Gas Installation Manual 2000/3000/4000 Series WARNING READ AND UNDERSTAND ALL SAFETY PRECAUTIONS AND WARNINGS MENTIONED IN THIS MANUAL. IMPROPER OPERATION OR MAINTENANCE PROCEDURE COULD RESULT IN A SERIOUS ACCIDENT OR DAMAGE TO THE EQUIPMENT CAUSING INJURY OR DEATH. NON-COMPLIANCE WITH THESE INSTRUCTIONS MAY INVALIDATE THE GUARANTEE OFFERED WITH THE ENGINE. MAKE QUITE CERTAIN THE ENGINE CANNOT BE STARTED IN ANY WAY BEFORE UNDERTAKING ANY MAINTENANCE PARTICULARLY IN THE CASE OF AUTOMATICALLY STARTING GENERATING SETS. Gas Installation, October 1997 INTRODUCTION THE PURPOSE OF THIS INSTALLATION MANUAL IS TO PROVIDE THE USER WITH SOUND GENERAL INFORMATION FOR INSTALLING AN ENGINE/GENERATING SET WITHIN AN ENGINE ROOM FACILITY. IT IS FOR GUIDANCE AND ASSISTANCE IN THE APPLICATION OF AN ENGINE WITH RECOMMENDATIONS FOR CORRECT AND SAFE PROCEDURE. PERKINS ENGINES LIMITED CANNOT ACCEPT ANY LIABILITY WHATSOEVER FOR PROBLEMS ARISING AS A RESULT OF FOLLOWING RECOMMENDATIONS IN THIS MANUAL. It is essential that all relevant safety precautions are adhered to both with regards to machinery and personal protection. Safety symbols refer to Safety Precautions insert. The information contained within the manual is based on such information as was available at the time of going to print. In line with Perkins Engines (Stafford) Limited policy of continual development and improvement, information may change at any time without notice. The user should therefore ensure that before commencing any work, he has the latest information available. Users are respectfully advised that it is their responsibility to employ competent persons to carry 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 any gas engine due to their potentially dangerous nature. Careful reference should also be made to other Perkins Engines 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 persons may be contacted:2000 & 3000 Series 4000 Series - Applications Manager - Service Manager Perkins Engines (Shrewsbury) Ltd Lancaster Road Shrewsbury Shropshire SY1 3NX England Tel: (01743) 212000 Fax: (01743) 212700 Perkins Engines (Stafford) Ltd Tixall Road Stafford ST16 3UB England Tel: (01785) 223141 Fax: (01785) 215110 Publication TSL4200 Published by the Technical Publications Department, Stafford. © 1997 Perkins Engines (Stafford) Limited. Gas Installation, October 1997 1 CONTENTS DESCRIPTION INTRODUCTION CONTENTS SAFETY PRECAUTIONS COMMISSIONING & SIGN OFF PROCEDURE ENGINE COOLING LIFTING EQUIPMENT FOR ENGINES Page 1 3-5 INSERT 7-8 9 - 11 12 - 13 MOUNTING OF ENGINE & DRIVEN UNIT ENGINE MOUNTINGS UNDERBASE ENGINE BEARERS TYPE OF FOUNDATIONS SUBSOIL-SITE FIXED CONCRETE BLOCK INSTALLATION PROCEDURE ON CONCRETE BLOCK GROUTING TRENCHES CONCRETE RAFT FLOATING CONCRETE BLOCK RIGID MOUNTINGS FLEXIBLE MOUNTINGS ANTI-VIBRATION MOUNTINGS ALIGNMENT PROCEDURES 14 14 14 14 15 15 - 16 17 18 18 18 18 - 19 20 21 - 22 23 - 24 25 - 29 TORQUE SETTINGS 30 - 31 ENGINE ROOM LAYOUT INSTALLATION GUIDELINES INITIAL CONSIDERATIONS TYPICAL ENGINE ROOM LAYOUT VENTILATION - ENGINE ROOM DUCTING AGAINST PREVAILING WIND VENTILATION - TROPICAL CONDITIONS FORCED VENTILATION - REMOTE MOUNTED RADIATOR ALTERNATOR/ENGINE RADIATED HEAT TYPICAL MULTIPLE ENGINE INSTALLATION 32 32 33 34 35 - 37 38 39 40 - 41 42 - 43 44 - 45 COOLING SYSTEMS RADIATOR FAN PERFORMANCE REMOTE MOUNTED RADIATOR FILLING THE COOLING SYSTEM DRAINING THE COOLING SYSTEM Gas Installation, October 1997 46 46 46 47 48 48 3 CONTENTS Page 49 - 50 51 51 - 52 53 53 53 54 - 57 BREAK TANK - WATER MIXING HEAT EXCHANGER COOLING TWO SECTION RADIATOR (CHARGE COOLED ENGINES) COOLANT ANTIFREEZE PROTECTION WATER TREATMENT CO-GEN HEAT/POWERSETS CIRCULATION DIAGRAMS 4006/8TESI (MINNOX) ENGINE COGEN UNIT COOLING CIRCUIT 4012/16TESI (MINNOX) ENGINE COGEN UNIT COOLING CIRCUIT 4012/16TESI COGEN UNIT DISN IGNITION/GAS SYSTEM DIAGRAM 4012/16 TESI FRESH & RAW WATER CIRCULATION WITH RADIATOR (DOUBLE CORE) TP385 INSERT TP386 INSERT TP387 INSERT TP384 INSERT EXHAUST SYSTEM BACK PRESSURE - LIMITATION INSTALLATION FLEXIBLE ELEMENT EXPANSION EXHAUST OUTLET POSITION MULTIPLE EXHAUST OUTLETS CONDENSATE DRAIN LAGGING EXHAUST SYSTEMS GAS EMISSION & CATALYSTS BACK PRESSURE - CALCULATIONS NOISE ATTENUATION - EXHAUST 59 59 59 60 61 61 62 62 62 63 - 69 64 68 ENGINE BREATHER BREATHER INSTALLATION & CLOSED CIRCUIT 70 70 - 71 FUEL SUPPLY SYSTEMS FUEL SYSTEMS & SAFETY EQUIPMENT GAS SPECIFICATION GAS SYSTEMS 72 72 - 73 74 75 - 81 LUBRICATING OIL SYSTEMS LUBRICATING OIL RECOMMENDATIONS STANDARD LUBRICATING OIL SYSTEM EXTENDED RUNNING OIL SYSTEM 82 82 82 82 4 Gas Installation, October 1997 CONTENTS SOUND INSULATION NOISE LEVEL NOISE SOURCE RECOMMENDATIONS TO CONTAIN NOISE ''FREE'' & ''SEMI-REVERBERENT'' FIELD SOUNDPROOF CANOPY OVER ENGINE MULTIPLE ENGINE NOISE LEVEL Page 83 83 83 83 84 84 85 - 86 AIR INTAKE AIR RESTRICTION INDICATOR REMOTE MOUNTED AIR CLEANER 87 87 88 TORSIONAL VIBRATION CRITICAL SPEED CRITICAL SPEED - CORRECTIVE METHODS TORSIONAL ANALYSIS DATA GENERATING SET TORSIONAL ANALYSIS 89 89 89 90 90 DERATING DERATING ENGINE 91 91 STARTING, STOPPING & PROTECTION SYSTEMS GAS ENGINE START & STOP SEQUENCE AIR STARTING / BATTERIES BATTERY CHARGING ALTERNATOR BATTERY CHARGER STARTING AIDS STARTING LOADS STOPPING PROTECTION SYSTEM GOVERNOR WIRING OVERALL DIMENSIONS AND WEIGHTS Gas Installation, October 1997 92 92 - 93 94 - 96 96 96 96 97 97 97 98 99 - 100 5 COMMISSIONING AND SIGN OFF PROCEDURE CUSTOMER SITE ALTITUDE (m) ENGINE TYPE No POWER (kW) PERFORMANCE RELATED PARAMETERS (at maximum site load) TEMPERATURES: UNITS Turbine inlet temperatures. Turbine outlet temperatures. Air filters inlet temperatures. Charge air temperatures to charge cooler. Charge air temperatures from charge cooler. Ambient (external). °C °C °C °C °C °C Water into radiator (heat exchanger). Water into engine oil coolers. °C °C Water temperatures to charge coolers. Water temperatures from charge coolers. °C °C Cooling air temperature onto fans. °C Oil temperature to bearings. °C Gas temperature before meter. °C Fuel temperature to engine. °C PRESSURES: Boost pressure before charge cooler. Boost pressure inlet manifold. mmHg mmHg Exhaust back pressure after turbochargers. mmHg Canopy depression/pressure. mmHg Barometric pressure. Air filter depression. (if filtration is non standard or air ducted) mmHg mmHg mmHg Lubricant oil pressure to bearings. kpa Water pressure (out of engine) C.H.P. systems. Water pressure into pump. Water pressure after pump. kpa kpa kpa Fuel pressure (in engine rail-diesel). kpa FLOWS Water flow from pumps (engine jacket circuit). (Perkins thermostats to be fully open) L/min Water flow through charge cooler. L/min Air flow through radiator (if cooling suspect). m3/sec Crankcase pressure (particularly where “modified” breathers are used). mmWg Gas Installation, October 1997 7 COMMISSIONING AND SIGN OFF PROCEDURE ENGINE PARAMETERS Emissions NOx ppm Mainly Gas CO ppm Engines HC ppm O2 (Full load and no load) % CO2 (If it is possible) % Ignition timing (gas). Mixture screw position (gas). ‘A’ Bank ‘B’ Bank Gas pressure before gas pressure regulator. (Full and no load) Gas pressure after gas pressure regulator. (Full and no load) Gas pressure before meter. Gas calorific value on site. (If not available sample must be obtained). Exhaust shade (diesel). Head of fuel (diesel). Governing: Actuator position at full load. Gain Stability Load acceptance: % Load applied. Cold engine Hot engine Ramp time to full load (where applicable). Cooling down times. Stability. (Gas engine). °BTDC mm mm mm mmWG mmWG mmWG MJ/m3 BOSCH m % sec sec r/min or kWe GENERAL Visual inspection (vibration, leaks, etc.). (measured if necessary) Air circulation (cooling, stagnant areas). Lubricant oil supplier and grade. Fuel oil supplier and grade. Water treatment (coolant). Gas supplier or area of origination. Reset power stops to suit site conditions (to prevent overload:- gas and diesel). 8 Customer Signature Name PE(ST)L/O.E.M. Name Gas Installation, October 1997 ENGINE COOLING CIRCUITS Fig. 1 - 2006TSI (IN-LINE) Fig. 1 Gas Installation, October 1997 978.2 9 ENGINE COOLING CIRCUITS Fig. 2 - 3012SI ('V' FORM) Fig. 2 10 980.2 Gas Installation, October 1997 ENGINE COOLING CIRCUITS Fig. 3 - 3008SI ('V' FORM) Fig. 3 Gas Installation, October 1997 981.2 11 LIFTING EQUIPMENT FOR ENGINES When lifting engines or generating sets, special lifting equipment is required. It is recommended that a spreader lifting beam of the correct lifting load capacity is used and that chains, hooks, shackles, eyebolts etc are checked that they are well within their safe working loads. The load should be secure, stable and balanced when lifting, therefore an assessment of the position of its centre of gravity must be determined to ensure that the lifting point is over it. The lifting chains etc must be firmly secured to the load by means of hooks etc on to the purpose-designed lifting points, and that the rated included angle is not exceeded. In order to accommodate the chains for lifting it may be necessary to have to remove engine components such as air filters etc to prevent damage, but this should be avoided where the chains can be made to clear by nondetrimental means. NOTE: When lifting with chains at an angle the load on the lifting eye is increased (45° = 40% increase). LIFTING EQUIPMENT SHOULD BE USED BY TRAINED PERSONNEL ONLY. GENERATING SETS MUST BE LIFTED USING THE LIFTING LUGS ON THE BASEFRAME AND A SPREADER LIFTING BEAM. THE ENGINE LIFTING BRACKETS AND ALTERNATOR LIFTING LUGS MUST NOT BE USED. ENGINE LIFTING BRACKET Fig. 4 765.2 ENGINE LIFTING BRACKET Fig. 5 766.2 WARNING 12 UNDERBASE LIFTING BAR Fig. 6 767.2 Gas Installation, October 1997 LIFTING EQUIPMENT FOR ENGINES Fig. 7 Lifting points for Engines Fig. 7 Gas Installation, October 1997 982.2 13 MOUNTING OF ENGINE & DRIVEN UNIT When mounting an engine and driven unit the utmost consideration must be given to the type of engine mountings and foundation, which must be strong enough to support the weight of the unit and the stresses produced when the unit is operating. ENGINE MOUNTINGS The type of mountings depend upon the type of installation in which the engine is to be used and the final drive arrangement. The engine can be fitted with either rigid or flexible mountings, depending on the type of foundation or application. Flexible mountings are normally supplied in matched sets and are used to isolate engine vibrations and noise (see pages 21-22). If the engine is flexibly mounted, the exhaust and fuel pipe connections must also be flexible. The engine should be aligned to the driven unit within the specified recommendations, using shims between the engine and driven unit mounting feet and the underbase/bearers. The dimensions of the shims (or packing pieces) should not be less than the mating area of the engine and driven unit mounting feet. At least two fitted bolts (minimum quality 8.8 steel) must be used both in the engine and driven unit mounting feet. Where it is not possible to use a fitted bolt, the mounting feet should be dowelled to the underbase/bearers using one dowel in each foot at diagonal corners. NOTE: For alignment procedure and tolerances see pages 25-29. UNDERBASE/ENGINE BEARERS The simplest form of mounting is to rigidly bolt the engine and driven unit directly to an underbase or bearers. It is essential that all mounting pads on the underbase or bearers are flat, square and parallel to each other. The underbase or bearers should be designed so that the mounting pads will not distort in any way and have sufficient rigidity to prevent deflection due to the weight of the engine and driven unit, vibrations and various stresses when the engine is running. TYPE OF FOUNDATIONS The engine floor/foundation where the underbase/bearers are fixed is of great importance as it must: i) support the static weight of the units and withstand any stresses or vibrations when the engine is running, ii) be sufficiently rigid and stable so that there will be no distortion which would affect the alignment of the engine and driven unit, iii) absorb vibrations originating from the running units and prevent them being transmitted to the surrounding floor and walls etc. (see Figs. 8 & 9). 14 Gas Installation, October 1997 MOUNTING OF ENGINE & DRIVEN UNIT SUBSOIL-SITE The site subsoil must have a bearing strength capable of supporting the weight of the complete set plus the concrete foundation on which it will stand. If the bearing strength of the subsoil is in doubt advice should be taken from a qualified civil engineer to enable the type and size of concrete foundations to be determined. It may not be possible to reach solid subsoil, hard clay, compacted sand and gravel or rock, without excavating to an unreasonable depth. In such a situation, the load must be spread over a large area on a concrete raft, the design of which should be entrusted to a qualified civil engineer in conjunction with Perkins Engines (Stafford) Ltd Application Department. FIXED CONCRETE BLOCK The fixed concrete block is a proven method and preferred in some circumstances. In this case the engine set bedplate is tightly bolted to the concrete block. The recommended plan size of the fixed concrete block as illustrated in Fig.8 is to allow between 300/450 mm surround on all sides of the set. The surface of the block is usually proud of the normal floor line by 'h' between 100/230 mm and forms a plinth. The depth of the concrete block is calculated as follows: D= W dxBxL 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 if accurate 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 concrete required for the weight and stability of the running set, the subsoil has to be checked to see if it will carry the total weight (set plus concrete block) and withstand the forces involved. Gas Installation, October 1997 15 MOUNTING OF ENGINE & DRIVEN UNIT Fig. 8 Fig. 9 16 768.2 769.2 Gas Installation, October 1997 MOUNTING OF ENGINE & DRIVEN UNIT INSTALLATION PROCEDURE ON CONCRETE BLOCK When the concrete block is being poured pockets must be incorporated for the Holding Down Bolts, ie Hook type or equivalent. At each holding down bolt position removable wooden boxes are placed. The size of box is to match the size of the the bolt used in the installation. When the concrete is reasonably firm the boxes are removed. Ensure that the top surface of the concrete block is level and reasonably smooth and free from blemishes. After removing the Holding Down bolt boxes leave for 5/7 days to dry out before positioning the set. Fig. 9 illustrates the method using the common 'hook bolt'. The depth 'd' should be a little more than the length of the bolt 'L'. This is so that the bolt can be dropped into the hole for the concrete and allow the set to be rolled into position without obstruction from the bolts. Pour and pack the concrete into the bolt hole pockets to within 50 mm of the top. This is to allow for the final grout. Leave 2/3 days for the concrete to set then tighten the holding down bolts. At this stage check the engine/driven unit alignment to ensure that the bedplate has not distorted. If alignment has been affected carefully slacken the holding down bolts and shim as necessary. Re-tighten aIl bolts and re-check alignment. If O.K. carry on to next stage. NOTE: It is not necessary to check crankweb deflections. WARNING USE CORRECT LIFTING EQUIPMENT. DO NOT WORK ALONE. ALWAYS WEAR PROTECTIVE GEAR. When lifting the engine/alternator set into position it is essential that correct lifting equipment is used having a tested safe working load well above the weight of the complete set to be lifted. Use the lifting facilities provided where possible and observe safety precautions regarding suspended loads etc. When the set is in position pull the bolts up through the holes in the main bedplate. Fit the washers and nut until approximately a thread length, equivalent to the nut thickness, stands proud of the nut At each holding down position fit a steel packing plate across the hole and on each side of the bolt. Check that the bedplate is level without sag or twist. If necessary add shims between the bedplate and packing plate. Gas Installation, October 1997 17 MOUNTING OF ENGINE & DRIVEN UNIT GROUTING The recommended grout mix is as follows: 1-Part best quality cement 2-Parts clean sharp sand Grouting mixture is packed into the top of the holding down bolt pockets, around the bolts and packing pieces, etc., and between the underside flange of the bedplate and the top of the concrete block. See Fig. 9. Leave for 5/7 days to dry out and set. Check holding bolts and tighten if necessary. When the set has run for 50/75 hours after the completion of the installation the holding down bolts should be checked and tightened as necessary. TRENCHES When designing the foundation block various other areas should be taken into account. Trenches, particularly for heavy duty electrical cables need to be considered, bearing in mind provision for drainage to prevent the trench filling up with water. On the larger generating sets these cables have a large bending radius. It may be necessary to cut away part of the concrete block so that a smooth sweep can be made. See Fig. 8. CONCRETE RAFT This type of foundation distributes the set weight plus the weight of the concrete raft over a larger floor area than the fixed concrete block. The unit loading on the subsoil is minimised and a reduced depth of concrete can be used. With the sub-soil of hard clay or compacted sand and gravel a concrete thickness of between 380/450mm is typical, but if reinforced by steel bars or steel mesh this would be satisfactory for even the largest of the 4000 series engines. (See Fixed Concrete Block). Instead of pre-fitted 'hook bolts' the concrete may be drilled to take suitably sized 'Rawlbolts' or similar fastenings. 