4000s diesel install.pdf

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Perkins 4000 Series

DIESEL INSTALLATION MANUAL

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


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Diesel Installation, October 1997

READ AND UNDERSTAND ALL SAFETY PRECAUTIONSAND WARNINGS MENTIONED IN THIS MANUAL.

IMPROPER OPERATION OR MAINTENANCEPROCEDURE COULD RESULT IN A SERIOUS ACCIDENTOR DAMAGE TO THE EQUIPMENT CAUSING INJURY ORDEATH. NON-COMPLIANCE WITH THESEINSTRUCTIONS MAY INVALIDATE THE GUARANTEEOFFERED WITH THE ENGINE.

MAKE QUITE CERTAIN THE ENGINE CANNOT BESTARTED IN ANY WAY BEFORE UNDERTAKING ANYMAINTENANCE PARTICULARLY IN THE CASE OFAUTOMATICALLY STARTING GENERATING SETS.

WARNING


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INTRODUCTION

Diesel Installation, October 1997 1

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

THE PURPOSE OF THIS INSTALLATION MANUAL IS TO PROVIDE THE USER WITH

SOUND GENERAL INFORMATION FOR INSTALLING AN ENGINE/GENERATING SETWITHIN AN ENGINE ROOM FACILITY. IT IS FOR GUIDANCE AND ASSISTANCE IN THE

APPLICATION OF AN ENGINE WITH RECOMMENDATIONS FOR CORRECT AND SAFEPROCEDURE. PERKINS ENGINES (STAFFORD) LIMITED CANNOT ACCEPT ANYLIABILITY WHATSOEVER FOR PROBLEMS ARISING AS A RESULT OF FOLLOWINGRECOMMENDATIONS IN THIS MANUAL.

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

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

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

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

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

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

- Applications Department- Service Department

Perkins Engines (Stafford) LimitedTixall RoadStaffordST16 3UB

England

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

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


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CONTENTS


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

BRIEF DESCRIPTION OF ENGINES .. .. .. 7 - 8

OVERALL DIMENSIONS AND WEIGHT .. .. .. 9 - 10LIFTING EQUIPMENT FOR ENGINES .. .. .. 11

MOUNTING OF ENGINE & DRIVEN UNIT.. .. .. 12ENGINE MOUNTINGS .. .. .. .. 12UNDERBASE ENGINE BEARERS .. .. .. 12TYPE OF FOUNDATIONS .. .. .. 12

SUB SOIL .. .. .. .. .. 13

FIXED CONCRETE BLOCK .. .. .. 13INSTALLATION PROCEDURE ON CONCRETE BLOCK .. 15GROUTING .. .. .. .. .. 16TRENCHES .. .. .. .. .. 16CONCRETE RAFT .. .. .. .. 16

FLOATING CONCRETE BLOCK .. .. .. 16RIGID MOUNTINGS .. .. .. .. 18FLEXIBLE MOUNTINGS .. .. .. .. 19 - 20ANTI-VIBRATION MOUNTINGS .. .. .. 21 - 22ALIGNMENT PROCEDURES .. .. .. 23 - 27

TORQUE SETTINGS .. .. .. .. 28

ENGINE ROOM LAYOUT .. .. .. .. 29INSTALLATION GUIDELINES .. .. .. 29INITIAL CONSIDERATIONS .. .. .. 30TYPICAL WATER COOLED ENGINE ROOM LAYOUT .. 31VENTILATION - ENGINE ROOM .. .. .. 32 - 34

DUCTING AGAINST PREVAILING WIND .. .. 35VENTILATION - TROPICAL CONDITIONS .. .. 36FORCED VENTILATION - REMOTE MOUNTED RADIATOR 37 - 38

ALTERNATOR/ENGINE RADIATED HEAT .. .. 39 - 40TYPICAL MULTIPLE ENGINE INSTALLATION .. .. 41TYPICAL MULTIPLE ENGINE INSTALLATION (REMOTE RADIATOR) 41


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CONTENTS

4 Diesel Installation, October 1997

PageCOOLING SYSTEMS .. .. .. .. 44

RADIATOR .. .. .. .. .. 45FAN PERFORMANCE .. .. .. .. 45REMOTE MOUNTED RADIATOR .. .. .. 45 - 46

FILLING THE COOLING SYSTEM .. .. .. 47DRAINING THE COOLING SYSTEM.. .. .. 47

HEAT EXCHANGER COOLING .. .. .. 48 - 49COOLING TOWER .. .. .. .. 49TWO SECTION RADIATOR (CHARGE COOLED ENGINES) 50 - 51AIR TO AIR CHARGE COOLING .. .. .. 52ANTIFREEZE PROTECTION .. .. .. 52WATER TREATMENT .. .. .. .. 52

EXHAUST SYSTEM.. .. .. .. .. 54

BACK PRESSURE - LIMITATION .. .. .. 54INSTALLATION .. .. .. .. 54FLEXIBLE ELEMENT .. .. .. .. 55EXPANSION .. .. .. .. .. 56EXHAUST OUTLET POSITION .. .. .. 56

MULTIPLE EXHAUST OUTLETS .. .. .. 57CONDENSATE DRAIN .. .. .. .. 57LAGGING .. .. .. .. .. 57EXHAUST SILENCERS .. .. .. .. 58BACK PRESSURE - CALCULATIONS .. .. 59 - 63NOISE ATTENUATION - EXHAUST .. .. .. 64 - 67

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

FUEL SUPPLY SYSTEMS .. .. .. .. 70DIESEL FUEL SPECIFICATION .. .. .. 70

DIESEL FUEL SYSTEM .. .. .. .. 71 - 74


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CONTENTS


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

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

SOUND INSULATION .. .. .. .. 76

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

AIR INTAKE .. .. .. .. .. 80

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

TORSIONAL VIBRATIONS .. .. .. .. 82CRITICAL SPEED .. .. .. .. 82

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

DERATING .. .. .. .. .. 84

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

STARTING, STOPPING & PROTECTION SYSTEMS .. 85STARTING SYSTEMS .. .. .. .. 85 - 86BATTERIES .. .. .. .. .. 86BATTERY CHARGING ALTERNATOR .. .. 87

BATTERY CHARGER .. .. .. .. 87STARTING AIDS .. .. .. .. 87STARTING LOADS .. .. .. .. 88

STOPPING .. .. .. .. .. 89PROTECTION SYSTEM .. .. .. .. 89


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CONTENTS


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

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

CONTROL PANELS FOR GENERATING SETS .. .. 92MANUAL START CONTROL PANEL .. .. 92

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


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General

For safe and reliable operation of the engine it isessential that these safety precautions, and thoseWarnings and Cautions given throughout thehandbook, are observed, and where necessary thespecial tools indicated are used.

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

Improper operation or maintenance procedures aredangerous and could result in accidents, injury ordeath.

The operator should check before beginning an

operation that all the basic safety precautions havebeen carried out to avoid accidents occurring.

You must also refer to the local regulations in thecountry of use. Some items only apply to specificapplications.

Ensure that guards are fitted

over exposed rotating parts.

over exposed hot surfaces. over exposed air intakes.

over exposed belts.

over live electrical terminals (high and lowtension).

Ensure that appropriateprotection equipment is worn atall times

always wear protective gloves when:

using inhibitors.

using anti-freeze.

removing the pressure cap from the coolingsystem.

when changing the lubricating oil/filter.

when changing the electrolyte in the battery.

always wear ear protection when working in anenclosed engine room.

always wear goggles when using an air pressureline.

always wear protective boots when working on theengine.

always wear protective headgear when workingon or underneath the engine.

Ensure that no smoking or nakedflames are lit

when checking battery electrolyte.

when working in the engine room.

when operating or servicing the engine.

Oil pipes

ensure that all pipes are regularly checked forleaks.

always apply suitable barrier cream to hands

before any work is carried out.

Gas/air pipes

always check for gas/air mixture leaks.

Electrical equipment

always check that electrical equipment is earthed

to local safety standards. always disconnect the electrical supply to the

jacket water heater (if fitted) before working on theengine.

take care to avoid any risk of electric shock.

never re-adjust the settings of electronicequipment without reference to the appropriateManual.

Freezing or heating components

always use protective gloves and use the correcthandling equipment.

