Tool manual for information on other configurable parameters.


144000 Series

Changing the governor configuration

In order to change the engine governor configuration, it is necessary to use the Perkins 4000 Series Service Tool and special communications cable. The communications connector is accessible inside the governor box. A security ‘Dongle’ is also supplied which must be plugged into the PC parallel port before the software will work.

The various parameter settings for the above engine modes are detailed below.

Note: After changing some parameters, it is necessary to ‘Store parameters in governor’ and then power the governor down and power up again before the changes take effect.

Speed

The service tool configuration screen is shown below.

Single generator fixed speed

If the Generator Mode option button ‘Single generator fixed speed’is selected, the engine will run in isochronous mode at a fixed speed of 1500 or 1800 rev/min or be switchable between these speeds.

For single speed 1500 rev/min operation, parameter number SpeedFix1 is used to set the engine speed

For single speed 1800 rev/min operation, parameter number SpeedFix2 is used to set the engine speed

For switchable 1500/1800 rev/min operation, parameter SpeedFix1 is used to set 1500 rev/min and parameter SpeedFix2 is used to set 1800 rev/min.

Note: There may be hardware changes between 1500 rev/min and 1800 rev/min engines so these parameters must not be changed without reference to the factory. Any unauthorised changes will result in the engine warranty being void.

If the box LockedSwitchOn is ticked, the engine will be single speed, the speed being selected by the SpeedFix1Locked or SpeedFix2Locked option buttons.

A D1163


14 4000 Series

If the box LockedSwitchOn is not ticked, the engine is switchable speed from an external switch. When the engine speed of 1500 or 1800 is selected, various parameters such as overspeed settings are automatically adjusted to suit the selected engine running speed. The current overspeed setting is displayed on the screen but cannot be changed.

Single generator variable speed

Droop

For manual parallel operation, droop mode is required with engine speed capable of being varied for synchronising and load sharing. This mode is selected by setting the Generator Mode to ‘Parallel generator variable speed with droop'.

When operating in droop mode, the following parameters must be set:

Droop Set to required percentage droop - there are separate droop settings for 1500 and 1800 rev/min, the 1800 rev/min settings being labelled Droop2.

DroopRefLoTo set this parameter, with the governor powered up and the engine running at no load, read parameter ActPos from the Speed Governor - Adjustment tab as shown below and enter this value into parameter DroopRefLo.

DroopRefHi To set this parameter, with the governor powered up and the engine running at full load, read parameter ActPos and enter this value into parameter DroopRefHi.

Setting DroopRefLo and DroopRefHi in this way ensures that the percentage droop set is accurate.

DroopSpeedRef Set this parameter to the nominal running speed of the engine i.e. 1500 or 1800 rev/min.

The analogue input which will be used for the external speed control must now be set up. To do this, select the Configuration - Load Control tab. The following screen will be displayed.

ADC1 This parameter enables selection of the type of analogue input required. The setting are:

1 For 0-5 volt input

2 For 0 to 22.7 mA input

A D1164


144000 Series

3 For 0 to 10 volt input

For external speed control from a 5K potentiometer, select 0 to 5 volt.

AnalogIn1_RefLo

This sets the lowest value the analogue input will accept as a valid input. For an external potentiometer speed control, this should be set to 0.

Analogln1_RefHi

This sets the highest value the analogue input will accept as a valid input. For an external potentiometer speed control, this should be set to 5.

Analogln1_ErrorLow

This sets the low input level at which an error will be generated.

Analogln1_ErrorHigh

This sets the high input level at which an error will be generated.

Analogln1_Filter

This sets the filter level, it is not normally necessary to change this value.

The remainder of the settings on this screen determine what happens in the event of an error on the speed input i.e. store last valid value or use a substitute value.

Continued


14 4000 Series


If the Generator Mode - ‘Parallel generator’ is selected, the screen changes as follows to allow selection of ‘Heinzmann LMG/Syg’ or ‘Other’.

If Heinzmann LMG/Syg is selected, the Load Control and Synchroniser inputs are automatically set to the correct values and no other adjustments are required.


There are many possible variations of load sharing and synchroniser unit input requirements, some may only require one input whereas others may require two inputs. This section therefore simply details the inputs available and the possible settings.

