Diesel Install

1

Perkins 4000 Series

DIESEL INSTALLATION MANUAL

Publication TSL4068.© Proprietary information of Perkins Engines Company Limited, all rights reserved.The information is correct at the time of print.Published in October 1997 by Technical Publications,Perkins Engines Company Limited, Tixall Road, Stafford, ST16 3UB, England.

Diesel Installation, October 1997

READ AND UNDERSTAND ALL SAFETY PRECAUTIONSAND WARNINGS MENTIONED IN THIS MANUAL.IMPROPER OPERATION OR MAINTENANCEPROCEDURE COULD RESULT IN A SERIOUS ACCIDENTOR DAMAGE TO THE EQUIPMENT CAUSING INJURY ORDEATH. NON-COMPLIANCE WITH THESEINSTRUCTIONS MAY INVALIDATE THE GUARANTEEOFFERED WITH THE ENGINE.MAKE QUITE CERTAIN THE ENGINE CANNOT BESTARTED IN ANY WAY BEFORE UNDERTAKING ANYMAINTENANCE PARTICULARLY IN THE CASE OFAUTOMATICALLY STARTING GENERATING SETS.

WARNING

INTRODUCTION

Diesel Installation, October 1997 1

The information contained within this publication provides installation data for all 4000 SeriesDiesel Engines produced by Perkins Engines (Stafford) Ltd for industrial applications. Thisdata supersedes the information given in the Installation Manual Publication No. TL68.

THE PURPOSE OF THIS INSTALLATION MANUAL IS TO PROVIDE THE USER WITHSOUND GENERAL INFORMATION FOR INSTALLING AN ENGINE/GENERATING SETWITHIN AN ENGINE ROOM FACILITY. IT IS FOR GUIDANCE AND ASSISTANCE IN THEAPPLICATION OF AN ENGINE WITH RECOMMENDATIONS FOR CORRECT AND SAFEPROCEDURE. PERKINS ENGINES (STAFFORD) LIMITED CANNOT ACCEPT ANYLIABILITY WHATSOEVER FOR PROBLEMS ARISING AS A RESULT OF FOLLOWINGRECOMMENDATIONS IN THIS MANUAL.

It is essential that all relevant safety precautions are adhered to both with regards to machineryand personal protection. Safety symbols refer to Safety Precautions insert.

The information contained within the manual is based on such information as was availableat the time of going to print. In line with Perkins Engines (Stafford) Limited policy of continualdevelopment and improvement, information may change at any time without notice. The usershould therefore ensure that before commencing any work, he has the latest informationavailable.

Users are respectfully advised that it is their responsibility to employ competent persons tocarry out 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 anydiesel engines due to their potentially dangerous nature.

Careful reference should also be made to other Perkins Engines (Stafford) Limited literature,in particular the Product Information Folder and Engine Operation Manuals.

Should you require further assistance in installing the engine/generating set, the following maybe contacted:-

- Applications Department- Service Department

Perkins Engines (Stafford) LimitedTixall RoadStaffordST16 3UBEngland

Tel: (01785) 223141Fax: (01785) 215110

Publication TSL4068Published by the Technical Publications Department, Stafford.© 1997 Perkins Engines (Stafford) Limited.

CONTENTS


DESCRIPTION PageINTRODUCTION .. .. .. .. .. 1CONTENTS .. .. .. .. .. 3 - 6PHOTOGRAPHS .. .. .. .. .. INSERTSAFETY PRECAUTIONS .. .. .. .. INSERT

BRIEF DESCRIPTION OF ENGINES .. .. .. 7 - 8OVERALL DIMENSIONS AND WEIGHT .. .. .. 9 - 10LIFTING EQUIPMENT FOR ENGINES .. .. .. 11

MOUNTING OF ENGINE & DRIVEN UNIT.. .. .. 12ENGINE MOUNTINGS .. .. .. .. 12UNDERBASE ENGINE BEARERS .. .. .. 12TYPE OF FOUNDATIONS .. .. .. 12SUB SOIL .. .. .. .. .. 13FIXED CONCRETE BLOCK .. .. .. 13INSTALLATION PROCEDURE ON CONCRETE BLOCK .. 15GROUTING .. .. .. .. .. 16TRENCHES .. .. .. .. .. 16CONCRETE RAFT .. .. .. .. 16FLOATING CONCRETE BLOCK .. .. .. 16RIGID MOUNTINGS .. .. .. .. 18FLEXIBLE MOUNTINGS .. .. .. .. 19 - 20ANTI-VIBRATION MOUNTINGS .. .. .. 21 - 22ALIGNMENT PROCEDURES .. .. .. 23 - 27

TORQUE SETTINGS .. .. .. .. 28

ENGINE ROOM LAYOUT .. .. .. .. 29INSTALLATION GUIDELINES .. .. .. 29INITIAL CONSIDERATIONS .. .. .. 30TYPICAL WATER COOLED ENGINE ROOM LAYOUT .. 31VENTILATION - ENGINE ROOM .. .. .. 32 - 34DUCTING AGAINST PREVAILING WIND .. .. 35VENTILATION - TROPICAL CONDITIONS .. .. 36FORCED VENTILATION - REMOTE MOUNTED RADIATOR 37 - 38ALTERNATOR/ENGINE RADIATED HEAT .. .. 39 - 40TYPICAL MULTIPLE ENGINE INSTALLATION .. .. 41TYPICAL MULTIPLE ENGINE INSTALLATION (REMOTE RADIATOR) 41

CONTENTS

4 Diesel Installation, October 1997

PageCOOLING SYSTEMS .. .. .. .. 44

RADIATOR .. .. .. .. .. 45FAN PERFORMANCE .. .. .. .. 45REMOTE MOUNTED RADIATOR .. .. .. 45 - 46FILLING THE COOLING SYSTEM .. .. .. 47DRAINING THE COOLING SYSTEM.. .. .. 47HEAT EXCHANGER COOLING .. .. .. 48 - 49COOLING TOWER .. .. .. .. 49TWO SECTION RADIATOR (CHARGE COOLED ENGINES) 50 - 51AIR TO AIR CHARGE COOLING .. .. .. 52ANTIFREEZE PROTECTION .. .. .. 52WATER TREATMENT .. .. .. .. 52

EXHAUST SYSTEM.. .. .. .. .. 54BACK PRESSURE - LIMITATION .. .. .. 54INSTALLATION .. .. .. .. 54FLEXIBLE ELEMENT .. .. .. .. 55EXPANSION .. .. .. .. .. 56EXHAUST OUTLET POSITION .. .. .. 56MULTIPLE EXHAUST OUTLETS .. .. .. 57CONDENSATE DRAIN .. .. .. .. 57LAGGING .. .. .. .. .. 57EXHAUST SILENCERS .. .. .. .. 58BACK PRESSURE - CALCULATIONS .. .. 59 - 63NOISE ATTENUATION - EXHAUST .. .. .. 64 - 67

ENGINE BREATHER .. .. .. .. 68BREATHER INSTALLATION .. .. .. 68BREATHING - POINTS TO WATCH .. .. .. 69

FUEL SUPPLY SYSTEMS .. .. .. .. 70DIESEL FUEL SPECIFICATION .. .. .. 70DIESEL FUEL SYSTEM .. .. .. .. 71 - 74

CONTENTS


PageLUBRICATING OIL SYSTEMS .. .. .. .. 75

LUBRICATING OIL RECOMMENDATIONS .. .. 75STANDARD LUBRICATING OIL SYSTEM .. .. 75EXTENDED RUNNING OIL SYSTEM .. .. 75

SOUND INSULATION .. .. .. .. 76NOISE LEVEL .. .. .. .. .. 76NOISE SOURCE .. .. .. .. 76RECOMMENDATIONS TO CONTAIN NOISE .. .. 76''FREE'' & ''SEMI-REVERBERENT'' FIELD .. .. 77SOUNDPROOF CANOPY OVER ENGINE .. .. 77MULTIPLE ENGINE NOISE LEVEL .. .. .. 78

AIR INTAKE .. .. .. .. .. 80AIR RESTRICTION INDICATOR .. .. .. 80REMOTE MOUNTED AIR CLEANER .. .. 81

TORSIONAL VIBRATIONS .. .. .. .. 82CRITICAL SPEED .. .. .. .. 82CRITICAL SPEED - CORRECTIVE METHODS.. .. 82TORSIONAL ANALYSIS DATA .. .. .. 83GENERATING SET TORSIONAL ANALYSIS .. .. 83

DERATING .. .. .. .. .. 84DERATING ENGINE .. .. .. .. 84DERATING ALTERNATOR .. .. .. 84

STARTING, STOPPING & PROTECTION SYSTEMS .. 85STARTING SYSTEMS .. .. .. .. 85 - 86BATTERIES .. .. .. .. .. 86BATTERY CHARGING ALTERNATOR .. .. 87BATTERY CHARGER .. .. .. .. 87STARTING AIDS .. .. .. .. 87STARTING LOADS .. .. .. .. 88STOPPING .. .. .. .. .. 89PROTECTION SYSTEM .. .. .. .. 89

CONTENTS


PageGOVERNORS .. .. .. .. .. 90

GOVERNING TERMS .. .. .. .. 90 - 91ELECTRONIC GOVERNOR .. .. .. 91

CONTROL PANELS FOR GENERATING SETS .. .. 92MANUAL START CONTROL PANEL .. .. 92PROTECTION MODULE .. .. .. .. 93AUTOMATIC START PANEL PANEL .. .. 93AUTOMATIC MAIN FAILURE CONTROL PANEL .. 94 - 95PARALLEL OPERATION .. .. .. .. 96 - 97AUTOMATIC SYNCHRONISING AND LOAD SHARING .. 97CABLING .. .. .. .. .. 98 - 99EARTHING .. .. .. .. .. 100

��

General

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

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

Improper 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 carried out to avoid accidents occurring.

You must also refer to the local regulations in the country of use. Some items only apply to specific applications.

Ensure that guards are fitted

� over exposed rotating parts.

� over exposed hot surfaces.

� over exposed air intakes.

� over exposed belts.

� over live electrical terminals (high and low tension).

Ensure that appropriate protection equipment is worn at all times

� always wear protective gloves when:

� using inhibitors.� using anti-freeze.� removing the pressure cap from the cooling

system.� when changing the lubricating oil/filter.� when 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.

Ensure that no smoking or naked flames are lit

� when checking battery electrolyte.� when working in the engine room.� when operating or servicing the engine.

Oil pipes

� ensure that all pipes are regularly checked for leaks.

� always apply suitable barrier cream to hands before any work is carried out.

Gas/air pipes

� always check for gas/air mixture leaks.

Electrical equipment

� always check that electrical equipment is 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 appropriate Manual.

Freezing or heating components

� always use protective 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

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

� changing the lubricating oil.� filling or topping up cooling system.� beginning any repair work on the engine.� adjusting belts (where fitted).� adjusting bridge pieces / valve clearance.� changing spark plugs.� 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 used near a naked light.

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.

De-scaling solution

� always wear both hand and eye protection when handling.

� always wear overalls and appropriate footwear.

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. Whilst there are many potential hazards that can occur during the operation of the engine which cannot be always be anticipated, and thus a warning cannot be included to cover every possible circumstance that might involve a potential hazard, 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 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.

Danger from ‘fluorosilicone’ (trade name Viton) ‘O’ ring seals

All of the engines ‘O’ ring seals are made from fluorosilicone material

It is a safe material under normal conditions of operation, but if it is burned the extremely dangerous hydroflouric acid is produced.

If it is necessary to come into contact with the components which have been burnt, follow the precautions below:

� Allow the components to cool.

� Use Neoprene gloves and a face mask.

� Wash the contaminated 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. Obtain immediate medical attention.

Practical information for cleaning components

Use suitable gloves for protection when components are degreased.

It is important that the work area is kept clean and that the components are protected from dirt and debris. Ensure that dirt does not contaminate the fuel system.

Before a component is removed from the engine, clean around the component and ensure that all openings, disconnected hoses and pipes are sealed.

Remove, clean and inspect each component carefully. If it useable, put it in a clean dry place until needed. Ball and roller bearings must be cleaned thoroughly and inspected. If the bearings are usable, they must be flushed in low viscosity oil and protected with clean paper until needed.

Before the components are assembled, ensure that the area is free from dust and dirt as possible. Inspect each component immediately before it is fitted, wash all pipes and ports, and pass dry compressed air through them before connections are made.


BRIEF DESCRIPTION OF THE 4006 AND 4008 DIESEL ENGINES

4006TWG 6 cylinder, in-line, water cooled, 4-stroke, turbocharged (single turbocharger)diesel engine with jacket, water cooled charge air intercooler and oil cooler inengine cooling circuit.

4006TWG3 6 cylinder, in-line, water cooled, 4-stroke, turbocharged (twin turbochargers)diesel engine with jacket, water cooled charge air intercooler and oil cooler inengine cooling circuit.

4006TAG1 6 cylinder, in-line, water cooled, 4-stroke, turbocharged (single turbocharger)diesel engine with air cooled charge air intercooler in radiator and oil cooler inengine cooling circuit.

4006TAG2 6 cylinder, in-line, water cooled, 4-stroke, turbocharged (single turbocharger)diesel engine with air cooled charge air intercooler in radiator and oil cooler inengine cooling circuit.

4006TAG3 6 cylinder, in-line, water cooled, 4-stroke, turbocharged (twin turbochargers)diesel engine with air cooled charge air intercooler in double bank radiator andoil cooler in engine cooling circuit.

4006TEG 6 cylinder, in-line, water cooled, 4-stroke, turbocharged (single turbocharger)diesel engine with raw water cooled charge air intercooler with raw water pumpand separate cooling circuit and oil cooler in engine cooling circuit.

4008TAG 8 cylinder, in-line, water cooled, 4-stroke, turbocharged (twin turbochargers)diesel engine with air cooled charge air intercooler in double bank radiator andoil cooler in engine cooling circuit.



4008TWG2 8 cylinder, in-line, water cooled, 4-stroke, turbocharged (twin turbochargers)diesel engine, with jacket water cooled charge air intercooler and oil cooler inengine cooling circuit.

BRIEF DESCRIPTION OF THE 4012 AND 4016 DIESEL ENGINES


4012TWG 12 cylinder ''V'' form diesel engine, water cooled turbocharged (twinturbochargers), jacket water cooled charge air coolers and oil coolers in enginecooling circuit.

4012TWG2 12 cylinder ''V'' form diesel engine, water cooled, turbocharged circuit (twinturbocharger), jacket water cooled charge air coolers in engine cooling circuit.

4012TAG 12 cylinder ''V'' form diesel engine, water cooled turbocharged (twinturbochargers), air cooled charge air intercooled in radiator. Oil coolers in enginecircuit.

4012TAG1 12 cylinder ''V'' form diesel engine, water cooled turbocharged (twin turbochargers)air cooled charge air intercooler in radiator. Oil coolers in engine cooling circuit.

4012TAG2 12 cylinder ''V'' form diesel engine, water cooled, turbocharged (twinturbochargers), air cooled charge air intercooler in radiator. Oil coolers in enginecooling circuit.

4012TEG 12 cylinder ''V'' form diesel engine, water cooled, turbocharged (twin turbocharges),raw water cooled charge air coolers with raw water pump and separate coolingcircuit. Oil coolers in engine cooling circuit.

4012TEG2 12 cylinder ''V'' form diesel engine, water cooled, turbocharged (twinturbochargers), raw water cooled charge air coolers with raw water pump andseparate cooling circuit. Oil coolers in engine cooling circuit.

4016TWG 16 cylinder ''V'' form diesel engine, water cooled, turbocharged (fourturbochargers) jacket water cooled air coolers and oil coolers in engine coolingcircuit.

4016TWG2 16 cylinder ''V'' form diesel engine, water cooled, turbocharged (fourturbochargers), jacket water cooled charge air coolers and oil coolers in enginecircuit.

4016TAG 16 cylinder ''V'' form diesel engine, water cooled turbocharged (fourturbochargers), air cooled charge air intercooler in radiator. Oil coolers in enginecooling circuit.

4016TAG1 16 cylinder ''V'' form diesel engine, water cooled, turbocharged (fourturbochargers) air cooled charge air intercooler in radiator. Oil coolers in enginecooling circuit.

4016TAG2 16 cylinder ''V'' form diesel, water cooled, turbocharged (four turbochargers) aircharge air intercooler in radiator. Oil coolers in engine cooling circuit.

4016TEG 16 cylinder ''V'' form diesel engine, water cooled, turbocharged (twinturbochargers), raw water cooled charge air coolers with raw water pump andseparate cooling circuit, Oil coolers in engine cooling circuit.

4016TEG1 16 cylinder ''V'' form diesel engine, water cooled, turbocharged (fourturbochargers) raw water cooled charge air coolers with raw water pump andseparate cooling circuit. Oil coolers in engine cooling circuit.

4016TEG2 16 cylinder ''V'' form diesel engine, water cooled, turbocharged (fourturbochargers) raw water cooled charge air coolers with raw water pump andseparate cooling circuit. Oil coolers in engine cooling circuit.