Exhaust system

check the system for leaks.

ensure that the engine room is correctlyventilated.

check that all the guards are fitted.

check that the pipework allows the exhaust gas toescape upwards.

check that the pipework is supported.


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Stopping the engine

Ensure that the engine is stopped beforeperforming any of the following operations:

changing the lubricating oil. filling or topping up cooling system.

beginning any repair work on the engine.

adjusting belts (where fitted).

adjusting bridge pieces / valve clearance.

changing spark plugs.

changing air, or oil filters.

tightening any fixing bolts.

Flammable fluids

ensure that these are never stored near theengine.

ensure that they are never used near a nakedlight.

Clothing

do not wear loose clothing, ties, jewellery, etc.

always wear steel toe cap shoes/boots.

always wear appropriate head, eye and earprotection.

always wear suitable overalls.

always replace a spillage contaminated overallimmediately.

Lifting heavy components

always use the correct lifting equipment.

never work alone. always wear a helmet, if the weight is above head

height.

De-scaling solution

always wear both hand and eye protection whenhandling.

always wear overalls and appropriate footwear.

Waste disposal

do not leave oil covered cloths on or near theengine.

do not leave loose items on or near the engine. always provide a fireproof container for oil

contaminated cloths.

Note: Most accidents are caused by failure toobserve basic safety precautions and can be avoidedby recognising potentially dangerous situationsbefore an accident occurs. Whilst there are manypotential hazards that can occur during the operationof the engine which cannot be always be anticipated,and thus a warning cannot be included to cover everypossible circumstance that might involve a potentialhazard, by following these basic principles the risk

can be minimised.


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Dangers from used engine oils

Prolonged and repeated contact with mineral oil willresult in the removal of natural oils from the skin,leading to dryness, irritation and dermatitis. The oil

also contains potentially harmful contaminants whichmay result in skin cancer.

Adequate means of skin protection and washingfacilities should be readily available.

The following is a list of ’Health ProtectionPrecautions’, suggested to minimise the risk ofcontamination.

1 Avoid prolonged and repeated contact with usedengine oils.

2 Wear protective clothing, including imperviousgloves where applicable.

3 Do not put oily rags into pockets.

4 Avoid contaminating clothes, particularlyunderwear, with oil.

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

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

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

8 Wash with soap and hot water, or alternatively usea skin cleanser and a nail brush, to ensure that all oil

is removed from the skin. Preparations containinglanolin will help replace the natural skin oils whichhave been removed.

9 Do NOT use petrol, kerosene, diesel fuel, thinnersor solvents for washing the skin.

10 If skin disorder appears, medical advice must betaken.

11 Degrease components before handling ifpracticable.

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

wash facility should be readily available.

Environmental protection

There is legislation to protect the environment fromthe incorrect disposal of used lubricating oil. Toensure that the environment is protected, consult yourLocal Authority who can give advice.

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

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

It is a safe material under normal conditions ofoperation, but if it is burned the extremely dangeroushydroflouric acid is produced.

If it is necessary to come into contact with thecomponents which have been burnt, follow theprecautions below:

Allow the components to cool.

Use Neoprene gloves and a face mask.

Wash the contaminated area with a calciumhydroxide solution and then with clean water.

Disposal of gloves and components which are

contaminated, must be in accordance with localregulations.

If there is contamination of the skin or eyes, wash theaffected area with a continuous supply of clean water.Obtain immediate medical attention.

Practical information for cleaningcomponents

Use suitable gloves for protection when componentsare degreased.

It is important that the work area is kept clean and that

the components are protected from dirt and debris.Ensure that dirt does not contaminate the fuel system.

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

Remove, clean and inspect each componentcarefully. If it useable, put it in a clean dry place untilneeded. Ball and roller bearings must be cleanedthoroughly and inspected. If the bearings are usable,they must be flushed in low viscosity oil and protectedwith clean paper until needed.

Before the components are assembled, ensure thatthe area is free from dust and dirt as possible. Inspecteach component immediately before it is fitted, washall pipes and ports, and pass dry compressed airthrough them before connections are made.


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BRIEF DESCRIPTION OF THE 4006 AND 4008 DIESEL ENGINES

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

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

engine cooling circuit.4006TAG1 6 cylinder, in-line, water cooled, 4-stroke, turbocharged (single turbocharger)

diesel engine with air cooled charge air intercooler in radiator and oil cooler inengine cooling circuit.

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

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

oil cooler in engine cooling circuit.

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

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

oil cooler in engine cooling circuit.4008TAG1 8 cylinder, in-line, water cooled, 4-stroke, turbocharged (twin turbochargers)

diesel engine with air cooled charge air intercooler in double bank radiator andoil cooler in engine cooling circuit.

4008TAG2 8 cylinder, in-line, water cooled, 4-stroke, turbocharged (twin turbochargers)diesel engine with air cooled charge air intercooler in double bank radiator and

oil cooler in engine cooling circuit.4008TWG2 8 cylinder, in-line, water cooled, 4-stroke, turbocharged (twin turbochargers)

diesel engine, with jacket water cooled charge air intercooler and oil cooler inengine cooling circuit.


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BRIEF DESCRIPTION OF THE 4012 AND 4016 DIESEL ENGINES


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

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

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

circuit.4012TAG1 12 cylinder ''V'' form diesel engine, water cooled turbocharged (twin turbochargers)

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

turbochargers), air cooled charge air intercooler in radiator. Oil coolers in enginecooling circuit.

4012TEG 12 cylinder ''V'' form diesel engine, water cooled, turbocharged (twin turbocharges),

raw water cooled charge air coolers with raw water pump and separate cooling

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

4016TWG 16 cylinder ''V'' form diesel engine, water cooled, turbocharged (four

turbochargers) jacket water cooled air coolers and oil coolers in engine coolingcircuit.

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

4016TAG 16 cylinder ''V'' form diesel engine, water cooled turbocharged (four

turbochargers), air cooled charge air intercooler in radiator. Oil coolers in enginecooling circuit.

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

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

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

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

4016TEG2 16 cylinder ''V'' form diesel engine, water cooled, turbocharged (four

turbochargers) raw water cooled charge air coolers with raw water pump andseparate cooling circuit. Oil coolers in engine cooling circuit.


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D i e s el I n s t al l a t i on , O c t o b er 1 9 9 7

9

F i g.1

kVa TYPE OF DRY A B C D E F G H J K L M

WEIGHT

50 Hz ENGINE KG mm mm mm mm mm mm mm mm mm mm mm mm

530 4445 3925 3925 1974 1690 686 770 2819 1840 31 1100 1000 1405

625 4513 4100 4100 1974 1690 686 770 2819 1840 31 1100 900 1510

640 4668 4100 4100 1974 1690 686 770 2819 1840 31 1100 200 1872

750 4803 4100 4100 1974 1690 686 770 2819 1840 31 1100 200 1872

850 6349 4325 4325 2029 1868 686 825 3210 1897 31 1100 400 1250

850 6219 4325 4325 2029 1626 686 825 3210 1897 31 1100 400 1250

910 6990 4760 4760 2029 1868 686 825 3362 1897 6 1100 455 1300

1025 7290 4760 4760 2029 1868 686 825 3362 1897 6 1100 455 1300

4006TWG3

4006TAG3

4008TWG2

4008TAG

4008TAG1

4008TAG2

N OT E :

F I G.

1 I S I N T E N D E D A S A G U I D E ON

L Y ,

S I N C E T H E D I ME N S I ON S S H OWN C O

U L D

A

L T E R WI T H O U T P R I OR N OT I C E

.