For this mode, the Generator Mode must be set to ‘Parallel Operation’ and the LSU/Sync mode set to ‘Other’. The ‘Load Control’ and ‘Synchroniser’ tabs allow the two analogue inputs to be set as described for the variable speed option above.

The ‘Load Control’ tab allows setting of the Analogue 1 input parameters and the ‘Synchroniser’ tab allows setting of the Analogue 2 input parameters as detailed below.

Note: The range of the external speed control may be limited by parameters SpeedMin and SpeedMax. These can be changed if required.

The remainder of the settings on this screen determine what happens in the event of an error on the speed input i.e. store last valid value or use a substitute value.

For use with digital load sharing/synchronizing units, refer to the factory.

A D1165


144000 Series

Load Control Settings

ADC1_Type

This parameter enables selection of the type of input required to analogue input 2. The settings are:

1 0 to 5 volt input

2 0 to 10 volt input

3 4 to 20mA input

Analogln1_RefLow

This sets the lowest value the analogue input 1 will accept as a valid input.

Analogln1_RefHigh

This sets the highest value the analogue input 1 will accept as a valid input.

Analogln1_ErrorLow

This sets the low value at which the analogue 1 input signal will give an error, e.g. if AnalogueIn1_RefLo was set at 0.5 volt, AnalogIn1_ErrorLo could be set at 0.3 volt. This enables detection of an open circuit or faulty input signal.

Analogln1_ErrorHigh

This sets the high value at which the analogue 1 input signal will give an error, e.g. if AnalogueIn1_RefHi was set at 4.5 volt, AnalogIn1_ErrorHi could be set at 4.7 volt. This enables detection of a faulty input signal.

LoadControlFactor LoadControlReference

If using analogue input 1, these two parameters set the range of the external speed control and the reference % for nominal speed i.e. if 1500 rev/min is the nominal running speed and speed variation of +/- 5% speed variation is required, set LoadControlFactor at 10% and LoadControlReference at 50%

A D1168


14 4000 Series

Synchroniser Settings

ADC 2_TypeThis parameter enables selection of the type of input required to analogue input 2. The settings are:

1 0 to 5 volt input

2 0 to 10volt input

3 4 to 20mA input

AnalogIn2_RefLowThis sets the lowest value the analogue input 2 will accept as a valid input.

AnalogIn2_RefHighThis sets the highest value the analogue input will accept as a valid input.

AnalogIn2_ErrorLowThis sets the low value at which the analogue 2 input signal will give an error, e.g. if AnalogueIn2_RefLow was set at 0.5 volt, AnalogIn2_ErrorLow could be set at 0.3 volt. This enables detection of an open circuit or faulty input signal.

AnalogIn2_ErrorHighThis sets the high value at which the analogue 2 input signal will give an error, e.g. if AnalogueIn2_RefHigh was set at 4.5 volt, AnalogIn1_ErrorHigh could be set at 4.7 volt. This enables detection of a faulty input signal.

SynchronFactor SynchronReferenceIf using analogue input 2, these two parameters set the range of the external speed control and the reference % for nominal speed i.e. if 1500 rev/min is the nominal running speed and speed variation of +/- 5% speed variation is required, SynchronFactor at 10% and SynchronReference at 50%.

A D1166


144000 Series

Additional Programmable Parameters

This section details other parameters available and gives an explanation of the parameter function and, where applicable, setting procedure.

These parameters are available on the Configuration - Engine tab.

Engine Configuration

SpeedMin1 & SpeedMin2These set the minimum speed which the engine can be run at.

SpeedMax1 & SpeedMax2These set the maximum speed the engine can run at.

Engine Stop

Switch or ImpulseIf this is set to switch, engine stop is active only as long as the stop command is coming in else if this is set to Impulse, engine stop is active by a single switchingpulse until the engine stops.

Close or OpenIf this is set to Open then opening the stop switch will stop the engine. If this is set to Close then closing the stop switch will stop the engine.


14 4000 Series

Adjustment of PID parameters

The engine is supplied with default governor PID (Proportional, Integral and Derivative) gain parameters which will give stable operation with the majority of engine-alternator combinations. If any instability occurs with a particular engine-alternator combination, it will be necessary to change the governor PID values as described below

The PID parameters are available on the Adjustment - Speed Governor tab.