OV

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Diesel In

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9

Fig

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C D E F G H J K L M N O

mm mm mm mm mm mm mm mm mm mm mm mm

1974 1690 686 770 2819 1840 31 1100 1000 1405 2411 1200

1974 1690 686 770 2819 1840 31 1100 900 1510 2411 1200

1974 1690 686 770 2819 1840 31 1100 200 1872 2411 1200

1974 1690 686 770 2819 1840 31 1100 200 1872 2466 1200

2029 1868 686 825 3210 1897 31 1100 400 1250 2466 1200

2029 1626 686 825 3210 1897 31 1100 400 1250 2531 1200

2029 1868 686 825 3362 1897 6 1100 455 1300 2531 1200

2029 1868 686 825 3362 1897 6 1100 455 1300 2531 1200

4006/8 SE

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762.2

kVa TYPE OF DRY A B

WEIGHT

50 Hz ENGINE KG mm mm

530 4445 3925 3925

625 4513 4100 4100

640 4668 4100 4100

750 4803 4100 4100

850 6349 4325 4325

850 6219 4325 4325

910 6990 4760 4760

1025 7290 4760 4760

4006TWG3

4006TAG3

4008TWG2

4008TAG

4008TAG1

4008TAG2

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iesel Installatio

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Fig

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4012/16 SE

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mm mm mm mm mm mm mm mm mm mm mm mm mm mm

7 2280 386 880 3708 2082 11 1180 300 1453 2983 301 2127 2246 -

7 2280 386 880 3708 2082 11 1180 322 1137 2983 301 2127 2246 -

- - - - - - - - - - - - - -

0 2785 301 960 4262 2360 12 1200 220 1017 3553 301 2210 2929 470

0 2785 301 960 4262 2360 12 1200 220 1017 3553 301 2210 2929 470

0 2785 301 960 4262 2360 12 1200 220 1017 3553 301 2210 2929 470

7 1880 386 880 3599 2082 11 1180 530 1300 2763 301 2127 2246 -

NOTE:

*S 4016 ONLY

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WEIGHT

50 Hz ENGINE KG mm mm mm

1150 8000

1254 8350

1350 9024 4820 4820 234

1500 9821 4990 4990 234

1650 - - - -

1825 12363 5490 5490 243

1870 12473 5490 5490 243

2030 12901 5740 5740 243

4012TAG1

4012TAG2

4016TWG2

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4016TAG2

4016TAG3

4012TAG 4700 4700 234

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764.2

LIFTING EQUIPMENT FOR ENGINES


When lifting engine or generating sets, speciallifting equipment is required. It isrecommended that a spreader lifting beam ofthe correct lifting load capacity is used andthat chains, hooks, shackles, eyebolts etc arechecked that they are well within their safeworking loads. The load should be secure,stable and balanced when lifting, therefore anassessment of the position of its centre ofgravity must be determined to ensure that thelifting point is over it.The lifting chains etc must be firmly securedto the load by means of hooks etc on to thepurpose-designed lifting points, and that therated included angle is not exceeded.In order to accommodate the chains for liftingit may be necessary to have to remove enginecomponents such as air filters etc to preventdamage, but this should be avoided wherethe chains can be made to clear by non-detrimental means.

LIFTINGEQUIPMENT

SHOULD BE USED BY TRAINEDPERSONNEL ONLY. GENERATINGSETS MUST BE LIFTED USING THELIFTING LUGS ON THE BASEFRAMEAND A SPREADER LIFTING BEAM. THEENGINE LIFTING BRACKETS ANDALTERNATOR LIFTING LUGS MUST NOTBE USED.

WARNING

Fig. 3

ENGINELIFTING

BRACKET

765.2

Fig. 4

ENGINELIFTING

BRACKET

766.2

Fig. 5

UNDERBASELIFTING

BAR

767.2

11


MOUNTING OF ENGINE & DRIVEN UNIT

When mounting an engine and driven unit theutmost consideration must be given to thetype of engine mountings and foundation,which must be strong enough to support theweight of the unit and the stresses producedwhen the unit is operating.

ENGINE MOUNTINGSThe type of mountings depend upon the typeof installation in which the engine is to beused and the final drive arrangement. Theengine can be fitted with either rigid or flexiblemountings, depending on the type offoundation or application. Flexible mountingsare normally supplied in matched sets andare used to isolate engine vibrations andnoise (see pages 19-22). If the engine isflexibly mounted, the exhaust and fuel pipeconnections must also be flexible.

UNDERBASE/ENGINE BEARERSThe simplest form of mounting is to rigidly boltthe engine and driven unit directly to anunderbase or bearers. It is essential that allmounting pads on the underbase or bearersare flat, square and parallel to each other.The underbase or bearers should be designedso that the mounting pads will not distort inany way and have sufficient rigidity to preventdeflection due to the weight of the engine anddriven unit, vibrations and various stresseswhen the engine is running.

TYPE OF FOUNDATIONSThe engine floor/foundation where theunderbase/bearers are fixed is of greatimportance as it must:i) support the static weight of the units and

withstand any stresses or vibrations whenthe engine is running,

ii) be sufficiently rigid and stable so thatthere will be no distortion which wouldaffect the alignment of the engine anddriven unit,

iii) absorb vibrations originating from therunning units and prevent them beingtransmitted to the surrounding floor andwalls etc.

The engine should be aligned to the drivenunit within the specified recommendations,using shims between the engine and drivenunit mounting feet and the underbase/bearers.The dimensions of the shims (or packingpieces) should not be less than the matingarea of the engine and driven unit mountingfeet. At least two fitted bolts (minimum quality8.8 steel) must be used both in the engine anddriven unit mounting feet. Where it is notpossible to use a fitted bolt, the mounting feetshould be dowelled to the underbase/bearersusing one dowel in each foot at diagonalcorners.NOTE: For alignment procedure andtolerances see pages 23-27.



SUBSOIL-SITEThe site subsoil must have a bearing strengthcapable of supporting the weight of thecomplete set plus the concrete foundation onwhich it will stand.If the bearing strength of the subsoil is indoubt advice should be taken from a qualifiedcivil engineer to enable the type and size ofconcrete foundations to be determined.

FIXED CONCRETE BLOCKThe fixed concrete block is a proven methodand preferred in some circumstances. In thiscase the engine set bedplate is tightly boltedto the concrete block.The recommended plan size of the fixedconcrete block as illustrated in Fig.6 is toallow between 300/450 mm surround on allsides of the set. The surface of the block isusually proud of the normal floor line by 'h'between 100/230 mm and forms a plinth.The depth of the concrete block is calculatedas follows:

Wd x B x L

D = Depth of concrete block in feet (metre)W = Total weight of generating set in Ibs (kg)d = Density of concrete in Ib/ft3 (kg/m3)NOTE: Use 150 Ib/ft3 and 2403.8 kg/m3 ifaccurate figures are not known.B = Breadth of concrete block in feet (metre)L = Length of concrete block in feet (metre)

After determining the depth of concreterequired for the weight and stability of therunning set, the subsoil has to be checked tosee if it will carry the total weight (set plusconcrete block) and withstand the forcesinvolved.

D =

It may not be possible to reach solid subsoil,hard clay, compacted sand and gravel orrock, without excavating to an unreasonabledepth. In such a situation, the load must bespread over a large area on a concrete raft,the design of which should be entrusted to aqualified civil engineer in conjunction withPerkins Engines (Stafford) Ltd ApplicationDepartment.

14


768.2Fig. 6

Fig. 7 769.2




INSTALLATION PROCEDURE ONCONCRETE BLOCKWhen the concrete block is being pouredpockets must be incorporated for the HoldingDown Bolts, ie Hook type or equivalent. Ateach holding down bolt position removablewooden boxes are placed. The size of box isto match the size of the the bolt used in theinstallation. When the concrete is reasonablyfirm the boxes are removed.Ensure that the top surface of the concreteblock is level and reasonably smooth andfree from blemishes.After removing the Holding Down boltboxes leave for 5/7 days to dry out beforepositioning the set.Fig. 7 illustrates the method using the common'hook bolt'.The depth 'd' should be a little more than thelength of the bolt 'L'. This is so that the bolt canbe dropped into the hole for the concrete andallow the set to be rolled into position withoutobstruction from the bolts.

USE CORRECTLIFTING

EQUIPMENT. DO NOT WORK ALONE.ALWAYS WEAR PROTECTIVE GEAR.

When lifting the engine/alternator set intoposition it is essential that correct liftingequipment is used having a tested safeworking load well above the weight of thecomplete set to be lifted. Use the lifting facilitiesprovided where possible and observe safetyprecautions regarding suspended loads etc.When the set is in position pull the bolts upthrough the holes in the main bedplate. Fit thewashers and nut until approximately a threadlength, equivalent to the nut thickness, standsproud of the nut.At each holding down position fit a steelpacking plate across the hole and on eachside of the bolt.Check that the bedplate is level without sag ortwist. If necessary add shims between thebedplate and packing plate.

Pour and pack the concrete into the bolt holepockets to within 50 mm of the top. This is toallow for the final grout.Leave 2/3 days for the concrete to set thentighten the holding down bolts.At this stage check the engine/driven unitalignment to ensure that the bedplate has notdistorted. If alignment has been affectedcarefully slacken the holding down bolts andshim as necessary. Re-tighten aIl bolts andre-check alignment. If O.K. carry on to nextstage.NOTE: It is not necessary to check crankwebdeflections.

WARNING



GROUTINGThe recommended grout mix is as follows:1-Part best quality cement2-Parts clean sharp sandGrouting mixture is packed into the top of theholding down bolt pockets, around the boltsand packing pieces, etc., and between theunderside flange of the bedplate and the topof the concrete block. See Fig. 7.Leave for 5/7 days to dry out and set.Check holding bolts and tighten ifnecessary.When the set has run for 50/75 hours after thecompletion of the installation the holding downbolts should be checked and tightened asnecessary.

TRENCHESWhen designing the foundation block variousother areas should be taken into account.Trenches, particularly for heavy duty electricalcables need to be considered, bearing inmind provision for drainage to prevent thetrench filling up with water.On the larger generating sets these cableshave a large bending radius. It may benecessary to cut away part of the concreteblock so that a smooth sweep can be made.See Fig. 8.

CONCRETE RAFTThis type of foundation distributes the setweight plus the weight of the concrete raftover a larger floor area than the fixed concreteblock. The unit loading on the subsoil isminimised and a reduced depth of concretecan be used.With the sub-soil of hard clay or compactedsand and gravel a concrete thickness ofbetween 380/450mm is typical, but ifreinforced by steel bars or steel mesh thiswould be satisfactory for even the largest ofthe 4000 series engines. (See Fixed ConcreteBlock).Instead of pre-fitted 'hook bolts' the concretemay be drilled to take suitably sized'Rawlbolts' or similar fastenings.

FLOATING CONCRETE BLOCKThe floating block is an effective alternative tothe fixed concrete block. The concrete mix,holding down bolt pockets, surface finish andinstallation of the set is the same. The block ispre-cast using a wooden mould.To isolate and float the block a matting ofwater resistant cork-like material or similarproprietary material is placed on the surfaceof the sub-soil at the bottom of the pit and theconcrete block lowered on to it. The mattingshould be adequate to support the weight ofthe set plus concrete block. (See FixedConcrete Block).An air gap of approximately 25mm should bemaintained along all four sides of the block.The gap at floor level must be sealed with anon-setting mastic or similar material to keepout dirt and water but still allow flexibility. SeeFig. 9.This method isolates the machinery and blockand substantially reduces the transmission ofthe vibration to the surrounding floor, wallsetc.All services to the engine, fuel, air and waterpipes, exhaust system and electric cablesmust be fitted with a flexible length orconnection to prevent fractures and possibletransmission of harmful vibrations.Transmission of vibration may culminate asnoise at a point remote from the engine.


Fig. 8 770.2

Fig. 9 771.2



RIGID MOUNTINGSA typical application where rigid mountingsare used is an engine/alternator mounted onan underbase as shown in Fig. 10. In thiscase an alternator is the driven unit but couldalso be a water pump or compressor.

Fig. 10 772.2



FLEXIBLE MOUNTING (USED WITHUNDERBASE)To reduce the noise level, and absorb anyvibrations being transmitted to the installationfoundations, the above underbase is fittedwith flexible mountings. See Fig. 11.The flexible mountings are positioned so asto give even load distribution, which isdetermined by calculating the total weight ofthe set and its centre of gravity, and disposingthe mountings equally about the centre ofgravity of the unit:

Total bending momentW x L = (W1 x L1) + (W2 x L2)

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

L1 and L2 Should be determined by theinstaller from a datum point to find L (See Fig11).

.. .

Fig. 11 773.4


FLEXIBLE MOUNTINGS (ENGINEBEARERS)In the case where there is no underbase andthe engine/alternator are to be flexibly mounteddirectly to the engine bearers as shown seeFig. 12. It is important to use a specific type offlexible mounting to ensure that the mountingsare correctly loaded and are suitable forrestricting movement, torsional vibration &engine torque. This type of mounting is notrecommended where the radiator is fixed tothe engine bearers but can be used for remotemounted radiator installations.Normally four mountings are used on mostengine/flywheel housing mounted alternatorsets but engine weight distribution may beunsuitable for standard flexible mountings. Itis not good practice to use additional flexiblemounts to provide 6-point system without firstchecking their suitability.If the engine is fitted with an open coupleddriven unit and the complete unit is to beflexibly mounted then the unit should bemounted on side channels and the flexiblemountings fitted on the underside of the sidechannels.

Total bending moment= 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


L1 and L2 Should be determined by theinstaller from a datum point to find L3 (see Fig.12).

NOTE: Where the driven equipment is notsupplied with the engine, Perkins Engines(Stafford) Ltd, should be contacted for flexiblemounting and mounting bracketrecommendations.

Generally engine flexible mounts have aheight adjustment to enable alignment of theengine output flange to the alternator shaft tobe carried out accurately. Initially heightadjustment should be carried out by insertingshims between the engine bearer and theflexible mountings. The final height adjustmentbeing carried out on the flexible mountingadjusting nut.

.. .

Fig. 12 774.3




The adjustable mounting has the advantagethat, if the floor level and/or the loading isuneven, adjustment can be made to eachmounting so that the loading and deflectioncan be corrected at each mounting position. Itis also a safeguard against distortion of theunderbase.There are many reputable suppliers of Anti-Vibration mountings and to obtain the mosteconomical and effective mounting for aparticular installation quotations should beobtained from more than one supplier. Ifnecessary they will supply installationdrawings and in the case of adjustable mounts,the method and degree of adjustment.It is recommended that the anti-vibrationmountings are bolted to the floor.If other running machinery is sited nearbythen vibrations from these units could bepicked up by the stationary generating set.These vibrations could have a harmful effecton the engine bearings and particularly on thealternator shaft with its ball or roller bearings.The above mentioned anti-vibrationmountings now work in reverse and protectthe stationary engine from external vibrations.

ANTI-VIBRATION MOUNTINGSLarge concrete blocks with the accompanyingholding down bolt methods are expensiveand not always possible. A cheaper practicalsolution is to install the complete set on anti-vibration mountings, providing that thefoundation can withstand the weight andloading involved.This type of mounting is available in manysimilar designs but the typical industrialrequirement falls into the two categories asfollows:i) Rubber or steel spring or both - withoutadjustment. See Fig. 13 and 14.ii) Steel spring in compression - withadjustment. See Fig. 15.NOTE: For the 4012/16 Series engines it isimperative that the type shown in Fig. 14 and15 (ie without or with adjustment of the Christieand Grey design or equivalent) must be used.The most frequent application is where engineand driven unit are solidly mounted on acommon steel bedplate connected togetherwith a flexible coupling or spring drive plate.The anti-vibration mountings are placedbetween the underside of the bedplate, orwings built out from the bedplate, and the floorsurface.The concrete floor surface must be level andreasonably smooth. It must be capable ofsupporting the generating set. The dynamicloads are relatively small and will have little orno effect on the foundation.Mountings, with or without adjustment, canreadily be selected to absorb up to 90% of theforces and reduce the amplitude of thevibrations transmitted by the running set. Noharmful vibrations will be transmitted to thebuilding structure or other equipment, if thecorrect mounting and foundation are used.The total weight of the set should be equallydistributed on each mounting so that a commonmounting can be used. The requirement willbe 4, 6 or 8 mountings depending on the sizeof the set and the grade of mounting selected.


22

ANTI-VIBRATION MOUNTS - MOBILEUNITSIf the set is a mobile unit that will be towed bya vehicle special attention must be paid to theA.V. mounting selection.When towed over rough ground the set willbounce up and down. With ordinary mountingsthe rubber that is normally in compression willbe subjected to repeated extension andcompression and the elements will fail. Toprevent this the mounting should incorporatesteel rebound washers which will limitdeflection to safe limits. The suppliers willadvise the correct type to use.

Fig. 13 775.2

Fig. 14 776.2

Fig. 15 777.2




ENGINES FITTED WITH CLOSECOUPLED ALTERNATORSIt is essential that the flywheel counterbore(dia 'A') is concentric to the flywheel housingcounterbore (dia 'B') to a maximum eccentricityof 0.13mm (0.05''), to comply with S.A.E.standard S.A.E. J162a and S.A.E. J1033 (seeFig. 16).The engine should be offered up to thebaseframe and located by bolts through theengine feet and baseframe mounting holes.These bolts should not be tightened up at thisstage.Next the distance (depth) between therearmost machined face of the flywheelhousing and face F (Fig. 16) of the flywheel(dimension 'X') should be measured by meansof a straight edge and rule.Two bearing alternators should now have theflexible coupling, and single bearingalternators the drive plate fitted to the drivenshaft. These should be knocked on just farenough so that dimension X (Fig. 17) =dimension X (Fig. 16).The alternator should now be offered up to theengine so that both drive disc and housingspigot engage at the same time.Firstly the bolts retaining alternator to flywheelhousing should be started and tightened upstraight away. Then the drive disc to flywheelbolts started and tightened to the correcttorque. Finally check with feeler gauges thegap between engine and driven unit feet andbaseframe mounting pads, insert shims wherenecessary, and tighten up the securing boltsto the correct torque.


24

Check that the faces ''E'' and ''F'', are paralleland concentric with one another to within amaximum runout of 0.005'' (0.13mm).

Fig. 16

FLYWHEELHOUSING

FLY

WH

EE

L

778.2

Fig. 17

CORNER OF DRIVEFLANGE CHAMFEREDTO ENSURE GOOD FIT

INTO FLYWHEELRECESS

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

ALTERNATOR FRAME

FLYWHEEL

779.3

DRIVE FLANGE




ENGINES FITTED WITH OPEN COUPLEDDRIVEN UNITSIt is essential that the flywheel counterbore(dia 'A') is concentric with the flywheel housingcounterbore (dia 'B') to a maximum eccentricityof 0.13 mm (0.005''), to comply with S.A.E.standard S.A.E. J162a and S.A.E. J1033 (seeFig 16).Firstly the engine and then the driven unitshould be offered up to the baseframe, andlocated by bolts through the mounting feetand baseframe mounting holes. These boltsshould not be tightened up at this stage.The driven shaft and flywheel should bechecked for alignment by fitting dial testindicators as shown in Fig. 18. In practicemost people would prefer to check with onedial test indicator at a time, starting withindicator 2.Alignment should be checked by rotating thedriven shaft and observing the readings onthe d.t.i.Corrections to misalignment should be madeas follows:-

(a) Radial misalignment as indicated byindicator 2.The object here is to get the flywheel anddriven flange flat and parallel to each other.Radial misalignment has two components,horizontal and vertical. The horizontalcomponent will be shown by the d.t.i. readingsat three o'clock and nine o'clock, and iscorrected by moving the tail of the driven unittowards the negative (widest gap). The verticalcomponent will be shown by the d.t.i. readingsat 12 o'clock and 6 o'clock. If there is a negativereading at 12 o'clock, then the tail of the drivenunit is low, and should be shimmed until thereading is correct. If there is a negative readingat 6 o'clock, then the tail of the driven unit ishigh, and shims should be inserted at the frontmounting point until a correct reading isobserved.