SEE MOUNTING

7 6 2 .2


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1 0

D i e s el I n s t al l a

t i on , O c t o b er 1 9 9 7

F i g.2

SEE MOUNTING

kVa TYPE OF DRY A B C D E F G H J K L M N O

WEIGHT

50 Hz ENGINE KG mm mm mm mm mm mm mm mm mm mm mm mm mm m

1150 8000

1254 8350

1350 9024 4820 4820 2347 2280 386 880 3708 2082 11 1180 300 1453 2983 3

1500 9821 4990 4990 2347 2280 386 880 3708 2082 11 1180 322 1137 2983 3

1650 - - - - - - - - - - - - - -

1825 12363 5490 5490 2430 2785 301 960 4262 2360 12 1200 220 1017 3553 3

1870 12473 5490 5490 2430 2785 301 960 4262 2360 12 1200 220 1017 3553 32030 12901 5740 5740 2430 2785 301 960 4262 2360 12 1200 220 1017 3553 3

4012TAG1

4012TAG2

4016TWG2

4016TAG

4016TAG24016TAG3

4012TAG 4700 4700 2347 1880 386 880 3599 2082 11 1180 530 1300 2763 30

N OT E :

F I G.2 I S I N T E N

D E D A S A G U I D E ON L Y , S I N C E

T H E D I ME N S I ON S S H OWN C O U L D A L T E R

WI T H

O U T P R I OR N OT I C E .

7 6 4 .2


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LIFTING EQUIPMENT FOR ENGINES


Fig. 3

Fig. 4

Fig. 5

When lifting engine or generating sets, special

lifting equipment is required. It isrecommended that a spreader lifting beam ofthe correct lifting load capacity is used andthat chains, hooks, shackles, eyebolts etc are

checked that they are well within their safeworking loads. The load should be secure,stable and balanced when lifting, therefore an

assessment of the position of its centre ofgravity must be determined to ensure that thelifting point is over it.The lifting chains etc must be firmly securedto the load by means of hooks etc on to thepurpose-designed lifting points, and that therated included angle is not exceeded.

In order to accommodate the chains for liftingit may be necessary to have to remove enginecomponents such as air filters etc to preventdamage, but this should be avoided wherethe chains can be made to clear by non-detrimental means.

LIFTINGEQUIPMENT

SHOULD BE USED BY TRAINEDPERSONNEL ONLY. GENERATINGSETS MUST BE LIFTED USING THELIFTING LUGS ON THE BASEFRAME

AND A SPREADER LIFTING BEAM. THEENGINE LIFTING BRACKETS ANDALTERNATOR LIFTING LUGS MUST NOTBE USED.

ENGINELIFTING

BRACKET

ENGINELIFTING

BRACKET

UNDERBASELIFTING

BAR

WARNING

765.2

766.2

767.2


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MOUNTING OF ENGINE & DRIVEN UNIT

When mounting an engine and driven unit theutmost consideration must be given to thetype of engine mountings and foundation,

which must be strong enough to support theweight of the unit and the stresses produced

when the unit is operating.

ENGINE MOUNTINGS

The type of mountings depend upon the typeof installation in which the engine is to be

used and the final drive arrangement. Theengine can be fitted with either rigid or flexiblemountings, depending on the type offoundation or application. Flexible mountingsare normally supplied in matched sets and

are used to isolate engine vibrations andnoise (see pages 19-22). If the engine is

flexibly mounted, the exhaust and fuel pipeconnections must also be flexible.

UNDERBASE/ENGINE BEARERS

The simplest form of mounting is to rigidly boltthe engine and driven unit directly to an

underbase or bearers. It is essential that allmounting pads on the underbase or bearersare flat, square and parallel to each other.The underbase or bearers should be designedso that the mounting pads will not distort inany way and have sufficient rigidity to prevent

deflection due to the weight of the engine anddriven unit, vibrations and various stresseswhen the engine is running.

TYPE OF FOUNDATIONS

The engine floor/foundation where theunderbase/bearers are fixed is of great

importance as it must:i) support the static weight of the units and

withstand any stresses or vibrations whenthe engine is running,

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

driven unit,iii) absorb vibrations originating from the

running units and prevent them being

transmitted to the surrounding floor andwalls etc.

The engine should be aligned to the drivenunit 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 matingarea of the engine and driven unit mountingfeet. At least two fitted bolts (minimum quality8.8 steel) must be used both in the engine anddriven unit mounting feet. Where it is not

possible to use a fitted bolt, the mounting feetshould be dowelled to the underbase/bearersusing one dowel in each foot at diagonalcorners.NOTE: For alignment procedure and

tolerances see pages 23-27.


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SUBSOIL-SITEThe site subsoil must have a bearing strengthcapable of supporting the weight of thecomplete set plus the concrete foundation onwhich it will stand.

If the bearing strength of the subsoil is indoubt advice should be taken from a qualified

civil engineer to enable the type and size ofconcrete foundations to be determined.

FIXED CONCRETE BLOCKThe fixed concrete block is a proven methodand preferred in some circumstances. In thiscase the engine set bedplate is tightly bolted

to the concrete block.

The recommended plan size of the fixedconcrete block as illustrated in Fig.6 is toallow between 300/450 mm surround on allsides of the set. The surface of the block isusually proud of the normal floor line by 'h'

between 100/230 mm and forms a plinth.The depth of the concrete block is calculatedas follows:

Wd x B x L

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

L = Length of concrete block in feet (metre)

After determining the depth of concrete

required for the weight and stability of therunning set, the subsoil has to be checked tosee if it will carry the total weight (set plusconcrete block) and withstand the forces

involved.

D =

It may not be possible to reach solid subsoil,hard clay, compacted sand and gravel orrock, without excavating to an unreasonabledepth. In such a situation, the load must bespread over a large area on a concrete raft,

the design of which should be entrusted to aqualified civil engineer in conjunction with

Perkins Engines (Stafford) Ltd ApplicationDepartment.


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Fig. 7


768.2

769.2

Fig. 6


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INSTALLATION PROCEDURE ONCONCRETE BLOCKWhen the concrete block is being pouredpockets must be incorporated for the HoldingDown Bolts, ie Hook type or equivalent. At

each holding down bolt position removablewooden boxes are placed. The size of box is

to match the size of the the bolt used in theinstallation. When the concrete is reasonablyfirm the boxes are removed.Ensure that the top surface of the concreteblock is level and reasonably smooth andfree from blemishes.After removing the Holding Down bolt

boxes leave for 5/7 days to dry out before

positioning the set.Fig. 7 illustrates the method using the common'hook bolt'.The depth 'd' should be a little more than thelength of the bolt 'L'. This is so that the bolt can

be dropped into the hole for the concrete andallow the set to be rolled into position withoutobstruction from the bolts.

USE CORRECTLIFTING

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

When lifting the engine/alternator set intoposition it is essential that correct liftingequipment is used having a tested safeworking load well above the weight of the

complete set to be lifted. Use the lifting facilitiesprovided where possible and observe safetyprecautions regarding suspended loads etc.

When the set is in position pull the bolts upthrough the holes in the main bedplate. Fit thewashers and nut until approximately a threadlength, equivalent to the nut thickness, stands

proud of the nut.At each holding down position fit a steelpacking plate across the hole and on eachside of the bolt.Check that the bedplate is level without sag ortwist. If necessary add shims between the

bedplate and packing plate.

Pour and pack the concrete into the bolt holepockets to within 50 mm of the top. This is toallow for the final grout.Leave 2/3 days for the concrete to set thentighten the holding down bolts.

At this stage check the engine/driven unitalignment to ensure that the bedplate has not

distorted. If alignment has been affectedcarefully slacken the holding down bolts andshim as necessary. Re-tighten aIl bolts andre-check alignment. If O.K. carry on to nextstage.NOTE: It is not necessary to check crankwebdeflections.

WARNING


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GROUTINGThe recommended grout mix is as follows:1-Part best quality cement2-Parts clean sharp sandGrouting mixture is packed into the top of the

holding down bolt pockets, around the boltsand packing pieces, etc., and between the

underside flange of the bedplate and the topof the concrete block. See Fig. 7.Leave for 5/7 days to dry out and set.Check holding bolts and tighten ifnecessary.When the set has run for 50/75 hours after thecompletion of the installation the holding down

bolts should be checked and tightened as

necessary.

TRENCHESWhen designing the foundation block variousother areas should be taken into account.

Trenches, particularly for heavy duty electricalcables need to be considered, bearing inmind provision for drainage to prevent thetrench filling up with water.On the larger generating sets these cableshave a large bending radius. It may be

necessary to cut away part of the concreteblock so that a smooth sweep can be made.See Fig. 8.