To set these parameters, the engine is started and run up to the working point for which the adjustment is to be made. As a rule, this working point will be at rated speed and off-load. For optimization of the PID parameters, proceed by the following steps:

! Increase the P-factor Gain until the engine tends to become unstable. Then, decrease the P-factor again until the speed oscillations disappear or are reduced to a moderate level.

! Increase the I-factor Stability until the engine passes over to long-waved speed oscillations.

! Increase the D-factor Derivative until the speed oscillations disappear. If the oscillations cannot be eliminated by the D-factor, the I-factor will have to be reduced.

With these values set, disturb engine speed for a short moment (e.g., by shortly operating the engine stop switch) and observe the transient response. Continue to modify the PID parameters until the transient response is satisfactory.

Continued

A D1167


144000 Series

PID Maps

Since the PID values which give optimum performance are different for various load values (In general, gains may be greater with increasing load), The governor gains are mapped, gain vs load. These maps are created during the engine development process but can be changed using the service tool.

There are two sets of PID maps, one for speed determined by parameter SpeedFix1 and one for speed determined by parameter SpeedFix2.

To adjust the maps if required, on the Adjustment - Speed governor screen, click the PID Map ‘Open’ button and then click the ‘Edit’ button on the map screen. For fixed speed engines, only the first column is used. If necessary, change the gain entry against the actuator position(Y axis) where the instability is occurring. The values are percentages, i.e. 100 represents 100% and does not change the basic PID values.

Continued

A


14 4000 Series

Speed Ramps

Speed ramps are not normally used in generating set applications but for pump sets, for example, it may be desired to have a slow ramp in speed from idle to full speed.

To achieve this, the control provides ramps to retard acceleration. The delay rate of increasing or decreasing the set value can be adjusted separately in either direction. Furthermore, it is possible to decide on the type of speed ramp by means of the parameter

The ramp functions are activated by ticking the SpeedRampOn box on the Configuration - Engine tab.

Fixed Speed Ramp

To use the fixed speed ramp, select the Fixed Ramp option button. With the fixed speed ramp, the rate by which the setpoint is delayed will be the same across the entire speed range. The ramp rates for ramping upward and downward can be separately set by means of the parameters under SpeedRamp1.

SpeedRampUp Ramp rate for upward rampSpeedRampDown Ramp rate for downward ramp.

The unit of these parameters is speed increase resp. speed decrease per second (revolutions per minute per second = rpmps). If ramping is desired in one direction only, the maximum value (4000 rpmps) is to be entered for the other direction.

The speed set point as delayed by the ramp can be viewed by the parameter SpeedSetpRamp. The parameter SpeedSetpSelect represents the speed set point that the ramp is supposed to arrive at.

Programming Example:Speed is supposed to rise from 1,000 rpm to 1,500 rpm in the course of 20 seconds. This is equivalent to an increase of speed of 500 rpm within 20 seconds or of 25 rpm per second. Deceleration is to work without ramp.

Activation:SpeedRampOn tickedFixed Ramp selected

Note: When setting speed ramps, parameters SpeedMin1 and SpeedMin2 should be set to the same value and SpeedMax1 and SpeedMax2 should be set to the same value.

Continued

FixedRamp Fixed speed ramp

Sectional Ramp Sectional speed ramp

Parameter Value Unit

SpeedRampUp 25 rpmps

SpeedRampDown 4000 rpmps


144000 Series

Sectional Speed Ramp

For certain applications, it is desirable that the ramping rate be not the same for the entire speed range. To achieve this, the control offers the option to split the whole speed range up into 3 sections and to set the ramping rate for each respective section separately. This also means that the ramping rate will depend on the current set point value 2031 SpeedSetp.

Speed Profile of Sectional Speed Ramp

The kink points where the ramping rate is to change are determined by these parameters:

SpeedRamp2 - SpeedSwitchToRamp Change of rate from section 1 to section 2SpeedRamp3 - SpeedSwitchToRamp Change of rate from section 2 to section 3

The different ramping rates by which the set point is to be delayed within the respective sections are set by means of the following parameters:

SpeedRamp1 - SpeedRampUpRamp rate for ramping upward in section 1SpeedRamp1 - SpeedRampDownRamp rate for ramping downward in section 1SpeedRamp2 - SpeedRampUpRamp rate for ramping upward in section 2SpeedRamp2 - SpeedRampDownRamp rate for ramping downward in section 2SpeedRamp3 - SpeedRampUpRamp rate for ramping upward in section 3SpeedRamp3 - SpeedRampDownRamp rate for ramping downward in section 3

The unit of these parameters is again given by speed increase or speed decrease per second. The ramps are enabled by ticking the SpeedRampOn box, selection of the sectional speed ramp is made by selecting SectionalRamp option button.

