Kirloskar Dg Set Manual 4q2p1w
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Dear Customer, We are happy to welcome you to the community of thousands of satisfied s of Kirloskar Green Power Ideas diesel generating sets. Each Kirloskar Green genset is a result of painstaking research by us over decades. The research takes into consideration the arduous operating conditions and practices to create a world class reliable product. We have not only designed the genset, but also its major aggregates – Kirloskar Green AC Generator, Sound Proof Outdoor Enclosure and Control . This s Manual of Kirloskar Green Power Ideas genset has been prepared by keeping in mind needs of most of the s. Thus, the manual only illustrates serviceable maintenance practices and parts. In case you desire more detailed information about the genset, its engine, AC generator, or control , please let us know. Also note that this manual is applicable only to those KGPI Genset s having Kirloskar HA, R1040/R1080 and SL90 series of diesel engines. We are sure, Kirloskar Green Power ideas genset will serve you well for years as you continue to maintain it as presented in this manual. Yours faithfully, For Kirloskar Oil Engines Ltd., Pune, INDIA
P. M. Sardey Customer Global Head
Enriching Lives
While asking for assistance to our Authorised Service Dealer, please provide the following information.
Your Name & Phone or Mobile Number.
Engine Serial Number.
Name of the Company.
Engine Location.
General Description of assistance required. And the service will be on its way.
O FOR EMERGENCY O In the very unlikely event of you are not receiving the prompt attention from our field force, following are the details of our Help Desk and area office for your assistance.
HELP DESK TOLL FREE NUMBER - 1800 233 3344 HELP DESK LAND LINE NUMBER - 020 - 66084608 AREA OFFICE DETAILS KOEL KOEL KOEL KOEL KOEL KOEL KOEL
Delhi Lucknow Kolkatta Bhubanwswar Ahemadabed Chennai Cochin
-
011 23718544 0522 27895565 033 2172265 0674 2588047 079 27480922 044 23744624 0484 2316653
KOEL KOEL KOEL KOEL KOEL KOEL KOEL
Ludhiana Jaipur Guwahati Pune Indore Bangalore S’bad
-
0161 2531372 0141 2361789 0361 2529284 020 66084260 0731 2531402 080 25587570 040 27819563
KIRLOSKAR OIL ENGINES LTD. LAXMANRAO KIRLOSKAR ROAD, KHADKI, PUNE - 411 003. PHONE : +91-020-25810341 O FAX : +91-020-25813208, 25810209 MAIL ID - [email protected] http://www.koel.co.in
PREFACE This manual deals with the KGPI genset operation and detailed briefs of all those components and parts which a can service on his own. The maximum performance of the genset largely depends on its proper maintenance and upkeep. So, please be sure to maintain your genset properly as per the instructions and schedule given in this manual. This manual is divided into 6 Sections related to Genset, Diesel Engine, Alternator, Warranty, Customer Service, Area Office s and Check Call Cards. Here follows the synopsis of each section to give you a quick feel of what this book has in store for you. Section A – Genset Warranty The Warranty Section is most important for you to understand completely. It gives you description of all the “ifs and buts” of the warranty clauses and the means to get benefit from KGPI extended warranty. It also contains a log sheet that you need to fill religiously. Please record the daily running of the DG set and various parameters. Section B – Customer Service Package To ensure maximum life and best performance of your genset, we provide free installation and maintenance checks. Kirloskar Service Dealer will carry out free service checks as mentioned in the package. Please keep in mind that you would be required to pay for the consumables like lube oil filters, fuel filters, lube oil, etc. Section C – Genset Manual This Section takes you through to understand each aspect of the genset, its major components and their operation. Chapter 3 tells you about the installation procedures and subsequent chapter take care of the electrical control systems and optional equipment that can be used. You must read Chapter 6 and 7 thoroughly to understand the maintenance procedures for genset and batteries. Section D – Engine Manual This part of the manual gives you a complete understanding of the engine operation and maintenance from a perspective. All the fluid systems, namely, lube-oil, fuel oil, cooling liquid flows have been described because the upkeep of these three systems is significant to obtain optimum performance from the engine. Later in this section, you must go through to comprehend the trouble-shooting, remedial and engine preservation measures. This section takes care of all the models of engines used in a KGPI genset. Efforts have been made to highlight those specific areas which are unique to a particular engine model.
Section E – Alternator Here we have given you a brief knowledge about the Kirloskar Green Alternator coupled to the diesel engine. KG alternators come in two variants – brushtype and brushless. The exploded views and illustrations give you in-depth detailing of what lies underneath. needs to read the safety requirements and all the “do’s & don’ts”. The brushtype alternator also has brushes and sliprings which needs to replace after they wear out. In the end, you are provided with the fault, cause and repair tables so that every time you don’t need to rush to a mechanic. Section F – Service Network Kirloskar Green Power Ideas takes care of you anywhere everywhere. And this last section contains the information ( details) of our 5 zonal offices, 17 area offices and 176 service dealer locations. Each time you run into a problem with your genset. Just look for your nearest office/service dealer location in this section and KGPI will take care of the rest. Intimation Card Please ensure that your manual has intimation card. We request you to fill the required details completely in the intimation card and post it to us immediately.
CONVENTIONS
Each warning/most important instruction in the manual succeeds the sign
All the significant procedures are highlighted in bold letters in the manual.
All the illustrative diagrams in the manual show only the -serviceable parts. The numbers in the round boxes for every part are described below the illustration.
The logo displayed at the top corner of each page is the Kirloskar Green Power Ideas brand logo.
.