CONCRETE RAFTThis type of foundation distributes the setweight plus the weight of the concrete raft

over a larger floor area than the fixed concreteblock. The unit loading on the subsoil isminimised and a reduced depth of concrete

can be used.With the sub-soil of hard clay or compactedsand and gravel a concrete thickness ofbetween 380/450mm is typical, but if

reinforced by steel bars or steel mesh thiswould be satisfactory for even the largest ofthe 4000 series engines. (See Fixed ConcreteBlock).Instead of pre-fitted 'hook bolts' the concretemay be drilled to take suitably sized

'Rawlbolts' or similar fastenings.

FLOATING CONCRETE BLOCKThe floating block is an effective alternative tothe fixed concrete block. The concrete mix,holding down bolt pockets, surface finish andinstallation of the set is the same. The block is

pre-cast using a wooden mould.To isolate and float the block a matting of

water resistant cork-like material or similarproprietary material is placed on the surfaceof the sub-soil at the bottom of the pit and theconcrete block lowered on to it. The mattingshould be adequate to support the weight ofthe set plus concrete block. (See FixedConcrete Block).

An air gap of approximately 25mm should be

maintained along all four sides of the block.The gap at floor level must be sealed with anon-setting mastic or similar material to keepout dirt and water but still allow flexibility. SeeFig. 9.

This method isolates the machinery and blockand substantially reduces the transmission ofthe vibration to the surrounding floor, wallsetc.All services to the engine, fuel, air and waterpipes, exhaust system and electric cables

must be fitted with a flexible length orconnection to prevent fractures and possibletransmission of harmful vibrations.Transmission of vibration may culminate asnoise at a point remote from the engine.


22/105



Fig. 8

Fig. 9

770.2

771.2


23/105



Fig. 10

RIGID MOUNTINGS

A typical application where rigid mountingsare used is an engine/alternator mounted onan underbase as shown in Fig. 10. In thiscase an alternator is the driven unit but could

also be a water pump or compressor.

772.2


24/105



FLEXIBLE MOUNTING (USED WITHUNDERBASE)To reduce the noise level, and absorb anyvibrations being transmitted to the installationfoundations, the above underbase is fitted

with flexible mountings. See Fig. 11.The flexible mountings are positioned so as

to give even load distribution, which isdetermined by calculating the total weight ofthe set and its centre of gravity, and disposingthe mountings equally about the centre ofgravity of the unit:

Total bending moment

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

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

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

Fig. 11

.

. .

773.4


25/105


FLEXIBLE MOUNTINGS (ENGINEBEARERS)In the case where there is no underbase andthe engine/alternator are to be flexibly mounteddirectly to the engine bearers as shown see

Fig. 12. It is important to use a specific type offlexible mounting to ensure that the mountings

are correctly loaded and are suitable forrestricting movement, torsional vibration &engine torque. This type of mounting is notrecommended where the radiator is fixed tothe engine bearers but can be used for remotemounted radiator installations.Normally four mountings are used on most

engine/flywheel housing mounted alternator

sets but engine weight distribution may beunsuitable for standard flexible mountings. Itis not good practice to use additional flexiblemounts to provide 6-point system without firstchecking their suitability.

If the engine is fitted with an open coupleddriven unit and the complete unit is to beflexibly mounted then the unit should bemounted on side channels and the flexiblemountings fitted on the underside of the sidechannels.

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

3 3 3= WL = W (L1 + L2 + L3)

3

3L - (L1 + L2) = L3


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

NOTE: Where the driven equipment is not

supplied with the engine, Perkins Engines(Stafford) Ltd, should be contacted for flexible

mounting and mounting bracketrecommendations.

Generally engine flexible mounts have aheight adjustment to enable alignment of theengine output flange to the alternator shaft tobe carried out accurately. Initially height

adjustment should be carried out by inserting

shims between the engine bearer and theflexible mountings. The final height adjustmentbeing carried out on the flexible mountingadjusting nut.

.. .

Fig. 12 774.3


26/105



The adjustable mounting has the advantagethat, if the floor level and/or the loading isuneven, adjustment can be made to eachmounting so that the loading and deflectioncan be corrected at each mounting position. It

is also a safeguard against distortion of theunderbase.

There are many reputable suppliers of Anti-Vibration mountings and to obtain the mosteconomical and effective mounting for aparticular installation quotations should beobtained from more than one supplier. Ifnecessary they will supply installationdrawings and in the case of adjustable mounts,

the method and degree of adjustment.

It is recommended that the anti-vibrationmountings are bolted to the floor.If other running machinery is sited nearbythen vibrations from these units could bepicked up by the stationary generating set.

These vibrations could have a harmful effecton the engine bearings and particularly on thealternator shaft with its ball or roller bearings.The above mentioned anti-vibrationmountings now work in reverse and protectthe stationary engine from external vibrations.

ANTI-VIBRATION MOUNTINGSLarge concrete blocks with the accompanyingholding down bolt methods are expensiveand not always possible. A cheaper practicalsolution is to install the complete set on anti-

vibration mountings, providing that thefoundation can withstand the weight and

loading involved.This type of mounting is available in manysimilar designs but the typical industrialrequirement falls into the two categories asfollows:i) Rubber or steel spring or both - withoutadjustment. See Fig. 13 and 14.

ii) Steel spring in compression - with

adjustment. See Fig. 15.NOTE: For the 4012/16 Series engines it isimperative that the type shown in Fig. 14 and15 (ie without or with adjustment of the Christieand Grey design or equivalent) must be used.

The most frequent application is where engineand driven unit are solidly mounted on acommon steel bedplate connected togetherwith a flexible coupling or spring drive plate.The anti-vibration mountings are placedbetween the underside of the bedplate, or

wings built out from the bedplate, and the floorsurface.The concrete floor surface must be level andreasonably smooth. It must be capable ofsupporting the generating set. The dynamicloads are relatively small and will have little orno effect on the foundation.

Mountings, with or without adjustment, canreadily be selected to absorb up to 90% of theforces and reduce the amplitude of the

vibrations transmitted by the running set. Noharmful vibrations will be transmitted to thebuilding structure or other equipment, if thecorrect mounting and foundation are used.

The total weight of the set should be equallydistributed on each mounting so that a commonmounting can be used. The requirement willbe 4, 6 or 8 mountings depending on the sizeof the set and the grade of mounting selected.


27/105



ANTI-VIBRATION MOUNTS - MOBILEUNITSIf the set is a mobile unit that will be towed bya vehicle special attention must be paid to theA.V. mounting selection.

When towed over rough ground the set willbounce up and down. With ordinary mountings

the rubber that is normally in compression willbe subjected to repeated extension andcompression and the elements will fail. Toprevent this the mounting should incorporatesteel rebound washers which will limitdeflection to safe limits. The suppliers willadvise the correct type to use.

Fig. 13

Fig. 14

Fig. 15

775.2

776.2

777.2


28/105



ENGINES FITTED WITH CLOSECOUPLED ALTERNATORSIt is essential that the flywheel counterbore(dia 'A') is concentric to the flywheel housingcounterbore (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. 16).The engine should be offered up to thebaseframe and located by bolts through theengine feet and baseframe mounting holes.These bolts should not be tightened up at thisstage.Next the distance (depth) between the

rearmost machined face of the flywheel

housing and face F (Fig. 16) of the flywheel(dimension 'X') should be measured by meansof a straight edge and rule.Two bearing alternators should now have theflexible coupling, and single bearing

alternators the drive plate fitted to the drivenshaft. These should be knocked on just farenough so that dimension X (Fig. 17) =dimension X (Fig. 16).The alternator should now be offered up to theengine so that both drive disc and housing

spigot engage at the same time.Firstly the bolts retaining alternator to flywheelhousing should be started and tightened upstraight away. Then the drive disc to flywheelbolts started and tightened to the correcttorque. Finally check with feeler gauges thegap between engine and driven unit feet and

baseframe mounting pads, insert shims wherenecessary, and tighten up the securing boltsto the correct torque.