When only two ramp sections are to be provided the switch point 2 represented by parameter SpeedRamp3 must be set to maximum speed value.

Continued

SPEED[rpm]

TIME [s]

Maximum speed<12>

Switch point 2<237>

Switch point 1 <236>

Mimimum speed<10>

Range 3 forramp rates<234>,<235>



A D1121


14 4000 Series

The speed set point as delayed by the ramp can be viewed by the parameter SpeedSetpRamp. The parameter SpeedSetpSelect represents the speed set point that the ramp is supposed to arrive at.

Programming Example:The upward ramping rate between minimum speed and 800 rpm is supposed to be 100 rpmps, and speed reduction is to be performed as fast as possible. The upward ramping rate between 800 rpm and 1200 rpm is to be 50 rpmps, the downward ramping rate 40 rpmps. Between 1200 rpm and maximum speed both the upward and downward rates shall be 20 rpmps.

Parameter Value UnitSpeedRamp1 - SpeedRampUp 100 rpmpsSpeedRamp1 - SpeedRampDown 4000 rpmpsSpeedRamp2 - SpeedRampUp 50 rpmpsSpeedRamp2 - SpeedRampDown 40 rpmpsSpeedRamp3 - SpeedRampUp 20 rpmpsSpeedRamp3 - SpeedRampDown 20 rpmpsSpeedRamp2 - SpeedSwitchToRamp 2800 rpmSpeedRamp3 - SpeedSwitchToRamp 1200 rpm

Activation:SpeedRampOn tickedSectionalRamp selected


144000 Series

System Wiring

The cables between the control box, actuator, boost pressure sensor and speed pick-up are provided and fitted by Perkins.

A 4 metre long cable with connector at the control box end is available as an optional extra for external connections to the unit. This cable may also be supplied by the OEM.

G overnorActua to r

BoostP ressureSensor

2 P inD ig ita l G overnorC ontro l Box

M agnetic P ickup

B+

B-

Ru

n/S

top

SC

R E3

A3

B3

0V +5V

150

0/18

00

Ala

rm

O p tiona l cab le harness for custom erconnections

4 M etre leng th

SC

N

CA

N H

CA

N L

A D1122


14 4000 Series

External Connections – Perkins supplied cable

B+ 24 volt battery positive supply to governor. A 15 amp fuse or circuit breaker must be fitted in this circuit for over current/short circuit protection.

B- 24 volt battery negative supply to the governor.

Run/Stop - A switch connected from this wire to + 24V will enable the engine to run when closed and will stop the engine when open. This is the preferred method of normal stop. If this is not required, link the Run/Stop wire to + 24V

A3 - Common for synchronizer/load sharer input

B3 - Synchroniser input. This may be used for speed control signal from an analogue synchronizer or other external speed control depending on the configuration as described above. For fixed speed engines, no connection is required.

E3 - Load sharer input. This is for connection to a Heinzmann analogue load sharing unit. For fixed speed engines, no connection is required.

0V & 5V - This is a 5 volt supply for an external speed setting potentiometer for single generator variable speed configuration. For fixed speed engines, no connection is required.

1500/1800 - A switch connected from this wire to + 24V will enable the engine to be switched between 1500 Rev/Min and 1800 Rev/Min speeds when switchable 1500/1800 Rev/Min running is configured. For single speed engines, no connection is required. Switchable 1500/1800 Rev/Min engines will default to 1500 Rev/Min if no connection is made.

Alarm - This is a digital output to indicate a fault on the governor system. Connect a lamp or relay between this connection and + 24V for indication of fault condition. It is necessary to use the service tool to establish the reason for the fault indication.

SCR - This is the cable screen which is connected to the metalwork of the connector at the control box end for EMC requirements.

CAN+, CAN - CAN bus connections for digital load sharing/synchronizing (Where fitted).