MANUAL - SERVICE NETWORK
NORTH ZONE DELHI, UTTAR PRADESH, PUNJAB, HARYANA, RAJASTHAN, HIMACHAL PRADESH, J&K, AND UTTRANCHAL ZONAL OFFICE KIRLOSKAR OIL ENGINES LTD., UCO BANK BUILDING, PARLIAMENT STREET, NEW DELHI – 110 001
+91-011-23718544 +91-011-23719490 +91-011-23319473 +91-011-23710159 Service Manager 09971115383 09871172824 09923450110
(O) (O) (O) (F) (M) (M) (M)
AREA OFFICES KIRLOSKAR OIL ENGINES LTD., 408, SAVITRI COMPLEX, 4TH FLOOR, G. T. RD, LUDHIANA – 141 002
Service Manager
+91-0161-531372 +91-0161-543848 +91-0161-543847 09216523012
(O) (O) (F) (M)
KIRLOSKAR OIL ENGINES LTD., 498/143-K, NEAR IT COLLEGE CROSSING FAIZABAD ROAD LUCKNOW – 226 007 [email protected]
+91-0522-2789565 +91-0522-2323130 +91-0522-2789633 +91-0522 -2789764 Service Manager 09219635518
(O) (O) (O) (F) (M)
KIRLOSKAR OIL ENGINES LTD., D-24,DURLABH NIVAS SUBHASH MARG , C SCHEME JAIPUR - 302 001
+91-0141-2361789 +91-0141-2363389 +91-0141-2360528 Service Manager 09829064750
(O) (O) (F) (M)
SERVICE LOCATIONS Delhi, Noida, Gurgaon, Bahadurgarh, Samalkha, Karnal, Faridabad, Panipat, Damtal, Mandi, Jammu, Srinagar, Leh, Chandigarh, Ludhiana, Jalandar, Amritsar, Udaipur, Bhilwara, Rajnagar, Kesarijai, Kota, Alwar, Rewari, Ajmer, Jaipur, Jodhpur, Bikaner, Lucknow, Varansi, Gorakhpur, Kanpur, Allahabad, Agra, Gaziabad, Dehradun, Moradabad, Barrelly.
1
MANUAL - SERVICE NETWORK
WEST ZONE GOA, GUJRAT, MAHARASHTRA, MADHYA PRADESH, & CHATISGARH ZONAL OFFICE KIRLOSKAR OIL ENGINES LTD. (CORPORATE HEAD QUARTERS) LAXMANRAO KIRLOSKAR ROAD, Khadki, PUNE - 411 003
+91-020-25810341 +91-020-25813208 +91-020-25810201 Service Manager 09881495639
(O) (F) (F) (M)
KIRLOSKAR OIL ENGINES LTD. NEW NATRAJ COMPLEX GURUKUL ROAD MEMNAGAR AHMEDABAD - 380 052
+91-079-27480922 +91-079-27450237 +91-079-27447113 +91-079-27447112 Service Manager 09879000901
( O) (O) (O) (F) (M)
KIRLOSKAR OIL ENGINES LTD., APARTMENT NO.405/406 A 4TH FLOOR, INDUSTRY HOUSE. 15TH AB ROAD, INDORE - 452 007.
+91-0731-2531402 +91-0731-2532528 +91-0731-2535075 Service Manager 09826026463
(O) (O) (O) (M)
AREA OFFICES
SERVICE LOCATIONS Ahmedabad, Surat, Jamnagar, Baroda, Ankleshwar, Bhavnagar, Silvassa, Satna, Jabalpur, Indore, Bhopal, Raipur, Jhansi, Gwalior, Goa, Pune, Nasik, Kolhapur, Ratnagiri, Chiplun, Panvel, Vashi, Solapur, Latur, Pandharpur, Thane, Akola, Nagpur, Aurangabad
2
MANUAL - SERVICE NETWORK SOUTH ZONE - 1 ANDHRA PRADESH AND KARNATKA KIRLOSKAR OIL ENGINES LTD., 2ND FLOOR, SHRI LAXMI COMPLEX 15,St. MARKS ROAD NEXT TO FORD SHOWROOM BANGALORE – 560 001
KIRLOSKAR OIL ENGINES LTD., 1-7-27 TO 34, 216 TO 228 UNITED BUILDING COMPLEX II FLOOR BLOCK B’, S.D.ROAD SECUNDERABAD – 500 003
KIRLOSKAR OIL ENGINES LTD. NELSON TOWERS, 1ST FLOOR, 2ND WING, NO.51,NELSON MANICKAM ROAD, AMINJIKARAI CHENNAI – 600 006
KIRLOSKAR OIL ENGINES LTD., G-259, 2 nd FLOOR PANAMPILLY NAGAR PANAMPILLY AVENUE COCHIN – 682 036
ZONAL OFFICE +91-080 – 5587570 +91-080 – 5587562 +91-080 – 5587566 +91-080 – 5587569 +91-080 – 5587559 Service Manager 09740083084
(O) (O) (O) (O) (F) (M)
+91-040-27819563 +91-040-27819561 +91-040-27897873 +91-040-27898243 +91-040-27721511 Service Manager 09000002241
(O) (O) (O) (O) (F) (M)
AREA OFFICES
SOUTH ZONE - 2 TAMILNADU & KERALA ZONAL OFFICE +91-044-23744624 +91-044-23744661 +91-044-23744874 +91-044-23744625 Service Manager 09444990295
(O) (O) (O) (F) (M)
+91-0484-2316653 +91-0484-2316687 +91-0484-2316652 Service Manager 09744716767
(O) (O) (F) (M)
AREA OFFICES
SERVICE LOCATIONS Cuddapah, Anathpur, Tirupati, Nellore, Chittor, Rajamundry, Vijaywada,Warangal, Secunderabad, Vishakapatnam, Gulburga, Bangalore, Mysore,Hubli, Bellary, Tumkur, Manglore, Belgum, Udapi, Davangiri, Cochin,Calicut, Trivandrum, Kottarakkara, Kollam, Idduki, Palakkad, Pondichery, Coimbatore, Tirupur, Pollachi, Erode, Kunoor, Dharapuram, Sathymangalam, Trichy, Dindigul, Karur, Karaikal, Thiruchengodu, Thanjavaur, Krishnagiri, Vellore, Sivakasi, Tirunerveli, Nagarcoil, Tuticorin, Madurai, Chennai, Salem, Coimbatore 3
MANUAL - SERVICE NETWORK
EAST ZONE BIHAR JHARKHAND ORRISA WEST BENGAL AND NORTH EASTERN STATES ZONAL OFFICE KIRLOSKAR OIL ENGINES LTD., POONAM BUILDING 8TH FLOOR, FLAT NO 8 A SSB, S/2 RUSSEL STREET, KOLKATTA - 700 107.