Fig. 18

FLYWHEEL

INDICATOR 1

INDICATOR 2

DRIVEN SHAFT

FACE E

FACE H

919.2

25



(b) Axial misalignment as indicated byindicator 1.This is to ensure that the flywheel and drivenshaft are on the same axis (or centre line).Once again, this has two components,horizontal and vertical. The horizontalcomponents will be shown by the d.t.i. readingsat three o'clock and nine o'clock. This iscorrected by moving the complete machinetowards the negative reading. The verticalcomponent will be shown by the d.t.i. readingsat 12 o'clock and 6 o'clock. If there is anegative reading at 12 o'clock, then the drivenunit is too low, and should be packed up withshims equally at both front and near. If thereis a negative reading at 6 o'clock, then theengine is too low, and should be packed upwith shims at both front and rear.Finally, both radial and axial alignment shouldbe rechecked and adjusted if necessary. Thisshould be repeated until the alignment isobserved to be correct, i.e. do not make anadjustment and presume that the alignmenthas been corrected always make a finalcheck.The installation alignment should always beas accurate as possible, to allow for foundationmovement.NOTE: Conical misalignment is a function ofRadial and axial misalignment and is notdirectly checked.

HOLSET ALLOWABLE INSTALLATIONRB MISALIGNMENT

COUPLINGSIZE AXIAL RADIAL CONICAL

mm mm mm2.15 0.45 0.3 0.1

3.86-55 0.6 0.3 0.1



Crankshaft End FloatWhen aligning the driven equipment to theengine flywheel it is vital that the crankshaftend float is not taken up all one way thusputting undue pressure on the thrust bearing.Such a situation could lead to seriousconsequences as soon as the engine isstarted.After the assembly of single and two-bearingalternators, etc. the end float must be checkedand should lie between the limits given below.

Engine End Float of Crankshaft whenNew.

4006/8 0.13 mm to 0.48 mm4012/16 0.13 mm to 0.51 mm

Using a pinch bar at the flywheel end of theengine the crankshaft can be movedbackwards and forwards. The movement -END FLOAT - can be checked on a suitablyfixed clock gauge.

Overhung Weight Of Single BearingAlternatorA single bearing alternator is bolted to theengine flywheel housing, and the rotor issupported at the rear by a single bearinghoused in the alternator frame. The front of therotor is bolted to the engine flywheel and issupported on the engine crankshaft rearbearing.It is essential that consideration be given notonly to the weight of the rotor to be supportedby the engine crankshaft, but also that theweight of the alternator be carried on thealternator feet.Under no circumstances must the weight ofthe alternator be overhung from the flywheelhousing.There is a limit on the amount of weight thatcan be supported by specific engines,therefore it is important that the type of singlebearing alternator to be fitted to a particularengine is submitted to Perkins Engines(Stafford) Ltd for approval.

A torsional vibration analysis will also berequired to assure compatibility between theengine and alternator.

ENGINE MAXIMUM WEIGHTSERIES OF ALL ROTATING

COMPONENTS (kg)

4006 1300

4008 1300

4012 1700

4016 1700


IT IS ESSENTIAL THAT THE CORRECT LENGTH OF SCREW ORBOLT IS USED. INSUFFICIENT THREAD MAY RESULT IN THE

THREAD BEING STRIPPED, WHEREAS TOO LONG A THREAD MAY RESULT INBOTTOMING IN A BLIND HOLE, OR CATCHING ON ADJACENT COMPONENTS.

Torque Settings4000 Series

lb ft NmEngine feet to baseframe bolts M20 350 475

Alternator to flywheel housing bolts M12 or 1/2'' UNC 72 98

Drive disc to flywheel bolts(Coupling size 2.15) M12 or 1/2'' UNC 47 64(Coupling size 3.86) M16 or 5/8" UNC 114 155

TORQUE SETTINGS

WARNING

ENGINE ROOM LAYOUT


INSTALLATION

USE CORRECTLIFTING

EQUIPMENT. DO NOT WORK ALONE.PERSONAL PROTECTIVE EQUIPMENTMUST BE WORN.

When installing the engine and componentsin the restricted confines of an engine roomcare must be taken that easy access isprovided for carrying out routine servicing.

a. Installation and removal of variouscomponents:

- Cylinder heads- Coolant pump- Oil sump- Timing Case- Starter and alternator- Flexible mountings

b. Maintenance, inspection andreplacement of parts:

- Lubricating oil filter- Air cleaner- Fuel filter- Lubricating oil filler- Crankcase breather- Dipstick- Radiator filler cap and access for

filling

INSTALLATION GUIDE LINES1. Avoid plastic and other unsuitable

materials for fuel piping and connectionsincluding metallic braided flexible pipeswhich can corrode or chafe and leak fuel.

2. Keep fuel lines away from hot exhaustpipes.

3. Insulate 'dry' exhaust systems, using heatshields, lagging and muffs over flexiblesections, and keep piping well away fromwoodwork.

NOTE: Dry engine exhaust manifolds andturbochargers must not be lagged.4. Install a fire extinguishing system in the

engine room.

5. Locate batteries in a separate ventedcompartment or box, with access forroutine maintenance, keeping length ofstarter cables as short as possible.

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

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

8. Provide adequate lighting and powerpoints.

9. Lifting beam in roof for maintenance.10. Provision for draining engine cooling

system.11. All rotating shafts are adequately guarded

for safety purposes.

WARNING


ENGINE ROOM LAYOUT

INITIAL CONSIDERATIONSWhen initially deciding on the size of theengine room the following aspects should beconsidered:-(1) Sufficient space available to

accommodate power unit, load bearingcapacity of the floor suitable for weight ofpower unit, and that the ventilationfacilities in the building are adequate tocater for supplying air for engine cooling& aspiration.

(2) Access to fuel supply, cooling water, andthat the exhaust emission from the enginecan be dispersed to atmosphere withoutexceeding the maximum back pressure.

(3) That suitable air intake filters and exhaustsilencer can be accommodated withinthe engine room without effecting theengine performance otherwise the enginemay need to be derated or the filters andsilencer repositioned outside the room.

(4) If an existing building is to be used, thatopenings in the wall for intake and outletlouvre panels can be made withoutaffecting the structural strength of thebuilding.

(5) Mechanical noises from the engine,together with exhaust outlet noise can beinsulated by fitting attenuating panels etc.especially when operating in a residentialarea.

Colour CodingWater Grass GreenOils and Diesel BrownGases Yellow OchreElectrical Services OrangeWaste Water Drainage BlackCondensate Grass GreenPrimary Cooling Grass GreenHot Water Supply Grass Green

ENGINE ROOM LAYOUT

TYPICAL WATER COOLED ENGINEROOM LAYOUTA typical water cooled engine room layout isshown in Fig. 19, using a single generatingset installation as an example.It is essential that the hot air from the radiatoris ducted outside the engine room and notallowed to recirculate in order to keep theengine room temperature as low as possiblefor the engine to give the required performance(see page 32 onwards).Since the generating set is mounted on Anti-Vibration mountings it is essential that theexhaust silencer should be supported fromthe roof, and that flexible bellows be fitted toisolate the engine from the exhaust.The same comments apply for the hot airoutlet ducting and any other engine/alternatorconnections, must be of the flexible type, iefuel pipes and electrical connections.The daily fuel tank is supplied with fuel from abulk tank house remote from the engine room.

NOTE: The fuel return from the engine mustbe piped back to the bulk tank and not the daytank to avoid fuel overheating. (See Fuelsystems).The starter batteries are to be kept fully chargedduring idle periods by a mains poweredcharger, which may be incorporated in thecontrol panel.

Fig. 19 786.3


ENGINE ROOM LAYOUT

VENTILATION - ENGINE ROOMWhen a set with an integrally mounted radiatoris installed in an engine room, the basicprincipal is to extract hot air from the room andinduce air at the ambient temperature outsidethe engine room with minimum re-circulation.Fig. 20 illustrates the most suitable position ofthe engine in relation to the walls of thebuilding. The object is to get cool air in at thelowest possible point, push it though theradiator matrix and then out of the building.It is unsatisfactory to position the set so thatthe radiator is adjacent to the opening in thewall. When in operation some hot air willrecirculate back into the radiator fan via thegap between the radiator and the wall.This will lead to inefficient cooling and couldresult in overheating problems. The outletopening in the wall should have a FREEFLOW AREA about 25% larger than thefrontal area of the radiator matrix and be of thesame rectangular shape.A sheet metal or plastic duct is fixed to theopening frame using a flexible connection tothe radiator duct flange. The flexible section isparticularly necessary when the set ismounted on a floating concrete block or anti-vibration mountings.The inlet air opening should also have aFREE FLOW AREA at Ieast 25% larger thanthe radiator matrix.

With the design of inlet and outlet openings itmust be remembered that the radiator fan hasa limited total allowable external resistance -ie. “inlet to fan plus outlet from radiator”:- thismust not be exceeded or cooling air flow willbe reduced.The inlet and outlet openings will usually befitted with a mesh grille, louvres, noiseattenuating panels or inside and outsideducting. Whatever is fitted will promoteresistance to air flow and it may be necessaryto further increase the opening area.

Fig. 20 787.2


ENGINE ROOM LAYOUT

Example:For a radiator matrix frontal area of 1.44 m2 theair outlet/inlet opening in the wall should havean area of 1.80m2, if a grille is fitted then theopening should be increased to give 2.25 m2

(See Fig. 21).

Fig. 21 788.2


ENGINE ROOM LAYOUT

34

The large quantity of air moved by the radiatorfan is usually sufficient to adequately ventilatethe engine room.As shown in Fig. 20 the cool incoming air isdrawn over the alternator which takes its owncooling air from this flow, across the engineair intake filter and the engine. The radiatorfan then pushes air through the radiator matrixto outside. There must be no obstruction to airflow immediately in front of the radiator outletand to deflectors, etc.This is the best possible ventilation systembut, in practice, the best is not always possible.Fig. 22 shows the air inlet position high in thewall. This is acceptable if ducting directs theair to the end of the alternator and has theadvantage of preventing heated air fromcollecting near the ceiling.Fig. 23 shows the air inlet position high in thewall and at right angles to the fan air flow. Thisis wrong and should not be considered. Withthis arrangement the cooling air will bypassthe alternator and the engine air intake filterwith a resulting increase in operatingtemperatures unless load is reduced.Where a high engine room temperature cannotbe avoided then the temperature of theinduction air into the engine air filters must bechecked and the load reduced, or thegenerating set derated. (See page 84).Alternatively the engine air filter(s) could bemoved to an area of cool air and connected tothe engine air intake manifold(s) with pipe(s)of suitable diameter. The pressure dropthrough the pipe(s) and new air filter element(s)should not exceed 18mm Hg. Deration ofpower output may then be avoided.If problems are experienced with radiatorperformance then Perkins Engines (Stafford)Ltd Applications Dept. should be contacted,since modification of the installation may resultin an economical solution.

Fig. 22 789.2

Fig. 23 790.2


VER AQUI

ENGINE ROOM LAYOUT


DUCTING AGAINST PREVAILING WINDIn positioning the air outlet opening attentionmust be paid to the direction of the prevailingwind.All Perkins Engines (Stafford) Ltd radiatorshave “pusher” fans which force air through theradiator matrix and out through the opening inthe wall.If the prevailing wind is blowing into theopening additional resistance will be put onthe fan with a resulting reduction in cooling airflow. Therefore, if possible. the opening shouldbe in a wall not affected by the prevailingwind.If the above condition is not possible othermethods may be considered, as follows :-(i) Outside ducting with the outlet being at

90° to the cooling air flow(ii) A deflector panelSee Figs. 24 and 25

Fig. 24 791.2

Fig. 25 792.3

35

ENGINE ROOM LAYOUT

VENTILATION - TROPICAL CONDITIONSTo cater for tropical conditions it is quitecommon practice for the engine room to haveopen sides, or consisting only of a roof withsupporting columns, See Fig. 26.This type of cover is not suitable for protectionagainst driven rain, dust or sand.Where multiple engines are installed in anopen sided building it is imperative thatpartitions are fitted to prevent the prevailingwind blowing the radiated heat from oneengine onto the next and so on. Allow accessfor engine maintenance (see Fig. 27) or onlyenclose the side facing the prevailing wind.

Fig. 26 793.2

Fig. 27 794.2


ENGINE ROOM LAYOUT

FORCED VENTILATION - ENGINE ROOM(Remote Mounted Radiator)When a remote mounted radiator is fitted (seepage 45-46 onwards) the ventilation of theengine room must be considered.First - the exhaust system in the engine roommust be efficiently lagged so that the radiatedheat is minimal.For the best forced ventilation system it isusual to use two electric motor driven fans.One fan pushing the air into the room andbeing mounted in the wall next to the generatorend of the set.The other fan is an extractor fan, taking hot airout of the engine room. This fan would bemounted in the wall next to and above theengine. See Fig. 28.On the inlet air side ducting is necessary if thecooling air is not reaching the alternator,engine and radiator. The duct directs the air tothe alternator and across the engine to theextractor fan.If a duct is not fitted when the inlet fan is at thehigh level the incoming cooling air will bypassthe generating set and be extracted by theextractor fan without cooling the set.If a large air intake opening can beaccommodated and correctly positioned thenthe fan pushing air into the room can bedeleted.The extractor fan will require adequate suctionto overcome the resistance to air flow throughthe inlet and outlet louvres and ducts if fitted.

It is recommended that the generaltemperature in the engine room is maintainedat a maximum of 38°C. Where the ambienttemperature exceeds this figure then atemperature rise of no more than 8°C shouldbe maintained above the temperature of theincoming air.Where the outside temperature is cold, say10°C the temperature rise in the engine roomcould be as much as 28°C.The quantity of the air required can becalculated from the following:

Fig. 28 795.2


ENGINE ROOM LAYOUT


The temperature rise in the engine room is themost useful factor in calculating the requiredair flow. The volume of air required to give apre-determined temperature rise is based onthe following:-Airflow requiredfor cooling = Total Radiated Heat

W x constant x temp. rise

m3/min = kW (th)W x 0.0167 x RT °C

RT - Rise in Temp: °CkW(th) - Total radiated HeatW - Density of air - at the fan inlet:

kg/m3

DENSITY OF AIR AT VARIOUSTEMPERATURES

°C Kg/m3

0 1.305 1.27

10 1.2515 1.2320 1.2025 1.1830 1.1635 1.1540 1.1345 1.1150 1.0955 1.08

The total heat to be dissipated is the heatradiated from the engine, generator and anyother source of heat in the engine room .Theradiated heat can be found in tabular form onpages 39 and 40.Values for combustion air can be found in theProduct Information Manual under theappropriate engine data.Air flow for ventilation will be the total air flowfor cooling plus the air flow for combustion.


One hour rating and 25°C ambient temperature

Engine Alternator speed (r/min) Engine speed (r/min)1000 1200 1500 1800 1000 1200 1500 1800

4006TG 17.3 24.1 28.6 28.6 36 38 41 42

4006TWG 25.2 29.6 33.2 33.2 36 39 42 41

4006TWG3 - - 35.0 37.4 - - 93 103

4006TAG1 - - 36.2 31.4 - - 43 46

4006TAG2 29 33.2 33.8 36.2 44 47 52 52

4006TAG3 - - 39.8 37 - - 56 59

4006TEG - - 33.7 36.2 - - 43 52

4008TWG2 - - 44.3 40.2 - - 66 56

4008TAG - - 42.7 38.8 - - 70 76

4008TAG1 41.6 48.6 41.6 39.9 57 67 92 101

4008TAG2 46.3 54 46.6 44.7 73 92 100 100

Warning:- None of the above figures should be used for heat recovery purposes

ENGINE ROOM LAYOUT

ENGINE AND (TYPICAL) ALTERNATOR RADIANT HEAT TO THEENGINE ROOM (kWt)


One hour rating and 25°C ambient temperature

Engine Alternator speed (r/min) Engine speed (r/min)1000 1200 1500 1800 1000 1200 1500 1800

4012TWG 36.3 39.3 49.1 - - 94 102 -

4012TWG2 - - 60.4 52 - - 149 191

4012TAG 41.7 45.5 59.1 - 77 94 102 -

4012TAG1 - - 62.5 51.3 - - 151 126

4012TAG2 49.6 55.6 65 62.2 133 135 139 141

4012TEG - 45.5 59.1 - - 94 102 -

4012TEG2 - - 71.2 - - - 141 -

4016TWG - 52.9 67.2 - - 84 97 -

4016TWG2 - - 80.6 - - - 166 -

4016TAG - 51.4 72.7 - - 123 125 -

4016TAG1 - - 75.8 - - - 127 -

4016TAG2 66 77 82.7 - 134 153 172 -

4016TEG - 64.4 70.9 - - 92 114 -

4016TEG1 - - 84.6 - - - 110 -

4016TEG2 - - 94 - - - 137 -

Warning:- None of the above figures should be used for heat recovery purposes

ENGINE ROOM LAYOUT

ENGINE AND (TYPICAL) ALTERNATOR RADIANT HEAT TO THEENGINE ROOM (kWt)

ENGINE ROOM LAYOUT


TYPICAL MULTIPLE ENGINEINSTALLATIONGenerally multiple engine installations followon the same lines as for a single unitinstallation, each unit having its ownindependent foundation and exhaust systemas shown in Fig. 29.

THE EXHAUST GASFROM A MULTIPLE

ENGINE INSTALLATION MUST NOT BECOMBINED INTO A COMMON EXHAUSTSYSTEM AS THIS CAN BE VERYDANGEROUS AND COULD CAUSEENGINE DAMAGE.

The exhaust silencer must be supported fromthe roof, and the support brackets shouldallow for expansion of the piping. A length offlexible pipe or bellows should be fittedbetween the engine exhaust outlet and therigid pipe work, especially if the generatingset is mounted on anti-vibration mountings.The exhaust system must be as short aspossible and the number of bends kept to aminimum so as not to exceed the appropriateengine back pressure recommendations.Where conditions would cause the backpressure to be in excess of the aboverecommendation then the size of the exhaustpiping should be increased to suit.