B+ B-

Run

/Sto

p

SC

R E3

A3

B3

0V +5V

1500

/180

0

Ala

rm

CA

N +

CA

N -

SC

N

A D1123


144000 Series

External connections – Control box connector

For description of external connections, see above.

Connection Details

Cable Sizes

Battery supply cables must be 1.5 mm2 minimum up to a maximum length of 7 metres. All other cables 0.5 mm2 minimum.

GHJLEF C D P

Ala

rm+5VB

-

B+

Run

/Sto

pE

3

B3

A3

M

0V

1500

/180

0

14 Pin OEM Connector

K A B

SC

NC

AN

HC

AN

L

N

B D1124

+5VB-

B+ E3

B3 A3

0V

SC

N

CA

N H

CA

N L

External analogue speedcontrols (If required)

See below for connectionoptions

CAN connections fordigital load sharing/

synchronising if required

GHJLEF C D P

Ala

rm la

mp

M15

00/1

800

switc

h

14 Pin OEM Connector

K A BN

Run

/Sto

p sw

itch

(Lin

k if

not f

itted

)

15A

fuse

C D1125


14 4000 Series

Alternative Connections for Speed Setting Inputs

Single Generator Variable Speed

Connect 0V and 5V to the potentiometer and the slider of the potentiometer to E3.


Connect A3, B3 and E3 wires as shown.

For equivalent connections on the analogue Theseus unit see Heinzmann literature.


A D1126

5k 10 turnpotentiometer

0V E3 5VSCN

16A 17

SynchroniserSYG02

15 16 14

Load Measuring UnitLMG 03-S2

A3 B3 E3SCN

B D1127

A3 B3

To externalspeed setting

voltage/current

+-

C D1128


154000 Series

Control panels for generating sets 15

The control panel can vary in design depending upon the set specification, it will normally include the engine starting/stopping circuit and the alternator instrumentation. In the case of floor or wall mounted control panels, the cabling between the generating set and the control panel will need to be supplied and installed by others, see page 116. Start and stop procedure is identical to that for generating set mounted panels.

Warning! Wiring between the generating set and control panel, and mains supply must be performed by a competent electrical engineer.

Control panel with manual start

The manual start panel normally incorporates a key switch for starting and stopping the engine via the normal electric starting and stopping solenoid circuits.The panel also incorporates an ammeter, voltmeter and an alternator circuit breaker.

Engine instruments are normally mounted on a separate engine mounted panel although some sets may incorporate some engine instruments in the alternator panel. The control panel will also incorporate lamps (or other indication) associated with the automatic protection equipment for low oil pressure and high engine temperature.

Generator mounted panels will normally have all electrical wiring connections made to the engine and alternator. The only cabling to be done will be the output cabling from the circuit breaker in the panel to the load. The panel is mounted either on the generating set or on the wall or floor, depending on the overall size.

A typical set mounted control panel (A). On larger sets the control panel will be floor or wall mounted.

A D1095

1 - CIRCUIT BREAKER2 - FREQUENCY METER3 - AMMETER4 - VOLTMETER5 - KET START MODULE (FAULT LAMPS BUILT IN)6 - AMMETER - VOLTMETER SELECTOR SWITCH7 - CHARGE AMMETER8 - HOURS RUN9 - OIL PRESSURE GAUGE10 - WATER TEMPERATURE GAUGE

7

8

9

10

4 3 2

6 51


15 4000 Series

Protection module

Since generating sets can be Ieft unattended for long periods it is essential that the set is fitted with automatic protection which on receiving a signal from the protection switches will stop the engine.

Automatic protection circuitry is incorporated in all control panels as standard and may be in the form of a protection module.

Automatic start control panel

An automatic start control panel is normally supplied to be used in conjunction with the alternator circuit breaker, alternator instrumentation and change over contactors supplied by others.

The automatic start control equipment will start and stop the engine (or generating set) upon receiving a signal from a remote position. Upon receiving the signal the engine will automatically start and run up to speed and continue running until the remote signal is cancelled.

Protection for the alternator output or contactors are normally supplied by others although the alternator circuit breaker may sometimes be incorporated in the automatic start control panel, depending on the cabling route.

A three attempt start circuit is included in some automatic start control panels.

The engine instruments are usually incorporated on a panel mounted on the engine although may sometimes be incorporated into the automatic start control panel.