+91-033-217-2265/66 +91-033-217-0858 +91-033-217-0860 +91-033-217-0861 +91-033-217 -0859 Service Manager 09903056963
(0) (0) (0) (0) (F) (M)
Service Manager
+91-0361-529284 +91-0361-451587 +91-0361-529894 09435119345
(0) (0) (F) (M)
Service Manager
+91-0674-588047 (F) +91-0674-588021 (O) 09437920980 (M)
AREA OFFICES KIRLOSKAR OIL ENGINES LTD., BHANGAGARH, G.S.ROAD., GUWAHATI - 781 005
KIRLOSKAR OIL ENGINES LTD., 1/A, UNIT III, STATION SQUARE BHUANESHWAR - 751001.
KIRLOSKAR OIL ENGINES LTD., MEENA PLAZA, SOWTH MESEUM ROAD, BUDH MARG, PATNA - 800 001.
+91-0612-2230360 (O) +91-0612-2220412 (O) Service Manager 09334383111 (M)
SERVICE LOCATIONS Guwahati, Tinsukia, Tezpur, Aizwal, Silchar, Patna, Ranchi, Dhanbad, Jamshedpur, Sambalpur, Angul, Asansol, Kolkatta, Siliguri, Rourkela, Bhubaneshwar, Balasore, HEAD OFFICE KIRLOSKAR OIL ENGINES LTD., L. K. ROAD, KHADKI, PUNE - 411 003.
A. P. UPADHYE
-
9881209205 020 - 66084532
RAKESH PARDESHI
-
9822599877 020 - 66084134
D. B. DESHPANDE
-
9822001420 020 - 66084533
P. M. SARDEY
-
9922416893 020 - 66084596
4
INDEX Section A - Warranty Section B - Customer Service Section C - Genset Section D - Diesel Engine Section E - Alternator
Enriching Lives
WARRANTY
IMPORTANT 1.
This warranty is applicable for Kirloskar Green Power Ideas gensets manufactured by Kirloskar Oil Engines Limited (KOEL). Before commissioning of the genset, please go through the contents of this Warranty Section carefully.
2.
For details of KOEL Authorised Service Dealer for your genset, please either your supplier of genset or nearest KOEL Area Office.
3.
For availing the warranty services, please ensure following : a)
Produce this warranty booklet to KOEL authorised Service Dealer, when requested.
b)
Carry out first service check through KOEL Authorised Service Dealer within seven days of installation, followed by second service check within 250 Hrs or 3 months from the date of first service check, whichever is earlier.
c)
Use recommended grade of lube oil and ensure periodic change of lube oil, as recommended.
d)
Use genuine air filter elements, lube oil filter elements, fuel filter elements, coolant and additives, sourced from KOEL Authorised Service Dealer.
e)
Please maintain the log-book for the genset at your end. The suggested format for log-book is provided on page no. A-6.
f)
Carry out repairs of genset, through KOEL Authorised Service Dealer, only.
g)
The performance of genset depends on the quality and grade of lub oil and periodic preventive maintenance. To ensure the genuinity of oil, KOEL has launched the lube oil branded as K-Oil. Please use K-Oil and genuine filters sourced through KOEL authorised parts and service dealer and avail extended warranty.
A-1
WARRANTY
Please provide following details to our Authorised Service Dealer. It will help him for quick restoration of your genset. —
Genset Model & serial No. :
—
Engine serial No. :
—
Detailed site address :
—
Person and Telephone/Mobile No.
A-2
—
No. of Hrs. run till date :
—
Nature of failure :
WARRANTY
GENSET MODEL AND SR. NO. __________________________________________
ENGINE MODEL & SR. NO. ______________________________________________
KG ALTERNATOR SR. NO. MAKE & TYPE __________________________________________________________
SR. NO. _________________________________________________________
G1 (1ST SERVICE) CHECK CARRIED OUT ON ______________________________________________________
G2 (2ND SERVICE) CHECK CARRIED OUT ON ______________________________________________________
SERVICE DEALER’S STAMP AND SIGNATURE
A-3
WARRANTY Use K. Oil, Kirloskar Genuine filters, K Cool super plus and avail two years warranty
KIRLOSKAR GREEN D.G. SET WARRANTY
For Power Generation non Cellular Application Engines -
This warranty is applicable to R/HA/R1040/R1080/SL90/K series Kirloskar Green Genset. The warranty is for 18 months from date of dispatch of engine and alternator from Kirloskar Oil Engines, Ltd. Pune or from 12 months from the date of commissioning or 3600 hours of operation whichever is earlier. Customers can also avail extended warranty of 2 years from the date of installation or 5000 operating hours or 30 calendar months from date of dispatch whichever is earlier, subject to use of Kirloskar K Oil, Kirloskar genuine filters, K cool super plus and services sourced through KOEL authorised Service Dealer. For Power Generation Cellular Application Engines & KG Alternator Within 24 Calendar Months from Date of Dispatch from KOEL or 2500 operating hours Which ever occurs first if customer source the filters, K-Oil Super, K cool super plus and avail the services from KOEL Authorised Service dealer. Kirloskar Oil Engines Ltd. hereby warrants that this Kirloskar Green Genset is free from defects in material, design and workmanship. This warranty shall be limited for repairs and replacement under normal use, regular check up and maintenance of the Kirloskar Green Genset as per our maintenance schedule and purchase and servicing of the Kirloskar Green Genset through our authorised dealer. This warranty is the only document given by us warranting the Kirloskar Green Genset. No other document giving any warranty conflicting these contents shall be considered and entertained. Kirloskar Oil Engines Ltd. is not liable to service, or repair of Kirloskar Green Genset free of costs during the warranty period, for the Kirloskar Green Genset purchased from person other than an authorised person or DG set Dealer or AGOEM of Kirloskar Oil Engines Ltd. Kirloskar Oil Engines Ltd. is not liable for any loss or damage, direct or consequential, labour charges or the effect of any accident resulting from defective material, faulty workmanship or otherwise. In any case the liability of Kirloskar Oil Engines Ltd. will not exceed the Kirloskar Green Genset price or the market value of the Kirloskar Green Genset whichever is lower and shall be without interest.
per the maintenance schedule given by Kirloskar Oil Engines Ltd.