18 FLOATING CONCRETE BLOCK The floating block is an effective alternative to the fixed concrete block. The concrete mix, holding down bolt pockets, surface finish and installation of the set is the same. The block is pre-cast using a wooden mould. To isolate and float the block a matting of water resistant cork-like material or similar proprietary material is placed on the surface of the sub-soil at the bottom of the pit and the concrete block lowered on to it. The matting should be adequate to support the weight of the set plus concrete block. (See Fixed Concrete Block). An air gap of approximately 25mm should be maintained along all four sides of the block. The gap at floor level must be sealed with a non-setting mastic or similar material to keep out dirt and water but still allow flexibility. See Fig. 11. This method isolates the machinery and block and substantially reduces the transmission of the vibration to the surrounding floor, walls etc. All services to the engine, fuel, air and water pipes, exhaust system and electric cables must be fitted with a flexible length or connection to prevent fractures and possible transmission of harmful vibrations. Transmission of vibration may culminate as noise at a point remote from the engine. Gas Installation, October 1997 MOUNTING OF ENGINE & DRIVEN UNIT Fig. 10 770.2 Fig. 11 771.2 Gas Installation, October 1997 19 MOUNTING OF ENGINE & DRIVEN UNIT RIGID MOUNTINGS A typical application where rigid mountings are used is an engine/alternator mounted on an underbase as shown in Fig. 12. In this case an alternator is the driven unit but could also be a water pump or compressor. Fig. 12 20 772.2 Gas Installation, October 1997 MOUNTING OF ENGINE & DRIVEN UNIT FLEXIBLE MOUNTING (USED WITH UNDERBASE) To reduce the noise level, and absorb any vibrations being transmitted to the installation foundations, the above underbase is fitted with flexible mountings. See Fig. 13. The flexible mountings are positioned so as to give even load distribution, which is determined by calculating the total weight of the set and its centre of gravity, and disposing the mountings equally about the centre of gravity of the unit: Total bending moment WxL= (W1 x L1) + (W2 x L2) (W1 x L1) + (W2 x L2) . L= Total Weight W . . L1 and L2 Should be determined by the installer from a datum point to find L (See Fig 13). Fig. 13 Gas Installation, October 1997 773.4 21 MOUNTING OF ENGINE & DRIVEN UNIT FLEXIBLE MOUNTINGS (ENGINE BEARERS) In the case where there is no underbase and the engine/alternator are to be flexibly mounted directly to the engine bearers as shown see Fig. 14. It is important to use a specific type of flexible mounting to ensure that the mountings are correctly loaded and are suitable for restricting movement, torsional vibration & engine torque. This type of mounting is not recommended where the radiator is fixed to the engine bearers but can be used for remote mounted radiator installations. Normally four mountings are used on most engine/flywheel housing mounted alternator sets but engine weight distribution may be unsuitable for standard flexible mountings. It is not good practice to use additional flexible mounts to provide 6-point system without first checking their suitability. If the engine is fitted with an open coupled driven unit and the complete unit is to be flexibly mounted then the unit should be mounted on side channels and the flexible mountings fitted on the underside of the side channels. L1 and L2 Should be determined by the installer from a datum point to find L3 (see Fig. 14). NOTE: Where the driven equipment is not supplied with the engine, Perkins Engines (Stafford) Ltd, should be contacted for flexible mounting and mounting bracket recommendations. Generally engine flexible mounts have a height adjustment to enable alignment of the engine output flange to the alternator shaft to be carried out accurately. Initially height adjustment should be carried out by inserting shims between the engine bearer and the flexible mountings. The final height adjustment being carried out on the flexible mounting adjusting nut. 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 . . Fig. 14 22 774.3 Gas Installation, October 1997 MOUNTING OF ENGINE & DRIVEN UNIT ANTI-VIBRATION MOUNTINGS (2, 3 & 4000 SERIES) Large concrete blocks with the accompanying holding down bolt methods are expensive and not always possible. A cheaper practical solution is to install the complete set on antivibration mountings, providing that the foundation can withstand the weight and loading involved. This type of mounting is available in many similar designs but the typical industrial requirement falls into the two categories as follows: i) Rubber or steel spring or both - without adjustment. See Fig. 15 and 16. ii) Steel spring in compression - with adjustment. See Fig. 17. NOTE: For the 4012/16 Series engines it is imperative that the type shown in Fig. 16 and 17 (ie without or with adjustment of the Christie and Grey design or equivalent) must be used. The most frequent application is where engine and driven unit are solidly mounted on a common steel bedplate connected together with a flexible coupling or spring drive plate. The anti-vibration mountings are placed between the underside of the bedplate, or wings built out from the bedplate, and the floor surface. The concrete floor surface must be level and reasonably smooth. It must be capable of supporting the generating set. The dynamic loads are relatively small and will have little or no effect on the foundation. Mountings, with or without adjustment, can readily be selected to absorb up to 90% of the forces and reduce the amplitude of the vibrations transmitted by the running set. No harmful vibrations will be transmitted to the building structure or other equipment, if the correct mounting and foundation are used. The total weight of the set should be equally distributed on each mounting so that a common mounting can be used. The requirement will be 4, 6 or 8 mountings depending on the size of the set and the grade of mounting selected. Gas Installation, October 1997 The adjustable mounting has the advantage that, if the floor level and/or the loading is uneven, adjustment can be made to each mounting so that the loading and deflection can be corrected at each mounting position. It is also a safeguard against distortion of the underbase. There are many reputable suppliers of AntiVibration mountings and to obtain the most economical and effective mounting for a particular installation quotations should be obtained from more than one supplier. If necessary they will supply installation drawings and in the case of adjustable mounts, the method and degree of adjustment. It is recommended that the anti-vibration mountings are bolted to the floor. If other running machinery is sited nearby then vibrations from these units could be picked up by the stationary generating set. These vibrations could have a harmful effect on the engine bearings and particularly on the alternator shaft with its ball or roller bearings. The above mentioned anti-vibration mountings now work in reverse and protect the stationary engine from external vibrations. 23 MOUNTING OF ENGINE & DRIVEN UNIT ANTI-VIBRATION MOUNTS - MOBILE UNITS If the set is a mobile unit that will be towed by a vehicle special attention must be paid to the A.V. mounting selection. When towed over rough ground the set will bounce up and down. With ordinary mountings the rubber that is normally in compression will be subjected to repeated extension and compression and the elements will fail. To prevent this the mounting should incorporate steel rebound washers which will limit deflection to safe limits. The suppliers will advise the correct type to use. 24 Fig. 15 775.2 Fig. 16 776.2 Fig. 17 777.2 Gas Installation, October 1997 MOUNTING OF ENGINE & DRIVEN UNIT ENGINES FITTED WITH CLOSE COUPLED ALTERNATORS It is essential that the flywheel counterbore (dia 'A') is concentric to the flywheel housing counterbore (dia 'B') to a maximum eccentricity of 0.13mm (0.05''), to comply with S.A.E. standard S.A.E. J162a and S.A.E. J1033 (see Fig. 18). The engine should be offered up to the baseframe and located by bolts through the engine feet and baseframe mounting holes. These bolts should not be tightened up at this stage. Next the distance (depth) between the rearmost machined face of the flywheel housing and face F (Fig. 18) of the flywheel (dimension 'X') should be measured by means of a straight edge and rule. Two bearing alternators should now have the flexible coupling, and single bearing alternators the drive plate fitted to the driven shaft. These should be knocked on just far enough so that dimension X (Fig. 19) = dimension X (Fig. 18). The alternator should now be offered up to the engine so that both drive disc and housing spigot engage at the same time. Firstly the bolts retaining alternator to flywheel housing should be started and tightened up straight away. Then the drive disc to flywheel bolts started and tightened to the correct torque. Finally check with feeler gauges the gap between engine and driven unit feet and baseframe mounting pads, insert shims where necessary, and tighten up the securing bolts to the correct torque. Gas Installation, October 1997 25 MOUNTING OF ENGINE & DRIVEN UNIT Check that the faces ''E'' and ''F'', are parallel and concentric with one another to within a maximum runout of 0.005'' (0.13mm). FLYWHEEL FLYWHEEL HOUSING Fig. 18 778.2 FLYWHEEL DRIVE FLANGE ALTERNATOR FRAME CORNER OF DRIVE FLANGE CHAMFERED TO ENSURE GOOD FIT INTO FLYWHEEL RECESS Fig. 19 26 FLEXIBLE DRIVE PLATES (SINGLE BEARING) FLEXIBLE COUPLING (TWO BEARINGS) 779.3 Gas Installation, October 1997 MOUNTING OF ENGINE & DRIVEN UNIT ENGINES FITTED WITH OPEN COUPLED DRIVEN UNITS It is essential that the flywheel counterbore (dia 'A') is concentric with the flywheel housing counterbore (dia 'B') to a maximum eccentricity of 0.13 mm (0.005''), to comply with S.A.E. standard S.A.E. J162a and S.A.E. J1033 (see Fig 18). Firstly the engine and then the driven unit should be offered up to the baseframe, and located by bolts through the mounting feet and baseframe mounting holes. These bolts should not be tightened up at this stage. The driven shaft and flywheel should be checked for alignment by fitting dial test indicators as shown in Fig. 18. In practice most people would prefer to check with one dial test indicator at a time, starting with indicator 2. Alignment should be checked by rotating the driven shaft and observing the readings on the d.t.i. Corrections to misalignment should be made as follows:- FLYWHEEL INDICATOR 1 INDICATOR 2 DRIVEN SHAFT FACE E FACE H Fig. 20 919.2 (a) Radial misalignment as indicated by indicator 2. The object here is to get the flywheel and driven flange flat and parallel to each other. Radial misalignment has two components, horizontal and vertical. The horizontal component will be shown by the d.t.i. readings at three o'clock and nine o'clock, and is corrected by moving the tail of the driven unit towards the negative (widest gap). The vertical component will be shown by the d.t.i. readings at 12 o'clock and 6 o'clock. If there is a negative reading at 12 o'clock, then the tail of the driven unit is low, and should be shimmed until the reading is correct. If there is a negative reading at 6 o'clock, then the tail of the driven unit is high, and shims should be inserted at the front mounting point until a correct reading is observed. Gas Installation, October 1997 27 MOUNTING OF ENGINE & DRIVEN UNIT (b) Axial misalignment as indicated by indicator 1. This is to ensure that the flywheel and driven shaft are on the same axis (or centre line). Once again, this has two components, horizontal and vertical. The horizontal components will be shown by the d.t.i. readings at three o'clock and nine o'clock. This is corrected by moving the complete machine towards the negative reading. The vertical component will be shown by the d.t.i. readings at 12 o'clock and 6 o'clock. If there is a negative reading at 12 o'clock, then the driven unit is too low, and should be packed up with shims equally at both front and near. If there is a negative reading at 6 o'clock, then the engine is too low, and should be packed up with shims at both front and rear. Finally, both radial and axial alignment should be rechecked and adjusted if necessary. This should be repeated until the alignment is observed to be correct, i.e. do not make an adjustment and presume that the alignment has been corrected always make a final check. The installation alignment should always be as accurate as possible, to allow for foundation movement. NOTE: Conical misalignment is a function of Radial and axial misalignment and is not directly checked. ALLOWABLE INSTALLATION MISALIGNMENT ENGINE SERIES HOLSET RB COUPLING SIZE AXIAL RADIAL CONICAL mm mm ° LIMIT ON DISTORTION W 2000 0.73 1.5 1 0.5 0.73 = 204 W 3000 1.15 1.5 1.5 0.5 1.15 = 224 W 4000 2.15 3.86 - 5.5 0.45 0.6 0.3 0.3 0.1 0.1 2.15 = 369 W 3.86 - 5.5 = 369/465 W 28 Gas Installation, October 1997 MOUNTING OF ENGINE & DRIVEN UNIT MAINTENANCE All rubber elements should be inspected after 12 months of initial running. Then further change of elements should not need to be carried out until 20K hours running or 3 years is completed. Obvious wear or misalignment must result in inspection of the coupling. CRANKSHAFT END FLOAT When aligning the driven equipment to the engine flywheel it is vital that the crankshaft end float is not taken up all one way thus putting undue pressure on the thrust bearing. Such a situation could lead to serious consequences as soon as the engine is started. After the assembly of single and two-bearing alternators, etc. the end float must be checked and should lie between the limits given below. Engine 2000 3000 4006/8 4012/16 End Float of Crankshaft when New. 0.13 mm to 0.33 mm 0.1 mm to 0.3 mm 0.13 mm to 0.48 mm 0.13 mm to 0.51 mm Under no circumstances must the weight of the alternator be overhung from the flywheel housing. There is a limit on the amount of weight that can be supported by specific engines, therefore it is important that the type of single bearing alternator to be fitted to a particular engine is submitted to Perkins Engines (Stafford) Ltd for approval. A torsional vibration analysis will also be required to assure compatibility between the engine and alternator. ENGINE SERIES MAXIMUM WEIGHT OF ALL ROTATING COMPONENTS (kg) 2006 NOT QUOTED 3008 3012 4006 4008 4012 4016 NOT QUOTED NOT QUOTED 1000 1000 1700 1700 Using a pinch bar at the free end or the flywheel end of the engine the crankshaft can be moved backwards and forwards. The movement - END FLOAT - can be checked on a suitably fixed clock gauge. OVERHUNG WEIGHT OF SINGLE BEARING ALTERNATOR A single bearing alternator is bolted to the engine flywheel housing, and the rotor is supported at the rear by a single bearing housed in the alternator frame. The front of the rotor is bolted to the engine flywheel and is supported on the engine crankshaft rear bearing. It is essential that consideration be given not only to the weight of the rotor to be supported by the engine crankshaft, but also that the weight of the alternator be carried on the alternator feet. Gas Installation, October 1997 29 TORQUE SETTINGS IT IS ESSENTIAL THAT THE CORRECT LENGTH OF SCREW OR BOLT IS USED. INSUFFICIENT THREAD MAY RESULT IN THE THREAD BEING STRIPPED, WHEREAS TOO LONG A THREAD MAY RESULT IN BOTTOMING IN A BLIND HOLE, OR CATCHING ON ADJACENT COMPONENTS. WARNING NOTE: * Bolt heads and threads must be lubricated with clean engine oil. **Cylinder head bolts to be lubricated under the heads, under the washers and on the threads with P.B.C. (Poly-Butyl-Cuprysil) grease. Important: See Section R13 in the Operation Manual before fitting. All other bolt threads only to be lubricated with clean engine oil. care mustbe taken not to oil the heads and faces. TORQUE SETTINGS Cylinder Head Group **Cylinder head bolt (early type) **Cylinder head bolt (later (waisted) type) Rocker shaft bolt/nut Rocker adjuster nut inlet/exhaust Rocker adjuster nut pump/injector Rocker box bolt Air manifold bolt Exhaust manifold bolt Turbocharger V-band clamp M24 M24 M16 M12 M14 M10 M10 M10 M8 lb.ft 550 530 90 35 50 35 35 50 8 Nm 750 723 120 50 70 50 50 70 11 Crankcase and Crankshaft Groups *Main bearing bolt Lateral capscrews, main bearing tie bars (4008 only) Bolts sump to crankcase Connecting rod bolt (must be New bolts fitted with dry threads Reused bolts Viscous damper bolts Viscous damper bolts Flywheel bolt Front drive adaptor bolts Balance weight bolt Front crankshaft pulley bolt Oil transfer block 4006/8 ONLY Piston cooling jet bolt Flywheel housing bolt M24 M16 M10 M16 M16 M16 M12 M16 M16 M16 M16 M10 M10 M10 550 200 30 200 200 250 120 250 250 250 250 20 20 35 750 270 41 285 270 340 160 340 340 340 340 27 27 50 Lubricating Oil Pump Bolts, pump housing to gearcase plate Thin nut gear to drive shaft M10 M24 35 170 50 230 Camshaft group Camshaft gear screw Camshaft thrust plate screw Camshaft follower housing capscrew Camshaft follower housing bolt Idler gear hub bolts M12 M10 M10 M10 M10 110 35 50 35 35 149 50 70 50 50 30 Gas Installation, October 1997 TORQUE SETTINGS Water Pump Water pump gear nut Water header to oil cooler bolts Water pump to gearcase bolts Raw water pump gear securing nut (non lubricated thread) M24 M10 M10 lbf.ft 170 35 35 Nm 230 50 50 M35 180 250 Engine Feet M12 70 95 Governor Control shaft mounting plate bolt M10 35 50 1 35 65 50 90 3 15 20 M10 M27 2BA M5 50 150 6 6 70 203 8 8 Flexible Coupling (Holset) Flexible coupling cover screw M12 or 1/2" UNC 47 Coupling driving flange screws (coupling size 2.15) M12 or 1/2" UNC 47 Coupling driving flange screws (coupling size 3.86) M16 or 5/8" UNC 114 64 64 155 Fan Fan driven pulley taper lock bush screws 4006 series Fan driven pulley taper lock bush screws 4008 series Alternator Drive pulley taper lock bush screw /2" BSW /8" BSW 5 /8" BSW Fuel Pump/Injectors Injector capscrew clamp to cylinder head injector nozzle nut to holder Fuel pump control linkage screw Fuel pump control arm capscrew GENERAL TORQUE LOADINGS The following torque loadings are general for metric coarse threads and for grade 8.8 steel, but do not supersede the figures quoted above. Thread M5 M6 M8 M10 M12 M16 M20 M24 lbf.ft 5 8.62 20.5 41 72 180 351 606 Nm 7 12 28 56 98 244 476 822 GENERAL NOTE: M10 - 12.9 Steel 68 92 TIGHTENING TORQUES These are based on 85% of the proof loads designated in BS3692. Gas Installation, October 1997 31 ENGINE ROOM LAYOUT INSTALLATION 4. USE CORRECT LIFTING EQUIPMENT. DO NOT WORK ALONE. PERSONAL PROTECTIVE EQUIPMENT MUST BE WORN. 5. When installing the engine and components in the restricted confines of an engine room care must be taken that easy access is provided for carrying out routine servicing. 