THE EXHAUST SHOULD NEVER GO INTOA DISUSED CHIMNEY UNLESS THECHIMNEY HAS BEEN CHECKED FORGAS LEAKS.

Ducting should be fitted between the radiatorand the opening in the engine room wall todirect the air flow from the engine room. TheIength of the ducting should be kept to aminimum to prevent back pressure exceedingPerkins Engines (Stafford) Ltdrecommendations (see Product InformationManual)The daily fuel tank should be positioned asnear to the engine as possible, and the bottomof the tank should be at least level with the fuelinlet on the engine.

It is imperative that the fuel overflow returnpipe is connected to the bulk tank to preventoverheating occurring in the daily fuel tank(see Fuel Systems).

TYPICAL MULTIPLE ENGINEINSTALLATION WITH REMOTERADIATORSince actual installations vary so muchdepending on the building and the size of theengine room, it may be more convenient tohave a common single remote mountedradiator as shown in Fig. 30. In this caseallowance must be made for any loss in thewater flow to the engine. By compensating forthe loss by increasing the size of the piping togive the required flow to each engine. Theradiator being sized to suit, the water flowsand heat dissipation from the number of setsinvolvedThe engine room will need to be ventilated byfitting electric motor driven wall mountedintake and extractor fans (as shown in Fig.28) to dissipate the radiated heat from theengine and alternator (see table on pages38 - 40).Should a common daily fuel tank be used thecapacity will need to be sufficient for the numberof sets involved, and to avoid overheating ofthe fuel in the tank by the fuel returning fromthe engines injector overflow which shouldnot exceed 57°C. (See Fuel Systems).Starter batteries should be positioned as nearto the starter motor as possible otherwise thesize of the cable may need to be increased.It is essential that the common fuel and coolingsystems can be isolated to allow the removalof one unit whilst the remaining units are stilloperating.

WARNING

ENGINE ROOM LAYOUT

Fig. 29 796.2


ENGINE ROOM LAYOUT

Fig. 30 797.2



ALL EXPOSEDROTATING PARTS

AND BELT DRIVES MUST BE FITTEDWITH GUARDS.

GENERAL OBSERVATIONSFor the satisfactory running of a diesel engineit is essential that the cooling system is efficientand of the correct type for the installationbeing considered.The most common system is the utilisation ofan engine driven coolant pump to force coolantthrough the engine oil cooler, engine coolantjackets, cylinder heads and, thermostat controlunit.The hot water from the engine then enters theheader tank of a radiator, passes through theradiator tubes and out to the suction side ofthe pump. A pressure of 0.5 to 0.7 BAR ismaintained in the system. Coolant passingthrough the radiator is cooled by pushing airthrough the matrix by an engine driven fan.(See Appropriate Engine Water Circulationdiagram).To obtain extra power, the engine is fitted witha turbocharger, the hot charge air deliveredfrom the turbocharger(s) is cooled beforeentering the engine cylinders.When the charge air is cooled by air (TAGseries engines) an additional radiator is fittedbetween the normal water cooling radiatorand the fan. A common radiator fan pushesthe air through each matrix in series. Largediameter air pipes direct the hot charge air tothe additional radiator, where the air is cooledand directed through large bore pipes to theengine air intake manifolds. The cooling airgoes through the charge air section first. (SeeAppropriate Engine Water Circulationdiagram).When the charge air is cooled by the enginecoolant (TWG series engines), the enginedriven coolant pump circulates the coolantthrough an engine mounted charge air cooler,where the air is cooled before entering theengine air intake manifolds. (See AppropriateEngine Water Circulation diagram).

COOLING SYSTEMS

When the charge air is cooled by raw water(TEG series engines) an additional waterpump is required to circulate raw water throughan engine mounted charge air cooler, wherethe air is cooled before entering the engine airintake manifolds (See Appropriate WaterCirculation diagram).Installation variations of the above includesremote mounted radiators, cooling towers,heat exchangers and special radiators. Thesewill be referred to later.

RADIATORS (with engine driven fan)Perkins Engines (Stafford) Ltd can supply aradiator (not applicable for TEG series) suitablymatched to each engine type in the range.Even when an engine is correctly installed inthe engine room the temperature of the coolingair at the suction side of the radiator fan isgreater than the outside ambient temperature.This is due to the radiated heat from theengine, driven unit and exhaust systemwarming up the engine room air. If the engineis driving an electrical machine then thecooling air passes over the windingsincreasing in temperature, before beingreturned to the engine room, the radiators aredesigned to take this increase into account.Customers who obtain their own radiatorshould make sure it is designed to thetemperature of the cooling air into the radiatorfan and not to the outside ambient temperature.

WARNING

COOLING SYSTEMS


FAN PERFORMANCEThe fan performance must take into accountthe fact that, in an engine room installation,there will be resistance to the air flow to thefan in addition to that through the radiatormatrix.Extra resistance will be at the air intake in theengine room wall and air outlet after theradiator.With Perkins Engines (Stafford) Ltd. radiatorsand fans the air flow to cool the engine on110% load or standby - whichever is thegreatest - is more than adequate against theradiator matrix resistance only.Further resistance can be applied until the airflow is reduced to the safe minimum to coolthe engine. This extra resistance can bedetermined and is known as “The totalallowable external resistance on the fan” ie“inlet to fan plus outlet from radiator”See the Product Information Manual.

REMOTE MOUNTED RADIATOR - (TWGSERIES ONLY)In some installations by reason of spacelimitation, environment, etc., it may benecessary for the radiator to be mounted onan upper floor away from the engine. Fig. 31illustrates a typical installation.For horizontally mounted radiators refer toApplications Department, Stafford.The radiators supplied by Perkins Engines(Stafford) Ltd. can all be modified so that theradiator, fan and drive motor form an integralunit. This type of modification is done at theworks of the manufacturer.The opening in the wall for the air outlet andduct are sized as for the set mounted radiator.See Fig. 21. However, as the radiator willnow be solidly mounted the flexible ductsection will not be required.Coolant pipes to and from the engine willincorporate a flexible length if the set is onflexible mountings.To complete the coolant system a make-upand expansion tank should be incorporatedin the system.

The normal radiator system is pressurisedfrom 0.5 to 0.7 bar The pressure cap and reliefvalve are removed from the radiator top headerand fitted to the make-up tank to maintain apressurised system. The radiator top headermust be sealed.The capacity of the make-up and expansiontank should be large enough to hold thenecessary make-up water with space to allowfor the expansion of the water in the system.The expansion space is usually calculated as5 to 6% of the volume of the water in the totalsystem.

COOLING SYSTEMS

Under certain conditions, remote mountedradiators may experience excessive noiseand vibration in the pipework between engineand radiator, during the warm up period. Thisis caused by ''cold slugs'' of coolant enteringthe engine due to the large volume of coolantexternal to the water pump and thermostat.This problem may be avoided, by removingthe standard (engine mounted) thermostatand bypass, and replacing them with an''Amot'' type thermostat (or equivalent), fittedin the pipework between engine and radiator.In general if the volume of externalpipework exceeds 50% of the enginecooling jacket volume, then an externalthermostat as described above should beconsidered.Each installation should be considered withreference to its individual characteristics, andso we would strongly recommend that a fullinstallation drawing showing all the pipeworkbe submitted to our ApplicationsDepartment, for advice on a suitable locationfor the external thermostat.

THE GATE VALVESMUST ALWAYS BE

OPEN WHEN THE ENGINE IS RUNNING.

WARNING

Fig. 31 798.2


COOLING SYSTEMS


FILLING THE COOLING SYSTEM

THE COOLINGSYSTEM IS

PRESSURISED - DO NOT REMOVE THEFILLER CAP FROM THE MAKE-UP TANKWHILE THE ENGINE IS HOT. PERSONALPROTECTIVE EQUIPMENT MUST BEWORN.

The tank filler tube is extended into the tankfor sufficient length to allow for the air space.On filling the system add coolant until thelevel stabilizes at the bottom of the tube.A small hole 3 mm dia: must be drilled in thefiller tube just below the top so that pressureswill be balanced when expansion occurs.The height limit to which the radiator can bemounted above the engine is Iimited by thepressure to which the coolant pump seal canstay on its seat against the static head whenthe engine is stationary.The radiator top header should be no morethan 7 meters above the engine coolant pumpwith the pressurised make-up tank no morethan 0.5 meters higher.In aIl systems with remote radiators, with andwithout break tanks, heat exchangers etc.,the coolant pipe diameters should at leastequal the diameter of the fittings at the enginecoolant pump inlet and top water outlet pipe.Depending on the length of the pipe run to andfrom the engine and radiator number of bends,valves, pipe fittings, etc., the pipe size should beincreased so that additional resistance to flow isno more than 50-75 mm Hg.Should the engine be fitted with the watercooled exhaust manifolds, then these willneed bleeding to remove air locks (earlierengines without vent pipes only).

DRAINING THE COOLING SYSTEMSWhen draining the engine cooling system it isrecommended that the external pipework fittedbetween the engine and radiator/make-uptank must be isolated by fitting gate valves soas not to drain the whole system and lose theanti-freeze, as indicated in Fig. 31.

IF THE ENGINERUNS A NORMAL

DAY SHIFT DAILY INSPECTION OF THEWATER LEVEL MUST BE CARRIEDOUT.

WARNING

WARNING

COOLING SYSTEMS

HEAT EXCHANGER COOLINGWith the exchanger cooling two separate watersystems are used:-

Jacket Coolant CircuitThe jacket water is circulated round the engineoil cooler and engine jacket. The hot coolantfrom the engine is piped to the heat exchangerwhere it flows round the outside of the tubesin the heat exchanger. The cooled coolantreturns to the suction side of the engine drivenwater pump. An engine mounted header andaeration tank is incorporated in the system.The standard heat exchangers supplied byPerkins Engines (Stafford) Ltd. are designedto cover the 110% load (one hour) or standbyrating with a raw water inlet temperature of upto 30°C maximum.Above this temperature deration of the poweroutput is necessary for satisfactory engineperformance. (See Product InformationManual)

Raw Water CircuitA supply of cold raw water is required to beput through the charge air cooler and the boreof the tubes in the heat exchanger, by anadditional pump (see Appropriate EngineWater Circulation diagram)The cold raw water is pumped from an externalsource by an independent electric motordriven water pump.

Suction PipeIf a large river or pond, etc. is near-by thiscould be used as a supply of raw water subjectto local authority regulations. An electric motordriven water pump is required to lift the waterfrom the river, circulate it through the heatexchanger and return it to waste in the river.Fig. 32 illustrates.When the engine is of the TEG series thecooling circuit will be as in Fig. 34.Perkins Engines (Stafford) Ltd should beadvised of the raw water constituents whenengines are ordered to ensure componentmaterial is compatible.

It is advisable to install an easily cleanedstrainer in the suction line close to the pump.This should have a screen with 1/16” dia.holes. (40 percent clear area).Use long swept bends rather than short bendsto reduce friction losses.Ensure that all joints are completely air tightand free from all debris such as pipe scale,welding rods, etc.Lockable adjustable valves should be fitted inthe circuit so that the raw water flow can becontrolled.


COOLING SYSTEMS

COOLING TOWER - OR INDEPENDENTEXTERNAL WATER SUPPLYWhen heat exchanger cooled engines are tobe installed the heat exchanger supplied issuitable for raw water pressure up to 3.5 kg/cm2 or up to 8.75 kg/cm2 depending on thesize of the engine and, in most installations, abreak tank will not be required. (See Fig. 33).With charge cooled engines the raw coolingwater goes through the charge air cooler firstand then through the heat exchanger. Fig 33illustrates. The pressure limitation is now thecharge cooler. The maximum pressurethrough the charge cooler is 1.8 kg/cm2

therefore the height of the cooling tower abovethe engine could be no more than 15 metres.If the height and pressure is in excess ofabove figures refer to ApplicationsDepartment, Stafford.

Fig. 32 HEAT EXCHANGER ONLY WITHRAW WATER COOLING (TWG seriesengine)Fig. 33 HEAT EXCHANGER WITHCOOLING TOWER (TWG series engine)Fig. 34 HEAT EXCHANGER CHARGECOOLERS - RAW WATER (TEG seriesengine)Fig. 35 HEAT EXCHANGER WITH CHARGECOOLERS AND COOLING TOWER (TEGseries engine)

NOTE: When charge coolers are required(see Figs. 34 & 35) the pipe length from A toB is deleted.

THE GATE VALVEMUST ALWAYS BE


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

WARNING

Fig. 32, 33, 34, 35 802.2


COOLING SYSTEMS

TWO SECTION RADIATOR - CHARGECOOLED ENGINESWater-to-Air Charge CoolersA two section radiator system can be used toreplace a heat exchanger system where thereis no external source of raw water or wherethe size of the radiator is too large to beaccommodated in an engine room. (SeeAppropriate Engine Water Circulationdiagram).The charge air section in the radiator is fittedbetween the conventional engine watersection and the fan.To remote cool a charge cooled engine with aheat exchanger and cooling tower, can bevery expensive. An economical compromisecould be a remote radiator with two sections.One section to cool the high temperaturecooling water circuit of the engine and theother to cool the low temperature coolingwater circuit of the water cooled charge cooler.The sections are cooled by air flow from asingle fan. Fig. 36 illustrates.It must be accepted that, with this method, thelow temperature circuit wiII not be cooled to atemperature lower than 8°C/9°C above the airtemperature put through the radiator matrix bythe radiator fan.

e g. Air temp. into fan 35°C.Water temperature out of radiator35°C + 8°/9°C = 43°/44°

It will be seen that, depending on ambienttemperatures, there could be some poweroutput deration. See appropriate deratinginformation in the Product InformationManual.The installation of the radiator will follow thesame pattern as outlined in Fig 31.The “HIGH” and “LOW” temperature circuits(see Fig. 36) will each have a separatepressurised make-up/vent system.The low temperature circuit will require anelectric motor driven water circulating pump.If the radiator installed height exceeds thefigure of 7 metres above the engine coolantpump please refer to Applications Department,Stafford.


COOLING SYSTEMS

THE GATE VALVESMUST ALWAYS BE


The engine radiator is in the high temperaturecircuit and the charge coolers are in the lowtemperature circuit.Header tank, make-up and air vent system isthe same as outlined in Fig. 36.

WARNING

Fig. 36 803.2


COOLING SYSTEMS

AIR-TO-AIR CHARGE COOLINGWith air-to-air charged cooled engines thecooling of the charge air is done by a radiatorsection that is fitted between the conventionalengine water cooling radiator and the fan.A single engine driven radiator fan pushes airthrough each section in series. The coolingair goes through the charge air section first.The radiator is generally considered to be anintegral part of the engine. Large diameter airpipes are used between the engine and theradiator.However, in conjunction with Perkins Engines(Stafford) Ltd. consideration can be given to alimited remote mounting of the radiator.On the standard engine the hot air from theturbine driven compressor (turbocharger) ispiped to the radiator section. The air passesthrough the radiator and is cooled to nearambient temperature by the fan air-flowthrough the matrix. The cooled air is thenpiped to the engine air inlet manifolds.Remote mounting will necessitate additionallengths of pipe and bends in the air coolingsystem. To avoid increased pressureresistance to the air flow these new lengthsmay have to be of a larger diameter than thestandard pipes.Fig. 37 illustrates a typical installation. If theengine set is mounted on anti-vibrationmountings flexible connections will berequired. The air pipes can be supported froma floor stand or ceiling bracket.Depending on the additional length of air pipeand the number of bends, Perkins Engines(Stafford) Ltd. will recommended the increase,if any, to the inside diameter above thestandard pipe diameter.New pipe lengths and bends should haveflange connections to ensure permanentlysecure joints.Where hoses are used then these should bedouble clipped and reinforced with steelsheathing. Metal straps should be fitted acrossthe hose and fixed to each pipe on either sideof the hose.

Make sure all connections are air tight. Airleaks will reduce boost pressure and air flowand thus affect engine performance. If a rubberhose blows off the turbocharger will overspeedand may be damaged.A large amount of condensate collects in theair pipes and drain pockets must beincorporated at the lowest point in each piperun to and from the radiator. From the drainpockets pipe a permanent drain to waste. (Allcharge air radiators are fitted with permanentcondensate blow-off holes).The water pipe and the pressurised make-up/vent system will be installed as illustrated inFig. 31. The radiator top header should not bemore than 7 metres above the engine waterpump.

ANTIFREEZE PROTECTION (Refer to PestlApplications for approval)

HAND PROTECTIONMUST BE WORN

WHEN USING ANTI-FREEZE. NEVER TOPUP THE PRESSURISED SYSTEM WITHTHE ENGINE RUNNING, ALLOW TO COOL.

The use of uninhibited water is notrecommended owing to chemical reactionswhich can result in corrosion and furring-upthe cooling system. A solution of either waterand universal anti-freeze or water andcorrosion preventive must be used. (SeeAppropriate Engine Operation Manual).

WATER TREATMENTInhibitors are used to provide protectionagainst rust and corrosion and keep the heattransfer surfaces clean to maintain coolingefficiency. They must be suitable for use withall the materials in the cooling system. Asaluminium is used in the system inhibitorscontaining nitrites, borates, phosphates,chromates, nitrates or silicates are NOT to beused.


WARNING

COOLING SYSTEMS

Fig. 37 804.3


EXHAUST SYSTEM

ALL EXPOSED HOTSURFACES

SHOULD BE FITTED WITH GUARDS ORLAGGED.

The primary function of the exhaust system isto pipe the exhaust gases from the enginemanifold(s) and discharge them, at acontrolled noise level, outside the engineroom, at a height sufficient to ensure properdispersal.

BACK PRESSUREEngines give optimum performance whenthe resistance to exhaust gas flow is below acertain limit. Starting at the engine exhaustoutlet flange the total exhaust system shouldnot impose back pressure on the enginegreater than that recommended.Excessive back pressure will cause a lack ofcomplete combustion and deterioration in thescavenging of the cylinders. The result will beloss in power output, high exhaust temperatureand the formation of soot. The soot, if oily,could also affect the turbine of a turbocharger.The oily soot would build up on the turbineblades, harden and, as pieces of carbon breakoff, the turbine wheel would becomeunbalanced and cause problems.

Maximum Back PressureBack pressure figures vary between naturallyaspirated and turbo-charged engines and alsofrom manufacturer to manufacturer.The maximum exhaust back pressurefigures can be found in the ProductInformation Manual.