3.
If K Cool Super plus engine coolant is not used for water-cooled Genset.
4.
Damage due to improper installation of the parts, components and accessories.
5.
For the parts supplied under warranty or voluntarily or at special rates or free of charge, the warranty will be applicable only to the unexpired portion of D G Set warranty.
6.
Damage due to use of improper lubricant or the lubricant used other than suggested by Kirloskar Oil Engines Ltd.
7.
Normal wear and tear of the components of Kirloskar Green Genset / Engine.
8.
For resale of Kirloskar Green Genset or if the Kirloskar Green Genset purchased is second hand.
Warranty period for DG set components is as below. For Power Generation Non Cellular Application O Proprietary parts not manufactured by Kirloskar oil engines like o Starter o Alternator o Fuel injection pumps 18 Calendar Months from Date of Despatch or 3600 operating hours or 12 calendar months from date of installation The warranty is subject to analysis of defect by the respective authorised dealer of manufacturer. O
O
This warranty does not apply for the following: 1.
2.
The Kirloskar Green Genset or engine failure due to any misuse including improper shutdown, improper handling and adjustments, negligence, over speeding, alteration of specification and due to accident or Act. of God.
O
Kirloskar Green Alternators 30 Calendar Months from Date of Despatch or 5000 operating hours or 24 calendar months from date of installation Whichever occurs first All other Electrical Components supplied along with Genset like o Electrical Gauges o Electrical Hour Meters o Sensors o Switches o Engine Safety Units o Actuator o Controller card 18 Calendar Months from Date of Despatch or 3600 operating hours or 12 calendar months from date of installation Whichever occurs first **Warranty is not applicable for fuse & charging bulb. Kirloskar Green canopy Components supplied along with Genset like
Kirloskar Green Genset or engine if not maintained as
Use K. Oil for your Gensets, for details of K. Oil, please our Authorised Service Dealer A-4
WARRANTY Use K. Oil, Kirloskar Genuine filters, K Cool super plus and avail two years warranty o o o o
Locks Hinges Fuel level gauges Exhaust fan
O
18 Calendar Months from Date of Despatch or 3600 operating hours or 12 calendar months from date of installation Whichever occurs first **Warranty is not applicable for foam, bulb, and tubes O
Kirloskar Green Control Components supplied along with Genset like. o AMF module o Relay card / board o LVM / GVM o Current transformer o Battery chargers o KWH meters o Switches o MCB o ors
18 Calendar Months from Date of Despatch or 2500 operating hours Whichever occurs first **Warranty is not applicable for foam, bulb, and tubes O
Any claim or obligation in connection with the sale or performance of Kirloskar Green Genset shall be subject to Pune Jurisdiction.
For Power Generation Cellular Application Proprietary parts not manufactured by Kirloskar oil engines like o Starter o Alternator o Fuel injection pumps o Battery o Exhaust Fan For Power Generation Cellular Application - 15 Calendar Months from Date of Dispatch or 2500 operating hours Which ever occurs first
Conditions precedent to Kirloskar Green Genset warranty. The Kirloskar Green Genset warranty given by the company is subject to the below condition which are to be observed by every purchaser/ of Kirloskar Green Genset, without which the warranty claims if any will be rejected. A.
Proper installation of the Kirloskar Green Genset is the sole responsibility of the owner of the Kirloskar Green Genset / purchaser of the Genset.
B.
Operation & Maintenance as recommended by the company within the limits mandated by the specifications.
C.
Any defective part claimed, to be returned to Kirloskar Oil Engines Ltd., if such part is replaced by the company under warranty, the returned part becomes the property of the company, this transportation charges to be paid by the customer.
D.
Incase of interchange of part between Kirloskar Green Gensets / Engine shall void the warranty. Unauthorised repair work will make the warranty null & void.
E.
For the proprietary parts not manufactured by Kirloskar Oil Engines Ltd., such as Fuel Injection Equipments, Electrical Equipments and Instruments etc. the warranty of respective supplier will be applicable.
The warranty is subject to analysis of defect by the respective authorised dealer of manufacturer. O
All other Electrical Components supplied along with Engine like– o Electrical Gauges o Electrical Hour Meters o Sensors o Switches o Engine Safety Units o Fuel level gauge 12 Calendar Months from Date of Despatch or 1000 operating hours Which ever occurs first **Warranty is not applicable for fuse & charging bulb
Kirloskar Green Control Components supplied along with Genset like. o AMF module o Relay card / board o LVM / GVM o Current transformer o Battery chargers o KWH meters o Switches o MCB o ors 12 Calendar Months from Date of Despatch or 2500 operating hours Whichever occurs first **Warranty is not applicable for fuse & charging bulb & or coil.
18 Calendar Months from Date of Despatch or 3600 operating hours or 12 calendar months from date of installation Whichever occurs first **Warranty is not applicable for fuse, charging bulb & or coil
O
Kirloskar Green canopy Components supplied along with Genset like o Locks o Hinges o AVM
The warranty detailed above is offered for the Kirloskar green power ideas Diesel Genset consisting of Kirloskar Engine, Kirloskar Green AC Generator & sound proof enclosure branded Kirloskar Green and control . To meet specific customer needs, your Genset may not contain Kirloskar green power ideas AC Generator, soundproof enclosure, or control . If so warranty for such aggregates may please be availed from the manufacturers of these aggregates. The seller of the Genset will be happy to provide you the details.