7. WARNING a. Installation and removal of various components: - Cylinder heads - Coolant pump - Oil sump - Timing Case - Starter and alternator - Flexible mountings - Camshaft b. Maintenance, inspection and replacement of parts: - Lubricating oil filter - Air cleaner - Fuel filter - Lubricating oil filler - Crankcase breather - Dipstick - Radiator filler cap and access for filling - Rocker covers 6. 8. 9. 10. 11. 12. 13. Install a fire extinguishing system in the engine room. Locate batteries in a separate vented compartment or box, with access for routine maintenance, keeping length of starter cables as short as possible. Make provision for draining the oil sump and fit a drip tray underneath. Check that the entrance into engine room is large enough to allow for the engine/ alternator set to enter and be removed. Provide adequate lighting and power points. Lifting beam in roof for maintenance. Provision for draining engine cooling system. All rotating shafts are adequately guarded for safety purposes. Provide natural ventilation to allow any gas leaks to rise safely through the roof to atmosphere. Methane detector (shuts down engine). INSTALLATION GUIDELINES 1. Avoid plastic and other unsuitable materials for fuel piping and connections including metallic braided flexible pipes which can corrode or chafe and leak fuel. 2. Keep fuel lines away from hot exhaust pipes. 3. Insulate 'dry' exhaust systems, using heat shields, lagging and muffs over flexible sections, and keep piping well away from woodwork. NOTE: Dry engine exhaust manifolds must not be lagged. (Refer to Exhaust Section). 32 Gas Installation, October 1997 ENGINE ROOM LAYOUT INITIAL CONSIDERATIONS When initially deciding on the size of the engine room the following aspects should be considered:(1) Sufficient space available to accommodate power unit, load bearing capacity of the floor suitable for weight of power unit, and that the ventilation facilities in the building are adequate to cater for supplying air for engine cooling & aspiration. (2) Access to fuel supply, cooling water, and that the exhaust emission from the engine can be dispersed to atmosphere without exceeding the maximum back pressure. (3) That suitable air intake filters and exhaust silencer can be accommodated within the engine room without effecting the engine performance otherwise the engine may need to be derated or the filters and silencer repositioned outside the room. (4) If an existing building is to be used, that openings in the wall for intake and outlet louvre panels can be made without affecting the structural strength of the building. (5) Mechanical noises from the engine, together with exhaust outlet noise can be insulated by fitting attenuating panels etc. especially when operating in a residential area. Colour Coding Water Oils Gases Electrical Services Waste Water Drainage Condensate Primary Cooling Hot Water Supply Grass Green Brown Yellow Ochre Orange Black Grass Green Grass Green Grass Green Gas Installation, October 1997 33 ENGINE ROOM LAYOUT TYPICAL WATER COOLED ENGINE ROOM LAYOUT (4000 SERIES) A typical water cooled engine room layout is shown in Fig. 21, using a single generating set installation as an example. It is essential that the hot air from the radiator is ducted outside the engine room and not allowed to recirculate in order to keep the engine room temperature as low as possible for the engine to give the required performance (see page 35 onwards). Since the generating set is mounted on AntiVibration mountings it is essential that the exhaust silencer should be supported from the roof, and that flexible bellows be fitted to isolate the engine from the exhaust. The same comments apply for the hot air outlet ducting and any other engine/alternator connections, must be of the flexible type, ie fuel pipes and electrical connections. Fig. 21 34 983.2 Gas Installation, October 1997 ENGINE ROOM LAYOUT VENTILATION - ENGINE ROOM When a set with an integrally mounted radiator is installed in an engine room, the basic principal is to extract hot air from the room and induce air at the ambient temperature outside the engine room with minimum re-circulation. Fig. 22 illustrates the most suitable position of the engine in relation to the walls of the building. The object is to get cool air in at the lowest possible point, push it though the radiator matrix and then out of the building. It is unsatisfactory to position the set so that the radiator is adjacent to the opening in the wall. When in operation some hot air will recirculate back into the radiator fan via the gap between the radiator and the wall. This will lead to inefficient cooling and could result in overheating problems. The outlet opening in the wall should have a FREE FLOW AREA about 25% larger than the frontal area of the radiator matrix and be of the same rectangular shape. A sheet metal or plastic duct is fixed to the opening frame using a flexible connection to the radiator duct flange. The flexible section is particularly necessary when the set is mounted on a floating concrete block or antivibration mountings. The inlet air opening should also have a FREE FLOW AREA at Ieast 25% larger than the radiator matrix. With the design of inlet and outlet openings it must be remembered that the radiator fan has a limited total allowable external resistance ie. “inlet to fan plus outlet from radiator”:- this must not be exceeded or cooling air flow will be reduced. The inlet and outlet openings will usually be fitted with a mesh grille, louvres, noise attenuating panels or inside and outside ducting. Whatever is fitted will promote resistance to air flow and it may be necessary to further increase the opening area. NOTE: It is recommended that the engine fan is motor driven, rather than by the engine, which eliminates the power loss of the belt drive. Fig. 22 Gas Installation, October 1997 787.2 35 ENGINE ROOM LAYOUT Example: For a radiator matrix frontal area of 1.44 m2 the air outlet/inlet opening in the wall should have an area of 1.80m2, if a grille is fitted then the opening should be increased to give 2.25 m2 (See Fig. 23). Fig. 23 36 788.2 Gas Installation, October 1997 ENGINE ROOM LAYOUT The large quantity of air moved by the radiator fan is usually sufficient to adequately ventilate the engine room. As shown in Fig. 22 the cool incoming air is drawn over the alternator which takes its own cooling air from this flow, across the engine air intake filter and the engine. The radiator fan then pushes air through the radiator matrix to outside. There must be no obstruction to air flow immediately in front of the radiator outlet and to deflectors, etc. This is the best possible ventilation system but, in practice, the best is not always possible. Fig. 24 shows the air inlet position high in the wall. This is acceptable if ducting directs the air to the end of the alternator and has the advantage of preventing heated air from collecting near the ceiling. Fig. 25 shows the air inlet position high in the wall and at right angles to the fan air flow. This is wrong and should not be considered. With this arrangement the cooling air will bypass the alternator and the engine air intake filter with a resulting increase in operating temperatures unless load is reduced. Where a high engine room temperature cannot be avoided then the temperature of the induction air into the engine air filters must be checked and the load reduced, or the generating set derated. (See page 90). Alternatively the engine air filter(s) could be moved to an area of cool air and connected to the engine air intake manifold(s) with pipe(s) of suitable diameter. The pressure drop through the pipe(s) and new air filter element(s) should not exceed 18mm Hg. Deration of power output may then be avoided. If the radiator is matched for temperature conditions i.e. up to 38°C ambient, a change of fan speed may be possible to make the radiator performance satisfactory up to 45°C or 52°C ambient. It is normally necessary to have a 52°C capacity radiator supplied for operation in temperature above 38°C ambient. If problems are experienced with radiator performance then Perkins Engines (Stafford) Ltd Applications Dept. should be contacted, since modification of the installation may result in an economical solution. Gas Installation, October 1997 Fig. 24 789.2 Fig. 25 790.2 37 ENGINE ROOM LAYOUT DUCTING AGAINST PREVAILING WIND In positioning the air outlet opening attention must be paid to the direction of the prevailing wind. All Perkins Engines (Stafford) Ltd radiators have “pusher” fans which force air through the radiator matrix and out through the opening in the wall. If the prevailing wind is blowing into the opening additional resistance will be put on the fan with a resulting reduction in cooling air flow. Therefore, if possible. the opening should be in a wall not affected by the prevailing wind. If the above condition is not possible other methods may be considered, as follows :(i) Outside ducting with the outlet being at 90° to the cooling air flow (ii) A deflector panel See Figs. 26 and 27 Fig. 27 38 Fig. 26 791.2 792.3 Gas Installation, October 1997 ENGINE ROOM LAYOUT VENTILATION - TROPICAL CONDITIONS To cater for tropical conditions it is quite common practice for the engine room to have open sides, or consisting only of a roof with supporting columns, See Fig. 28. This type of cover is not suitable for protection against driven rain, dust or sand. Where multiple engines are installed in an open sided building it is imperative that partitions are fitted to prevent the prevailing wind blowing the radiated heat from one engine onto the next and so on. Allow access for engine maintenance (see Fig. 29) or only enclose the side facing the prevailing wind. Fig. 28 793.2 Fig. 29 794.2 Gas Installation, October 1997 39 ENGINE ROOM LAYOUT FORCED VENTILATION - ENGINE ROOM (Remote Cogen) When a remote mounted radiator is fitted (see pages 46 onwards) the ventilation of the engine room must be considered. First - the exhaust system in the engine room must be efficiently lagged so that the radiated heat is minimal. For the best forced ventilation system it is usual to use two electric motor driven fans. One fan pushing the air into the room and being mounted in the wall next to the generator end of the set. The other fan is an extractor fan, taking hot air out of the engine room. This fan would be mounted in the wall next to and above the engine. See Fig. 30. On the inlet air side ducting is necessary if the cooling air is not reaching the alternator, engine and radiator. The duct directs the air to the alternator and across the engine to the extractor fan. If a duct is not fitted when the inlet fan is at the high level the incoming cooling air will bypass the generating set and be extracted by the extractor fan without cooling the set. If a large air intake opening can be accommodated and correctly positioned then the fan pushing air into the room can be deleted. The extractor fan will require adequate suction to overcome the resistance to air flow through the inlet and outlet louvres and ducts if fitted. Fig. 30 40 It is recommended that the general temperature in the engine room is maintained at a maximum of 25°C. Where the ambient temperature exceeds this figure then a temperature rise of no more than 8°C should be maintained above the temperature of the incoming air. Where the outside temperature is cold, say 10°C the temperature rise in the engine room could be as much as 28°C. The quantity of the air required can be calculated from the following: 795.2 Gas Installation, October 1997 ENGINE ROOM LAYOUT The temperature rise in the engine room is the most useful factor in calculating the required air flow. The volume of air required to give a pre-determined temperature rise is based on the following:Airflow required for cooling = Total Radiated Heat W x constant x temp. rise m3/min = RT kW(th) W kW (th) W x 0.0167 x RT °C Air flow for ventilation will be the total air flow for cooling plus the air flow for combustion. Example:- Engine Only Based on 1 hour rating and a 16°C rise above the incoming air temperature. Air ventilation = 41 1.2 x 0.0167 x 16 = 128 = 167 m3/min + Combustion air +39 - Rise in Temp: °C - Total radiated Heat - Density of air - at the fan inlet: kg/m3 DENSITY OF AIR TEMPERATURES °C kg/m3 0 1.30 5 1.27 10 1.25 15 1.23 20 1.20 25 1.18 30 1.16 35 1.15 40 1.13 45 1.11 50 1.09 55 1.08 AT VARIOUS The total heat to be dissipated is the heat radiated from the engine, generator and any other source of heat in the engine room .The radiated heat can be found in tabular form on pages 42 and 43. Values for combustion air can be found in the Product Information Manual under the appropriate engine data. Gas Installation, October 1997 41 ENGINE ROOM LAYOUT ENGINE AND ALTERNATOR RADIANT HEAT TO THE ENGINE ROOM (kWt) One hour rating and 25°C ambient temperature Engine Alternator speed (r/min) 1000 1200 1500 1800 Engine speed (r/min) 1000 1200 1500 1800 4006 (Minnox) 200 LC - 18 27 - - 44 54 - 4006 (Minnox) 140 LC - - 24 - - - 27 - 4006 (Minnox) 140 HC - - 26 - - - 49 - 4008 (Minnox) 200 LC - - - - - - - - 4008 (Minnox) 140 HC - - 32 - - - 51 - 4008 (Minnox) 90 HC - - 32 - - - 52 - The above figures are used to calculate ventilation calcs as heat given off engine & alternator can alter ventilation. 2006 - - - - - - 37 42 3008 - - - - - - 46 51 3012 - - - - - - 63 77 Warning:- None of the above figures should be used for heat recovery purposes. Engine specific data sheets are available from PE(ST)L Applications. 