INSTALLATIONThe exhaust system should be planned at theoutset of the installation. The main objectivesmust be to:-i) Ensure that the back pressure of the

complete system is below the maximumlimit laid down by the enginemanufacturer.

ii) Keep weight off the engine manifold(s)and turbocharger(s) by supporting thesystem.

iii) Allow for thermal expansion andcontraction.

iv) Provide flexibility if the engine set is onanti-vibration mountings.

v) Reduce exhaust noise.

A typical installation is shown in Fig. 38.If the engine is on Anti-Vibration mountings orsimilar, there will be lateral movement of theengine exhaust outlet flange when the enginestarts and stops. A flexible pipe shouldtherefore be fitted as near to the outlet flangeas is practically possible (See Fig. 38).


WARNING

EXHAUST SYSTEM

FLEXIBLE ELEMENTFlexible PipeThe flexible pipe is constructed by windingand interlocking formed metal strip, includingpacking in the process.It is intended to be used with a slight deviationfrom straight as the flexibility is by relativemovement at the ends of the pipe at rightangles to the longitudinal axis. It should neverbe used to form bends as it will lock rigidlywith no flexibility or freedom for expansion.

Flexible BellowsThe flexible bellows have some degree oflateral flexibility and a fair amount of axialmovement to take up expansion andcontraction. (See Fig. 39).When installing make sure the bellows arenot extended on “free length”. It is better toinstall as per manufacturers instructions.

If the exhaust system is long then it should bedivided into lengths with one end of eachIength fixed and the other end having abellows unit. The tail pipe after a final silencershould be ten times the bore in length.

Fig. 38 805.2


EXHAUST SYSTEM

EXPANSIONThe expansion of one metre of pipe per rise intemperature of 100°C is 1.17mm.5 metres of pipe having a temperature risefrom 27°C to 600°C will expand (5.73 x 1.17x 5) = 33.5mm.This expansion figure shows, by its size, howimportant it is to properly plan the exhaust runif long life is required.

EXHAUST OUTLET POSITIONThe exhaust outlet outside the engine roommust be in such a position that there is nopossibility of hot gas entering the cooled airinlet opening. If possible the outlet should bein the same wall as the hot air outlet from theradiator. See Fig. 38.If the exhaust outlet terminates vertically arain shield must be fitted. Usually the outletpipe goes horizontally through the wall withthe underside of the pipe cut away at anangle. If directing the exhaust straight outcauses a directional noise problem then ahorizontally fitted right angled bend wouldprobably be a simple solution.

56

Fig. 39 806.2


EXHAUST SYSTEM

MULTIPLE EXHAUST OUTLETSIf more than one engine is being installed theexhaust from the engines must not be takeninto the same flue. Each engine must haveits own separate system and individualoutlet.The reason is that if one engine is stationarywhen others are running, exhaust gases withcondensate and carbon will be forced into theexhaust system of the stationary engine andthen into the engine cylinders. Obviously thiswould cause problems.It may be considered that a flap valve in eachexhaust line near to the flue could be thesolution, however exhaust carries carbon andsoot deposits which will cause the flap valveto leak. The leak will not be known about untilthe engine is in trouble. The best policy is toprovide separate outlets.Do not terminate the exhaust outlet into anexisting chimney or flue that is used for anotherpurpose. The pulsations in the exhaust couldupset the up-draught and create problemswith other equipment that relies on the up-draught. There is also the risk of explosiondue to unburnt gases.

CONDENSATE DRAINIn all exhaust systems there is condensatedue to gases cooling and differentialtemperature between the gases and metalpipes, etc.If this is ignored condensate could run into theengine, depending on manifold configuration,and bring associated problems.The exhaust system usually runs verticallyfrom the engine outlet and it is advisable to fita drain pocket at the bottom bend. A smallhole giving a permanent drain would clear thecondensate but would allow a small amountof exhaust gases to be blown into the engineroom when the engine is running. If this is notacceptable then a permanent open drain pipeshould be taken to the outside of the engineroom (See Fig. 38).


Fig. 40 807.2

LAGGINGThe amount of heat radiated from the exhaustsystem can create problems with the radiatorcooling and ventilation and may lead to alarger radiator, pusher fan and extractor fan.These are costly items and the cheapest andmost practical solution is to lag the exhaustsystem that is inside the engine room. Heatinsulating wrappers which clip around thepipe are suitable, 25mm to 50mm is the usualthickness and can be obtained in suitablelengths from specialist suppliers. See Fig. 40.Where pipe flanges or flexible bellows are tobe lagged clip-on muffs can be used. Themuffs are easily fitted and will not preventflexible units from doing their intended job.

A - CLIP-ON INSULATION WRAPPERB - CLIP-ON INSULATION MUFF

NOTE: Do not lag exhaust manifolds orturbo-chargers, to do so would lead tooperating deficiencies and very quickly causefailure of parts due to thermal stress.

57

EXHAUST SYSTEM

EXHAUST SILENCERSSilencers are used, as the name implies, toreduce the noise level emissions at theexhaust pipe outlet. In general terms thesilencer should be installed near the engineexhaust outlet flange or at the end of thesystem.If the engine or generating set has acoustictreatment to reduce noise levels it is alsonecessary to ensure that the exhaust silencersare capable or reducing exhaust noise to thesame (or below) noise level being achievedby the acoustic treatment. See page 76onwards.There are various types of silencer availableas detailed below from differentmanufacturers.i) The first type is a re-active type silencer

which has a series of baffles andperforated tubes and attenuates a highdegree of noise in the lower frequencybands. To a lesser degree noise in thehigh frequency bands is also absorbed.This type of silencer is referred to as aprimary silencer.

ii) The second type is a triple-chamber type.In the first two chambers initial lowrestriction expansion and diffusion of thehot gas takes place with some attenuationof low frequency noise.In the third chamber attenuation of thehigher frequencies is achieved by theabsorption principle.This again is referred to as a primarysilencer.

iii) The third type is what is known as a“straight through” silencer and works onthe absorption principle. The silencerconsists of an outer case with a perforatedcentre tube. The annular space betweencase and tube is packed with heat resistingfibre glass, or similar material.

The exhaust noise is effectively dissipated bythe packing through the perforations.Resistance to exhaust gas flow is negligibleand, in calculations for back pressure can, betaken as a piece of exhaust pipe the samelength and bore size as the silencer.This type of silencer is usually classed as a‘secondary’ silencer and is normally at theend of the pipe system. However, it could beused as a primary silencer if noise levelstandards are not critical.


EXHAUST SYSTEM

LOCAL AUTHORITY REGULATIONS -NOISELocal Authorities can, and do, set down noiselimits for the different areas that come withintheir jurisdiction.The combinations and type of silencer to beused are best recommended by the silencermanufacturers who should be brought intodesign discussions at an early stage.

BACK PRESSURE - EXHAUST SYSTEM -CALCULATIONSThe basic engine data required to calculatethe back pressure in an exhaust system isshown in the Product Information Manualagainst each engine type, ie The gas flow byvolume and by weight at the appropriatetemperature for a given engine speed andpower.

Basic Engine - Exhaust Outlet SizeOn engines where twin exhaust outlets arestandard an alternative single outlet adaptoris available as shown in Fig. 41. (Except on4012/16 Series up-rate).

ENGINE NOMINAL BORE (mm) OF EXHAUST OUTLET ALTERNATIVE

SIZE SINGLE TWIN SINGLE

ALL 4006 127

4006TWG3/TAG3 152 250

ALL 4008 203 250

ALL 4012 203 305

4012TWG2/TAG2 152 --

ALL 4016 254 355

4016TAG2/TWG2 254 --


EXHAUST SYSTEM

HOW TO USE THE INFORMATIONGas Flow by Volume (m3/min)With this information the velocity through acertain pipe or silencer bore can be calculatedusing the following formula:-

GasVelocity = Volume flow (m3/min) = m/s

Area of pipe in m2 x 60

Having calculated the gas velocity andobtained the gas volume flow from the productmanual for a single exhaust outlet (wheretwin outlets are required the volume flowshould be divided by 2) then, by referring tothe silencing equipment suppliers data sheetsyou will be able to determine the resistance toflow through the silencer in mm Hg.

Gas Flow by Mass (kg/s)Using this data the pressure drop through agiven length of straight exhaust pipe can becalculated by using the following formula:

P = L x Q2 x 1187 x 109

D5.33

P = Back pressure (mm Hg)Q = Gas Flow (kg/s)L = Total equivalent length * straight pipe (m)D = Pipe diameter (mm)

* When bends are used in the exhaust systemthen pressure loss is expressed inequivalent straight length of pipe see page62.

Adding the pressure losses through thesilencers (or silencer) to the pressure lossthrough the pipe work will give the total backpressure incurred by the exhaust system.THIS MUST NOT EXCEED THE FIGUREQUOTED IN THE PRODUCT MANUALAGAINST THE APPROPRIATE ENGINEAND RATING.

NOTE: As a first time guide to the abovecalculations it is recommended that the pipesizes shown on page 61 are used. (Not thenominal bore).

If a suitable system cannot be obtained withthe diameter of pipe suggested it may be thatincreasing the silencer bore one size wouldbe satisfactory. If not, pipe sizes will also haveto be increased. Transition units as shown inFig. 41 will be required. Where a single outletis preferred to the standard twin outlets, asingle outlet adaptor as shown in Fig. 42 willbe required.The equivalent length of straight pipe againstvarious features in the exhaust system areshown in the following table.


EXHAUST SYSTEM

When engineering exhaust systems the following is a guide for first try pipe size.

PIPE BORE MILLIMETRES

SINGLE EXHAUST TWIN EXHAUST

ENGINE ENGINE SPEED - r/min ENGINE SPEED - r/min

1000 1200 1500 1800 1000 1200 1500 1800

4006TG 200 200 200 200 N/A N/A N/A N/A4006TWG 200 200 200 200 N/A N/A N/A N/A4006TWG3 -- -- 250 250 -- -- 150 1504006TAG1 -- -- 200 200 N/A N/A N/A N/A4006TAG2 200 200 200 250 N/A N/A N/A N/A4006TAG3 -- -- 250 250 -- -- 150 1504006TEG -- -- 200 200 N/A N/A N/A N/A

4008TWG2 -- -- 250 300 -- -- 200 2004008TAG -- -- 250 250 -- -- 200 2004008TAG1 -- -- 250 300 -- -- 200 2004008TAG2 -- -- 250 300 -- -- 200 200

4012TWG -- 300 300 -- -- 200 200 --4012TWG2 -- -- 350 350 -- -- 250 2504012TAG 300 300 300 -- 200 200 250 --4012TAG1 -- -- 350 350 -- -- 250 2504012TAG2 350 -- 350 350 250 -- 250 2504012TEG -- 300 300 -- -- 200 200 --4012TEG2 -- -- 350 -- -- -- 250 --

4016TWG -- 350 400 -- -- 250 300 --4016TWG2 -- -- 400 -- -- -- 300 --4016TAG -- 350 400 -- -- 250 300 --4016TAG1 -- -- 400 -- -- -- 300 --4016TAG2 350 350 400 -- 250 250 300 --4016TEG -- 350 400 -- -- 250 300 --

Where the space is marked thus -- this indicates that the engine is not available to run at thisspeed (But could be at a later date).


EXHAUST SYSTEM

EQUIVALENT LENGTHS OF STRAIGHTPIPEFlexible pipe: 2 x Actual length of

flexible pipeExhaust bellows: 2 x Actual length of

bellowTransition unit: See Fig. 41Single outlet adaptor: See Fig. 4290 Degree bend: 15 x Bore of pipe45 Degree bend: 6 x Bore of pipe

IMPORTANT NOTE: Ensure that if thediameter or length is expressed in millimetresyou should divide by 1000 after you havemultiplied by the appropriate factor, as theunit of length in the pressure loss formula is inmetres.

Fig. 41 808.3

Fig. 42 809.3


EXHAUST SYSTEM

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 singleoutlet i.e. ι 1 and ι 2 as shown, plus the equivalent length of bends in each plane i.e. 6 x d bendon ι 1 and 15 x d for bend on ι 2, giving a total equivalent length L to d diameter.

Equivalent length L of pipe D diameter will be:-

L = ι x (q/Q)2 (D/d)5.33 = ι /4(D/d)5.33

EXAMPLE4008TAG2 (twin turbo-chargers) at 1500 rpm using the proposed single exhaust system asfollows:

(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/s0.0507 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 thesingle outlet adaptor.

Check list Equivalent Lengths of Straight Pipes(a) 1 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 mTotal Effective Length at 127 mm (d), ι = 3.071 mEquivalent length in 254 mm (D) System

L = ι /4 (D/d)5.33 = 30.88 m(c) 1 m Flexible Pipe = 2.00 m(d) Primary Silencer Allowance Already Deducted -(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

P = 47.4 x 1.5292 x 1187 x 109 = 20.0 mm Hg 2545.33

Therefore since this pressure is less than exhaust system allowance of 20.1 mm Hg. theproposed system will be satisfactory.


NOISE ATTENUATION - EXHAUST

ALWAYS WEAR EARPROTECTION

WHEN WORKING NEAR A RUNNINGENGINE.

The noise carried by the exhaust gas out ofthe exhaust manifold of a running engine isvery loud and objectionable to personnel. Itcould prove harmful over a period of time.The great majority of the harmful noise is inthe frequency range or 63 to 8000 Hz. Thebest choice of silencer(s) is the design thatwill attenuate most noise within that range.To assess the value of each type of silencerdescribed previously, and a combination ofprimary and secondary silencers, thefollowing schedules show the noiseattenuating capacity of these type silencerswhen in the exhaust pipe line of a runningengine.

ExampleAdd together dB values for the separate octaveband frequencies take the first pair of figureseg. at 63 and 125 Hz. the resulting figure hasbeen adjusted in the following manner.

If the dB values differ by 0 or 1 dB - add 3 dBto higher valuesIf the dB values differ by 2 or 3 dB - add 2 dBto higher valuesIf the dB values differ by 4 to 9 dB - add 1 dBto higher values

EXHAUST SYSTEM

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

e.g. Hz 63 125 250

dB 79 74 79

Difference 5 dBadd 1 dB to 79 dB

80 And so on

Difference 1 dBadd 3 dB to 80

83

The exhaust noise of a turbocharged enginerunning at 1500 rpm was taken in a semi-reverberent field and the octave band centrefrequency analysis from 63 to 8000 Hz indecibels - dB - was as follows:-

. ..


WARNING

EXHAUST SYSTEM

ENGINE NOISE LEVEL

SOUND PRESSURE LEVEL

OCTAVE BAND CENTRE FREQ. Hz 63 125 250 500 1K 2K 4K 8K

Open Exhaust dB 113 109 113 109 106 100 95 1 0 4(A) Weighting -23 -16 -9 -3 0 +1 +1 -1

dB (A) 90 93 104 106 106 101 96 103

95105

Overall Level - 112 dB (A) 1091 Metre from Engine Exhaust Outlet Flange 111

111111

112Case 1. Consider Typical Reactive Type Silencer

Case 2. Consider Typical Chamber Silencer



Open Exhaust dB 113 109 113 109 106 100 95 104Silencer dB 31 31 29 26 23 21 20 19

82 78 84 83 83 79 75 85'A' Weighting -23 -16 -9 -3 0 +1 +1 -1

dB (A) 59 62 75 80 83 80 76 84

6475

Overall Level - 88 dB (A) 811 Metre from Silencer Outlet 85

86Silencer Attenuation = 112 - 88 = 24 dB (A) 86

88




91 81 82 77 74 70 68 81'A' Weighting -23 -16 -9 -3 0 +1 +1 -1

dB (A) 68 65 73 74 74 71 69 80

70

75

Overall Level - 83 dB (A) 78

1 Metre from Silencer Outlet 79

80

Silencer Attenuation = 112 - 88 = 24 dB (A) 80

83


EXHAUST SYSTEM

Case 3. Consider Typical Straight Through Silencer




105 98 98 86 73 64 63 79'A' Weighting -23 -16 -9 -3 0 +1 +1 -1

dB (A) 82 82 89 83 73 65 64 78

8590

Overall Level - 91 dB (A) 911 Metre from Silencer Outlet 91

91Silencer Attenuation = 112 - 88 = 24 dB (A) 91

91

When including a Primary and Secondary Silencer in the Exhaust System a good approximationof the combined noise attenuation is arrived at as follows:At each centre band frequency, from the open exhaust noise level deduct the noise attenuationof the Primary Silencer, then deduct the noise attenuation of the Secondary Silencer in thefollowing ratio:i)1/3 of listed dB up to 1 kHz frequency inclusiveii) 1/2 of listed dB above 1 - 8 kHz frequency inclusive

Case 4. Consider Typical Reactice & Straight Through Silencer



Open Exhaust dB 113 109 113 109 106 100 95 104Silencer dB (Reactive) 31 31 29 26 23 21 20 19

82 78 84 83 83 79 75 85Silencer dB (Straight Through) 3 4 5 8 11 18 16 12

79 74 79 75 72 61 59 73'A' Weighting -23 -16 -9 -3 0 +1 +1 -1

dB (A) 56 58 70 72 72 62 60 72

60

70


1 Metre from Silencer Outlet 76


Two Silencer Attenuation = 112 - 77 = 35 dB (A) 76

77


EXHAUST SYSTEM



Open Exhaust dB 113 109 113 109 106 100 95 104Silencer dB (Triple Chamber) 22 28 31 32 32 30 27 23

91 81 82 77 74 70 68 81Silencer 6'' Bore dB (Straight Through) 3 4 5 8 11 18 16 12

88 77 77 69 63 52 52 69'A' Weighting -23 -16 -9 -3 0 +1 +1 -1

dB (A) 65 61 68 66 63 53 53 68

6668

Overall Level - 73 dB (A) 691 Metre from Silencer Outlet 70Overall Level - 112 dB (A) 71Two Silencer Attenuation = 112 - 73 = 39 dB (A) 72

73

Case 5. Consider Triple Chamber & Straight Through Silencers


ENGINE BREATHER

PERSONALPROTECTIVE

EQUIPMENT MUST BE WORN WHENHANDLING OR CLEANING THE ENGINEBREATHER/ELEMENT.