Use K. Oil for your Gensets, for details of K. Oil, please our Authorised Service Dealer A-5
WARRANTY
LOG SHEET (Sample for use) The is requested to maintain a separate log book ing the following mentioned parameters in the table. Following tables are meant for providing a reference to you. Engine__________________________________ RPM_______________________________ HP________________________ Date Daily use in hrs.
Hour meter reading
Cooling Water Temp (°C)
Pressure (Kg/cm2) Lub. Oil Temp (°C)
Fuel added (ltr.)
Lub. oil added (cc)
Engine (rpm)
Current (Amp) 3-phase
Voltage
Frequency (Hz)
PF & kW if provided
kWH meter reading if provided
Remarks - Record events of maintenance / repairs A-6
WARRANTY
Date
Daily use in hrs.
Hour meter reading
Pressure (Kg/cm2) Lub. Oil Temp (°C)
Cooling Water Temp (°C)
Fuel added (ltr.)
Lub. oil added (cc)
Engine (rpm)
Current (Amp) 3-phase
Voltage
Frequency (Hz)
PF & kW if provided
kWH meter reading if provided Remarks - Record events of maintenance / repairs
A-7
WARRANTY
Date
Daily use in hrs.
Hour meter reading
Pressure (Kg/cm2) Lub. Oil Temp (°C)
Cooling Water Temp (°C)
Fuel added (ltr.)
Lub. oil added (cc)
Engine (rpm)
Current (Amp) 3-phase
Voltage
Frequency (Hz)
PF & kW if provided
kWH meter reading if provided Remarks - Record events of maintenance / repairs
A-8
WARRANTY
Date
Daily use in hrs.
Hour meter reading
Pressure (Kg/cm2) Lub. Oil Temp (°C)
Cooling Water Temp (°C)
Fuel added (ltr.)
Lub. oil added (cc)
Engine (rpm)
Current (Amp) 3-phase
Voltage
Frequency (Hz)
PF & kW if provided
kWH meter reading if provided Remarks - Record events of maintenance / repairs
A-9
FIRST SERVICE CHECK (G1) - ENGINE SIDE
Time
Date
( Within 3 months from the date of installation or first 50 Hrs. of Genset run whichever is earlier. ) S. R. Number : D G Set Parameters Engine Type : Application Code / Sr. No. : Radiator Sr. No. : Turbocharger Sr. No. : FIP Sr. No. : Electronic Governor Sr. No. : Installation Dt : Commissioning Date: Hours run and the date of visit : Rating : Sr. No. : Make of Alternator : Phase : Single / Three Type : Brushless / Brush Type Frame : Alternator Control : AMF / Non AMF Make : Sr. No. : Type of Load : Resistive / Inductive / Capactive / Canopy : Sr. No. : DG Set Tested on full load for hours.
Current Lube Oil Pressure :
Lube Oil Temp. :
Voltage
Water Temp.
Abnormal Noise :
Frequency :
:
:
R: Y: B:
Amp. Amp. Amp.
Ambient temp. (air temp. near air-cleaner element) : Safeties
:
Low Lube Oil Pressure High Lube Oil / Water Temp V Belt Failure Leakages, if any and the corrective action
– – –
Working / Not Working Working / Not Working Working / Not Working
Overall Performance of DG Set
OK / Not OK.
Remarks of the service dealer representative :
Educated • • • • •
Customer on routine maintenance to be carried out : Cleaning of Air Cleaner (Dry / Oil Bath), Restriction Indicator operation. Lube Oil & Oil Filter Change Fuel / Filter Element Change Cleaning of Radiator Cooling fins Cleaning of Liner & Cylinder Head Fins in case of Air Cooled Engine.
Yes / No Yes / No Yes / No Yes / No Yes / No Customer Name :
Customer Remarks :
Site Address : Tel. No. Name, Signature & Designation of Customer Representative.
AGOEM Name & Address
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
Name, Signature & Designation of Service Dealer Representative.
Page No. 1 of 3
ALTERNATOR CHECK POINTS - DURING G1 CHECKS Sl No. 1
2
Service Point
Remark
Alternator Checks to be carried out during stop condition for Main Stator Winding leads tightness at Main Terminal.
OK / NOT OK
All AVR connections tightness.
OK / NOT OK
Outgoing cable connections tightness.
OK / NOT OK
Check for Seperate Earthing connections for neutral & Genset body, both should be connected to earth pit.
OK / NOT OK
Pour sufficient water in to Earth pit.
DONE / NOT DONE
Check outgoing main cable connection at terminal.
OK / NOT OK
Observe proper lugs, crimping & glands. 3
Start the Set and observe the following parameterCheck for stable out put voltage from Alternator.
OK / NOT OK
Check for Balance load. ( unbalance should not be more than 10 % of total load )
Balance / Unbalance
Current ( Amp ) - R-
Y-
B-
Voltage (Volts ) - RY -
YB-
BR-
N-
phase respectively
Power factor ( if available )4
Connected Load details - Unit - KW/ KVA Total Motor load connected AC / DC Drive ( 3 ,6,12 pulse ) load connected. UPS connected Other load details like fan / lights. Total Load connected Customer Name :
Customer Remarks :
Site Address : Tel. No. Name, Signature & Designation of Customer Representative.
AGOEM Name & Address
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
Name, Signature & Designation of Service Dealer Representative.
Page No. 2 of 3
CHECK FOR CONTROL - DURING G1 AND G2 CHECKS Sl No. 1.
2. 3.
4.
5.
6.
7. 8. 9. 10.