42 Gas Installation, October 1997 ENGINE ROOM LAYOUT ENGINE AND ALTERNATOR RADIANT HEAT TO THE ENGINE ROOM (kWt) One hour rating and 25°C ambient temperature Engine Alternator speed (r/min) 1000 1200 1500 1800 Engine speed (r/min) 1000 1200 1500 1800 4012TESI (MINNOX) - - 36 - - - 136 - 4012TESI (MINNOX) 140 HC - - 38 - - - 58 - 4012TESI (MINNOX) 90 HC - - 38 - - - 111 - 4016TESI (MINNOX) 200 LC - - 47 - - - 96 - 4016TESI (MINNOX) 140 LC - - 47 - - - 96 - 4016TESI (MINNOX) 140 HC - - 47 - - - 118 - Warning:- None of the above figures should be used for heat recovery purposes. Engine specific data sheets are available from PE(ST)L Applications. Gas Installation, October 1997 43 ENGINE ROOM LAYOUT TYPICAL MULTIPLE ENGINE INSTALLATION Generally multiple engine installations follow on the same lines as for a single unit installation, each unit having its own independent foundation and exhaust system as shown in Fig. 31. WARNING THE EXHAUST GAS FROM A MULTIPLE ENGINE INSTALLATION MUST NOT BE COMBINED INTO A COMMON EXHAUST SYSTEM AS THIS CAN BE VERY DANGEROUS AND COULD CAUSE ENGINE DAMAGE. TYPICAL MULTIPLE ENGINE INSTALLATION WITH REMOTE RADIATOR Since actual installations can vary the engine room will need to be ventilated by fitting electric motor driven wall mounted intake and extractor fans to dissipate the radiated heat from the engine and alternator (see table on pages 42 & 43). Starter batteries should be positioned as near to the starter motor as possible otherwise the size of the cable may need to be increased. It is essential that the common fuel and cooling systems can be isolated to allow the removal of one unit whilst the remaining units are still operating. The exhaust silencer must be supported from the roof, and the support brackets should allow for expansion of the piping. A length of flexible pipe or bellows should be fitted between the engine exhaust outlet and the rigid pipe work, especially if the generating set is mounted on anti-vibration mountings. The exhaust system must be as short as possible and the number of bends kept to a minimum so as not to exceed the appropriate engine back pressure recommendations. Where conditions would cause the back pressure to be in excess of the above recommendation then the size of the exhaust piping should be increased to suit. THE EXHAUST SHOULD NEVER GO INTO A DISUSED CHIMNEY UNLESS THE CHIMNEY HAS BEEN CHECKED FOR GAS LEAKS. Ducting should be fitted between the radiator and the opening in the engine room wall to direct the air flow from the engine room. The Iength of the ducting should be kept to a minimum to prevent back pressure exceeding Perkins Engines (Stafford) Ltd recommendations, these vary between engines (see Product Information Manual). 44 Gas Installation, October 1997 ENGINE ROOM LAYOUT Fig. 31 Gas Installation, October 1997 984.2 45 COOLING SYSTEMS WARNING ALL EXPOSED ROTATING PARTS AND BELT DRIVES MUST BE FITTED WITH GUARDS. GENERAL OBSERVATIONS The most common system is the utilisation of a jacket water pump to force coolant through the engine oil cooler, engine water jackets, cylinder heads and through a water cooled exhaust manifold. The hot water from the engine then enters the header tank of a radiator, passes through the radiator tubes and out to the suction side of the pump. A pressure of 0.5 - 0.7 bar is maintained in the system. Water passing through the radiator is cooled by pushing air through the matrix by an engine driven fan (see appropriate Engine Water Circulation Diagram). 4000 Series engines fitted with turbochargers have charge cooling to enable them to comply with specified exhaust emissions using lean burn technology. When the charge air is cooled by secondary coolant an additional water pump is fitted to the engine or electric driven pump is fitted to circulate secondary coolant through an engine mounted charge air cooler, where the air is cooled before entering the engine air intake manifolds (see appropriate Water Circulation Diagram). Customers who obtain their own radiator should make sure it is designed to the temperature of the cooling air into the radiator fan and not to the outside ambient temperature. FAN PERFORMANCE The fan performance must take into account the fact that, in an engine room installation, there will be resistance to the air flow to the fan in addition to that through the radiator matrix. Extra resistance will be at the air intake in the engine room wall and air outlet after the radiator. With radiators and fans the air flow to cool the engine on 110% load or standby - whichever is the greatest - is more than adequate against the radiator matrix resistance only. Further resistance can be applied until the air flow is reduced to the safe minimum to cool the engine. This extra resistance can be determined and is known as “The total allowable external resistance on the fan” ie “inlet to fan plus outlet from radiator” See the Product Information Manual. RADIATORS Perkins Engines Ltd can supply a radiator suitably matched to each engine type in the range. Even when an engine is correctly installed in the engine room the temperature of the cooling air at the suction side of the radiator fan is greater than the outside ambient temperature. This is due to the radiated heat from the engine, driven unit and exhaust system warming up the engine room air. The radiators are designed to take this increase into account. 46 Gas Installation, October 1997 COOLING SYSTEMS REMOTE MOUNTED RADIATOR TURBOCHARGED ENGINES In some installations by reason of space limitation, environment, etc., it may be necessary for the radiator to be mounted on an upper floor or horizontally away from the engine. Fig. 32 illustrates a typical installation. The radiators supplied by Perkins Engines Ltd. can all be modified so that the radiator, fan and drive motor form an integral unit. This type of modification is completed at the works of the manufacturer. The opening in the wall for the air outlet and duct are sized as for the set mounted radiator. See in Fig. 24. However, as the radiator will now be solidly mounted the flexible duct section will not be required. Water pipes to and from the engine will incorporate a flexible length if the set is on flexible mountings. To complete the water system a make-up tank should be fitted so that daily topping-up is not necessary. Calculations should be made to allow for the normal radiator system which is pressurised from 0.5 to 0.7 bar The pressure cap and relief valve are removed from the radiator top header tank and fitted to the make-up tank to maintain a pressurised system. The radiator top header must be sealed. The capacity of the make-up tank should be large enough to hold the necessary make-up water with space to allow for the expansion of the water in the system. The expansion space is usually calculated as 5 to 6% of the volume of the water in the total system. Gas Installation, October 1997 REMOTE MOUNTED RADIATORS Under certain conditions, remote mounted radiators may experience excessive noise and vibration in the pipework between engine and radiator, during the warm up period. This is caused by ''cold slugs'' of coolant entering the engine due to the large volume of coolant external to the water pump and thermostat. This problem may be avoided, by removing the standard (engine mounted) thermostat and bypass, and replacing them with an "Amot" type thermostat (or equivalent), fitted in the pipework between engine and radiator. In general if the volume of external pipework exceeds 50% of the engine cooling jacket volume, then an external thermostat as described above should be considered. Each installation should be considered with reference to its individual characteristics, and so we would strongly recommend that a full installation drawing showing all the pipework be submitted to our Applications Department, for advice on a suitable location for the external thermostat for charge cooler circuit. 47 COOLING SYSTEMS WARNING THE GATE VALVES MUST ALWAYS BE OPEN WHEN THE ENGINE IS RUNNING. FILLING THE COOLING SYSTEM THE COOLING SYSTEM IS PRESSURISED - DO NOT REMOVE THE FILLER CAP FROM THE MAKE-UP TANK WHILE THE ENGINE IS HOT. PERSONAL PROTECTIVE EQUIPMENT MUST BE WORN. WARNING The tank filler tube is extended into the tank for sufficient length to allow for the air space. On filling the system add water until the level stabilizes at the bottom of the tube. A small hole 3 mm dia: must be drilled in the filler tube just below the top so that pressures will be balanced when expansion occurs. The height limit to which the radiator can be mounted above the engine is Iimited by the pressure to which the water pump seal can stay on its seat against the static head when the engine is stationary. The radiator top header should be no more than 7 metres above the engine water pump with the pressurised make-up tank no more than 0.5 meters higher. In aIl systems with remote radiators, with and without break tanks, heat exchangers etc., the water pipe diameters should at least equal the diameter of the fittings at the engine water pump inlet and top water outlet pipe. Depending on the length of the pipe run to and from the engine and radiator number of bends, valves, pipe fittings, etc., the pipe size should be increased so that additional resistance to flow is no more than 75 mbar. Earlier 4000 series engines fitted with water cooled exhaust manifolds (but without vent pipes) will need bleeding to remove air locks. 48 Fig. 32 985.2 DRAINING THE COOLING SYSTEMS When draining the engine cooling system it is recommended that the external pipework fitted between the engine and radiator/make-up tank must be isolated by fitting gate valves so as not to drain the whole system and lose the anti-freeze, as indicated in Fig. 32. Gas Installation, October 1997 COOLING SYSTEMS BREAK TANK - WATER MIXING The height limitation of the radiator can be overcome by introducing a break tank into the system to break the pressure head put on the engine by the radiator. The system is un-pressurised and there is a good deal of water loss by evaporation from the open tank. When sizing the tank this volume must be allowed for in addition to the volume required for satisfactory cooling. When the depth of water in the tank has been determined add a further 150 mm to the open top edge of the tank to retain splashing when the engine is running. WARNING IF THE ENGINE RUNS A NORMAL DAY SHIFT DAILY INSPECTION OF THE WATER LEVEL MUST BE CARRIED OUT. Fig. 33 illustrates the system and a typical tank is shown. When the engine is not running and the system is static all the water in the radiator and pipes will run back into the tank. Fig. 33 Gas Installation, October 1997 799.2 49 COOLING SYSTEMS WARNING THE GATE VALVES MUST ALWAYS BE OPEN WHEN THE ENGINE IS RUNNING. The baffle plate which forms the ‘weir’ is positioned to split the tank into equal sections. The height of the ‘weir’ from the bottom of the tank is equal to the depth of water required for satisfactory cooling. (See schedule below). The bottom corners of the weir plate are chamfered - aprox. 40 mm x 45° - to assist in mixing and stabilizing the water level. The dimensions recommended for sizing the tank should be worked to. The plan size given enables suction pipes to be positioned (see Fig. 33) so the aeration and vortexing will be minimal. For Perkins Engines (Stafford) Ltd. engines the volume of water for satisfactory cooling and the suggested plan size of the tank is as follows:- Power Output up to For Satisfactory Cooling Volume of Water Plan Size of Tank 300 kWb 600 kWb 1000 kWb 1500 kWb 2000 kWb 650/750 litres 1350/1450 litre 2250/2350 litre 3500/3600 litre 4800/5000 litre 0.9 metres sq. 1.2 metres sq. 1.5 metres sq. 1.7 metres sq. 2.0 metres sq. The electric motor driven water pump in the radiator circuit should have an output matching the engine driven water pump. The pressure head that the electric motor driven pump will have to deliver against will be that caused by the pipes and fittings ‘to’ and ‘from’ the radiator plus the pressure drop through the radiator and engine. The tank is usually situated adjacent to the engine with the bottom of the tank positioned above the floor line so that the water outlet from the engine rises slightly to the position where it enters the tank. On engine start-up the radiator and pipes are empty of water. The engine driven water pump draws water from the secondary side of the tank, pushes it through the engine and discharges the warmer water into the primary side of the tank. To ensure quick warm-up of the engine, a thermostatic switch in the primary circuit will control the starting of the electric motor driven water pump and radiator fan. When the water in the primary side reaches 70/75°C the thermostat switch operates and starts up the electric motor driven water pump and radiator fan. Hot water is drawn from the primary side, pushed up to and through the radiator and returned to the secondary side of the tank. The water will find its own level in each side of the tank, ie on either side of the weir. It will be necessary to adjust the water flow from each pump by throttling so that the water level in each side of the tank is just below the weir. If the levels cannot be stabilised it is recommended that any slight flow over the weir is from the secondary side to the primary side. 50 Gas Installation, October 1997 COOLING SYSTEMS HEAT EXCHANGER COOLING (SEE COGEN SECTION) With the exchanger cooling two separate water systems are used:Jacket Water Circuit The jacket water is circulated round the engine oil cooler and engine jacket. The hot water from the engine is piped to the heat exchanger where it flows round the outside of the tubes in the heat exchanger. The cooled water returns to the suction side of the engine driven water pump. An engine mounted header and aeration tank is incorporated in the system. TWO SECTION RADIATOR - CHARGE COOLED ENGINES Water-to-Air Charge Coolers A two section radiator system is often used to replace a heat exchanger system where there is no external source of water or where the size of the radiator is too large to be accommodated in an engine room. (See Appropriate Engine Water Circulation diagram). The charge air section in the radiator is fitted between the conventional engine water section and the fan. To remote cool a charge cooled engine with a heat exchanger and cooling tower, can be very expensive. An economical compromise could be a remote radiator with two sections. One section to cool the High temperature cooling water circuit of the engine and the other to cool the Low temperature cooling water circuit of the water cooled charge cooler. The sections are cooled by air flow from a single fan. Fig. 34 illustrates. Gas Installation, October 1997 It must be accepted that, with this method, the Low temperature circuit wiII not be cooled to a temperature lower than 8°C/9°C above the air temperature put through the radiator matrix by the radiator fan. e g. Air temp. into fan 35°C. Water temperature out of radiator = 35°C + 8°/ 9°C = 43°/44° It will be seen that, depending on ambient temperatures, there could be some power output deration. See appropriate derating information in the Product Information Manual. The installation of the radiator will follow the same pattern as outlined in Fig. 32. The “HIGH” and “LOW” temperature circuits (see Fig. 34) will each have a separate pressurised make-up/vent system. The Low temperature circuit may require an electric motor driven water circulating pump, replacing the engine driven raw water pump, should this not be suitable. If the radiator installed height exceeds the figure of 7 metres above the engine water pump as indicated in Fig. 33 a break tank system will be required in the engine cooling circuit. A break tank will not be necessary in the charge cooling circuit unless the radiator section in this circuit is more than 15 metres above the charge coolers fitted on the engine. 51 COOLING SYSTEMS For naturally aspirated engines charge cooler circuits are NOT required. THE GATE VALVES MUST ALWAYS BE OPEN WHEN THE ENGINE IS RUNNING. WARNING Fig. 34 52 986.2 Gas Installation, October 1997 COOLING SYSTEMS COOLANT WARNING ALWAYS STOP THE ENGINE AND ALLOW THE PRESSURISED SYSTEM TO COOL BEFORE REMOVING THE FILLER CAP. PERSONAL PROTECTIVE EQUIPMENT MUST BE WORN TO AVOID SKIN CONTACT WITH ANTIFREEZE. ENGINE COOLING SYSTEM The cooling system of an engine contains many different materials e.g. cast iron, aluminium, copper, solder, rubber (various types). To maintain these materials in good condition and free of corrosion it is essential to use a very good quality coolant. UNTREATED WATER IS NOT SUITABLE in order to combat corrosion of the cooling system it is necessary that the water is treated with a suitable additive that gives the necessary protection. WATER QUALITY The water that is mixed with the additive must have the following characteristics: Chlorides less than 80 PPMV (parts per million by volume) Sulphates less than 80 PPMV Total hardness less than 200 PPMV pH of water between 7 to 7.5 (i.e. neutral to slightly alkaline) Under no circumstances should an additive containing nitrites, borates, phosphates, chromates, nitrates, or silicates be used, as these materials are not compatible with the materials used i the cooling system. When mixing the anti-freeze with the water always follow the manufacturer's recommendation, which is to add the antifreeze to the water to the correct concentration before adding to the engine cooling system. Mixing water to anti-freeze can lead to the information of a gel in the mixture, due to over concentration, which can lead to blockage of water passages and subsequent loss of water flow causing overheating. MAINTENANCE OF COOLANT The water/anti-freeze mixture should be regularly replaced in operating engines once a year. In engine used for standby duty it is essential to maintain the water/anti-freeze mixture at the correct alkalinity level i.e. the pH should not increase above 7.5. A hydrometer only shows the proportion of ethylene glycol, and is not a measure of protection against corrosion. WARNING FAILURE TO FOLLOW THE ABOVE RECOMMENDATIONS MAY RESULT IN ENGINE DAMAGE AND WILL INVALIDATE THE ENGINE WARRANTY. ADDITIVES TO WATER Due to the complexity of the cooling system it is necessary to use an additive that contains a balanced package of corrosion inhibitors. To achieve the required solution a 50/50 mix of Shell Safe Premium antifreeze wit water should be used at all times, even in areas where frost is unlikely. This mixture will give frost protection down to -35°C. In areas where Shell Safe Premium is unobtainable contact Perkins Engines (Stafford) Ltd for advice on an alternative. Gas Installation, October 1997 53 COOLING SYSTEMS INSTALLATION REQUIREMENTS FOR GAS ENGINES IN COGENERATION/ COMBINED HEAT AND POWER SETS 1.1 CONCEPT In a CHP set a gas engine drives a generator and heat from the engine cooling system and exhaust system is made available to heat a building or provide heat for an industrial process. If the engine can be operated on full power and the electricity and heat available can be continuously used very high overall thermal efficiencies i.e. 90%, can be achieved. Since the power available to heat is approximately 60% and to electricity 30%, the sizing of the CHP set should be matched to the heat demand of the building. To keep the engine operating at full load with variable electrical demand for the building, the generator is put on line with the mains and surplus electricity is sold to the local electricity grid. From the viewpoint of the gas engine supplier, CHP sets are more complex than conventional generating sets, and there is a shared responsibility with the CHP set builder for satisfactory specification and installation of a number of features especially in the cooling system. Since a gas engine is capable of very long engine life, to overhaul, the installation services for that engine must be satisfactory as originally installed and must match the longevity of the engine. Secondly, deterioration by fouling of heat exchanger/s etc. must be detected and action taken to avoid distress to the engine. To meet the generally accepted practice with CHP sets, the engines are supplied without coolant pumps and thermostats, but water jacketed exhaust manifolds are fitted. Attention has been paid to providing flanged interfaces for the coolant connections on the engine, wherever possible without major alteration. See the engine arrangement drawings for full definition. 