Note: The engine should be run for 5 minutes at normal speed on ’No Load’ before stopping to allow the engine to cool down adequately.

A suitable timer should be included in the circuitry to cater for the above requirement.

A typical automatic start system (A).

Automatic mains failure (AMF) control panel

This type of control panel is designed to start the set automatically on failure of the main supply.

The (AMF) control panel incorporates automatic starting and automatic protection circuits and usually also includes the automatic change over contactors (automatic circuit breakers on larger sets).

It may sometimes include engine instrumentation in addition to the circuitry associated with the particular set application i.e. stand-by operation.

This type of generating set is used where continuous power supply is essential such as in hospitals, hotels, public buildings, protecting valuable information in computers, avoiding disruptions in telephone and radio communications, continuous processes in the manufacturing industries or any application where an alternative power supply is needed. When operating change over contactors or circuit breakers within the panel in automatic mode either the mains supply or the generator output must be connected to load.

The panel also has provision for manually starting and stopping the generating set for test purposes.

D1096A

ENGINE

BATTERYCHARGER

ENGINEAUTOMATIC

STARTEQUIPMENT

ALTERNATOR

ALTERNATOR OUTPUT

STARTSIGNAL

BATTERYCHARGERSUPPLY

PROVIDED BY OTHERS

CABLING AND CIRCUITBREAKER OR CONTACTOR,SUPPLIED BY OTHERS


154000 Series

When the generating set is started under manual control the change over contactors will ‘Not’ operate and the set will run on no load.

Note: The engine should be run for 5 minutes at normal speed on ‘No Load’ before stopping to allow the engine to cool down adequately.

A suitable timer should be included in the circuit to cater for this requirement.

A typical automatic mains failure system (A).

A typical automatic start/main failure control panel (B).

The automatic start/main failure control panels are normally wall/floor mounted and are usually designed to allow access from the front of the control equipment. Also there is provision for the entry and exit of power and control cables in the base.

D1097A

ENGINE

BATTERYCHARGER

ENGINEAUTOMATIC

STARTEQUIPMENT

ALTERNATOR

ALTERNATOROR VOLTAGEDETECTOR

MAINSMONITORING

UNIT

METERING

ALTERNATORCONTACTOR

MAINSCONTACTOR

LOAD

MAINSSUPPLY

B D1098

1.

2.

LOML BCOL LOAL

V A1 A2 A3 CA

VSS ECS FM C1

ERL FTSL LOPL HWTL OSL OLL

PB1 PB2 PB3

PB4

HOA

CABLE ENTRY CAN BE ARRANGED TO SUITSPECIAL REQUIREMENTSPANEL DIMENSIONS MAY VARY WITHOUTPUT RATING

A.BCOL.CA.CI.ECS.ERL.FM.FTSL.HOA.HWTL.LOAL.LOML.LOPL.OLL.OSL.PB1.PB2.PB3.PB4.V.VSS.

---------------------

LOAD AMMETERSBATTERY CHARGER ON LAMPBATTERY CHARGER AMMETERBATTERY CHARGER ISOLATORENGINE CONTROL SWITCHENGINE RUNNING LAMPFREQUENCY METERFAIL TO START LAMPHAND-OFF-AUTO SWITCHHIGH WATER TEMPERATURE LAMPLOAD ON ALTERNATOR LAMPLOAD ON MAINS LAMPLOW OIL PRESSURE LAMPOVERLOAD LAMPOVERSPEED LAMPSTART PUSHBUTTONSTOP PUSHBUTTONRESET BUTTONEMERGENCY STOP PUSHBUTTONVOLTMETERVOLTMETER SELECTOR SWITCH


15 4000 Series

Parallel operation

General

The paralleling of generating sets is necessary when loads greater than the output available from one set have to be met, or to make use of a stand-by set without interrupting the normal supply.

Before a generating set can be connected in parallel with another generating set or with the mains supply the following conditions must be checked:

Phase sequence

Phase coincidence

Equality of voltages

(Equality of frequency

Typical paralleling system (A)

Phase sequence

The Phase sequence of each power supply to be paralleled must rotate in the same order, i.e. Red, yellow and blue the rotation must be checked with a phase-rotation meter. Most generating sets are 3 phase 4 wire output and the outgoing terminals are colour coded standard red, yellow, and blue or marked ‘U’,’V’ and ‘W’. The connections to the bus bars must be identical for each set, this must be checked using a phase rotation meter before any steps to effect paralleling are taken.