Service Point Check the tightness of crimping of cables Mains cable tightness & lugs crimping & gland in control . Generator cable at control and alternator terminal. Correct cable size with correct lugs. Connection are tight. (All power & control cable) Check the Earth connection of control . Check control is mounted on AV mounting or check vibration. Accessories AMF module type MCCB ( make & rating ) Mains or ( make & rating ) Generator or ( make & rating ) Check for tightness of following connections Connection at main terminal board are tight with proper lugs or solder end. Power connection at both ors are tight. Connection at all fuses or MCB are tight. Check the proper tightness of all relays at relay base with proper relay locking clips. Check the Battery voltage and ensure that battery is fully charged Battery voltage Specific Gravity of battery solution ( required 1.270 ) Ensure all cells of battery are filled with electrolyte battery solution to max. level Ensure charging of battery by charging alternator (if provided) or by Battery charger Check Battery terminal for cleanliness and tightness. Checking of electrical accessories Simulate the fault like LLOP, HCT etc. and check engine tripping with alarm. Check all the gauges are working. Check the exhaust fan working and direction of fan. Check solenoid supply is not more than 15-20 sec. Check all the meters for working on control working. Mains voltage ( EB Power ) Mains current ( EB Power ) Generator voltage Generator currentEnsure AUTO / MANUL mode operation of AMF pannel.
Status OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK
OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK
OK / not OK
Customer Name :
Customer Remarks :
Site Address : Tel. No. Name, Signature & Designation of Customer Representative.
AGOEM Name & Address
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
Name, Signature & Designation of Service Dealer Representative.
Page No. 3 of 3
SECOND SERVICE CHECK (G2) - ENGINE SIDE
Time
( Within 6 months from installation date or second oil change )
1
Application Code & Engine serial no & Type :
2
Customer Name :
3
Date of service check : G1
4
Installation date :
5
No. of Hours run :
1
2
3
Date S. R. Number :
G1 S. R. Number Commissioning date :
Service points:
Action taken
• Change the engine lube oil. (Drain the Engine Oil when the Engine is warm. Top up 0.5 liters more for 2,3,4 cylinder engines or as applicable to compensate Lube Oil Filter Capacity. • Replace the Lube Oil filter Element cartridge with the oil change.
• Done
• Incase of oil bath type air cleaner, clean air cleaner & refill it with fresh lube oil. Clean the precleaner bowl. • In case of dry type air cleaner element follow the practice mentioned in O & M manual.
• Done / OK
For Air Cooled Engines : • Check for proper cowling fitment for effective cooling of the engine. • Clean the cylinder liner & cylinder heads fins. Clean by removing main cowling & direct compressed air flow on the fins, or clean with brush. For Water Cooled Engines : • Check up coolant level in radiator, compensatory tank or heat exchanger & top up if required. (For initial filling add Radiator coolant as recommended. Keep the filling cap open after topping up & run the engine on low idle speed to remove air pocket.) (Do not top up cooling system with plain water, use only recommonded coolant.) • Check whether radiator fins are choked. Educate customer on how to clean the radiator externally.
• Done / OK
• Done / OK
• Done / OK • Done / OK
• Done / OK
• Done / OK
4
• Check button filter in the banjo bolt of feed pump. If choked, clean it. (educate customer) • Drain the water from Water Separator, if provided • Change fuel filter element as per O & M schedule.
Cleaned. Cleaned. • Done / OK hence not necessary.
5
Check for all External Fasteners as per Specified torques. (Tighten all foundation bolts)
Tightened
6
Check battery lead connections, check specific gravity of electrolyte.
OK/ corrected
7
Check Belt Alignment and belt condition, & adjust if required.
Replaced/ Corrected/OK
8
If the engine is turbocharged, check for • Leakages in air intake/exhaust piping • Hose connections tightness
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
• Done / OK • Done / OK Page No. 1 of 4
SECOND SERVICE CHECK (G2) - ENGINE SIDE ( Within 6 months from installation date or second oil change ) DG Set Tested during inspection for
hours.
Current
Lube Oil Pressure :
Lube Oil Temp. :
Voltage
Water Temp.
Abnormal Noise :
Frequency :
:
:
R: Y: B:
Amp. Amp. Amp.
Ambient temp. (air temp. near air-cleaner element) : Safeties
:
Low Lube Oil Pressure
–
Working / Not Working
High Lube Oil / Coolant Temp
–
Working / Not Working
V Belt Failure
–
Working / Not Working
Leakages, if any and the corrective action
Overall Performance of DG Set
OK / Not OK.
Remarks of the service dealer representative :
Educated Customer on routine maintenance to be carried out : • Cleaning of Air Cleaner (Dry / Oil Bath), Restriction Indicator operation.
Yes / No
• Lube Oil & Oil Filter Change
Yes / No
• Fuel / Filter Element Change
Yes / No
• Cleaning of Radiator Cooling fins
Yes / No
• Cleaning of Liner & Cylinder Head Fins in case of Air Cooled Engine.
Yes / No Customer Name :
Customer Remarks :
Site Address : Tel. No. Name, Signature & Designation of Customer Representative.
AGOEM Name & Address
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
Name, Signature & Designation of Service Dealer Representative.
Page No. 2 of 4
ALTERNATOR CHECK POINTS - DURING G2 CHECKS 1.
Check for Abnormal noise during running.
OK / Not OK
2.
Check the ventilation grill is clean and free from dust for proper cooling .
OK / Not OK
3.
Check power cables connected at terminal are tight and proper lugs condition.
OK / Not OK
4.
Check for tightness of External Fastener of Coupling and Adaptor.
OK / Not OK
5.
Put water in the Earth Pit.
OK / Not OK
6.
Check for Proper Earthing connections.
OK / Not OK
Check the tightness of AVR connections.
OK / Not OK
7.
Start the Set and observe the following parameterCheck for stable out put voltage from Alternator.
OK / Not OK
Check for Balance load. (unbalance should not be more than 10 % of total load)
Balance / Unbalance
Current ( Amp ) - R-
Y-
B-
Voltage (Volts ) - RY -
YB-
BR-
N-
phase respectively
Power factor (if available) 8
Canopy Checks Check Canopy doors for proper fitment and alignment
OK / Not OK
Check Canopy for external & internal rusting.