54 1.2 COOLING CIRCUIT A typical cooling circuit is shown on Fig. 35. Coolant leaves the engine block and passes through the water jacketed exhaust manifold before flowing through a heat exchanger and then returning to the engine inlet. Typically the secondary water that flows through the same heat exchanger then passes into the exhaust gas heat exchanger to extract further heat from the exhaust gases. It should be possible to extract sufficient heat from the exhaust for the temperature of the gases leaving the heat exchanger to fall below 100°C when a condensing boiler is fitted. Provision must be made for collecting and disposing of the condensate (approx. 1 litre condensate produced for each cubic metre of gas burnt). An electrically driven water pump is used to obtain a flow as specified in this data against the combined pressure drop of the engine and the two heat exchangers. The electric pump is also required to maintain circulation when the engine is stopped - see Control of Operating Temperatures. A thermostat is required to allow the engine to warm through quickly - it may take several hours to warm the building. Similarly in warm ambients the building may require very little heat, in which case the engine needs to maintain normal temperatures while only small flows pass through the main heat exchanger. Gas Installation, October 1997 COOLING SYSTEMS 2.0 PERKINS REQUIREMENTS FOR THE COOLING SYSTEM 2.1 The primary cooling system, which includes the engine, shall preferably be filled with a 50/50 glycol/water anti-freeze mix. Alternatively, if there is no danger of freezing, plain water can be used in conjunction with Perkins inhibitor. This is sold in bottles, Perkins part number OE 45350, (not for 4000 series). The engines have dis-similar metals in the cooling system and corrosion will occur if untreated water is used. The anti-freeze mix is also fully effective in preventing cavitation erosion in the engine. Sizing of heat exchangers in the primary circuit must take account of the effect of glycol mixes on heat dissipation. This can vary dependent on the heat exchanger design. 2.2 The electric water circulation pump will normally be chosen from units used in central heating systems. A typical manufacturer is Grundfos. Sizing will depend on the overall pressure drop through the engine and external heat exchangers. The required flows for the engines are listed below and the pressure drops through the engine only are given. 2006SI 3008 3012 4006 4008 4012 4016 Flow rate (l/min) 1500 rpm 1800 rpm 320 264 345 415 432 520 456 462 918 942 Pressure drop (kPa) 140 185 45 64 44 63 54 55 70 77 (1800 rpm not in production yet as a rule for 4000 Series engines). 2.4 CONTROL OF OPERATING TEMPERATURES The engine should operate within a normal temperature range at all times. This range is 7895°C. CHP sets will normally be used as an adjunct to a boiler, and it is usually arranged that the boiler has adequate capacity to provide the full heat requirement, when the CHP set is stopped for maintenance. In those cases where CHP set and boiler are normally operated together, the CHP set should be placed ahead of the boiler in the circuit, so that it can handle the cooler water. 2.4.1 THERMOSTAT It is Perkins policy always to have a thermostat in the circuit to safeguard the engine against running too cold. This is particularly important when the CHP set is first started and the building is cold. Following the current convention, a thermostat remote from the engine is used, which reacts to the combined heat input of the engine and exhaust heat exchanger. Thermostat must be fitted to charge cooler and jacket water circuits. Suitable thermostats can be obtained from Amot Controls, Bury St Edmunds, Suffolk, UK. Perkins has selected basic sizes, temperature range and bleed hole size. The set builder can choose to have a flanged or threaded connections. Gas Installation, October 1997 55 COOLING SYSTEMS The temperature range reference is '185' Begin to open Fully open 2000/3000 82°C 91°C 4000 82°C 90°C The bleed hole size is 3mm; this is selected to assist in initial fill of the system without air locks; Amot reference D1. The thermostats selected for the three engine sizes are: 2006-SI 3008-SI 2B F C E - 185 - 01 - D1 - AA 3012-SI The 4000 series standard fitting thermostat. The F and E refer to a flanged connection C is cast iron housing 185 is temperature setting (as above) D1 is bleed hole size AA is standard build 2.4.2 CONTROL OF HIGH OPERATING TEMPERATURES Two alternatives exist to safeguard the engine when the heat load is smaller than the full heat output from the engine. * If the engine must be maintained at full load to supply sufficient electricity, a 'heat dump' i.e. a radiator, must be incorporated, to be progressively switched in by a thermostat. This radiator must have sufficient capacity to cool the engine on its own in the maximum ambient temperature. See Fig. 32. * If the engine loading can be controlled to match engine heat output to the space heating requirements, a 'heat dump' is not essential, but the safety of the engine is controlled by customer supplied temperature sensors and circuitry. Two systems are currently used: As the water temperature at the sensor, (normally at the outlet from the exhaust heat exchanger) is exceeded, the engine is shutdown. Coolant flow is maintained by the electric pump and heat is gradually dissipated to the secondary circuit through the main heat exchanger. 56 - At a preset lower temperature the engine is restarted and full load applied. The engine duty cycle is therefore a continuous sequence of full load and stop. Since the engine is started so frequently, it is common to use an induction motor in place of the main generator. The engine is therefore started from the mains by the induction motor and this is then used to generate electricity. Preferred by Perkins are systems in which the power is modulated in several steps down to 50% i.e. as the sensed water temperature rises due to reduced demand from the space heaters, control circuits progressively reduce engine power by changes in generator load. At less than 50% power demand the engine should be stopped, with the electric pump maintaining coolant flow, until it cools to preset temperature, when the engine will be restarted and loaded at 50%. Continuous operation at light load is not advocated and could lead to cylinder bore glazing. Gas Installation, October 1997 COOLING SYSTEMS CHP - SET UP C/COOLING Fig. 35 Gas Installation, October 1997 987.2 57 EXHAUST SYSTEM ALL EXPOSED HOT SURFACES SHOULD BE FITTED WITH GUARDS OR LAGGED. WARNING The primary function of the exhaust system is to pipe the exhaust gases from the engine manifold(s) and discharge them, at a controlled noise level, outside the engine room, at a height sufficient to ensure proper dispersal. BACK PRESSURE Engines give optimum performance when the resistance to exhaust gas flow is below a certain limit. Starting at the engine exhaust outlet flange the total exhaust system should not impose back pressure on the engine greater than that recommended. Excessive back pressure will cause a lack of complete combustion and deterioration in the scavenging of the cylinders. The result will be loss in power output, high exhaust temperature and the formation of soot. The soot, if oily, could also affect the turbine of a turbocharger. The oily soot would build up on the turbine blades, harden and, as pieces of carbon break off, the turbine wheel would become unbalanced and cause problems. INSTALLATION The exhaust system should be planned at the outset of the installation. The main objectives must be to:i) Ensure that the back pressure of the complete system is below the maximum limit laid down by the engine manufacturer. (e.g. 40 mm/Hg / 54 mbar). ii) Keep weight off the engine manifold(s) and turbocharger(s) by supporting the system. iii) Allow for thermal expansion and contraction. iv) Provide flexibility if the engine set is on anti-vibration mountings. v) Reduce exhaust noise. vi) Minimum length. vii) Exhaust ventilation to help during purging i.e. long exhaust systems. A typical installation is shown in Fig. 36. If the engine is on Anti-Vibration mountings or similar, there will be lateral movement of the engine exhaust outlet flange when the engine starts and stops. A flexible pipe should therefore be fitted as near to the outlet flange as is practically possible (See Fig. 36). Maximum Back Pressure Back pressure figures vary between naturally aspirated and turbo-charged engines and also from manufacturer to manufacturer. The maximum exhaust back pressure figures can be found in the Product Information Manual. Gas Installation, October 1997 59 EXHAUST SYSTEM FLEXIBLE ELEMENT Flexible Pipe The flexible pipe is constructed by winding and interlocking formed metal strip, including packing in the process. It is intended to be used with a slight deviation from straight as the flexibility is by relative movement at the ends of the pipe at right angles to the longitudinal axis. It should never be used to form bends as it will lock rigidly with no flexibility or freedom for expansion. When installing make sure the bellows are not extended on “free length”. It is better to install with, say, a 3mm compression. If the exhaust system is long then it should be divided into lengths with one end of each Iength fixed and the other end having a bellows unit. The tail pipe after a final silencer should be ten times the bore in length. Flexible Bellows The flexible bellows have some degree of lateral flexibility and a fair amount of axial movement to take up expansion and contraction. (See Fig. 37). With exhaust outlet bores up to 150mm diameter one unit is usually adequate but two can be bolted together to double the movement possible. Fig. 36 60 805.2 Gas Installation, October 1997 EXHAUST SYSTEM EXPANSION The expansion of one metre of pipe per rise in temperature of 100°C is 1.17mm. 5 metres of pipe having a temperature rise from 27°C to 600°C will expand (5.73 x 1.17 x 5) = 33.5mm. This expansion figure shows, by its size, how important it is to properly plan the exhaust run if long life is required. EXHAUST OUTLET POSITION The exhaust outlet outside the engine room must be in such a position that there is no possibility of hot gas entering the cooled air inlet opening. If possible the outlet should be in the same wall as the hot air outlet from the radiator. See Fig. 36. If the exhaust outlet terminates vertically a rain shield must be fitted. Usually the outlet pipe goes horizontally through the wall with the underside of the pipe cut away at an angle. If directing the exhaust straight out causes a directional noise problem then a horizontally fitted right angled bend would probably be a simple solution. Gas Installation, October 1997 Fig. 37 806.2 61 EXHAUST SYSTEM MULTIPLE EXHAUST OUTLETS If more than one engine is being installed the exhaust from the engines must not be taken into the same flue. Each engine must have its own separate system and individual outlet. The reason is that if one engine is stationary when others are running, exhaust gases with condensate and carbon will be forced into the exhaust system of the stationary engine and then into the engine cylinders. Obviously this would cause problems. It may be considered that a flap valve in each exhaust Iine near to the flue could be the solution. The exhaust carries carbon and soot deposits which will cause the flap valve to leak. The leak will not be known about until the engine is in trouble. The best policy is to provide separate outlets. Do not terminate the exhaust outlet into an existing chimney or flue that is used for another purpose. The pulsations in the exhaust could upset the up-draught and create problems with other equipment that relies on the updraught. There is also the risk of explosion due to unburnt gases. Fan assisted exhaust systems should be fitted to ensure purge can be achieved. CONDENSATE DRAIN ln all exhaust systems there is condensate due to gases cooling and differential temperature between the gases and metal pipes, etc. If this is ignored condensate could run into the engine, depending on manifold configuration, and bring associated problems. The exhaust system usually runs vertically from the engine outlet and it is advisable to fit a drain pocket at the bottom bend. A small hole min. 20mm giving a permanent drain would clear the condensate but would allow a small amount of exhaust gases to be blown into the engine room when the engine is running. If this is not acceptable then a permanent open drain pipe should be taken to the outside of the engine room (See Fig. 36). 62 Fig. 38 807.2 LAGGING The amount of heat radiated from the exhaust system can create problems with the radiator cooling and ventilation and may lead to a larger radiator, pusher fan and extractor fan. These are costly items and the cheapest and most practical solution is to lag the exhaust system that is inside the engine room. Heat insulating wrappers which clip around the pipe are suitable, 25mm to 50mm is the usual thickness and can be obtained in suitable lengths from specialist suppliers. See Fig. 38. Where pipe flanges or flexible bellows are to be lagged clip-on muffs can be used. The muffs are easily fitted and will not prevent flexible units from doing their intended job. A - CLIP-ON INSULATION WRAPPER B - CLIP-ON INSULATION MUFF NOTE: Do not lag exhaust manifolds or turbochargers, to do so would lead to operating deficiencies and very quickly cause failure of parts due to thermal stress. Gas Installation, October 1997 EXHAUST SYSTEM EXHAUST SILENCERS Silencers are used, as the name implies, to reduce the noise level emissions at the exhaust pipe outlet. In general terms the silencer should be installed near the engine exhaust outlet flange or at the end of the system. If the engine or generating set has acoustic treatment to reduce noise levels it is also necessary to ensure that the exhaust silencers are capable or reducing exhaust noise to the same (or below) noise level being achieved by the acoustic treatment. See page 64 onwards. There are various types of silencer available as detailed below from different manufacturers. i) The first type is a re-active type silencer which has a series of baffles and perforated tubes and attenuates a high degree of noise in the lower frequency bands. To a lesser degree noise in the high frequency bands is also absorbed. This type of silencer is referred to as a primary silencer. ii) The second type is a triple-chamber type. In the first two chambers initial low restriction expansion and diffusion of the hot gas takes place with some attenuation of low frequency noise. In the third chamber attenuation of the higher frequencies is achieved by the absorption principle. This again is referred to as a primary silencer. iii) The third type is what is known as a “straight through” silencer and works on the absorption principle. The silencer consists of an outer case with a perforated centre tube. The annular space between case and tube is packed with heat resisting fibre glass, or similar material. Gas Installation, October 1997 The exhaust noise is effectively dissipated by the packing through the perforations. Resistance to exhaust gas flow is negligible and, in calculations for back pressure can, be taken as a piece of exhaust pipe the same length and bore size as the silencer. This type of silencer is usually classed as a ‘secondary’ silencer and is normally at the end of the pipe system. However, it could be used as a primary silencer if noise level standards are not critical. 