Phase coincidence

Each phase must be ‘in-phase’ with any other supply to which it is being paralleled. This is obtained by running the incoming set up to speed and checking the phase coincidence by synchroscope or paralleling lamps. A simple arrangement of lamps for 3 phase alternator (B).

Three sets of lamps suitable for line voltage are connected across the main switch of the incoming machine. Two sets are cross connected while a third is directly across the switch. When the lncoming switch has a frequency slightly different from that of the running machine, the three lamps slowly brighten and darken in cyclic succession in a direction which depends on whether the incoming machine is running fast or slow.

Adjustments of the speed regulator of the incoming generating set should be made until the lamp connected directly across the switch is dark while the other two are at maximum brightness indicating that the sets are synchronised.

Equality of voltages

The voltage of each supply must be identical. The generating set control panel should have a voltage trimmer to ensure the voltages are identical to each other. This is to be checked and corrected by the voltage trimmer on the control panel before switching the set to parallel.

D1098A

BUSBARS

FAST

SLOW

SYNC.LAMPS

PLUGS & SOCKETS

No.2INCOMING MACHINE

No.1ON LOAD

MAINSWITCH

SYNCHRONISEWHEN TOPLAMP IS DARKAND OTHERSARE BRIGHT


154000 Series

Equality of frequency

The frequency of each supply must be identical. The generating set control panel should have a speed/frequency trimmer to ensure the frequencies are identical to each other.

Generating sets for parallel operation must have the same governor characteristics regarding speed droop with load depending upon the rating of the sets.

The speed droop will affect the load sharing of the generating set.

Note: When the above conditions are met the generating sets will be suitable for synchronising (paralleling) together provided that the load applied to each supply is within the capacity of each supply and is a constant load. When the load changes, each set must share the load in proportion and also maintain the four conditions referred above.

Automatic synchronising and load sharing

For unattended operation, generating sets may be supplied with automatic synchronising and load sharing equipment to parallel sets with each other or the mains.

Since these systems are individually designed for each application refer to the specific information supplied with the generating set where this equipment is incorporated.

A typical scheme of 2 sets automatically synchronising (B).

B D1129

EN

GIN

E N

o.1

BATTERYCHARGER

AUTOMATICSYNCHRONISER

SPEEDSENSOR

LOADSENSOR

ALTERNATORVOLTAGEDETECTOR

ENGINECONTROLCHASSIS

AUTOMATICSYCHRONISER

LOAD LOAD LOADLOADCONTROLLERS

EQUALISING LINK

EQUALISING LINKALTERNATORNo.1

ALTERNATORNo.2

EN

GIN

E N

o.2

BA

TT

ER

IES

ENGINECONTROLCHASSIS

BATTERYCHARGER

MAINSMONITORINGUNIT

MAINS CONTACTOR

ALTERNATORCONTACTOR

MAIN

ALTERNATOR No.2CIRCUIT BREAKER

ALTERNATOR No.1CIRCUIT BREAKER

SPEEDSENSOR

LOADSENSOR

ALTERNATORVOLTAGEDETECTOR

BA

TT

ER

IES


15 4000 Series

Cabling

Warning! Fitting of cables must be carried out by a competent electrician.

Main power cables

The main power cables for the generating set must be of adequate size to suit the output of the generating set (including the 10% overload capacity). When calculating the cable size, allowance must be made for the type of cable being used, voltage drop, ambient temperature, installation method and insulation material. The cable manufacturers tables should then be consulted to establish the size of cable required.

If single core cables are used the rating of these cables will be reduced if they are bunched together.

Attention is drawn to the fact that the generating set is on resilient mountings and therefore no solid conduit or pipe connections should be made but some flexible system should be used. For main power cables between the generator and control panel we recommend the use of EPS/CPS sheathed single core flexible cable of the appropriate size. Soloidal, lead sheathed or steel wired armoured (PVC, SWA PVC) cables must not be used.