29/105



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

Fig. 17

Fig. 16

FLYWHEELHOUSING

F L Y W H E E L

CORNER OF DRIVEFLANGE CHAMFEREDTO ENSURE GOOD FIT

INTO FLYWHEELRECESS

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

ALTERNATOR FRAME

FLYWHEEL

778.2

779.3

DRIVE FLANGE


30/105



ENGINES FITTED WITH OPEN COUPLEDDRIVEN UNITSIt is essential that the flywheel counterbore(dia 'A') is concentric with the flywheel housingcounterbore (dia 'B') to a maximum 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 16).Firstly the engine and then the driven unitshould be offered up to the baseframe, andlocated by bolts through the mounting feetand baseframe mounting holes. These boltsshould not be tightened up at this stage.The driven shaft and flywheel should be

checked for alignment by fitting dial test

indicators as shown in Fig. 18. In practicemost people would prefer to check with onedial test indicator at a time, starting withindicator 2.Alignment should be checked by rotating the

driven shaft and observing the readings onthe d.t.i.Corrections to misalignment should be madeas follows:-

(a) Radial misalignment as indicated byindicator 2.

The object here is to get the flywheel anddriven flange flat and parallel to each other.Radial misalignment has two components,horizontal and vertical. The horizontalcomponent will be shown by the d.t.i. readingsat three o'clock and nine o'clock, and is

corrected by moving the tail of the driven unittowards the negative (widest gap). The verticalcomponent will be shown by the d.t.i. readings

at 12 o'clock and 6 o'clock. If there is a negativereading at 12 o'clock, then the tail of the drivenunit is low, and should be shimmed until thereading is correct. If there is a negative reading

at 6 o'clock, then the tail of the driven unit ishigh, and shims should be inserted at the frontmounting point until a correct reading isobserved.

Fig. 18

FLYWHEEL

INDICATOR 1

INDICATOR 2

DRIVEN SHAFT

FACE E

FACE H

919.2


31/105



(b) Axial misalignment as indicated byindicator 1.This is to ensure that the flywheel and drivenshaft are on the same axis (or centre line).Once again, this has two components,

horizontal and vertical. The horizontalcomponents will be shown by the d.t.i. readings

at three o'clock and nine o'clock. This iscorrected by moving the complete machinetowards the negative reading. The verticalcomponent will be shown by the d.t.i. readingsat 12 o'clock and 6 o'clock. If there is anegative reading at 12 o'clock, then the drivenunit is too low, and should be packed up with

shims equally at both front and near. If there

is a negative reading at 6 o'clock, then theengine is too low, and should be packed upwith shims at both front and rear.Finally, both radial and axial alignment shouldbe rechecked and adjusted if necessary. This

should be repeated until the alignment isobserved to be correct, i.e. do not make anadjustment and presume that the alignmenthas been corrected always make a finalcheck.The installation alignment should always be

as accurate as possible, to allow for foundationmovement.NOTE: Conical misalignment is a function ofRadial and axial misalignment and is notdirectly checked.

HOLSET ALLOWABLE INSTALLATIONRB MISALIGNMENT

COUPLINGSIZE AXIAL RADIAL CONICAL

mm mm mm2.15 0.45 0.3 0.1

3.86-55 0.6 0.3 0.1


32/105



Crankshaft End FloatWhen aligning the driven equipment to theengine flywheel it is vital that the crankshaftend float is not taken up all one way thusputting undue pressure on the thrust bearing.

Such a situation could lead to seriousconsequences as soon as the engine is

started.After the assembly of single and two-bearingalternators, etc. the end float must be checkedand should lie between the limits given below.

Engine End Float of Crankshaft whenNew.

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

Using a pinch bar at the flywheel end of theengine the crankshaft can be moved

backwards and forwards. The movement -END FLOAT - can be checked on a suitablyfixed clock gauge.

Overhung Weight Of Single BearingAlternator

A single bearing alternator is bolted to theengine flywheel housing, and the rotor issupported at the rear by a single bearinghoused in the alternator frame. The front of therotor is bolted to the engine flywheel and issupported on the engine crankshaft rearbearing.

It is essential that consideration be given notonly to the weight of the rotor to be supportedby the engine crankshaft, but also that the

weight of the alternator be carried on thealternator feet.Under no circumstances must the weight ofthe alternator be overhung from the flywheel

housing.There is a limit on the amount of weight thatcan be supported by specific engines,therefore it is important that the type of singlebearing alternator to be fitted to a particularengine is submitted to Perkins Engines

(Stafford) Ltd for approval.

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

ENGINE MAXIMUM WEIGHT

SERIES OF ALL ROTATINGCOMPONENTS (kg)

4006 1300

4008 1300

4012 1700

4016 1700


33/105


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

THREAD BEING STRIPPED, WHEREAS TOO LONG A THREAD MAY RESULT IN

BOTTOMING IN A BLIND HOLE, OR CATCHING ON ADJACENT COMPONENTS.

Torque Settings4000 Series

lb ft NmEngine feet to baseframe bolts M20 350 475

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

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

TORQUE SETTINGS

WARNING


34/105


35/105


ENGINE ROOM LAYOUT

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

accommodate power unit, load bearingcapacity of the floor suitable for weight of

power unit, and that the ventilationfacilities in the building are adequate tocater for supplying air for engine cooling& aspiration.

(2) Access to fuel supply, cooling water, andthat the exhaust emission from the enginecan be dispersed to atmosphere without

exceeding the maximum back pressure.

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

silencer repositioned outside the room.(4) If an existing building is to be used, that

openings in the wall for intake and outletlouvre panels can be made withoutaffecting the structural strength of thebuilding.

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

Colour Coding

Water Grass GreenOils and Diesel BrownGases Yellow Ochre

Electrical Services OrangeWaste Water Drainage BlackCondensate Grass GreenPrimary Cooling Grass Green

Hot Water Supply Grass Green


36/105

ENGINE ROOM LAYOUT


TYPICAL WATER COOLED ENGINEROOM LAYOUTA typical water cooled engine room layout isshown in Fig. 19, using a single generatingset installation as an example.

It is essential that the hot air from the radiatoris ducted outside the engine room and not

allowed to recirculate in order to keep theengine room temperature as low as possiblefor the engine to give the required performance(see page 32 onwards).Since the generating set is mounted on Anti-Vibration mountings it is essential that theexhaust silencer should be supported from

the roof, and that flexible bellows be fitted to

isolate the engine from the exhaust.The same comments apply for the hot airoutlet ducting and any other engine/alternatorconnections, must be of the flexible type, iefuel pipes and electrical connections.

The daily fuel tank is supplied with fuel from abulk tank house remote from the engine room.

Fig. 19

NOTE: The fuel return from the engine mustbe piped back to the bulk tank and not the daytank to avoid fuel overheating. (See Fuelsystems).The starter batteries are to be kept fully charged

during idle periods by a mains poweredcharger, which may be incorporated in the

control panel.

786.3


37/105

ENGINE ROOM LAYOUT


VENTILATION - ENGINE ROOMWhen a set with an integrally mounted radiatoris installed in an engine room, the basicprincipal is to extract hot air from the room andinduce air at the ambient temperature outside

the engine room with minimum re-circulation.Fig. 20 illustrates the most suitable position of

the engine in relation to the walls of thebuilding. The object is to get cool air in at thelowest possible point, push it though theradiator matrix and then out of the building.It is unsatisfactory to position the set so thatthe radiator is adjacent to the opening in thewall. When in operation some hot air will

recirculate back into the radiator fan via the

gap between the radiator and the wall.This will lead to inefficient cooling and couldresult in overheating problems. The outletopening in the wall should have a FREEFLOW AREA about 25% larger than the

frontal area of the radiator matrix and be of thesame rectangular shape.A sheet metal or plastic duct is fixed to theopening frame using a flexible connection tothe radiator duct flange. The flexible section isparticularly necessary when the set is

mounted on a floating concrete block or anti-vibration mountings.The inlet air opening should also have aFREE FLOW AREA at Ieast 25% larger thanthe radiator matrix.

Fig. 20

With the design of inlet and outlet openings itmust be remembered that the radiator fan hasa limited total allowable external resistance -ie. “inlet to fan plus outlet from radiator”:- thismust not be exceeded or cooling air flow will

be reduced.The inlet and outlet openings will usually be

fitted with a mesh grille, louvres, noiseattenuating panels or inside and outsideducting. Whatever is fitted will promoteresistance to air flow and it may be necessaryto further increase the opening area.

787.2


38/105

ENGINE ROOM LAYOUT


Fig. 21

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

(See Fig. 21).