63 EXHAUST SYSTEM LOCAL AUTHORITY REGULATIONS NOISE Local Authorities can, and do, set down noise limits for the different areas that come within their jurisdiction. The combinations and type of silencer to be used are best recommended by the silencer manufacturers who should be brought into design discussions at an early stage. BACK PRESSURE - EXHAUST SYSTEM CALCULATIONS The basic engine data required to calculate the back pressure in an exhaust system is shown in the Product Information Manual against each engine type, ie The gas flow by volume and by weight at the appropriate temperature for a given engine speed and power. 64 Gas Installation, October 1997 EXHAUST SYSTEM HOW TO USE THE INFORMATION Gas Flow by Volume (m3/min) With this information the velocity through a certain pipe or silencer bore can be calculated using the following formula:Gas Velocity = Volume flow (m3/min) = m/s Area of pipe in m2 x 60 Having calculated the gas velocity and obtained the gas volume flow from the product manual for a single exhaust outlet (where twin outlets are required the volume flow should be divided by 2) then, by referring to the silencing equipment suppliers data sheets you will be able to determine the resistance to flow through the silencer in mm Hg. If a suitable system cannot be obtained with the diameter of pipe suggested it may be that increasing the silencer bore one size would be satisfactory. If not, pipe sizes will also have to be increased. Transition units as shown in Fig. 39 will be required. Where a single outlet is preferred to the standard twin outlets, a single outlet adaptor as shown in Fig. 40 will be required. The equivalent length of straight pipe against various features in the exhaust system are shown in the following table. Gas Flow by Mass (kg/s) Using this data the pressure drop through a given length of straight exhaust pipe can be calculated by using the following formula: P= L x Q2 D5.33 x 1187 x 109 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 system then pressure loss is expressed in equivalent straight length of pipe see page 66. Adding the pressure losses through the silencers (or silencer) to the pressure loss through the pipe work will give the total back pressure incurred by the exhaust system. THIS MUST NOT EXCEED THE FIGURE QUOTED IN THE PRODUCT MANUAL AGAINST THE APPROPRIATE ENGINE AND RATING. Gas Installation, October 1997 65 EXHAUST SYSTEM EQUIVALENT LENGTHS OF STRAIGHT PIPE Flexible pipe: 2 x Actual length of flexible pipe Exhaust bellows: 2 x Actual length of bellow Transition unit: See Fig. 39 Single outlet adaptor: See Fig. 40 90 Degree bend: 15 x Bore of pipe 45 Degree bend: 6 x Bore of pipe IMPORTANT NOTE: Ensure that if the diameter or length is expressed in millimetres you should divide by 1000 after you have multiplied by the appropriate factor, as the unit of length in the pressure loss formula is in metres. Fig. 39 808.3 Fig. 40 809.2 66 Gas Installation, October 1997 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 single outlet i.e. ι 1 and ι 2 as shown, plus the equivalent length of bends in each plane i.e. 6 x d bend on 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 EXAMPLE 4008TAG2 (twin turbo-chargers) at 1500 rpm using the proposed single exhaust system as follows: (a) 1 x 127 mm flexible bellows (b) SE24N single exhaust outlet adaptor (127 mm inlet/254 mm outlet) (c) 1 metre flexible pipe (254 mm) (d) 254 mm primary exhaust silencer (Peco-Maxim) (e) 1 x 45° bend (f) 3 m straight through silencer (g) 15 m straight pipe Gas velocity = 200.9 = 66.04 m/s 0.0507 x 60 Primary silencer pressure loss = 29.9 mm Hg. Maximum allowable exhaust back pressure - 50 mm Hg. (Product Information Manual). Exhaust system allowance = 50 - 29.9 = 20.1 mm Hg. Since the 4008TAG2 is fitted with twin turbo-chargers we consider half of the system as for the single outlet adaptor. Check list Equivalent Lengths of Straight Pipes (a) 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 m Total Effective Length at 127 mm (d), ι = 3.071 m Equivalent 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. the proposed system will be satisfactory. Gas Installation, October 1997 67 EXHAUST SYSTEM NOISE ATTENUATION - EXHAUST PERSONAL PROTECTIVE EQUIPMENT MUST BE WORN WHEN WORKING NEAR A RUNNING ENGINE. When resulting value is obtained then this is paired with the third value at 250 Hz WARNING The noise carried by the exhaust gas out of the exhaust manifold of a running engine is very loud and objectionable to personnel. It could prove harmful over a period of time. The great majority of the harmful noise is in the frequency range or 63 to 8000 Hz. The best choice of silencer(s) is the design that will attenuate most noise within that range. To assess the value of each type of silencer described previously, and a combination of primary and secondary silencers, the following schedules show the noise attenuating capacity of these type silencers when in the exhaust pipe line of a running engine. e.g. Hz 63 125 250 dB 79 74 79 . . . Difference 5 dB add 1 dB to 79 dB 80 And so on Difference 1 dB add 3 dB to 80 83 The exhaust noise of a turbocharged engine running at 1500 rpm was taken in a semireverberent field and the octave band centre frequency analysis from 63 to 8000 Hz in decibels - dB - was as follows:- Example Add together dB values for the separate octave band frequencies take the first pair of figures eg. at 63 and 125 Hz. the resulting figure has been adjusted in the following manner. If the dB values differ by 0 or 1 dB - add 3 dB to higher values If the dB values differ by 2 or 3 dB - add 2 dB to higher values If the dB values differ by 4 to 9 dB - add 1 dB to higher values 68 Gas Installation, October 1997 EXHAUST SYSTEM CATALYST - TO ACHIEVE 1/2 TA LUFT 2000, 3000 Series Engine which runs at Lamba 1 must use a 3 way ctalyst to reduce levels of CO (Carbon Monoxide) Nox, HC's (Hydrocarbons) emitted to the atmosphere. 4000 Series Engines which operate with excess air like the 4000 series range (Lambda 1.6) can be fitted with a 2 way catalyst to reduce CO, HC's in the atmosphere. EXHAUST GAS EMISSION & CATALYSTS The exhaust gas emission levels are as stated in the Product Information Folder or are available on request from Perkins Engines (Stafford) Ltd. All gas engines these are factory set and the exhaust emission presently meet certain national limits. Development work in this area is continuing seeking to further reduce the already low levels of emission. The exhaust emissions do however vary according to the particular operating conditions, and the analysis of the gas being used. Care must therefore be taken to check the levels of exhaust emissions against the national or local requirements. The Minnox gas engines are factory set to operate on clean natural gas conforming to the British Natural Gas specification having a lower calorific value of 34.71 MJ/sm3 (930 BTU/Sft3). Ensure hole 1/8 BSP is in exhaust elbow for analysing purposes before installation is complete, also a hole for O2 sensing for programming Lambda controller (M18 x 1.5 mm thread with a thin boss) must be fitted if this option is required for the engine. Provision is made on the ‘Minnox’ gas engines for connecting an exhaust gas analyser (Special Tool No. T6253/242), to check whether the exhaust emission level and temperature are within the specified limits. Should the engine need to be adjusted to give the specified limits to comply with the national or local standards, the method to be used is detailed in the Appropriate Engine Operation Manual. Gas Installation, October 1997 69 ENGINE BREATHER PERSONAL PROTECTIVE EQUIPMENT MUST BE WORN WHEN HANDLING OR CLEANING THE ENGINE BREATHER/ELEMENT. WARNING All engines are fitted with a breathing system that prevents a build up of pressure in the crankcase. The build up in pressure is caused by blow-by from the pistons. The fumes in the crankcase are vented to atmosphere. The fumes contain contaminants from the combustion process and minute globules of lubricating oil. The fumes will pollute the atmosphere in the engine room particularly if the radiator and fan are remote mounted. Fig. 41 970.2 BREATHER INSTALLATION It maybe that with the radiator and fan in the engine room all the fumes could be drawn, or directed, to the fan intake from an open circuit breather. All 4000 series and CHP specification PE(S)L engines are now fitted with a closed circuit breather for natural gas applications. The fumes would deposit oil on the radiator matrix and particles of dust in the airflow would tend to stick. In time the radiator and fan performance would deteriorate and lead to overheating. It is far better to pipe the fumes to outside the building. See Fig. 41. Key (Fig. 41) A. Where there are two breathers they should be joined together in a downward position to a single pipe with a slight slope to separating tank B. (See Fig. 41) B. Separating tank, with drain tap C, can be positioned inside or outside the engine room C. Drain D. Breather fitted to end of pipe E. Flexible connection 70 Gas Installation, October 1997 ENGINE BREATHER BREATHING - POINTS TO WATCH The breather fumes should never be piped directly to be digested by the engine air filters. Harmful contaminants, including acids, would be circulated around the engine with long term harmful effects. In some instances the fumes would have a detrimental effect on the air filter element. However, should the engine be fitted with a crankcase emmission absorber, in which case the contaminents will have been removed, then the fumes from the absorber outlet can be piped into the engine air inlet. In multi-engine installations, as with the exhaust system the breather pipe from each engine must have its own individual run. If terminating in the same tank the fumes from a running engine could leak back into the stationary engine. The outlet of the breather pipe should not be sited in a position where fumes could be drawn into the cooling air inlet stream. If the engine is on anti-vibration mountings a flexible section should be fitted in the breather pipe near the engine. Fig. 43 Gas Installation, October 1997 Fig. 42 966.2 964.2 71 FUEL SYSTEMS 3.1 INTRODUCTION To ensure safe and consistent operation of a gas engine it is important to pay particular attention to the fuel supply system. In some locations gas engine installations are the subject of mandatory requirements and it is advisable to discuss proposed installations with the appropriate authorities. The following section is intended as a guide to successful installation, it is not intended to cover every possible hazard. It is the installers responsibility to consider and avoid possible hazardous conditions which could be present on any given installation. In general these recommendations are based on the British Gas Code of Practice for Natural Gas Fuelled Spark Ignition Engines. Publication IM/17, and The Institution of Gas Engineers Utilization Procedures IGE/UP/3. They will also apply to Operation on other types of hydrocarbon gaseous fuels, i.e. Landfill, Biomass and Wellhead gases. In these latter cases however there may be additional requirements in terms of gas treatment, dual fuel starting etc, which must be considered at the installation stage. 3.3 GAS SHUT OFF SYSTEMS A typical installation to the British gas Code of Practice is shown in Fig. 50. The requirements of the code call for a minimum of two certificated or acceptable shut off devices to be fitted to the gas supply pipe. In addition the upstream shut off valve should be preferably be a fast acting solenoid type linked into both emergency and normal shutdown systems. At least one of the safety shut off devices should be protected from engine vibration by a length of suitable flexible pipe. It is always good practice to fit a manual shut off valve, of a quick acting type upstream of all other control devices and upstream of any flexible pipe sections. See paragraph 3.2. 3.4 PIPEWORK Where possible all pipework should be in accordance with the Codes of Practice IM/17. Pipework sizing should be such that pressure drops are kept to a minimum and no smaller than the zero pressure regulator inlet fitting size. 3.2 STANDARD EQUIPMENT In their basic form Perkins Gas engines will be supplied with a carburettor and zero pressure regulator fitted as standard. The purpose of the carburettor is to mix the fuel gas and air in the correct ratio and, in conjunction with the governor, control flow of the air fuel mixture to the engine cylinders. The ratio of air to gas mixed by the carburettor is determined by the difference in pressure of air and gas supplied to the carburettor. The carburetion system incorporates a 'power mixture valve' which regulates gas flow to the carburettor and facilities adjustment of the full load fuel air mixture only. The air to gas pressure differential is maintained by the gas pressure regulator. The function of the balance line is to allow the regulator to sense actual air inlet pressure. This prevents variations in air fuel ratio due to air filter restriction changes in service. 72 Gas Installation, October 1997 FUEL SYSTEMS 3.5 SPIT BACK DETECTOR Spit back is the explosion of the gas/air mixture in the engine inlet manifold. It is normally a result of ignition timing errors or malfunction of the engine inlet valves. The rapid rise in pressure generated is usually dissipated adequately through the carburettor air intake. However, the emission of flame, which is a characteristic of spit back, if left unattended, could present a fire hazard. For this reason it is recommended that on installations which could run unattended for long periods a spit back detector be fitted on the gas supply line adjacent to the carburettor. The detector usually takes the form of a high pressure cut out diaphragm switch. This will detect the pressure pulses resulting from spit back which are generally less than 10 kPa peak but only 20-30ms in duration. The switch connection should be such that both engine ignition and the gas supply are turned off simultaneously on detection of spit back. It should be noted that pressures generated by spit back will be considerably greater on pressure charged engines. 3.6 GAS SUPPLY LOW PRESSURE DETECTOR When operating on Natural Gas it may be required by the supply authority to fit protection against low and fluctuating gas supply pressures. This is particularly the case if operation of the engine may cause reduction in supply pressure to other users. The requirement for this type of device can be determined prior to installation by reference to the relevant regional authority. Gas Installation, October 1997 3.7 GAS FILTRATION AND PRECONDITIONING With respect to solid contaminants it is recommended that gas supplies are filtered to the same standard as that of the intake air (5 microns maximum partical size). Filter restriction to gas flow must be sufficiently low as to ensure that at full engine load the minimum gas supply pressures can be maintained at the inlet to the regulator. This condition must be met with the filter element in its 'dirty' condition at the end of its service life. Hydrocarbon liquids must not be allowed to enter the engine and should be separated from the gas prior to paticulate filtration. In some instances, particularly biogas installations, it may be necessary to precondition the gas chemically to reduce the level of harmful constituents such as hydrogen sulphide and chlorine. In these instances reference must be made to the appropriate engine manufacturer. 3.8 SHUTDOWN PROCEDURES Under emergency stop conditions it is necessary to shut down both engine ignition and gas supply simultaneously. Under conditions of normal shutdown it is beneficial to shut off the gas supply first. This allows the engine to consume the fuel downstream of the shut off valve and prevents gas being pumped into the exhaust system. 