OK / Not OK
Check Canopy locks for proper operation.
OK / Not OK
Check temperature difference between canopy inside & outside by closing the doors and running the Genset on full load for atleast 30 minutes.
Difference -
Customer Name :
Customer Remarks :
Site Address :
Tel. No.
Name, Signature & Designation of Customer Representative.
AGOEM Name & Address
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
Name, Signature & Designation of Service Dealer Representative.
Page No. 3 of 4
CHECK FOR CONTROL - DURING G1 AND G2 CHECKS Sl No. 1.
2. 3.
4.
5.
6.
7. 8. 9. 10.
Service Point Check the tightness of crimping of cables Mains cable tightness & lugs crimping & gland in control . Generator cable at control and alternator terminal. Correct cable size with correct lugs. Connection are tight. (All power & control cable) Check the Earth connection of control . Check control is mounted on AV mounting or check vibration. Accessories AMF module type MCCB ( make & rating ) Mains or ( make & rating ) Generator or ( make & rating ) Check for tightness of following connections Connection at main terminal board are tight with proper lugs or solder end. Power connection at both ors are tight. Connection at all fuses or MCB are tight. Check the proper tightness of all relays at relay base with proper relay locking clips. Check the Battery voltage and ensure that battery is fully charged Battery voltage Specific Gravity of battery solution ( required 1.270 ) Ensure all cells of battery are filled with electrolyte battery solution to max. level Ensure charging of battery by charging alternator (if provided) or by Battery charger Check Battery terminal for cleanliness and tightness. Checking of electrical accessories Simulate the fault like LLOP, HCT etc. and check engine tripping with alarm. Check all the gauges are working. Check the exhaust fan working and direction of fan. Check solenoid supply is not more than 15-20 sec. Check all the meters for working on control working. Mains voltage ( EB Power ) Mains current ( EB Power ) Generator voltage Generator currentEnsure AUTO / MANUL mode operation of AMF pannel.
Status OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK
OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK
OK / not OK
Customer Name :
Customer Remarks :
Site Address : Tel. No. Name, Signature & Designation of Customer Representative.
AGOEM Name & Address
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
Name, Signature & Designation of Service Dealer Representative.
Page No. 4 of 4
MANUAL - GENSET
SECTION C INDEX Chapter 1.
General Description of Genset
5
Chapter 2.
Technical Data Sheet
9
Chapter 3.
Installation
11
Chapter 4.
Control System & Operations
20
Chapter 5.
Optional Equipment
31
Chapter 6.
Maintenance
35
Chapter 7.
Batteries
37
Chapter 8.
Closed Coupled Genset Assembly 42
Chapter 9.
Step by step instructions
Chapter 10. Warning
47 48
C-3
MANUAL - GENSET
NOTES ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. C-4
MANUAL - GENSET
CHAPTER - 1
GENERAL DESCRIPTION OF GENSET 1.0 INTRODUCTION Your new genset is designed to provide you with superior performance and reliability, allowing you to avoid annoying maintenance programmes which would prevent you from getting the job done. The genset is a complete system that incorporates advanced engineering concepts which are backed by 55 years of experience. Your Genset is fitted with an alternator which will produce the correct voltage with optimum wave form, fast response and precise voltage regulation. As you continue reading, you will learn how the machine is operated and cared for. With proper care during maintenance and operation, your genset will be ready to respond to your emergency standby or prime power needs. 1.1 DESCRIPTION OF GENSET PACKAGE Refer to figure 1A. The major components of the genset are clearly shown. Stationary or mobile units are available with each package including an alternator, diesel engine, exhaust, cooling system, and a control system. The engine is equipped with a close control governor which will hold the engine speed within the tolerance necessary to deliver the rated power and frequency as per ISO 3046, DIN 6271 AND BS 5514. 1.2 ENGINE The engine incorporated in the generating set is of proven reliability and is specifically designed to operate in conjunction with an alternator. The engine is of the heavy-duty industrial type 4-stroke compression ignition and fitted with all accessories necessary to provide a reliable power supply. 1.2.1 COOLING SYSTEM a) WATER COOLED ENGINE The engine cooling system comprises of a radiator, high capacity pusher fan and thermostat. The alternator is
coupled to the engine with a flexible steel disc type coupling (on some models, the alternator is coupled to the engine flywheel via a flexible rubber element coupling) and the package is arranged so that the alternator is the first component to come into with the cooling air flow as it es over the genset. As the air flows over the unit, the fan pushes it through the radiator. As this air flow es over the engine. This method of cooling allows the alternator fan to pull a portion of the cooling air through the alternator. Both the engine and alternator are therefore kept at their proper operating temperature. b) AIR COOLED ENGINE The engine is cooled by a high capacity high efficiency cooling air blower mounted on engine. The blower forces air over cylinder liners and cylinder heads to keep the engine temperature optimum for best performance. Hot air leaving engine after cooling is ducted away by using air guide ducts. For enclosed gensets ventilation is achieved by using special fans to remove radiated heat from engine and alternator and ensuring that there is no hot air recirculation. All engines, when used to drive alternators to provide either emergency standby or prime power, require careful attention to air flow. The notes provided in the Installation Section of this manual should be consulted before selecting a location for your genset. 1.2.2 ENGINE GOVERNOR The primary function of the governor system is to maintain engine speed in relation to varied load requirements. This is accomplished by the governor which senses engine speed and controls the engine fuel rate, in order to maintain practically constant speed. The engine speed governor maintains engine speed within limits regardless of the steady load. As the alternator load increases, the engine speed is reduced. C-5
MANUAL - GENSET
Because the speed must remain relatively constant, the governor, sensing engine speed, will increase fuel flow to the engine, thus adjusting horsepower to a point sufficient to maintain engine speed and compensate for the load change. The same principle is applied when the load decreases. As the load is reduced the speed would increase, the governor will then reduce fuel delivery thus decreasing the horsepower to maintain the proper speed. 1.3 BRUSHLESS ALTERNATOR As per the requirements of the customer, we provide an option of brushless or brush type alternator for KGPI genset. The following paras mention both in brief. Brushless excitation type alternator eliminates the maintenance associated with slip rings and brushes. The internal components of the alternator are designed so as to assure efficient and economical operation. The control system consists of an automatic voltage regulator (within the alternator), protective circuits and the necessary instruments to allow you to monitor the operation of genset. On most models current is supplied through twelve leads enabling
the operator to reconnect the genset to obtain a variety of three phase voltages up to 480 volts. Single phase units supply current through a two or three lead connection offering a variety of voltages from 120-250V. Units can be supplied in 50 Hz outputs. See Alternator Maintenance Section for further details of connections available. A brushless alternator is a synchronous rotating field type unit, which produces alternating current. This alternator unit is completely self-contained and is designed and constructed to provided trouble free operation, ease of maintenance and long service life. 1.4 BRUSH TYPE ALTERNATOR It is of salient port, self-excited or self regulated type. They are designed to operate at 1500 rpm. The alternators can be supplied for foot cum flange mounting and for different voltages. They comply with BS 5000, IS 13364 and IS 4722 standards.