788.2


39/105

ENGINE ROOM LAYOUT


Fig. 22

Fig. 23

The large quantity of air moved by the radiatorfan is usually sufficient to adequately ventilatethe engine room.As shown in Fig. 20 the cool incoming air isdrawn over the alternator which takes its own

cooling air from this flow, across the engineair intake filter and the engine. The radiator

fan then pushes air through the radiator matrixto outside. There must be no obstruction to airflow immediately in front of the radiator outletand to deflectors, etc.This is the best possible ventilation systembut, in practice, the best is not always possible.Fig. 22 shows the air inlet position high in the

wall. This is acceptable if ducting directs the

air to the end of the alternator and has theadvantage of preventing heated air fromcollecting near the ceiling.Fig. 23 shows the air inlet position high in thewall and at right angles to the fan air flow. This

is wrong and should not be considered. Withthis arrangement the cooling air will bypassthe alternator and the engine air intake filterwith a resulting increase in operatingtemperatures unless load is reduced.Where a high engine room temperature cannot

be avoided then the temperature of theinduction air into the engine air filters must bechecked and the load reduced, or thegenerating set derated. (See page 84).Alternatively the engine air filter(s) could bemoved to an area of cool air and connected tothe engine air intake manifold(s) with pipe(s)

of suitable diameter. The pressure dropthrough the pipe(s) and new air filter element(s)should not exceed 18mm Hg. Deration of

power output may then be avoided.If problems are experienced with radiatorperformance then Perkins Engines (Stafford)Ltd Applications Dept. should be contacted,

since modification of the installation may resultin an economical solution.

789.2

790.2


40/105

ENGINE ROOM LAYOUT


DUCTING AGAINST PREVAILING WINDIn positioning the air outlet opening attentionmust be paid to the direction of the prevailingwind.All Perkins Engines (Stafford) Ltd radiators

have “pusher” fans which force air through theradiator matrix and out through the opening in

the wall.If the prevailing wind is blowing into theopening additional resistance will be put onthe fan with a resulting reduction in cooling airflow. Therefore, if possible. the opening shouldbe in a wall not affected by the prevailingwind.

If the above condition is not possible other

methods may be considered, as follows :-(i) Outside ducting with the outlet being at90° to the cooling air flow

(ii) A deflector panelSee Figs. 24 and 25

Fig. 24

Fig. 25

791.2

792.3


41/105

ENGINE ROOM LAYOUT


VENTILATION - TROPICAL CONDITIONSTo cater for tropical conditions it is quitecommon practice for the engine room to haveopen sides, or consisting only of a roof withsupporting columns, See Fig. 26.

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

Where multiple engines are installed in anopen sided building it is imperative thatpartitions are fitted to prevent the prevailingwind blowing the radiated heat from oneengine onto the next and so on. Allow accessfor engine maintenance (see Fig. 27) or onlyenclose the side facing the prevailing wind.

Fig. 26

Fig. 27

793.2

794.2


42/105

ENGINE ROOM LAYOUT


FORCED VENTILATION - ENGINE ROOM(Remote Mounted Radiator)When a remote mounted radiator is fitted (seepage 45-46 onwards) the ventilation of theengine room must be considered.

First - the exhaust system in the engine roommust be efficiently lagged so that the radiated

heat is minimal.For the best forced ventilation system it isusual to use two electric motor driven fans.One fan pushing the air into the room andbeing mounted in the wall next to the generatorend of the set.The other fan is an extractor fan, taking hot air

out of the engine room. This fan would be

mounted in the wall next to and above theengine. See Fig. 28.On the inlet air side ducting is necessary if thecooling air is not reaching the alternator,engine and radiator. The duct directs the air to

the alternator and across the engine to theextractor fan.If a duct is not fitted when the inlet fan is at thehigh level the incoming cooling air will bypassthe generating set and be extracted by theextractor fan without cooling the set.

If a large air intake opening can beaccommodated and correctly positioned thenthe fan pushing air into the room can bedeleted.The extractor fan will require adequate suctionto overcome the resistance to air flow throughthe inlet and outlet louvres and ducts if fitted.

Fig. 28

It is recommended that the generaltemperature in the engine room is maintainedat a maximum of 38°C. Where the ambienttemperature exceeds this figure then atemperature rise of no more than 8°C should

be maintained above the temperature of theincoming air.

Where the outside temperature is cold, say10°C the temperature rise in the engine roomcould be as much as 28°C.The quantity of the air required can becalculated from the following:

795.2


43/105

ENGINE ROOM LAYOUT


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

Airflow requiredfor cooling = Total Radiated Heat

W x constant x temp. rise

m3 /min = kW (th)W x 0.0167 x R

T °C

RT

- Rise in Temp: °CkW(th) - Total radiated Heat

W - Density of air - at the fan inlet:

kg/m3

DENSITY OF AIR AT VARIOUSTEMPERATURES

°C Kg/m3

0 1.305 1.27

10 1.2515 1.2320 1.2025 1.18

30 1.1635 1.1540 1.1345 1.1150 1.0955 1.08

The total heat to be dissipated is the heatradiated from the engine, generator and anyother source of heat in the engine room .The

radiated heat can be found in tabular form onpages 39 and 40.Values for combustion air can be found in theProduct Information Manual under the

appropriate engine data.Air flow for ventilation will be the total air flowfor cooling plus the air flow for combustion.


44/105


One hour rating and 25°C ambient temperature

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

4006TG 17.3 24.1 28.6 28.6 36 38 41 42

4006TWG 25.2 29.6 33.2 33.2 36 39 42 41

4006TWG3 - - 35.0 37.4 - - 93 103

4006TAG1 - - 36.2 31.4 - - 43 46

4006TAG2 29 33.2 33.8 36.2 44 47 52 52

4006TAG3 - - 39.8 37 - - 56 59

4006TEG - - 33.7 36.2 - - 43 52

4008TWG2 - - 44.3 40.2 - - 66 56

4008TAG - - 42.7 38.8 - - 70 76

4008TAG1 41.6 48.6 41.6 39.9 57 67 92 101

4008TAG2 46.3 54 46.6 44.7 73 92 100 100

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

ENGINE ROOM LAYOUT

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

t)


45/105


One hour rating and 25°C ambient temperature

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

4012TWG 36.3 39.3 49.1 - - 94 102 -

4012TWG2 - - 60.4 52 - - 149 191

4012TAG 41.7 45.5 59.1 - 77 94 102 -

4012TAG1 - - 62.5 51.3 - - 151 126

4012TAG2 49.6 55.6 65 62.2 133 135 139 141

4012TEG - 45.5 59.1 - - 94 102 -

4012TEG2 - - 71.2 - - - 141 -

4016TWG - 52.9 67.2 - - 84 97 -

4016TWG2 - - 80.6 - - - 166 -

4016TAG - 51.4 72.7 - - 123 125 -

4016TAG1 - - 75.8 - - - 127 -

4016TAG2 66 77 82.7 - 134 153 172 -

4016TEG - 64.4 70.9 - - 92 114 -

4016TEG1 - - 84.6 - - - 110 -

4016TEG2 - - 94 - - - 137 -

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

ENGINE ROOM LAYOUT

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

t)


46/105

ENGINE ROOM LAYOUT


TYPICAL MULTIPLE ENGINEINSTALLATIONGenerally multiple engine installations followon the same lines as for a single unitinstallation, each unit having its own

independent foundation and exhaust systemas shown in Fig. 29.

THE EXHAUST GASFROM A MULTIPLE

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

ENGINE DAMAGE.

The exhaust silencer must be supported fromthe roof, and the support brackets shouldallow for expansion of the piping. A length offlexible pipe or bellows should be fitted

between the engine exhaust outlet and therigid pipe work, especially if the generatingset is mounted on anti-vibration mountings.The exhaust system must be as short aspossible and the number of bends kept to aminimum so as not to exceed the appropriate

engine back pressure recommendations.Where conditions would cause the backpressure to be in excess of the aboverecommendation then the size of the exhaustpiping should be increased to suit.

THE EXHAUST SHOULD NEVER GO INTO

A DISUSED CHIMNEY UNLESS THECHIMNEY HAS BEEN CHECKED FORGAS LEAKS.