73 FUEL SYSTEMS GAS SPECIFICATION Gas engines are factory set to operate on clean natural gas conforming to British natural gas specifications having a lower calorific value of 34.71 MJ/Nm3 (930 BTU/Sft3). The difference between high heat value (HHV) and low heat value (LHV) is that (HHV) is the total amount of heat given off by the gas during combustion and (LHV) is the high heat value less the amount of heat used to vaporize the water content of the gas by combustion. The amount of heat lost in vaporizing the water is different for different gases, hence the reason that the lower calorific value of the gas is chosen as the basis for fuel consumption data. IF THE ENGINE IS NOT SET TO SUIT THE SITE GAS, UNECONOMICAL RUNNING, LOSS OF POWER OR DAMAGE MAY RESULT, WHICH COULD RESULT IN INJURY. WARNING In cases where different gases to British Natural Gas are being considered such as wellhead gas, digester gas, landfill gas, it is essential that a detailed analysis of the proposed gas is submitted to Perkins Engines (Stafford) Ltd for approval, which may involve resetting or changing the standard gas equipment. Limiting Values for British Natural Gas given as a guide only see Operation Manual for more precise figures. (1) Methane number must exceed 76 (2) Combustible constituents must exceed 85% (3) Calorific value (LHV) to exceed 34MJ/Nm3 Ex's 0°C (912 BTU/Sft3) (4) Ethane 4.5% (5) Hydrogen content not to exceed 0.1% (6) Propane must not exceed 1% (7) ISO butane content not to exceed 0.2% (8) Normal butane not to exceed 0.2% (9) Normal pentane and higher fractions (hexane, heptane,etc.) The summation must not exceed 0.02% (10) Gas pressure at inlet to regulators (minimum) 15mbar (1.5 kPa) (11) Gas pressure not to exceed without additional 50mbar pressure regulators (5 kPa) = 10mbar (12) Hydrogen sulphide not to exceed 0.01% (100ppm) There must be no liquid hydrocarbon fractions in the fuel gas, and the supply must be at a constant pressure. NOTE: The rating may be reduced if the lower calorific value of the fuel is lower than 34 MJ/Nm3 (912 BTU/Sft3). WARNING IT IS ESSENTIAL THAT ALL DERATING FACTORS BE CONSIDERED, AND THAT, IF NECESSARY THE DERATING PROCEDURE BE CARRIED OUT, AS DESCRIBED IN THE OPERATION MANUAL. 74 Gas Installation, October 1997 FUEL SYSTEMS 2000 / 3000 SERIES Fig. 44 988.2 2000 / 3000 SERIES Fig. 45 Gas Installation, October 1997 989.2 75 FUEL SYSTEMS 2000 / 3000 SERIES Fig. 46 76 990.2 Gas Installation, October 1997 FUEL SYSTEMS GAS SYSTEMS 4000 SERIES NO NAKED FLAMES OR SMOKING SHOULD BE ALLOWED IN THE VICINITY OF A GAS ENGINE WHETHER STATIONARY OR OPERATIONAL. ENSURE THAT THE BUILDING IS NATURALLY VENTILATED TO PREVENT POCKETS OF GAS FORMING. WARNING The standard natural gas system as supplied on the engine is connected to the supply at the pressure regulator, and if the gas pressure is correct, ie 2-4.9 kPa 20-49mbar (8”-20” H20) for naturally aspirated and 15-50 mbar (1.5 - 5 kPa) (6"-20" H 2o) on the turbocharged (MINNOX) engines, the engines should operate satisfactorily. Fig. 47 814.2 4000 SERIES Fig. 48 Gas Installation, October 1997 815.2 77 FUEL SYSTEMS Should the supply pressure not lie within acceptable limits, then the following action should be taken:High Pressure Supply In the UK the normal pressure for natural gas is approximately 8” H20 (20 mbar). But where the site pressure is higher than that accepted by the engine it will be necessary to fit a suitable gas train to reduce this pressure, (refer to Perkins Engines (Stafford) Ltd). The system fitted should conform to whatever local or national regulations apply. Low Pressure Supply NOTE: Consideration must be given to rapid changes in gas flow. Should the site pressure be lower than the engine can accept then the pressure should be increased by fitting a suitable booster unit to raise the pressure (refer to Perkins Engines Ltd Applications Department). Seek advice on gas supplier and pipework sizing. Fig. 49 78 WARNING IT IS ESSENTIAL THAT THE GAS SUPPLY SYSTEM IS NOT SUBJECTED TO A NEGATIVE PRESSURE UNLESS SPECIFICALLY DESIGNED FOR THIS TYPE OF OPERATION. When the zero pressure regulator is mounted remote from the engine it is imperative that the length of the pipe between the zero pressure regulator and the carburettor mixing unit be no more than 1.2m long and not less than 50mm bore, and it must be mounted absolutely horizontal. The gas supply pipe to the zero pressure regulator should be sized as to maintain a gas pressure of at least 6” H2O (15mbar) UNDER ALL LOAD CONDITIONS. High compression; one regulator. 994.2 Gas Installation, October 1997 FUEL SYSTEMS PIPE LINE INSTALLATION CORRECT TO IGE/UP/3 If 5 is fitted fit 7, don't fit 10. Pipework mounted: 1 Emegency isolation valve (outside engine room) 2 Vent (when required) 3 Manual isolation valve 4 Filter (when fitted) 5 Gas pressure regulator (when fitted) 6 Low pressure cut off switch 7 High pressure cut off switch 8 1st safety shut off valve 9 2nd safety shut off valve (or see item 12) 10 Non return valve (when required) 11 Flexible Engine mounted: 12 Alternative position for 2nd safety shut off valve 13 Gas regulator 14 Spit back protection device 15 Engine manifold 16 Carburettor 17 Inlet manifold Diagrammatic resprentation of the relative positions of controls which may be required in a typical low pressure gas supply to an engine. Fig. 50 Gas Installation, October 1997 991.2 79 FUEL SYSTEMS Fig. 51 80 620.2 Gas Installation, October 1997 FUEL SYSTEMS British Gas Council Code Of Practice (IGE/ UP/3) Where a gas engine needs to conform to the British gas code of practice IM17, the gas system as supplied on the engine is connected to the gas supply at the manual valve. NOTE: In the case of the turbocharged (MINNOX) engines, 2 gas solenoid valves are required to conform to the British Gas Council Code of Practice since they do not accept the carburettor mixing unit as an automatic valve, which they do in the case of the Impco type carburettor. (See Fig. 52). Other Gases (Wellhead Gas, Digester Gas, Landfill Gas) When an engine is to operate using other than British natural gas (see page 74) it is essential that a detailed analysis of the proposed gas is submitted to Perkins Engine for approval. The engine is factory set to operate on clean British natural gas, using other gases could result in severe damage to the engine. Depending on the proposed gas analysis it may be necessary to have to reset the engine or change the standard gas equipment. Ignition System The 4000 Range Engine ignition system will need to be connected to a 24V DC battery and is as described in the Operation Manual. Fig. 52 Gas Installation, October 1997 646.2 81 LUBRICATING OIL SYSTEMS WARNING PERSONAL PROTECTIVE EQUIPMENT MUST BE WORN WHEN FILLING THE SUMP WITH LUBRICATING OIL. The lubricating oil used on the engine test is drained from the sump before the engine is dispatched, and will give up to 12 months preservation protection. It is important that when filling the sump that lubricating oil of the correct specification is used, and that it is not contaminated. LUBRICATING OIL RECOMMENDATIONS The quantity, grade and type of oil to be used are stated in the appropriate Engine Operation Manual. STANDARD LUBRICATING OIL SYSTEM The oil in the standard sump must be changed at regular intervals (see Appropriate Engine Operation Manual) therefore access to the dipstick, drain plug and oil filler must be allowed for routine servicing to be carried out, and also if necessary for the sump to be removed. Fig. 53 82 EXTENDED RUNNING OIL SYSTEM To extend the servicing interval on unattended engines to coincide with the normal oil change interval (see Appropriate Engine Operation Manual) the sump oil capacity can be increased by fitting a make-up tank. The makeup tank should be positioned on a stand along side the set and the outlet connection on the tank must be at least 0.3 metres above the inlet connection on the ‘REN’ valve. The standard oil level in the sump is maintained by supplying oil from the make-up tank. the oil flow from the tank being controlled by a ‘REN’ valve. (See Appropriate Engine Operation Manual). It is important to prevent losing the oil in the make-up tank, when changing the sump oil that an isolating tap is fitted between the tank, outlet connection and the ‘REN’ valve. The make-up tank oil level should be checked and topped up at the same time as the sump oil is changed. It is also important to maintain the running max. level. A typical extended running oil system is shown in Fig. 53. 298.2 Gas Installation, October 1997 SOUND INSULATION WARNING PERSONAL PROTECTIVE EQUIPMENT MUST BE WORN WHEN WORKING IN AN ENGINE ROOM. NOISE LEVEL Noise levels are measured in decibels - dB through a frequency range of 31.5 to 16,000 Hz and at each octave band centre frequency ie 31.5, 63, 125, 250 Hz etc. The human ear is responsive to noise levels in the frequency range of 63 to 800 Hz. The noise level in dB can be weighted A, B, C and D to suit different requirements. The accepted norm is the ‘A’ Weighting as such an overall noise level closely reproduces the response of the human ear. The most commonly accepted readings are “Sound Pressure Level”. NOISE SOURCE A running engine produces mechanical noise - valve gear, fuel pump etc. combustion noise, noise from vibration, noise from air induction and from the radiator fan, if fitted. Usually the radiator fan noise and the air induction noise is less than the mechanical noise. Noise level readings of the engine and fan are available, if required from Perkins Engines (Stafford) Ltd (see Product Information Manual). Should additional noise reduction be required this can be achieved by acoustic treatment. If the acoustic treatment reduces the mechanical noise levels as quoted in the above noise level readings then the fan and induction noise need not be considered. Providing a canopy around the engine is relatively economical and gives good results, from a position 1 metre from the canopy an overall reduction of 10 dB(A) can be achieved. Sound attenuating canopies need to be expertly designed to be effective, and would advise that companies with acoustic treatment experience be consulted. Gas Installation, October 1997 RECOMMENDATIONS TO CONTAIN NOISE In an engine room installation where outside noise levels have to be controlled the following factors must be considered:i) Building Construction Outside walls - should be double brick with cavity. Windows - double glazed with an approximate gap of 200mm between panes. Doors - double door air-lock or single door with a wall built outside the door as a noise barrier to absorb and reflect noise when the door is opened. ii) Ventilation The air inlet(s) for engine combustion and cooling air and the air outlet from the radiator fan or extractor fan should be fitted with noise attenuating splitters. These are proprietary items and should be discussed with the manufacturer. Ensure that the splitters do not restrict airflow thus putting excess resistance on the fans. With the amount of cooling air required on the larger engines the splitters are of generous proportions and the building should be adapted so that they fit correctly. iii) Anti-Vibration Mountings The engine set mounted on anti-vibration mountings to prevent vibrations being transmitted to the walls, other pieces of equipment, etc. These vibrations often generate noise. (See Anti-Vibration Mountings). iv) Exhaust silencing (See Exhaust section) Attention to the foregoing could lead to a noise attenuation of 30/35 dB(A) from inside to 1 metre outside the building, provided that top quality inlet and outlet attenuators and exhaust silencers are used. 83 SOUND INSULATION 'FREE' & 'SEMI-REVERBERNENT FIELD' If the noise “escaping” from the engine room emerges into a “FREE-FIELD” area then, a good approximation of the decaying noise level is that doubling the distance reduces the noise level by 6 dB(A). eg. at 1 metre - 70 dB(A) 2 '' - 64'' 4 '' - 58'' 8 '' - 52'' However, the area around the engine room may include other buildings or reflective surfaces to make it into a “Semi-reverberent field”. In a “Semi-reverberent field” the decay is more likely to be approximately 3 dB(A) per doubling of distance. Once clear of the semireverberent field the figure of 6 dB(A) can be used 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 noise paths can be assessed at, say, a residential area 100 metres from the noise source. SOUND PROOF CANOPY OVER ENGINE So far the object has been to contain the noise in the engine room. If the room is unmanned, or only occasionally worked in for short periods, this could be acceptable. Fig. 54 84 If the room is manned and perhaps used for other purposes then it would be economic to enclose the engine set in a canopy with inlet cooling air being directed into the end of the canopy and the radiator fan (or canopymounted motor driven fans if no radiator fitted) pushing air through set mounted radiator, ducting and the outlet splitter. Lining the canopy with glass-fibre or mineral rock wool and faced with perforated board would absorb some mechanical noise. This is the same principle as used in straight through exhaust silencer. Such a canopy would control the noise level so that working in the engine room would not cause discomfort to the operators. An added advantage would be that the area outside the engine room would be much quieter. See Fig. 54. lf a canopy is used the breathing system of an engine with an open circuit breather should be modified to take the fumes outside the canopy and, if necessary, outside the building. This will prevent the radiator matrix becoming clogged. When in an area where the noise level is important remember it is possible that another noise source may give a background noise greater than the engine noise. If there is a problem make sure that readings are not being influenced by other noise sources. The engine installation may not be at fault. Check with local authority. 816.2 Gas Installation, October 1997 SOUND INSULATION MULTIPLE ENGINE NOISE LEVEL In a multiple engine installation using the same type of engine the maximum noise level will increase above that for a single engine installation as shown in the Tech Data for the respective engine in the Product Information Manual. Using a single engine as the datum point the maximum noise level can be taken from the Technical Data sheet for the single engine, as shown in the appropriate engine Product Information Manual. From Fig. 56 add the additional noise level depending on the total number of engines to the single engine noise level. Example: The maximum noise level for a single 4006TAG2 engine running at 1800 rpm is shown as 111 dB(A) at position 3. When the total number of engines is 3, the maximum noise level will be 111+ 4.8 = 115.8 dB(A). NOTE: If the precise position for each engine in a multiple engine system is known, a more accurate evaluation of the maximum noise level can be made. Generally, this will be slightly lower than the maximum value obtained above. Fig. 55 Gas Installation, October 1997 817.2 85 SOUND INSULATION Fig. 56 86 942.2 Gas Installation, October 1997 AIR INTAKE WARNING ALL EXPOSED AIR INTAKES TO ENGINE MUST BE FITTED WITH GUARDS. The air into the engine for combustion must be clean filtered air at the coolest temperature. Under normal site conditions the standard duty type air cleaner will filter out approximately 99% of the fine dust content down to 15 microns. When the engine is operating in dusty/desert conditions a heavy duty type air cleaner is required to give the same filtration of the air into the engine. This is achieved by adding a further stage of filtration to the standard duty air cleaner in the form of a pre-cleaner. The pre-cleaner by cyclonic action takes out the heavier dust particles leaving the fine dust to pass on to the next stage of filtration (see Fig. 57). Dry air cleaners are fitted, since they give finer filtration than the oil bath type. AIR RESTRICTION INDICATOR When the air cleaner filter elements are clean the resistance to air flow is approximately 20mbar. As the restriction increases in service the restriction indicator will signal by showing red that the element must be changed for a new one. (See appropriate Engine Operation Manual). Should the temperature of the air intake in the engine room be higher than ambient temperature, then the air cleaner must be arranged via intake ducting/piping to draw the air from outside the engine room. Where noise level is also to be taken into consideration the ducting/piping from the standard air cleaner(s) mounted on the engine, should be connected to an intake splitter mounted in the wall of the engine room. PRE-CLEANER (OPTIONAL) Fig. 57 Gas Installation, October 1997 493.2 87 AIR INTAKE The additional noise splitter and ducting/ pipework will increase the resistance to air flow. The additional resistance to air flow plus the initial restriction of the engine mounted air cleaner should be kept at 250/300 mm H2O by increasing the size of the air filters and piping, so as not to reduce the servicing interval. (See Maintenance Schedule). REMOTE MOUNTED AIR CLEANER Should the engine mounted air cleaner(s) be replaced by a remote mounted combined air cleaner/intake splitter, then the total resistance to air flow should be sized to give the same as the engine mounted cleaner(s) ie. 200/250 mm H20. The weight of the ducting/piping between the remote mounted air cleaner and the turbocharger intake should be independently supported, since this weight must not be carried on the turbocharger. (See