All engines are fitted with a breathing systemthat prevents a build up of pressure in thecrankcase. The build up in pressure is causedby blow-by from the pistons. The fumes in thecrankcase are vented to atmosphere.The fumes contain contaminants from thecombustion process and minute globules oflubricating oil. The fumes will pollute theatmosphere in the engine room particularly ifthe radiator and fan are remote mounted.

BREATHER INSTALLATIONUnder no circumstances must the fumes bedirected onto the fan intake. This couldeventually cause blockage of the matrix,resulting in poor engine performance andoverheating. It is also a potential fire hazard.It is far better to pipe the fumes to outside thebuilding. See Fig. 43.

68

WARNING

Fig. 43 970.2


Key to Fig. 43A. Where there are two breathers they shouldbe joined together in a downward position toa single pipe with a slight slope to separatingtank B. (See Fig. 45)B. Separating tank, with drain tap C, can bepositioned inside or outside the engine roomC. DrainD. Breather fitted to end of pipeE. Flexible connection

ENGINE BREATHER

Where there are two breathers situated on theengine (see Fig. 44 & 45). These should bepiped together and a single pipe, with a slightdown slope, led to a separating tank (see Fig.43). From the top of the separating tank thebreather pipe can be taken up the wall todischarge at a high level. A breather shouldbe fitted to the end of the pipe. Alternativelythe breather could be fitted directly on top ofthe separating tank.The pipe diameter should be equal or largerthan the stem of the breather on the crankcase,depending on the length of run.With the engine running on full load thecrankcase pressure should be no more than1.9mm Hg.

BREATHING - POINTS TO WATCHThe breather fumes should never be pipeddirectly to be digested by the engine air filters.Harmful contaminants, including acids, wouldbe circulated around the engine with longterm harmful effects. In some instances thefumes would have a detrimental effect on theair filter element.However, should the engine be fitted with acrankcase emmission absorber, in which casethe contaminents will have been removed,then the fumes from the absorber outlet canbe piped into the engine air inlet.In multi-engine installations, as with theexhaust system the breather pipe from eachengine must have its own individual run. Ifterminating in the same tank the fumes from arunning engine could leak back into thestationary engineThe outlet of the breather pipe should not besited in a position where fumes could bedrawn into the cooling air inlet stream.If the engine is on anti-vibration mountings aflexible section should be fitted in the breatherpipe near the engine.


Fig. 44 974.3

Fig. 45 971.2

69

FUEL SUPPLY SYSTEMS

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

DIESEL FUEL SPECIFICATIONFuel should be a wholly hydrocarbon oil derived from petroleum with which small quantitiesof additives may be incorporated for the improvement of ignition or other characteristics andshould conform to British Standard Specification 2869: Class A1 or A2.If fuels other than the above classes are considered the operator must consult the ApplicationsDepartment at Perkins Engines (Stafford) Ltd., and ensure that the appropriate grade ofapproved lubricating oil is used.BS2869: REQUIREMENTS FOR ENGINE FUELSProperty Class A1 Class A2Viscosity, Kinematic at 40°C, cSt*Min. 1.5 1.5Max 5.0 5.0Cetane number, min. 50 45Carbon residue, Ramsbottom on 10% residue, 0.20 0.20%(m/m), max.Distillation, recovery at 350°C, %(V/V), min. 85 85Flash point, closed, Pensky-Martens, °C min. 56 56Water content, %(V/V), max. 0.05 0.05Sediment, %(m/m), max. 0.01 0.01Ash, %(m/m), max. 0.01 0.01Sulphur content, %(m/m), max. 0.30++ 0.30++Copper corrosion test, max. 1 1Cold filter plugging point °C, max. 0 0Summer (16 March to 30 September Inc..) -4 -4Winter (1 October to 15 March Inc..) -12 -12*cSt = 1mm2/s.++ The limit is set in accordance with the legislative requirements for gas oil of the 'Council

Directive' (75/716/EEC of the European Economic Community) on the approximation ofthe laws of Member States relating to the sulphur content of certain liquid fuels asembodied in Statutory Instrument 1976.

Should the sulphur content exceed 0.5% then guidance should be sought from the ApplicationsDepartment at Perkins Engines (Stafford) Ltd.

Engine Fuels1. The two classes of fuel specified in the table are marketed specifically as oil -engine fuels.

Class A1 is of a higher quality and is intended primarily as an automotive diesel fuel, whilstClass A2 is intended as a general purpose diesel fuel. Classes A1 and A2 are distillategrades and are so specified as to prevent the inclusion of residuum.

2. The specifications for Classes A1 and A2 include limits for cold filter plugging point chosento cover seasonal requirements in the United Kingdom.

3. Ignition quality is specified in terms of cetane number but the calculated cetane index isreferred to as an alternative for routine purposes with fuels not containing ignition improveradditives.

NOTE: If local supply problems dictate that fuels which fall outside the above specification areto be considered for use, then our Service Department must be consulted.


FUEL SUPPLY SYSTEMS

DIESEL FUEL SYSTEMS

PERSONALPROTECTIVE

EQUIPMENT MUST BE WORN WHENFILLING THE FUEL TANKS.

There are two basic systems for theinstallations of the fuel supply. The systemchosen will depend on the amount of fuelrequired per day and if the labour is availableto carry out simple daily routine jobs.

Fuel Tank - Daily ServiceThe tank is usually sized so that the usablefuel content will be 1000 litres. With agenerating set having a full load electricaloutput of 70kW such an amount would last for35/40 hours with a reserve of 10 hours(approximately 25%).In the case of the '4000' series engine theminimum size of fuel tanks should be sized toavoid overheating of the fuel in the tank by thefuel returning from the engine as follows: -

4006 Series 5000 litres4008 8000 "4012 14000 "4016 18000 "

It is preferred that the fuel tank be installedadjacent to the engine on a stand or bulkhead.It is recommended that the tank be sopositioned that the maximum level of fuel behigher than the engine injector rail in order tocreate a positive head and gravity feed to theengine.

SHOULD THEMAXIMUM FUEL

LEVEL IN THE TANK BE HIGHER THAN1.5 m (1.7psi) ABOVE THE LEVEL OFTHE INJECTORS THEN AN ISOLATINGSOLENOID VALVE MUST BE FITTED INTHE FUEL FEED AND SO ARRANGEDTO OPEN ON CRANKING WITHDELAYED CLOSURE ON SHUT DOWNTO PREVENT FUEL STARVATION.

If the low level line of the tank is below the fuelinlet then it will be necessary to ensure that afuel Iift pump is fitted to the engine.Most engines have a fuel lift pump fitted asstandard. It is recommended that the lift pumpis retained in the circuit as some of the largerengines require a fairly high gallery pressure(about 1 bar) for optimum performance. If indoubt on this point contact the ApplicationsDepartment Perkins Engines (Stafford) Ltd.Fuel tanks must have connections for thefollowing purposes:Tank filling Float switchesFuel feed Sludge drainAutomatic feed (if required) Air ventFuel return Level gauge Dump valveThe tank is to be fitted with a vent pipe in thetank top, to equalise pressure, a filling pointand a contents gauge or sight glass.The fuel supply must be taken from a positionapproximately 50 mm above the bottom of thetank. This prevents settled sludge being drawninto the fuel supply.A drain tap is fitted to drain the sludge.At the fuel outlet from the tank a hand operatedvalve is fitted so that the tank can be isolatedin an emergency or for maintenance, etc.In the pipework between the tank and theengine, a pre-filter/water separator should befitted in case the engine is not supplied withone.Even if there is no water in the fuel as suppliedwhen the fuel stands in a tank moisture collectsfrom condensation. Water in the fuel system -fuel pump, etc. brings rust, sticking elementsand ultimate failure.The supply pipe is then connected to theengine. Fuel in excess of engine requirementis returned to the top of the fuel tank, from theinjector fuel return line. (Relief valve pressureset at 40 p s.i.). See Fig. 46.


WARNING

WARNING

FUEL SUPPLY SYSTEMS

The simplest method of filling the fuel tank isto fit a manually operated fuel transfer pump ofthe semi-rotary type.A flexible suction hose could be put into abarrel or barrels of fuel. A rigid supply pipe - orflexible tube - would carry the fuel to the top ofthe tank. See Fig. 46.

Bulk Storage Tank - With Daily ServiceLarge engines or multi-engine installationsrequire a large amount of fuel per hour and tocontain the fuel a bulk storage tank is sitednear to the engine room.Inside the engine room a day tank is fittedsimilar to that described in Fig. 46.It could be arranged for the day tank to bemanually filled by operating valves and usinggravity to transfer the fuel from the bulk tank.However, to be sure that the day tank isregularly being filled, even through a nightrun, it is usual to have the transfer of fuel doneautomatically. See Fig 47.The bulk tank fuel outlet is fitted with a handoperated, preferably lockable, fuel valve. Thisis followed by a water separator. The size ofthe separator can be determined from theamount of fuel that will be flowing through.From the separator a suitably sized pipe -taking into account bends, fittings and lengthof pipe - is taken to the engine room andconnected to an electric motor driven fueltransfer pump. The delivery pipe from thepump is taken to the top of the day tank. Theoverflow pipe from the day tank returns to thetop of the bulk tank.

The bulk tank is fitted with a manhole forcleaning purposes, a dial contents gauge,filler, dip-rod (in case the contents gaugefails) drain valve and an overflow to becollected into, say, a fuel barrel.The bulk tank is mounted on plinths which areconstructed to give the tank a downward slopeaway from the supply end. See Fig. 47.When used with a bulk tank the day tankdiffers from that described in Fig. 47. Two floatswitches are required. One will operate andsignal the ‘Low Level’ of fuel in the tank andthe other to operate and signal the ‘HighLevel’ of the fuel in the tank.

Fig. 46 811.3


FUEL SUPPLY SYSTEMS

With the total system care must be taken withthe vent on each tank. Make sure that, in caseof a fault in the system which allows theelectric motor driven pump to run on, fuelcannot come out of the vents. Ensure theheight of the vents are adequate.

NOTE: For the 4000 series engines thereturn fuel from the engine must be pipedback to the bulk tank NOT the day tank toavoid overheating the fuel if the capacity ofthe day tank is less than the minimumrecommendations (see page 71).

When the system is complete and piped upmake sure that all joints and connections aretight. It is possible for air to get into enginesupply lines through a faulty connectionwithout a fuel leak being visible.Fuel is drawn from the bulk tank and pumpedinto the day tank via the electric motor drivenfuel transfer pump. When the level of the fuelin the day tank picks up the ‘High Level’ floatthe switch operates and the electric motor isstopped.The engine uses fuel and when the Iow levelis reached the ‘Low Level’ float falls, theswitch is operated and the electric motor startsand pumping begins again.

With automatic systems it is prudent to have astandby circuit in case of malfunction. In thiscase a ‘stop’/’start’ push button could beincorporated - against level switch failure -and, in case of motor failure, a bypassmanually controlled gravity feed from the bulktank. The degree of standby systems willdepend on the importance of the availabilityof output.

Fig. 47 812.3


FUEL SUPPLY SYSTEMS

Fuel Lift PumpThe '4000' range uses a rotary Fuel Lift Pumpwhich has a maximum suction lift of 2.5 metres,and details of the size and position of theconnections are shown on all '4000' generalarrangements drawings.4006/8 SE pump can take a pressure of 5 baras it is fitted with a face seal, but the lip sealused in the 4012/16 SE pump limits theexternal pressure head to 10 psi or about 0.75bar.

Local Authority Regulations - Fire Hazard,etc.The local authority which has jurisdiction overthe area where the bulk tank and engine roomwill be sited must be contacted about pollutionand fire prevention requirements.Local regulations may require self-closingvalves on the bulk and day tank supply lines.These valves may be triggered by a fusiblelink or plug melting with the heat generated bya fire.Smoke detectors may also be required. Thearea under the bulk tank may require a bundbuilt round the tank of sufficient area andheight to safely contain the total contents ofthe bulk tank in case of accident or damage.From the access point of view, as well asmeeting Health and Safety at Workrequirements, the tank should have a fixedladder, platform and catwalk along the lengthof the tank, all with handrails.

Fuel Tank - MaterialFuel tanks are normally constructed fromsteel sheet. Stainless steel or aluminium (forday tanks) could be considered but galvanisedsteel should not be used. Flaking of thegalvanising coat can take place with theparticles clogging filters. Also there is achemical reaction with sulphur in the fuel thatcreates a sludge-like substance.

PipingUse piping suitable for the transfer of dieselfuel and of a size corresponding with theconnections on the various components ofthe fuel system. Install the pipework necessaryfor the integration of the components as acomplete system. The size and position of theconnections on the engine are shown on theengine arrangement drawing. To minimizethe damage due to vibration, flexible pipingshould be used when connecting rigidconnections on the engine with other rigidconnections.


LUBRICATING OIL SYSTEMS

PERSONALPROTECTIVE

EQUIPMENT MUST BE WORN WHENFILLING THE SUMP WITH LUBRICATINGOIL.

The lubricating oil used on the engine test isdrained from the sump before the engine isdispatched, and will give up to 12 monthspreservation protection.It is important that when filling the sump thatlubricating oil of the correct specification isused, and that it is not contaminated.

LUBRICATING OIL RECOMMENDATIONSThe quantity, grade and type of oil to be usedare stated in the Appropriate EngineOperation Manual.

STANDARD LUBRICATING OIL SYSTEMThe oil in the standard sump must be changedat regular intervals (see Appropriate EngineOperation Manual) therefore access to thedipstick, drain plug and oil filler must beallowed for routine servicing to be carried out,and also if necessary for the sump to beremoved.

EXTENDED RUNNING OIL SYSTEMTo extend the servicing interval on unattendedengines to coincide with the normal oil changeinterval (see Appropriate Engine OperationManual) the sump oil capacity can beincreased by fitting a make-up tank. The make-up tank should be positioned on a stand alongside the set and the outlet connection on thetank must be at least 0.3 metres above theinlet connection on the ‘REN’ valve. Thestandard oil level in the sump is maintainedby supplying oil from the make-up tank. the oilflow from the tank being controlled by a ‘REN’valve. (See Appropriate Engine OperationManual).It is important to prevent losing the oil in themake-up tank, when changing the sump oilthat an isolating tap is fitted between the tank,outlet connection and the ‘REN’ valve. Themake-up tank oil level should be checked andtopped up at the same time as the sump oil ischanged.A typical extended running oil system is shownin Fig. 48.

WARNING

Fig. 48 298.3


SOUND INSULATION

PERSONALPROTECTIVE

EQUIPMENT MUST BE WORN WHENWORKING IN AN ENGINE ROOM.

NOISE LEVELNoise levels are measured in decibels - dB -through a frequency range of 31.5 to 16,000Hz and at each octave band centre frequencyie 31.5, 63, 125, 250 Hz etc.The human ear is responsive to noise levelsin the frequency range of 63 to 800 Hz.The noise level in dB can be weighted A, B, Cand D to suit different requirements. Theaccepted norm is the ‘A’ Weighting as suchan overall noise level closely reproduces theresponse of the human ear. The mostcommonly accepted readings are “SoundPressure Level”.

NOISE SOURCEA running engine produces mechanical noise- valve gear, fuel pump etc. combustion noise,noise from vibration, noise from air inductionand from the radiator fan, if fitted.Usually the radiator fan noise and the airinduction noise is less than the mechanicalnoise.Noise level readings of the engine and fan areavailable, if required from Perkins Engines(Stafford) Ltd (see Product InformationManual).Should additional noise reduction be requiredthis can be achieved by acoustic treatment.If the acoustic treatment reduces themechanical noise levels as quoted in theabove noise level readings then the fan andinduction noise need not be considered.Providing a canopy around the engine isrelatively economical and gives good results.From a position 1 metre from the canopy anoverall reduction of 10 dB(A) can be achieved.Sound attenuating canopies need to beexpertly designed to be effective, and wouldadvise that companies with acoustic treatmentexperience be consulted.

RECOMMENDATIONS TO CONTAINNOISEIn an engine room installation where outsidenoise levels have to be controlled the followingfactors must be considered:-i) Building Construction

Outside walls - should be double brick -with cavity.Windows - double glazed with anapproximate gap of 200mm betweenpanes.Doors - double door air-lock or singledoor with a wall built outside the door asa noise barrier to absorb and reflect noisewhen the door is opened.

ii) VentilationThe air inlet(s) for engine combustionand air cooling air and the air outlet fromthe radiator fan or extractor fan should befitted with noise attenuating splitters.These are proprietary items and shouldbe discussed with the manufacturer.Ensure that the splitters do not restrictairflow thus putting excess resistance onthe fans.With the amount of cooling air requiredon the larger engines the splitters are ofgenerous proportions and the buildingshould be adapted so that they fit correctly.

iii) Anti-Vibration MountingsThe engine set mounted on anti-vibrationmountings to prevent vibrations beingtransmitted to the walls, other pieces ofequipment, etc. These vibrations oftengenerate noise. (See Anti-VibrationMountings).

iv) Exhaust silencing(See Exhaust section)Attention to the foregoing could lead to anoise attenuation of 30/35 dB(A) frominside to 1 metre outside the building,provided that top quality inlet and outletattenuators and exhaust silencers areused.


WARNING

SOUND INSULATION

'FREE' & 'SEMI-REVERBERNENT FIELD'If the noise “escaping” from the engine roomemerges into a “FREE-FIELD” area then, agood approximation of the decaying noiselevel is that doubling the distance reduces thenoise level by 6 dB(A).eg. at 1 metre - 70 dB(A)

2 '' - 64 "4 '' - 58 "8 '' - 52 "

However, the area around the engine roommay include other buildings or reflectivesurfaces to make it into a “Semi-reverberentfield”.In a “Semi-reverberent field” the decay ismore likely to be approximately 3 dB(A) perdoubling of distance. Once clear of the semi-reverberent field the figure of 6 dB(A) can beused in the “FREE-FIELD”.eg.at 1 metre Semi-reverberant Field - 70 dB(A)

2 '' '' - 67 ''4 '' '' - 64 "8 '' Free Field - 58 ''

With these simple approximations the noisepaths can be assessed at, say, a residentialarea 100 metres from the noise source.

SOUND PROOF CANOPY OVER ENGINESo far the object has been to contain the noisein the engine room. If the room is unmanned,or only occasionally worked in for shortperiods, this could be acceptable.