Ducting should be fitted between the radiatorand the opening in the engine room wall todirect the air flow from the engine room. The

Iength of the ducting should be kept to aminimum to prevent back pressure exceedingPerkins Engines (Stafford) Ltdrecommendations (seeProduct InformationManual)The daily fuel tank should be positioned as

near to the engine as possible, and the bottomof the tank should be at least level with the fuelinlet on the engine.

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

TYPICAL MULTIPLE ENGINEINSTALLATION WITH REMOTE

RADIATORSince actual installations vary so muchdepending on the building and the size of theengine room, it may be more convenient tohave a common single remote mountedradiator as shown in Fig. 30. In this caseallowance must be made for any loss in the

water flow to the engine. By compensating for

the loss by increasing the size of the piping togive the required flow to each engine. Theradiator being sized to suit, the water flowsand heat dissipation from the number of setsinvolved

The engine room will need to be ventilated byfitting electric motor driven wall mountedintake and extractor fans (as shown in Fig.28) to dissipate the radiated heat from theengine and alternator (see table on pages38 - 40).

Should a common daily fuel tank be used thecapacity will need to be sufficient for the numberof sets involved, and to avoid overheating ofthe fuel in the tank by the fuel returning fromthe engines injector overflow which shouldnot exceed 57°C. (See Fuel Systems).Starter batteries should be positioned as near

to the starter motor as possible otherwise thesize of the cable may need to be increased.It is essential that the common fuel and cooling

systems can be isolated to allow the removalof one unit whilst the remaining units are stilloperating.

WARNING


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Fig. 29

ENGINE ROOM LAYOUT

796.2


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ENGINE ROOM LAYOUT

Fig. 30 797.2


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ALL EXPOSEDROTATING PARTS

AND BELT DRIVES MUST BE FITTED

WITH GUARDS.

GENERAL OBSERVATIONSFor the satisfactory running of a diesel engineit is essential that the cooling system is efficientand of the correct type for the installationbeing considered.

The most common system is the utilisation ofan engine driven coolant pump to force coolantthrough the engine oil cooler, engine coolant jackets, cylinder heads and, thermostat controlunit.

The hot water from the engine then enters theheader tank of a radiator, passes through theradiator tubes and out to the suction side ofthe pump. A pressure of 0.5 to 0.7 BAR ismaintained in the system. Coolant passingthrough the radiator is cooled by pushing airthrough the matrix by an engine driven fan.(SeeAppropriate Engine Water Circulation

diagram).To obtain extra power, the engine is fitted with

a turbocharger, the hot charge air deliveredfrom the turbocharger(s) is cooled beforeentering the engine cylinders.When the charge air is cooled by air (TAGseries engines) an additional radiator is fitted

between the normal water cooling radiatorand the fan. A common radiator fan pushesthe air through each matrix in series. Largediameter air pipes direct the hot charge air tothe additional radiator, where the air is cooledand directed through large bore pipes to the

engine air intake manifolds. The cooling airgoes through the charge air section first. (SeeAppropriate Engine Water Circulationdiagram).When the charge air is cooled by the enginecoolant (TWG series engines), the enginedriven coolant pump circulates the coolant

through an engine mounted charge air cooler,where the air is cooled before entering theengine air intake manifolds. (SeeAppropriate

Engine Water Circulation diagram).

COOLING SYSTEMS

When the charge air is cooled by raw water(TEG series engines) an additional waterpump is required to circulate raw water throughan engine mounted charge air cooler, wherethe air is cooled before entering the engine air

intake manifolds (See Appropriate WaterCirculation diagram).

Installation variations of the above includesremote mounted radiators, cooling towers,heat exchangers and special radiators. Thesewill be referred to later.

RADIATORS (with engine driven fan)Perkins Engines (Stafford) Ltd can supply a

radiator (not applicable for TEG series) suitably

matched to each engine type in the range.Even when an engine is correctly installed inthe engine room the temperature of the coolingair at the suction side of the radiator fan isgreater than the outside ambient temperature.

This is due to the radiated heat from theengine, driven unit and exhaust systemwarming up the engine room air. If the engineis driving an electrical machine then thecooling air passes over the windingsincreasing in temperature, before being

returned to the engine room, the radiators aredesigned to take this increase into account.Customers who obtain their own radiatorshould make sure it is designed to thetemperature of the cooling air into the radiatorfan and not to the outside ambient temperature.

WARNING


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COOLING SYSTEMS


FAN PERFORMANCEThe fan performance must take into accountthe fact that, in an engine room installation,there will be resistance to the air flow to thefan in addition to that through the radiator

matrix.Extra resistance will be at the air intake in the

engine room wall and air outlet after theradiator.With Perkins Engines (Stafford) Ltd. radiatorsand fans the air flow to cool the engine on110% load or standby - whichever is thegreatest - is more than adequate against theradiator matrix resistance only.

Further resistance can be applied until the air

flow is reduced to the safe minimum to coolthe engine. This extra resistance can bedetermined and is known as “The totalallowable external resistance on the fan” ie“inlet to fan plus outlet from radiator”

See the Product Information Manual.

REMOTE MOUNTED RADIATOR - (TWGSERIES ONLY)In some installations by reason of spacelimitation, environment, etc., it may be

necessary for the radiator to be mounted onan upper floor away from the engine. Fig. 31illustrates a typical installation.For horizontally mounted radiators refer toApplications Department, Stafford.The radiators supplied by Perkins Engines(Stafford) Ltd. can all be modified so that the

radiator, fan and drive motor form an integralunit. This type of modification is done at theworks of the manufacturer.

The opening in the wall for the air outlet andduct are sized as for the set mounted radiator.See Fig. 21. However, as the radiator willnow be solidly mounted the flexible duct

section will not be required.Coolant pipes to and from the engine willincorporate a flexible length if the set is onflexible mountings.To complete the coolant system a make-upand expansion tank should be incorporated

in the system.

The normal radiator system is pressurisedfrom 0.5 to 0.7 bar The pressure cap and reliefvalve are removed from the radiator top headerand fitted to the make-up tank to maintain apressurised system. The radiator top header

must be sealed.The capacity of the make-up and expansion

tank should be large enough to hold thenecessary make-up water with space to allowfor the expansion of the water in the system.The expansion space is usually calculated as5 to 6% of the volume of the water in the totalsystem.


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COOLING SYSTEMS


Under certain conditions, remote mountedradiators may experience excessive noiseand vibration in the pipework between engineand radiator, during the warm up period. Thisis caused by ''cold slugs'' of coolant entering

the engine due to the large volume of coolantexternal to the water pump and thermostat.

This problem may be avoided, by removingthe standard (engine mounted) thermostatand bypass, and replacing them with an''Amot'' type thermostat (or equivalent), fittedin the pipework between engine and radiator.In general if the volume of externalpipework exceeds 50% of the engine

cooling jacket volume, then an external

thermostat as described above should beconsidered.Each installation should be considered withreference to its individual characteristics, andso we would strongly recommend that a full

installation drawing showing all the pipeworkbe submitted to our ApplicationsDepartment, for advice on a suitable locationfor the external thermostat.

Fig. 31

THE GATE VALVESMUST ALWAYS BE

OPEN WHEN THE ENGINE IS RUNNING.

WARNING

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COOLING SYSTEMS


FILLING THE COOLING SYSTEM

THE COOLINGSYSTEM IS

PRESSURISED - DO NOT REMOVE THE

FILLER CAP FROM THE MAKE-UP TANKWHILE THE ENGINE IS HOT. PERSONAL

PROTECTIVE EQUIPMENT MUST BEWORN.

The tank filler tube is extended into the tankfor sufficient length to allow for the air space.On filling the system add coolant until thelevel stabilizes at the bottom of the tube.

A small hole 3 mm dia: must be drilled in the

filler tube just below the top so that pressureswill be balanced when expansion occurs.The height limit to which the radiator can bemounted above the engine is Iimited by thepressure to which the coolant pump seal can

stay on its seat against the static head whenthe engine is stationary.The radiator top header should be no morethan 7 meters above the engine coolant pumpwith the pressurised make-up tank no morethan 0.5 meters higher.