Fig. 58). A flexible length of piping should be included in the pipework to isolate the engine vibrations. (See Fig. 58). Fig. 58 88 818.2 Gas Installation, October 1997 TORSIONAL VIBRATION WARNING UNDER NO CIRCUMSTANCES MUST THE ENGINE BE RUN WHEN EXCESSIVE VIBRATION OF THE POWER UNIT IS BEING EXPERIENCED THE ENGINE MUST BE STOPPED IMMEDIATELY AND THE CAUSE INVESTIGATED. The information below explains the importance of a T.V. analysis being done long before the time comes for putting the engine and driven unit together, this can be done by PE(ST)L or the generating set manufacturer. CRITICAL SPEED When fitting driven equipment to an engine, particularly single and twin-bearing alternators, it is very important to investigate the Torsional Vibration system of the complete unit. Torsional vibrations occur in any rotating shaft system. At certain speeds in the engine running range these vibrations may be of sufficient magnitude and frequency to fracture the engine crankshaft and flywheel bolts, strip teeth off gear wheels, damage flexible couplings and driven equipment. The point in the speed range where any of the above hazards can occur is called the ‘CRITICAL SPEED’. The object of the torsional analysis is to locate the critical speed points from the magnitude and frequency of the disturbing forces and ensure that damaging critical speeds are outside the operating range of the engine and that all is clear within +10% to -5% of the synchronous speed. There may be some critical speeds in the speed range from starting speed to 95% of synchronous speed but these could be judged as “safe” because the critical speed is passed through in a second or so. However, if by application the requirement is an “all speed” range then all critical speeds have to be controlled within safe limits. Gas Installation, October 1997 CRITICAL SPEEDS - CORRECTIVE METHODS If there is a problem with critical speeds the position of the critical speed can be moved and its magnitude reduced in various ways. The first area to consider modifying would be the stiffness of the flexible coupling. If it has rubber elements a different stiffness of rubber could be selected. If a spring plate drive or spring type flexible coupling was used it may be necessary to change to a different type. Other solutions could be to change the inertia of the engine flywheel, fit a torsional vibration damper or, if one is fitted as standard, remove it or fit a damper of different inertia and different damping capabilities. Occasionally, usually with a single bearing machine application, a tuning disc is required at the free end of the crankshaft. It can be seen that if there is a problem many avenues can be explored to arrive at a satisfactory solution. It is very rare that the alternator shaft has to be modified. 89 TORSIONAL VIBRATION TORSIONAL ANALYSIS DATA Perkins Engines (Stafford) Ltd have carried out a T.V. analysis for all the engine ranges and models with a number of proprietary single and two-bearing machines - mostly at 1500 rpm. Analysis at other speeds are not as numerous. Upon request Perkins Engines (Stafford) Ltd will advise if an intended combination has torsional vibration approval. If not, and the customer wishes, Perkins Engines (Stafford) Ltd will do the analysis on receipt of the necessary details from the customer. In the case of alternators the information required would be as Iisted below. i) Synchronous speed. i) 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 torque and coupling magnifier or damping factor. or Inertia or spring plate drive for single bearing machine. vii) Is alternator driven from FREE END or FLYWHEEL END of the engine? Alternative to the aforementioned Perkins Engines (Stafford) Ltd will supply information of the engine dynamic system for the customer to make his own arrangements for the Torsional Vibration Analysis. NOTE: SPEED OR DRIVEN EQUIPMENT CHANGES It often happens that one engine has been ordered at, say,1500 rpm; delivered and put in stock by the customer. When ordered this engine may have been cleared to be compatible with a certain coupling and alternator. If, due to urgency, this engine is allocated to drive another alternator or at a speed different to 1500 rpm the new combination must be re-checked for torsional vibrations. Besides the T.V. check the engine could need new governor springs, a different air filter, flywheel, turbocharger and the ignition timing changed. To be absolutely certain contact Perkins Engines (Stafford) Ltd Applications Department who will provide the correct information. GENERATING SET TORSIONAL ANALYSIS Where an engine and alternator set has been supplied a torsional analysis will have been carried out by Perkins Engines (Stafford) Ltd to ensure that the engine, flexible coupling, torsional vibration damper and alternator are compatible. 90 Gas Installation, October 1997 DERATING DERATING ENGINE May be necessary where conditions exceed site parameters this can include ambient temp., altitude, c/c inlet temp. Derating means reducing of the power output of an engine from its maximum rating at normal temperature and pressure conditions to allow for adverse effects of site conditions eg. altitude and ambient temperature. The engine is factory set to meet ISO 3046/1 standard conditions: - Ambient temperature (at the air inlet) 25°C - Barometric pressure 100 kPa - Humidity (Non-turbocharged engines) 60% Conversion figure 100Kpa = 1 bar = 1 Atmosphere = 110 metres Should the site conditions exceed the above conditions then the engine must be derated in accordance with the respective engine derating procedure. NOTE: The maximum ambient temperature is the temperature that can occur during any day of the year according to records. Should the actual site conditions be known before despatch then the engine will be derated at the factory, and a label attached to the engine to that effect. DERATING PROCEDURE The derating procedure for gas engines is as described in the respective engine operation manual, together with the derating charts. Gas Installation, October 1997 91 STARTING, STOPPING AND PROTECTION SYSTEMS Fig. 59 92 992.2 Gas Installation, October 1997 STARTING, STOPPING AND PROTECTION SYSTEMS Fig. 60 Gas Installation, October 1997 993.2 93 STARTING, STOPPING AND PROTECTION SYSTEMS Starter Cables The size of the starting cables (battery/starter and starter/battery) based on a 2m length and stranded copper wire are:4006/8 4012/16 2000, 3000 2 x 70 mm or 1 x 120mm 2 x 70 mm or 1 x 120mm Resistance 0.207 OHM (600 AMPS) AIR STARTING The air starter motor is operated either manually or automatically from a compressed air supply. The working pressure at the starter motor is 30 bar. The receiver should be sized to give up to 6 starts under normal starting conditions down to a minimum pressure of 17 bar. The size of the receiver is estimated as follows: The battery(ies) should be mounted as near to the starter motor(s) as possible, to keep the cable length short and minimize the voltage drop. The chosen position should allow for easy access for inspection and maintenance, and isolation from fire hazard and vibrations. THE FOLLOWING INFORMATION RELATES TO LEAD ACID BATTERIES ONLY FOR NICKEL CADMIUM BATTERIES REFER TO THE MANUFACTURERS HANDBOOK. Ar x Ns = Rc dP Rc = Receiver capacity Ns = Number of starts dP = Differential pressure Ar = Free air requirement per start NOTE: (Ar) For the 4006 " " 4008 " " 4012 " " 4016 = = = = 400 litres 500 " 650 " 700 " Based on the GALI type A25. The air receiver(s) should meet BS specification and be fitted with a safety valve, pressure gauge and manual drain valve. BATTERIES WARNING PERSONAL PROTECTIVE EQUIPMENT MUST BE WORN WHEN TOPPING UP OR CHANGING ELECTROLYTE IN THE BATTERY, AND NEVER NEAR A NAKED FLAME. 94 Gas Installation, October 1997 STARTING, STOPPING AND PROTECTION SYSTEMS Preparing Battery for Service Where a battery is supplied for the engine starting circuit, it is dry charged. Remove the seals from the vent plugs or break the seal across the vent in the lid and fill to 5/16” (8mm) above the plates with dilute sulphuric acid of the following strength: In temperate climates - with specific gravity 1.270 In tropical climates - with specific gravity 1.240 Battery and capacity This varies with battery size, but current types hold 6.7, 20.5 or 13.5 litres per battery. One, two or four batteries are supplied according to engine size and climate conditions. After 10 to 15 minutes the acid level will fall and it should be restored by adding more acid. The battery should immediately be place on a commissioning charge to ensure that the acid is sufficiently mixed within the battery. This filling wiIl cause a certain heating of the battery due to the chemical reaction of the sulphuric acid on the plates. Charge at the initial charging rate given on the instruction label until all celIs are gassing freely and the specific gravities and voltage remain constant for at least three successive hourly readings. When the initial charge is completed, the specific gravity may require adjustment. A fully charged battery should have a specific gravity of:In temperate climates - 1.270 -1 285 ln tropical climates -1.240 -1.255 If adjustment is necessary continue the charge to thoroughly mix the electrolyte in the cells, finally adjust the level of the electrolyte to 5/16-5/8“ (8-16mm) above the top of the plates (i.e. level with the top of the separators). This adjustment should be done when the battery is standing on open circuit and several hours after coming of charge. The temperature of the filling acid should never exceed 33°C (90°F). Gas Installation, October 1997 WARNING WHEN DILUTING ACID, ALWAYS ADD ACID TO WATER TO MINIMISE HEATING AND AVOID ACID BEING EJECTED FROM THE MIXING VESSEL. HAND AND EYE PROTECTION MUST BE WORN. Battery Installation (i) Polarity check Make sure that the positive of the battery is connected to the positive connection of the system and the negative of the battery to the negative connection. WHEN COUPLING THE BATTERIES IN SERIES TO GIVE A HIGHER VOLTAGE MAKE SURE THAT THE POSITIVE OF ONE IS CONNECTED TO THE NEGATIVE OF THE NEXT BATTERY. (ii) Clean connections Clean the connecting terminals well before fitting on to the battery. Dirty or corroded terminals will cause bad contact to the battery and may result in affecting the starting current. If the terminals are corroded, wipe over the affected parts with a solution of sodium carbonate or ammonia, dry off and finally smear over a film of petroleum jelly to prevent further corrosion. Make sure that the sodium carbonate solution or ammonia does not enter the cells. 95 STARTING, STOPPING AND PROTECTION SYSTEMS (iii) Fitting into Battery Housing. (IF SUPPLIED) When fitting the battery, ensure that it is secure without undue strain. The cables to the battery must have sufficient length and be flexible to prevent pulling and strain on the battery terminals. In clamping down, ensure that the clamps and bolts are not overtightened, otherwise the battery container may be damaged. Bolt the terminal connections tightly to the battery posts. (iv) Inspection The battery should be so installed that inspection and topping up is facilitated. The top of the battery and the surrounding parts should be kept clean and dry and free from oil and dirt. The maximum possible ventilation should be given; this is particularly important when the battery is in close proximity to the engine, leading to high battery temperature. BATTERY CHARGING ALTERNATOR DO NOT RUN ENGINE WITH BATTERIES DISCONNECTED AS DAMAGE TO THE ALTERNATOR MAY RESULT. WARNING BATTERY CHARGER The battery is normally charged by an engine driven alternator, which as long as the engine is running will give sufficient charge to fully maintain the battery capacity to cater for standard starting conditions. Under extremely cold starting conditions it may be necessary to increase the capacity of the battery. Engines not fitted with a battery charging alternator must have a static charger fitted, output not less than 10 amps. Where an engine is fitted with both an engine driven alternator and a static charger a relay must be fitted to disconnect the static charger when the engine is running. STARTING AIDS Jacket Water Heater(s) In extreme cold ambient temperature conditions, besides changing to the correct grade lubricating oil, the engine may be fitted with a mains supply jacket water immersion heater(s). (See Data Sheet in appropriate engine operation manual for recommended size of heater(s)). Fitting a jacket water heater(s) caters for easier starting by keeping the engine water temperature between 26.737.8°C (80-100°F). The battery charging alternator and its regulator operate as a system to maintain the battery in a charged condition when the set is running. Operation is such that a flat battery will be charged in a minimum time and a healthy battery will be held in that condition by a trickle charge. FOR DETAILS OF ENGINE CHARGING CIRCUITS REFER TO THE ENGINE OPERATION MANUAL. 96 Gas Installation, October 1997 STARTING, STOPPING AND PROTECTION SYSTEMS STARTING LOADS When starting the engine it is recommended that the drive equipment be unloaded to make for easier starting of the engine only, and allow the engine to accelerate up to full speed and develop the rated power, before applying the load. The above conditions are not always possible on driven equipment such as water pumps, compressors, stone crushers which could be on load from start-up. This type of driven equipment should be fitted with either a centrifugal clutch which can take-up the drive when the engine is developing sufficient power to coincide with the power required. Load Acceptance In the case of a generating set the load that can be applied to the engine in one step at rated speed is limited. A genset load acceptance on a gas engine is limited due to constant air/fuel ratio. The load acceptance will be stated on request from the relevant engine manufacturer. To achieve the above load it is essential that the engine is kept at its normal working temperatures by fitting heaters, and that the correct grade of lubricating oil is being used. (See Operation Manual). The following information is requested by Perkins Engines (Stafford) Ltd in order to assess specific load requirements. PROTECTION SYSTEM To protect the engine from damage that could be caused by the following:High water temperature Low lubricating oil pressure Overspeed High induction manifold pressure The engine is fitted with suitable switches which when a pre-determined setting is reached operate via a protection panel, an electrical stopping solenoid which overrides the normal methods of stopping the engine. Protection Panel The protection panel circuitry will, when given a signal from the protection switches, stop the engine either by a solenoid connected to the solenoid valve (gas engines). The above protection panel is in the form of a protection module which when required is incorporated in the various generating set panels or mounted separately on the engine. STOPPING Gas engine stopped by de-energising gas solenoid valves. NOTE: THE ENGINE SHOULD BE RUN FOR 5 MINUTES AT NORMAL SPEED ON NO LOAD BEFORE STOPPING, TO ALLOW THE ENGINE TO COOL DOWN ADEQUATELY. Gas Installation, October 1997 97 GOVERNOR WIRING Governor Wiring Certain additional item associated with the governor e.g. speed setting potentiometer, load sharing unit require to be wired using screened cables. It is important that the screen on these cables is connected to the correct point in the governor circuit. Refer to Maintenance Manual Section AA for full information. NOTE: It is essential that the speed setting potentiometer be mounted in a cool, vibration free position. It must not be mounted on the engine. DURING COMMISSIONING OR MAKING ADJUSTMENTS TO THE SET IT IS ESSENTIAL THAT THE ENGINE BE EQUIPPED WITH SEPARATE (INDEPENDENT) AUTOMATIC OVERSPEED PROTECTION IN ORDER TO GUARD AGAINST SEVERE ENGINE DAMAGE, WITH CONSEQUENT DANGER TO LIFE AND LIMB OF NEARBY PERSONNEL. WARNING 98 Gas Installation, October 1997 OVERALL DIMENSIONS AND WEIGHT 936 927.5 956 645 72 908 64 124 1863.5 220 552 1625 1561 2616 - 3250 4008TESI 2241 mm 956 mm mm 645 72 mm mm 908 64 mm mm 124 1447.5 mm mm 220 543 mm mm 1625 1552 mm mm mm KG 2100 ENGINE 4006TESI A Gas Installation, October 1997 WEIGHT DRY Fig. 61 TYPE OF NOTE: FIG. 61 IS INTENDED AS A GUIDE ONLY, SINCE THE DIMENSIONS SHOWN COULD ALTER WITHOUT PRIOR NOTICE. 2200 O N M L K J H G F E D C B 8 HOLES O 22 HOUSING SAE 'OO' FLYWHEEL SAE 14 1825 P mm BASIC 4006/8TESI MINNOX GAS ENGINE (SINGLE EXHAUST) 758.2 99 OVERALL DIMENSIONS AND WEIGHT 175.5 mm mm 573 1210 mm mm 386.4 1778 mm mm 472 2650.5 mm mm 399 1000 mm mm 70 130 mm mm 235.4 1789.5 mm mm 646 1868 mm mm mm mm KG 5665 ENGINE 4012TESI WEIGHT A TYPE OF DRY 100 2232 K J H G F E D C B 6 HOLES O 22 Fig. 62 3874 O N M L 8 HOLES O 22 NOTE: FIG. 62 IS INTENDED AS A GUIDE ONLY, SINCE THE DIMENSIONS SHOWN COULD ALTER WITHOUT PRIOR NOTICE. 3350 T S R P HOUSING SAE 'OO' FLYWHEEL SAE 18 BASIC 4012TESI MINNOX GAS ENGINE (TWIN EXHAUST) 754.2 Gas Installation, October 1997