If the room is manned and perhaps used forother purposes then it would be economic toenclose the engine set in a canopy with inletcooling air being directed into the end of thecanopy and the radiator fan pushing airthrough set mounted radiator, ducting and theoutlet splitter.Lining the canopy with glass-fibre or mineralrock wool and faced with perforated boardwould absorb some mechanical noise. Thisis the same principle as used in straightthrough exhaust silencer.Such a canopy would control the noise levelso that working in the engine room would notcause discomfort to the operators.An added advantage would be that the areaoutside the engine room would be muchquieter. See Fig. 49.lf a canopy is used the breathing system of theengine should be modified to take the fumesoutside the canopy and, if necessary, outsidethe building. This will prevent the radiatormatrix becoming clogged. (See pages 68 -69).When in an area where the noise level isimportant remember it is possible that anothernoise source may give a background noisegreater than the engine noise. If there is aproblem make sure that readings are not beinginfluenced by other noise sources. The engineinstallation may not be at fault. Check withlocal authority.

Fig. 49 816.2


SOUND INSULATION

MULTIPLE ENGINE NOISE LEVELIn a multiple engine installation using thesame type of engine the maximum noise levelwill increase above that for a single engineinstallation as shown in the Tech Data for therespective engine in the Product InformationManual.Using a single engine as the datum point themaximum noise level can be taken from theTechnical Data sheet for the single engine, asshown in the appropriate engine ProductInformation Manual.From Fig. 51 add the additional noise leveldepending on the total number of engines tothe single engine noise level.Example:The maximum noise level for a single4006TAG2 engine running at 1800 rpm isshown as 111 dB(A) at position 3. When thetotal number of engines is 3, the maximumnoise level will be 111+ 4.8 = 115.8 dB(A).

NOTE: If the precise position for each enginein a multiple engine system is known, a moreaccurate evaluation of the maximum noiselevel can be made. Generally, this will beslightly lower than the maximum valueobtained above.

Fig. 50 817.2


SOUND INSULATION

Fig. 51 942.2


AIR INTAKE

ALL EXPOSED AIRINTAKES TO THE

ENGINE MUST BE FITTED WITHGUARDS.

The air into the engine for combustion mustbe clean filtered air at the coolest temperature.Under normal site conditions the standardduty type air cleaner will filter out approximately99% of the fine dust content down to 15 microns.When the engine is operating in dusty/desertconditions a heavy duty type air cleaner isrequired to give the same filtration of the airinto the engine.This is achieved by adding a further stage offiltration to the standard duty air cleaner in theform of a pre-cleaner. The pre-cleaner bycyclonic action takes out the heavier dustparticles leaving the fine dust to pass on to thenext stage of filtration (see Fig. 52).Dry air cleaners are fitted, since they give finerfiltration than the oil bath type.

AIR RESTRICTION INDICATORWhen the air cleaner filter elements are cleanthe resistance to air flow is approximately200/250 mm H20. As the restriction increasesin service the restriction indicator will signalby showing red that the element must bechanged for a new one. (See AppropriateEngine Operation Manual).Should the temperature of the air intake in theengine room be higher than the outsideambient temperature, then the air cleanermust be arranged via intake ducting/piping todraw the air from outside the engine room.Where noise level is also to be taken intoconsideration the ducting/piping from thestandard air cleaner(s) mounted on the engine,should be connected to an intake splittermounted in the wall of the engine room.

WARNING

Fig. 52 493.3


AIR INTAKE

The additional noise splitter and ducting/pipework will increase the resistance to airflow. The additional resistance to air flow plusthe initial restriction of the engine mounted aircleaner should be kept at 250/300 mm H2O byincreasing the size of the air filters and piping,so as not to reduce the servicing interval.(See Maintenance Schedule).

REMOTE MOUNTED AIR CLEANERShould the engine mounted air cleaner(s)be replaced by a remote mounted combinedair cleaner/intake splitter, then the totalresistance to air flow should be sized togive the same as the engine mountedcleaner(s) ie. 200/250 mm H20.The weight of the ducting/piping between theremote mounted air cleaner and theturbocharger intake should be independentlysupported, since this weight must not becarried on the turbocharger. (See Fig. 53).A flexible length of piping should be includedin the pipework to isolate the engine vibrations.(See Fig. 53).

Fig. 53 818.2


TORSIONAL VIBRATIONS

UNDER NOCIRCUMSTANCES

MUST THE ENGINE BE RUN WHENEXCESSIVE VIBRATION OF THEPOWER UNIT IS BEING EXPERIENCEDTHE ENGINE MUST BE STOPPEDIMMEDIATELY AND THE CAUSEINVESTIGATED.

The information below explains theimportance of a T.V. analysis being done longbefore the time comes for putting the engineand driven unit together, this can be done byPE(ST)L or the generating set manufacturer

CRITICAL SPEEDWhen fitting driven equipment to an engine,particularly single and twin-bearingalternators, it is very important to investigatethe Torsional Vibration system of the completeunit. Torsional vibrations occur in any rotatingshaft system.At certain speeds in the engine running rangethese vibrations may be of sufficient magnitudeand frequency to fracture the engine crankshaftand flywheel bolts, strip teeth off gear wheels,damage flexible couplings and drivenequipment. The point in the speed rangewhere any of the above hazards can occur iscalled the ‘CRITICAL SPEED’.The object of the torsional analysis is to locatethe critical speed points from the magnitudeand frequency of the disturbing forces andensure that damaging critical speeds areoutside the operating range of the engine andthat all is clear within +10% to -5% of thesynchronous speed.There may be some critical speeds in thespeed range from starting speed to 95% ofsynchronous speed but these could be judgedas “safe” because the critical speed is passedthrough in a second or so.However, if by application the requirement isan “all speed” range then all critical speedshave to be controlled within safe limits.

CRITICAL SPEEDS - CORRECTIVEMETHODSIf there is a problem with critical speeds theposition of the critical speed can be movedand its magnitude reduced in various ways.The first area to consider modifying would bethe stiffness of the flexible coupling. If it hasrubber elements a different stiffness of rubbercould be selected.If a spring plate drive or spring type flexiblecoupling was used it may be necessary tochange to a different type.Other solutions could be to change the inertiaof the engine flywheel, fit a torsional vibrationdamper or, if one is fitted as standard, removeit or fit a damper of different inertia and differentdamping capabilities. Occasionally, usuallywith a single bearing machine application, atuning disc is required at the free end of thecrankshaft.It can be seen that if there is a problem manyavenues can be explored to arrive at asatisfactory solution. It is very rare that thealternator shaft has to be modified.


WARNING

TORSIONAL VIBRATIONS

To wait and “see what happens” could provea very expensive exercise. Even if there wasno immediate breakdown there could becostly site modifications and an inevitabledelay in commissioning.

TORSIONAL ANALYSIS DATAPerkins Engines (Stafford) Ltd have carriedout a T.V. analysis for all the engine rangesand models with a number of proprietary singleand two-bearing machines - mostly at 1500rpm. Analysis at other speeds are not asnumerous.Upon request Perkins Engines (Stafford) Ltdwill advise if an intended combination hastorsional vibration approval.If not, and the customer wishes, PerkinsEngines (Stafford) Ltd will do the analysis onreceipt of the necessary details from thecustomer.In the case of alternators the informationrequired would be as Iisted below.i) Synchronous speed.ii) Electrical output.iii) Detail drawing of alternator shaft.iv) Inertia of armature and exciter.v) Inertia of cooling fan if fitted and position

on shaft.vi) Detail of flexible coupling type to be used

or inertia of driver and driven parts,dynamic stiffness, limits of vibratory torqueand coupling magnifier or damping factor.

or Inertia or spring plate drive for singlebearing machine.

vii) Is alternator driven from FREE END orFLYWHEEL END of the engine.

Alternative to the aforementioned PerkinsEngines (Stafford) Ltd will supply informationof the engine dynamic system for the customerto make his own arrangements for theTorsional Vibration Analysis.

GENERATING SET TORSIONALANALYSISWhere a skeletal generating set has beensupplied a torsional analysis will have beencarried out by Perkins Engines (Stafford) Ltdto ensure that the engine, flexible coupling,torsional vibration damper and alternator arecompatible.

NOTE: SPEED OR DRIVEN EQUIPMENTCHANGESIt often happens that one engine has beenordered at, say,1500 rpm; delivered and put instock by the customer. When ordered thisengine may have been cleared to becompatible with a certain coupling andalternator. If, due to urgency, this engine isallocated to drive another alternator or at aspeed different to 1500 rpm the newcombination must be re-checked for torsionalvibrations.Besides the T.V. check the engine could needdifferent injection pumps, fan pulley, damperarrangement, flywheel, turbocharger and thespill timing changed. To be absolutely certaincontact Perkins Engines (Stafford) LtdApplications Department who will provide thecorrect information.


DERATING

DERATING ENGINEDerating means reducing of the power outputof an engine from its maximum rating at normaltemperature and pressure conditions to allowfor adverse effects of site conditions eg.altitude and ambient temperature.The engine is factory set to meet ISO 3046standard conditions:- Ambient temperature 25°C

(at the air inlet)- Barometric pressure 100 kPa- Humidity 60%

(Non-turbocharged engines)Conversion figure 100Kpa = 1 bar = 1Atmosphere = 110 metresShould the site conditions exceed the aboveconditions then the engine must be derated inaccordance with the respective enginederating procedure.NOTE: The maximum ambient temperatureis the temperature that can occur during anyday of the year according to records.Should the actual site conditions be knownbefore despatch then the engine will bederated at the factory, and a label attached tothe engine to that effect.

Derating ProcedureThe derating procedure is as described in therespective engine operation manual, togetherwith the derating charts.NOTE: The power stated on the test certificateis the maximum power to be derated by thepercentage derate figure obtained from therespective derate chart.

DERATING ALTERNATORThe derated power from the engine is thefigure to be used when comparing the deratedoutput from the alternator. The output from agenerating set needs to be derated when thesite conditions exceed the temperature andpressure conditions as those stated above forthe engine.

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

AMBIENT TYPICALTEMPERATURE DERATE

UP TO: 40°C 0%45°C 4%50°C 8.5%52°C 11%55°C 13.5%

ALTITUDEUP TO: 1000 metre 0%

1500 4%2000 7.5%2500 11%3000 16%

Total derating factor for the alternator isobtained by adding together the deratepercentage for both temperature and altitudeconditions.After derating the alternator, check that thederated alternator capacity (check withsupplier) is still equal to or in excess of thederated engine power.


STARTING, STOPPING AND PROTECTION SYSTEMS

ALWAYS BE IN APOSITION TO STOP

THE ENGINE MANUALLY IN THE EVENTOF A MALFUNCTION BY OPERATINGTHE STOP LEVER ON THE ENGINE.

STARTING SYSTEMSThere are several ways of starting an engine,the most common forms being by an electricor air motor(s) rotating the crankshaft via agear drive.The startability of the engine depends on thespeed the crankshaft rotates before sufficientcompression heat is generated to ignite thefuel.Under cold starting conditions the crankingspeed can be reduced drastically by thechange in the viscosity of the lubricating oil.Hence the reason that the correct grade oflubricating oil must be used, to suit the siteambient temperature conditions. (SeeLubricating Oil Recommendation in theAppropriate Engine Operation Manual).To keep the cranking speed high and thecranking time low it is essential that thebattery(ies) or air receiver(s) are kept fullycharged.

Electric StartingThe electric starter motor(s) is operated eithermanually or automatically from a 24 Volt (DC)battery supply. The battery capacity beingdetermined by the ambient temperature inwhich the engine is to operate.The lead-acid type of battery capacity basedon a 20 hour rate is as follows.

DIESEL DIESELENGINE TYPE 4006/8 4012/16

Ampere capacity 143 286Down to 0°C (32°F) 178

Ampere capacity 286 356Down to 18°C (0°F) 286

Starter CablesThe size of the starting cables (battery/starterand starter/battery) based on a 2m length andstranded copper wire are:-

4006/8 2 x 70 mm or 1 x 120mm4012/16 2 x 70 mm or 1 x 120mm


WARNING


Air StartingThe air starter motor is operated eithermanually or automatically from a compressedair supply. The working pressure at the startermotor is 30 bar. The receiver should be sizedto give up to 6 starts under normal startingconditions down to a minimum pressure of 17bar.The size of the receiver is estimated as follows:

Ar x Ns = RcdP

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

NOTE: (Ar) For the 4006 = 400 litres" " 4008 = 500 "" " 4012 = 650 "" " 4016 = 700 "

Based on the GALI type A25.

The air receiver(s) should meet BSspecification and be fitted with a safety valve,pressure gauge and manual drain valve.

BATTERIES

PERSONALPROTECTIVE

EQUIPMENT MUST BE WORN WHENTOPPING UP OR CHANGINGELECTROLYTE IN THE BATTERY, ANDNEVER NEAR A NAKED FLAME.

The battery(ies) should be mounted as nearto the starter motor(s) as possible, to keep thecable length short and minimize the voltagedrop.The chosen position should allow for easyaccess for inspection and maintenance, andisolation from fire hazard and vibrations.Before installation ensure that themanufacturers instructions regarding the initialcommissioning of batteries are strictly adheredto.

Battery Installation(i) Polarity check

Make sure that the positive of the batteryis connected to the positive connection ofthe system and the negative of the batteryto the negative connection.WHEN COUPLING THE BATTERIESIN SERIES TO GIVE A HIGHERVOLTAGE MAKE SURE THAT THEPOSITIVE OF ONE IS CONNECTEDTO THE NEGATIVE OF THE NEXTBATTERY.

(ii) Clean connectionsClean the connecting terminals wellbefore fitting on to the battery. Dirty orcorroded terminals will cause bad contactto the battery and may result in affectingthe starting current.If the terminals are corroded, wipe overthe affected parts with a solution of sodiumcarbonate or ammonia, dry off and finallysmear over a film of petroleum jelly toprevent further corrosion. Make sure thatthe sodium carbonate solution orammonia does not enter the cells.

(iii) Fitting into Battery Housing. (IFSUPPLIED)When fitting the battery, ensure that it issecure without undue strain. The cablesto the battery must have sufficient lengthand be flexible to prevent pulling andstrain on the battery terminals. In clampingdown, ensure that the clamps and boltsare not overtightened, otherwise thebattery container may be damaged. Boltthe terminal connections tightly to thebattery posts.

(iv) InspectionThe battery should be so installed thatinspection and topping up is facilitated.The top of the battery and the surroundingparts should be kept clean and dry andfree from oil and dirt. The maximumpossible ventilation should be given; thisis particularly important when the batteryis in close proximity to the engine, leadingto high battery temperature.


WARNING


BATTERY CHARGING ALTERNATOR

DO NOT RUNENGINE WITH

BATTERIES DISCONNECTED ASDAMAGE TO THE ALTERNATOR MAYRESULT.

The battery charging alternator and itsregulator operate as a system to maintain thebattery in a charged condition when the setis running. Operation is such that a flat batterywill be charged in a minimum time and ahealthy battery will be held in that conditionby a trickle charge.

FOR DETAILS OF ENGINE CHARGINGCIRCUITS REFER TO THE ENGINEOPERATION MANUAL.

BATTERY CHARGERThe battery is normally charged by an enginedriven alternator, which as long as the engineis running will give sufficient charge to fullymaintain the battery capacity to cater forstandard starting conditions. Under extremelycold starting conditions it may be necessaryto increase the capacity of the battery.An engine may be fitted with a static chargerto replenish the battery when the engine is notrunning. This charger should be of theautomatic float charge type fed from mainsvoltage.Where an engine is fitted with both an enginedriven alternator and a static charger a relaymust be fitted to disconnect the static chargerwhen the engine is running.

STARTING AIDSJacket Water Heater(s)In extreme cold ambient temperatureconditions, besides changing to the correctgrade lubricating oil, the engine may be fittedwith a mains supply jacket water immersionheater(s). (See Data Sheet in appropriateengine operation manual for recommendedsize of heater(s)). Fitting a jacket waterheater(s) caters for easier starting by keepingthe engine water temperature between 26.7-37.8°C (80-100°F).


WARNING


STARTING LOADSWhen starting the engine it is recommended that the drive equipment be unloaded to make foreasier starting of the engine only, and allow the engine to accelerate up to full speed anddevelop 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 drivenequipment should be fitted with either a centrifugal clutch which can take-up the drive when theengine is developing sufficient power to coincide with the power required.

Load AcceptanceIn the case of a generating set the load that can be applied to the engine in one step at ratedspeed is limited.The load acceptance is stated in the individual engine technical data sheet as percentage ofthe full rated load.To achieve the above load it is essential that the engine is kept at its normal workingtemperatures by fitting heaters, and that the correct grade of lubricating oil is being used. (SeeOperation Manual).The following information is requested by Perkins Engines (Stafford) Ltd in order to assessspecific load requirements.

CUSTOMERS NAME: ...............................................................................................................

APPLICATION ALTERNATOR TYPE: .....................................................................................

TOTAL LOAD REQUIRED: .......................................................................................................

% FIRST LOAD STEP + OTHERS: .........................................................................................

TYPE OF LOAD ACCEPTANCE: ...........................................................................................

TRANSIT SPEED DROOP: ......................................................................................................

VOLTAGE DROOP MAX. : .......................................................................................................

RECOVERY TIME MAX. : .........................................................................................................

BLOCK HEATER USE: .............................................................................................................

OFF LOAD RUNNING TIME: ....................................................................................................

AMBIENT TEMPERATURE: : ...................................................................................................



STOPPINGThe engine should be run for 5 minutes atnormal speed on no load before stopping, toallow the engine to cool down adequately.

PROTECTION SYSTEMTo protect the engine from damage that couldbe caused by the following:-High water temperatureLow lubricating oil pressureOverspeed

The engine is fitted with suitable switcheswhich when a pre-determined setting isreached operate the stop solenoid which willshut down the engine.

Air Shut Off ValveAir shut off valves may be fitted, or are includedas standard equipment according to theparticular engine build specification, to providepositive shutdown protection against engineand alternator damage in the unlikely event ofengine overspeed, due to governormalfunction, or any other cause such ascombustible vapours being present in theintake air. Under such conditions the enginemay overspeed in the vapour and air mixtureeven if the fuel is shut off.


GOVERNORS

The Governor controls the speed of the enginewhich determines the frequency of thealternator. The type of governor fitted to theengine depends on the application of thegenerating set and the governing and/orfrequency limits specified. When finefrequency limits are required e.g. computerand numerical control applications, and whenfrequency and voltage stability are to be withinclose limits, it is very important that the correcttype of governor is specified at the time oforder.For details on classes of governing limitsplease refer to BS 5514 or ISO 3046 Part 4.The engine governing must be capable of anadequate response to different load conditionssuch as:-(1) Maximum load that can be applied to the

engine when running at full-rated speedon no-load, in one step.