For larger sizes of generating sets it will be necessary to use several cables per phase. Suitable gland plates are provided on the alternator and control panel, and these are normally supplied undrilled. If single core cables are used, the gland plate should either be of non-ferrous material or slots should be cut between the cable entry holes. When the 3 phase loads are well balanced across the phases, it is normally permissible to use a neutral conductor that is smaller than the phase conductors but the size of the neutral conductor should not normally be less than half the size of the phase conductors.

The ends of power cables must be fitted with suitable lugs which should be crimped with the correct crimping tool. To ensure a good connection onto the alternator and control panel terminals the correct size of bolts with flat and spring washers should be used.

Power cables must be adequately supported throughout their length but at the alternator end provision must be made to allow for the movement of the generating set which occurs when starting and stopping.

The generating set must be adequately earthed, "Earthing" on page 116.

Where cables enter the alternator and control panel smooth bore bushes or the correct cable glands must be fitted to prevent damage to the cables at this point.

Earthing

Electric generating sets and their associated control and switch gear panels must be earthed before being put into service.

The following is a guide to general earthing requirements, but reference should be made to I.E.E. regulations in countries where these apply, or to the local wiring regulations where they do not. The local supply authority may also have regulations that have to be complied with.

An earthing system is made up of an earth electrode, earth lead, earth terminal and an earth continuity conductor. The earth electrode is usually one or more copper clad steel rods driven into the ground. (Neither water nor gas mains used separately or bonded together are acceptable as an earth electrode).

The earth lead is a copper conductor of sufficient cross-section area, connecting the earth terminal to the earth electrode. The size of the conductor may be obtained from the I.E.E. Regulations.

The point of connection of the earthing lead to the earth rod(s) should be protected from accidental damage, but also be accessible for inspection. A label indelibly marked with the words ‘Safety Electrical Earth - Do Not Remove’ in legible type not less than 4,75 mm high shall be permanently fixed at the point of this connection. The earth terminal is a terminal situated adjacent to the generator main circuit breaker to which all the earth continuity conductors are terminated.

The earth continuity conductor is a conductor that bonds all non current carrying metalwork in the installation to the earth terminal. Again the size of the conductor may be obtained from the I.E.E. Regulations.

All metalwork within the consumer’s premises, except current carrying parts, must be connected to the earth continuity conductor (E.C.C.). The E.C.C. shall be connected to the consumer’s earth terminal and the earth terminal shall be effectively earthed to an earth electrode. In premises where a mains supply exists in addition to the generator and if the consumer is the sole user of the supply authority’s transformer or is on a Protective Multiple Earthing (PME) system it is usual for the supply authority to give consent for the consumer’s earth terminal to be connected to the supply authority’s earth electrode.


154000 Series

Where a consumer shares a transformer with other customers, and if for any other reason, the supply authority refuses to consent to the connection of the generator earth to the supply authority’s earth electrode, where four-pole change over contactors are fitted, or where the generator is the sole source of supply, it will be necessary to install a separate earth electrode. Any water or gas supply mains should be bonded to the E.C.C. at a point as close as practicable to the point of entry to the consumer’s premises, providing that where there is an insulation section fitted the connection shall be made to the metalwork on the consumer’s side of the insulating section.

The number of rods that are required to form a satisfactory earth electrode is dependent upon the ground resistance. The earth loop resistance (of which the earth electrode resistance may part), must be low enough that in the event of an earth fault occurring, sufficient current will flow to operate the protection devices. (Fuses or circuit breakers). The fault path value may be found by using the formula set out in the I.E.E. regulations.

Any installation which is supplied by a mobile type of generator, for example, transportable or tractor-mounted, shall have independent earth electrodes connected to the earth continuity conductor and the neutral. Additionally, a detachable cable connection from the generator to the installation, with either bolted connections for phase, neutral and earth conductors or an appropriate rated shrouded plug and socket, is required. The flexible cable connections preferred are vulcanised rubber with PCP or TR sheath, vulcanised rubber insulated, with PCP sheath, or butyl rubber insulated with heat, oil resisting and flame retardant (HOFR) sheath. The plugs, sockets and cables shall comply with British Standards. The cables should be kept as short as possible and used uncoiled to avoid overheating.

It may be necessary to obtain official permission to connect the earth point of the generating set (and control panel) to an existing earth point.


4006 installation manual

Documents

technical

w1 l1

w2 l2

frequency

personal protective

spreader lifting

calcium hydroxide

l1 l2