In aIl systems with remote radiators, with andwithout break tanks, heat exchangers etc.,the coolant pipe diameters should at leastequal the diameter of the fittings at the enginecoolant pump inlet and top water outlet pipe.Depending on the length of the pipe run to andfrom the engine and radiator number of bends,

valves, pipe fittings, etc., the pipe size should beincreased so that additional resistance to flow isno more than 50-75 mm Hg.

Should the engine be fitted with the watercooled exhaust manifolds, then these willneed bleeding to remove air locks (earlierengines without vent pipes only).

DRAINING THE COOLING SYSTEMSWhen draining the engine cooling system it isrecommended that the external pipework fittedbetween the engine and radiator/make-uptank must be isolated by fitting gate valves so

as not to drain the whole system and lose theanti-freeze, as indicated in Fig. 31.

IF THE ENGINERUNS A NORMAL

DAY SHIFT DAILY INSPECTION OF THEWATER LEVEL MUST BE CARRIEDOUT.

WARNING

WARNING


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COOLING SYSTEMS

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

Jacket Coolant Circuit

The jacket water is circulated round the engineoil cooler and engine jacket. The hot coolant

from the engine is piped to the heat exchangerwhere it flows round the outside of the tubesin the heat exchanger. The cooled coolantreturns to the suction side of the engine drivenwater pump. An engine mounted header andaeration tank is incorporated in the system.The standard heat exchangers supplied by

Perkins Engines (Stafford) Ltd. are designed

to cover the 110% load (one hour) or standbyrating with a raw water inlet temperature of upto 30°C maximum.Above this temperature deration of the poweroutput is necessary for satisfactory engine

performance. (See Product Information

Manual)

Raw Water CircuitA supply of cold raw water is required to beput through the charge air cooler and the bore

of the tubes in the heat exchanger, by anadditional pump (see Appropriate EngineWater Circulation diagram)The cold raw water is pumped from an externalsource by an independent electric motordriven water pump.

Suction PipeIf a large river or pond, etc. is near-by thiscould be used as a supply of raw water subject

to local authority regulations. An electric motordriven water pump is required to lift the waterfrom the river, circulate it through the heatexchanger and return it to waste in the river.

Fig. 32 illustrates.When the engine is of the TEG series thecooling circuit will be as in Fig. 34.Perkins Engines (Stafford) Ltd should beadvised of the raw water constituents whenengines are ordered to ensure component

material is compatible.

It is advisable to install an easily cleanedstrainer in the suction line close to the pump.This should have a screen with 1/16” dia.holes. (40 percent clear area).Use long swept bends rather than short bends

to reduce friction losses.Ensure that all joints are completely air tight

and free from all debris such as pipe scale,welding rods, etc.Lockable adjustable valves should be fitted inthe circuit so that the raw water flow can becontrolled.



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COOLING SYSTEMS

COOLING TOWER - OR INDEPENDENTEXTERNAL WATER SUPPLYWhen heat exchanger cooled engines are tobe installed the heat exchanger supplied issuitable for raw water pressure up to 3.5 kg/

cm2 or up to 8.75 kg/cm2 depending on thesize of the engine and, in most installations, a

break tank will not be required. (See Fig. 33).With charge cooled engines the raw coolingwater goes through the charge air cooler firstand then through the heat exchanger. Fig 33illustrates. The pressure limitation is now thecharge cooler. The maximum pressurethrough the charge cooler is 1.8 kg/cm2

therefore the height of the cooling tower above

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

Fig. 32, 33, 34, 35

Fig. 32 HEAT EXCHANGER ONLY WITHRAW WATER COOLING (TWG seriesengine)Fig. 33 HEAT EXCHANGER WITHCOOLING TOWER (TWG series engine)

Fig. 34 HEAT EXCHANGER CHARGECOOLERS - RAW WATER (TEG series

engine)Fig. 35HEAT EXCHANGER WITH CHARGECOOLERS AND COOLING TOWER (TEGseries engine)

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

B is deleted.

THE GATE VALVEMUST ALWAYS BE


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


WARNING

802.2


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COOLING SYSTEMS

TWO SECTION RADIATOR - CHARGECOOLED ENGINESWater-to-Air Charge CoolersA two section radiator system can be used toreplace a heat exchanger system where there

is no external source of raw water or wherethe size of the radiator is too large to be

accommodated in an engine room. (SeeAppropriate Engine Water Circulationdiagram).The charge air section in the radiator is fittedbetween the conventional engine watersection and the fan.To remote cool a charge cooled engine with a

heat exchanger and cooling tower, can be

very expensive. An economical compromisecould be a remote radiator with two sections.One section to cool the high temperaturecooling water circuit of the engine and theother to cool the low temperature cooling

water circuit of the water cooled charge cooler.The sections are cooled by air flow from asingle fan. Fig. 36 illustrates.It must be accepted that, with this method, thelow temperature circuit wiII not be cooled to atemperature lower than 8°C/9°C above the air

temperature put through the radiator matrix bythe radiator fan.

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

It will be seen that, depending on ambienttemperatures, there could be some poweroutput deration. See appropriate derating

information in the Product InformationManual.The installation of the radiator will follow thesame pattern as outlined in Fig 31.

The “HIGH” and “LOW” temperature circuits(see Fig. 36) will each have a separatepressurised make-up/vent system.The low temperature circuit will require anelectric motor driven water circulating pump.If the radiator installed height exceeds the

figure of 7 metres above the engine coolantpump please refer to Applications Department,Stafford.



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COOLING SYSTEMS

THE GATE VALVESMUST ALWAYS BE


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

Fig. 36


WARNING

803.2


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COOLING SYSTEMS

AIR-TO-AIR CHARGE COOLINGWith air-to-air charged cooled engines thecooling of the charge air is done by a radiatorsection that is fitted between the conventionalengine water cooling radiator and the fan.

A single engine driven radiator fan pushes airthrough each section in series. The cooling

air goes through the charge air section first.The radiator is generally considered to be anintegral part of the engine. Large diameter airpipes are used between the engine and theradiator.However, in conjunction with Perkins Engines(Stafford) Ltd. consideration can be given to a

limited remote mounting of the radiator.

On the standard engine the hot air from theturbine driven compressor (turbocharger) ispiped to the radiator section. The air passesthrough the radiator and is cooled to nearambient temperature by the fan air-flow

through the matrix. The cooled air is thenpiped to the engine air inlet manifolds.Remote mounting will necessitate additionallengths of pipe and bends in the air coolingsystem. To avoid increased pressureresistance to the air flow these new lengths

may have to be of a larger diameter than thestandard pipes.Fig. 37 illustrates a typical installation. If theengine set is mounted on anti-vibrationmountings flexible connections will berequired. The air pipes can be supported froma floor stand or ceiling bracket.

Depending on the additional length of air pipeand the number of bends, Perkins Engines(Stafford) Ltd. will recommended the increase,

if any, to the inside diameter above thestandard pipe diameter.New pipe lengths and bends should haveflange connections to ensure permanently

secure joints.Where hoses are used then these should bedouble clipped and reinforced with steelsheathing. Metal straps should be fitted acrossthe hose and fixed to each pipe on either sideof the hose.

Make sure all connections are air tight. Airleaks will reduce boost pressure and air flowand thus affect engine performance. If a rubberhose blows off the turbocharger will overspeedand may be damaged.

A large amount of condensate collects in theair pipes and drain pockets must be

incorporated at the lowest point in each piperun to and from the radiator. From the drainpockets pipe a permanent drain to waste. (Allcharge air radiators are fitted with permanentcondensate blow-off holes).The water pipe and the pressurised make-up/ vent system will be installed as illustrated in

Fig. 31. The radiator top header should not be

more than 7 metres above the engine waterpump.

ANTIFREEZE PROTECTION (Refer to PestlApplications for approval)

HAND PROTECTIONMUST BE WORN

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

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

Appropriate Engine Operation Manual).

WATER TREATMENT

Inhibitors are used to provide protectionagainst rust and corrosion and keep the heattransfer surfaces clean to maintain coolingefficiency. They must be suitable for use with

all the materials in the cooling system. Asaluminium is used in the system inhibitorscontaining nitrites, borates, phosphates,chromates, nitrates or silicates are NOT to beused.


WARNING

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