(2) The transient and permanent speedchanges when applying the above load.

(3) The transient and permanent speedchanges when throwing off the aboveload.

(4) The transient and permanent speedchanges from change of load both off andon by any step of 25 per cent of the ratedload.

(5) The steady load speed band and recoverytime of this speed band from all theconditions stated above.

To meet class A1 or A0 conditions and zerodroop an electronic governor is fitted onengines used on generating sets, with theadvantage of obtaining a much improvedresponse compared with the mechanical orhydraulic type of governor.

GOVERNING TERMSThe following terms are used when describinggoverning:

Droop (see Fig. 54)This is the relationship of change of enginespeed expressed as a percentage of ratedspeed.

90

Fig. 54 819.3

% Droop = NO LOAD SPEED - FULL LOAD SPEED x 100

FULL LOAD

Zero droop running is also known asisochronous power generation.


GOVERNORS

Steady State Speed Band (See Fig. 55)This is the fluctuation in the speed from thenominal value at any steady load and isusually 1%.

Transient Speed (see Fig. 56)This is the temporary speed change from therated speed, caused by sudden applying orthrowing off the load.

ELECTRONIC GOVERNORThe use of an electronic speed governor ongenerating sets offers other advantages bybeing able to have fitted a number of additionaldevices for synchronising, load sharing,feedforward control, etc. (See AppropriateEngine Operation Manual).Since no mechanical drive is required for theelectronic governor maintenance isminimised, apart from adjustments duringcommissioning, and keeping the magneticpick-up clean. (See Appropriate EngineOperation Manual)

Governor WiringCertain additional items associated with thegovernor e.g. speed setting potentiometer,load sharing unit require to be wired usingscreened cables.It is important that the screen on these cablesis connected to the correct point in thegovernor circuit. Refer to MaintenanceManual for full information.


Fig. 55 820.3

NOTE: It is essential that the speed settingpotentiometer be mounted in a cool,vibration free position. It must not bemounted on the engine.

DURINGCOMMISSIONING

OR MAKING ADJUSTMENTS TO THESET IT IS ESSENTIAL THAT THE ENGINEBE EQUIPPED WITH SEPARATE(INDEPENDENT) AUTOMATICOVERSPEED PROTECTION IN ORDERTO GUARD AGAINST SEVERE ENGINEDAMAGE, WITH CONSEQUENTDANGER TO LIFE AND LIMB OF NEARBYPERSONNEL.

WARNING

Fig. 56 821.2

91

CONTROL PANELS FOR GENERATING SETS

The control panel can vary in designdepending upon the set specification, it willnormally include the engine starting/stoppingcircuit and the alternator instrumentation. Inthe case of floor or wall mounted control panels,the cabling between generating set and controlpanel will need to be supplied and installedby others (see page 98). Start and stopprocedure is identical to that for generatingset mounted panels.

WIRING BETWEENTHE GENERATING

SET AND CONTROL PANEL, ANDMAINS SUPPLY MUST BE CARRIEDOUT BY A COMPETENT ELECTRICALENGINEER.

CONTROL PANEL WITH MANUAL STARTThe manual start panel normally incorporatesa keyswitch for starting and stopping theengine via the normal electric starting andstopping solenoid circuits.

The panel also incorporates an ammeter,voltmeter and an alternator circuit breaker.Engine instruments are normally mounted ona separate engine mounted panel althoughsome sets may incorporate some engineinstruments in the alternator panel. The controlpanel will also incorporate lamps (or otherindication) associated with the automaticprotection equipment for low oil pressure andhigh engine temperature.Generator mounted panels will normally haveall electrical wiring connections made to theengine and alternator. The only cabling to bedone will be the output cabling from the circuitbreaker in the panel to the load. The panel ismounted either on the generating set or on thewall or floor, depending on the overall size.A typical set mounted control panel is shownin Fig. 57.On larger sets the control panel will be floor orwall mounted.

WARNING

Fig. 57 822.3



PROTECTION MODULESince generating sets can be Ieft unattendedfor long periods it is essential that the set isfitted with automatic protection which onreceiving a signal from the protection switcheswill stop the engine.Automatic protection circuitry is incorporatedin all control panels as standard and may bein the form of a protection module.

AUTOMATIC START CONTROL PANELAn automatic start control panel is normallysupplied to be used in conjunction with thealternator circuit breaker, alternatorinstrumentation and changeover contactorssupplied by others.The automatic start control equipment willstart and stop the engine (or generating set)upon receiving a signal from a remote position.Upon receiving the signal the engine willautomatically start and run up to speed andcontinue running until the remote signal iscancelled.Protection for the alternator output orcontactors are normally supplied by othersalthough the alternator circuit breaker maysometimes be incorporated in the automaticstart control panel, depending on cabling route.A three attempt start circuit is included insome automatic start control panels.The engine instruments are usuallyincorporated on a panel mounted on theengine although may sometimes beincorporated into the automatic start controlpanel.

NOTE: The engine should be run for 5minutes at normal speed on NO LOADbefore stopping to allow the engine to cooldown adequately.

A suitable timer should be included in thecircuitry to cater for the above requirement.A typical automatic start system is shown inFig. 58.

Fig. 58 823.2



AUTOMATIC MAINS FAILURE (AMF)CONTROL PANELThis type of control panel is designed to startthe set automatically on failure of the mainsupply.The A.M.F. control panel incorporatesautomatic starting and automatic protectioncircuits and usually also includes the automaticchangeover contactors (automatic circuitbreakers on larger sets).It may sometimes include engineinstrumentation in addition to the circuitryassociated with the particular set applicationi.e. stand-by-operation.This type of generating set is used wherecontinuous power supply is essential such asin hospitals, hotels, public buildings, protectingvaluable information in computers, avoidingdisruptions in telephone and radiocommunications, continuous processes in themanufacturing industries or any applicationwhere an alternative power supply is needed.When operating changeover contactors orcircuit breakers within the panel in automaticmode either the mains supply or the generatoroutput must be connected to load.The panel also has provision for manuallystarting and stopping the generating set fortest purposes.When the generating set is started undermanual control the changeover contactorswill NOT operate and the set will run on noload.

NOTE: The engine should be run for 5minutes at normal speed on NO LOADbefore stopping to allow the engine to cooldown adequately.

A suitable timer should be included in thecircuit to cater for this requirement.A typical automatic mains failure system isshown in Fig. 59.

Fig. 59 824.2



A typical automatic start/main failure controlpanel is shown in Fig. 60.The automatic start/main failure control panelsare normally wall/floor mounted and areusually designed to allow access from thefront of the control equipment. Also there isprovision for the entry and exit of power andcontrol cables in the base.


Fig. 60 825.2

95

1. CABLE ENTRY CAN BE ARRANGED TO SUITSPECIAL REQUIREMENTS

2. PANEL DIMENSIONS MAY VARY WITHOUTPUT RATING

A. - LOAD AMMETERSBCOL. - BATTERY CHARGER ON LAMPCA. - BATTERY CHARGE AMMETERCI. - BATTERY CHARGE ISOLATORECS. - ENGINE CONTROL SWITCHERL. - ENGINE RUNNING LAMPFM. - FREQUENCY METERFTSL. - FAIL TO START LAMPHOA. - HAND-OFF-AUTO SWITCHHWTL. - HIGH WATER TEMPERATURE LAMPLOAL. - LOAD ON ALTERNATOR LAMPLOML. - LOAD ON MAINS LAMPLOPL. - LOW OIL PRESSURE LAMPOLL. - OVERLOAD LAMPOSL. - OVERSPEED LAMPPB1. - START PUSHBUTTONPB2. - STOP PUSHBUTTONPB3. - RESET PUSHBUTTONPB4. - EMERGENCY STOP PUSHBUTTONV. - VOLTMETERVSS. - VOLTMETER SELECTOR SWITCH


PARALLEL OPERATIONGeneralThe paralleling of generating sets is necessarywhen loads greater than the output availablefrom one set have to be met, or to make use ofa standby set without interrupting the normalsupply.Before a generating set can be connected inparallel with another generating set or withthe mains supply the following conditionsmust be checked:-(a) Phase sequence(b) Phase coincidence(c) Equality of voltages(d) Equality of frequencyTypical paralleling system is shown in Fig. 61

(a) Phase SequenceThe phase sequence of each powersupply to be paralleled must rotate in thesame order. i.e. Red, yellow and bluethe rotation must be checked with aphase - rotation meter. Most generatingsets are 3 phase 4 wire output and theoutgoing terminals are colour codedstandard red, yellow and blue or marked‘U’, ‘V’ and ‘W’. The connections to thebusbars must be identical for each set,this must be checked using a phaserotation meter before any steps to effectparalleling are taken.

(b) Phase CoincidenceEach phase must be ‘in-phase’ with anyother supply to which it is beingparalleled. This is obtained by runningthe incoming set up to speed andchecking the phase coincidence bysynchroscope or paralleling lamps. Asimple arrangement of lamps for 3 phasealternator is shown in Fig. 61.Three sets of lamps suitable for linevoltage are connected across the mainswitch of the incoming machine. Twosets are cross connected while a third isdirectly across the switch. When theincoming machine has a frequencyslightly different from that of the runningmachine, the three lamps slowly brightenand darken in cyclic succession in adirection which depends on whether theincoming machine is running fast orslow.Adjustment of the speed regulator of theincoming generating set should be madeuntil the lamp connected directly acrossthe switch is dark while the other two areat maximum brightness indicating thatthe sets are syncronised.

Fig. 61 827.2



(c) Equality of VoltagesThe voltage of each supply must beidentical. The generating set controlpanel should have a voltage trimmer toensure the voltages are identical to eachother. This is to be checked andcorrected by means of the voltagetrimmer on the control panel beforeswitching the set to parallel.

(d) Equality of FrequencyThe frequency of each supply must beidentical. The generating set controlpanel should have a speed/frequencytrimmer to ensure the frequencies areidentical to each other.Generating sets for parallel operationmust have the same governorcharacteristics regarding speed droopwith load depending upon the rating ofthe sets.The speed droop will affect the loadsharing of the generating set.

NOTE: When the above conditions are metthe generating sets will be suitable forsynchronising (paralleling) together providedthat the load applied to each supply is withinthe capacity of each supply and is a constantload. When the load changes each set mustshare the load in proportion and also maintainthe four conditions a), b), c) and d) referred toabove.

AUTOMATIC SYNCHRONISING ANDLOAD SHARINGFor unattended operation, generating setsmay be supplied with automatic synchronisingand load sharing equipment to parallel setswith each other or the mains.Since these systems are individually designedfor each application refer to the specificinformation supplied with the generating setwhere this equipment is incorporated.A typical scheme of 2 sets automaticallysynchronising is shown in Fig. 62.

Fig. 62 828.2



CABLING

CABLING MUST BECARRIED OUT BY A

COMPETENT ELECTRICIAN.

Main Power CablesThe main power cables for the generating setmust be of adequate size to suit the output ofthe generating set (including the 10% overloadcapacity). When calculating the cable size,allowance must be made for the type of cablebeing used, voltage drop, ambienttemperature, installation method andinsulation material. The cable manufacturerstables should then be consulted to establishthe size of cable required.If single core cables are used the rating ofthese cables will be reduced if they arebunched together.Attention is drawn to the fact that the generatingset is on resilient mountings and therefore nosolid conduit or pipe connections should bemade but some flexible system should beused. For main power cables between thegenerator and control panel we recommendthe use of EPS/CPS sheathed single coreflexible 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 benecessary to use several cables per phase.Suitable gland plates are provided on thealternator and control panel, and these arenormally supplied undrilled. If single corecables are used, the gland plate should eitherbe of non-ferrous material or slots should becut between the cable entry holes. When the3 phase loads are well balanced across thephases, it is normally permissible to use aneutral conductor that is smaller than thephase conductors but the size of the neutralconductor should not normally be less thanhalf the size of the phase conductors.

The ends of power cables must be fitted withsuitable lugs which should be crimped withthe correct crimping tool. To ensure a goodconnection onto the alternator and controlpanel terminals the correct size of bolts withflat and spring washers should be used.Power cables must be adequately supportedthroughout their length but at the alternatorend provision must be made to allow for themovement of the generating set which occurswhen starting and stopping.The generating set must be adequatelyearthed (See Earthing Section).Where cables enter the alternator and controlpanel smooth bore bushes or the correct cableglands must be fitted to prevent damage to thecables at this point.

Set Mounted Control Panel CablesThe only cables necessary for this type ofgenerating set are the cables from the controlpanel to the load. The outgoing terminals arewithin the set mounted control panel and areaccessible when the cover of the panel isremoved. Either a 4 core cable or 4 singlecore cables may be used but the cable usedshould be as flexible as possible to allow forthe movement of the generating set on its anti-vibration mountings.A suitable hole (or holes as necessary) shouldbe drilled in the panel at a convenient positionand where the cable passes through theseholes a proper bush or cable gland must beused to prevent chafing. Where the cables areconnected to the control panel terminals aproper solder or crimp type lug must be usedto ensure a good connection.The metalwork of the generating set must beconnected to a good earthing point or earthelectrode by means of a suitable sized cable.(See Earthing Section).


WARNING


Floor Standing Single Running ControlPanel CablesThe cables to be connected to thesegenerating sets are as follows:-(1) Generator to control panel.(2) Control panel to load.(3) Control cables from generating set to

control panel.The cable details are as specified for themains failure control panel.All of the engine connections which have togo to the control panel are wired to a baseframemounted terminal box.For specific information refer to the enginewiring diagram and panel diagram.

NOTE: THE ABOVE TYPE CONTROLPANEL MAY SOMETIMES BE WALLMOUNTED.

Automatic Start Control Panel CablesThe cables required for automatic start panelsare as follows:-(1) Alternator to circuit breaker or contactor.(2) Control cables to provide start/stop

signal.(3) Cable for automatic battery charger.If the engine is driving an alternator to be usedas an automatic mains failure generating set,the following cables will also be required:(4) Mains supply to mains contactor.(5) Cable from contactor to load.Cables (1), (4) and (5) will carry the full outputof the generating set and should be sizedaccordingly.Cables (2) and (3) should be 1.5 mm2 PVC asminimum.

Automatic Mains Failure Control PanelCablesThe cables to be connected to thesegenerating sets are as follows:-(1) Generator to control panel(2) Mains to control panel(3) Panel to load(4) Control cables from generating set to

control panel

Cables (1 ), (2) and (3) carry the full load of thegenerating set or mains and should be sizedaccordingly. Cables (4) should be 1.5 sq. mmPVC or similar, connected at the genset endto terminals within the engine terminal boxwhich is mounted on the baseframe of thegenerating set, normally at the alternator endof the set. These terminals are numbered tocorrespond with the terminal numbers in thecontrol panel.



EARTHINGElectric generating sets and their associatedcontrol and switchgear panels must be earthedbefore being put into service.The following is a guide to general earthingrequirements, but reference should be made toI.E.E. Regulations in countries where theseapply, or to the local wiring regulations wherethey do not. The local supply authority may alsohave regulations that have to be complied with.An earthing system is made up of an earthelectrode, earth lead, earth terminal and anearth continuity conductor. The earth electrodeis usually one or more copper clad steel rodsdriven into the ground. (Neither water nor gasmains used separately or bonded together areacceptable as an earth electrode).The earth lead is a copper conductor of sufficientcross-section area, connecting the earth terminalto the earth electrode. The size of the conductormay be obtained from the I.E.E. Regulations,15th edition, Table 54F.The point of connection of the earthing lead tothe earth rod(s) should be protected fromaccidental damage, but also be accessible forinspection. A label indelibly marked with thewords “Safety Electrical Earth - Do Not Remove”in legible type not less than4,75 mm high shall be permanently fixed at thepoint of this connection. The earth terminal is aterminal situated adjacent to the generator maincircuit breaker to which all the earth continuityconductors are terminated.The earth continuity conductor is a conductorthat bonds all non current carryring metalwork inthe installation to the earth terminal. Again thesize of the conductor may be obtained from theI.E.E. Regulations, 15th edition, Table 54F.All metalwork within the consumer’s premises,except current carrying parts, must be connectedto the earth continuity conductor (E.C.C.). TheE.C.C. shall be connected to the consumer’searth terminal, and the earth terminal shall beeffectively earthed to an earth electrode. Inpremises where a mains supply exists in additionto the generator and if the consumer is the soleuser of the supply authority’s transformer or ison a Protective Multiple Earthing (PME) systemit is usual for the supply authority to give consentfor the consumer’s earth terminal to be connectedto the supply authority’s earth electrode.

Where a consumer shares a transformer withother customers, and if for any other reason, thesupply authority refuses to consent to theconnection of the generator earth to the supplyauthority’s earth electrode, where four-polechangeover contactors are fitted, or where thegenerator is the sole source of supply, it will benecessary to install a separate earth electrode.Any water or gas supply mains should be bondedto the E.C.C. at a point as close as practicableto the point of entry to the consumer’s premises,providing that where there is an insulationsection fitted the connection shall be made tothe metalwork on the consumer’s side of theinsulating section.The number of rods that are required to form asatisfactory earth electrode is dependent uponthe ground resistance. The earth loop resistance(of which the earth electrode resistance maypart), must be low enough that in the event of anearth fault occurring, sufficient current will flowto operate the protection devices. (Fuses orcircuit breakers). The fault path value may befound by using the formula set out in the I.E.E.Regulations.Any installation which is supplied by a mobiletype of generator, for example, transportable ortractor-mounted, shall have independent earthelectrodes connected to the earth continuityconductor and the neutral. Additionally, adetachable cable connection from the generatorto the installation, with either bolted connectionsfor phase, neutral and earth conductors or anappropriate rated shrouded plug and socket, isrequired. The flexible cable connectionspreferred are vulcanised rubber with PCP or TRsheath, vulcanised rubber insulated, with PCPsheath, or butyl rubber insulated with heat, oilresisting and flame retardant (HOFR) sheath.The plugs, sockets and cables shall complywith British Standards. The cables should bekept as short as possible and used uncoiled toavoid overheating.It may be necessary to obtain official permissionto connect the earth point of the generating set(and control panel) to an existing earth point.


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