AIR CLEANER DIESEL ENGINE
RADIATOR CONTROL
FUEL FILTER ANTIVIBRATION MOUNTING
LUBE OIL FILTER
ALTERNATOR
BASEFRAME
FUEL FILLING SPOT
NOTE : In case of Genset with acoustic enclosure, the positions of some peripherals may change. (Example Control , Fuel filling spout, Fuel level indicator etc.) Figure 1 A Major Genset Components C-6
MANUAL - GENSET
1.5 VIBRATION ISOLATION
1.9 GENSET CIRCUIT BREAKER
All gensets are fitted with anti vibration mountings which are designed to reduce vibration being transmitted from the rotating mass of the genset to the foundation on which the genset is mounted. Vibration isolators are selected to suit the particular duty and are fitted between the engine, alternator feet and the base frame. On some of the models the vibration isolators are fitted between the base frame and the foundation depending on the system requirement.
To protect the alternator winding, a suitably rated moulded case or miniature circuit breaker (depending on the genset model) is supplied mounted in a strong fabricated steel enclosure.
1.6 FUEL TANK AND BASE FRAME
1.10 SYSTEM PROTECTION
The design of the base frame incorporates removable fuel tank with a capacity of approximately 8 hours operation. The tank is provided with fittings to facilitate either manual or automatic filling. The base frame is manufactured from heavy gauge sheet steel and welded to form a rigid assembly.
An additional and substantially important function of the control system is the protection of the engine against faults such as high temperature, low oil pressure, over speed or other malfunctions.
1.7 SILENCER AND EXHAUST SYSTEM Exhaust silencer is provided to reduce noise emission from the engine and designed to direct exhaust gases to areas where they will not be objectionable. On ‘stand alone’ open gensets, the exhaust silencer is generally placed outside the Genset room, with suitable extension piping from engine. Stainless steel expansion bellow is provided on the engine, to facilitate the exhaust piping. For generating sets with acoustic enclosure, residential type silencer is fitted inside or outside the enclosure with flange fitting at the outlet to enable discharge of exhaust gases at desired location, through extension piping, as required. 1.8 CONTROL
Current transformers are fitted on each of the phases on the cabling to the circuit breaker enclosure for current measurement. In some configurations the main circuit breaker may be incorporated in the automatic transfer .
To prevent damage to the cranking motor and deep discharge of the starting battery, a crank limiting circuit is included on all automatic start sets. A detailed explanation of these systems is included in Section 4. 1.11 CONTROL POWER SUPPLY Engine instruments and the control are supplied from the battery fitted to the genset. This battery also provides power for operation of the cranking motor to start the engine and for the stop solenoid. The stop solenoid is of the ‘energised to stop’ or run type requiring a DC supply to energise the solenoid for stopping the engine or requiring supply to start the engine. 1.12 CONTROL MOUNTING
All control s are mounted in welded steel enclosures equipped with a sealed hinged door for easy access and servicing.
The control and main circuit breaker are normally mounted on a separate base frame mounted stand thus ensuring vibration free running. Floor standing control s are provided for more complex control systems.
The control is available in several variations to suit the requirement of the installation. The Control System is fully described in Section 4.
For acoustic enclosures the control is fitted inside the enclosure. Suitable glass cover opening is provided on the enclosure to see the instruments.
C-7
MANUAL - GENSET
NOTES ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. C-8
MANUAL - GENSET
CHAPTER - 2
TECHNICAL DATA SHEET GENSETS WITH ACOUSTIC ENCLOSURE WATER COOLED GENSETS : Genset Model
KG30W KG40W KG62.5W KG82.5W KG100W KG125W KG140W KG160W KG180W KG200W KG250W
Engine Model
3R1040 4R1040 4R1040T 4R1040TA 6R1080T 6R1080TA 6SL9088TAI 6SL9088TA 6SL1500TAI 6SL1500TA 6SL8800TA
Rated output at 1500 rpm (bhp) 42 56.3 83 105 127 156 166 198 235 254 310
Maximum recommended Genset rating at 0.8 pf (KVA) continuous standby 30 39 45 50 62.5 75 82.5 100 100 ~ 125 ~ 140 ~ 160 ~ 180 ~ 200 ~ 250 ~
Representative Dimensions [Length x Width] (mm) 2350X1090X1440 3100X1100X1350 3250X1150X1400 3335X1375X1600 3750X1400X1600 3750X1400X1600 3900X1550X1650 3900X1550X1650 4000X1600X1700 4000X1600X1700 4000X1600X1750
Approx. Weight
Rated output at 1500 rpm
Maximum recommended Genset rating at 0.8 pf (KVA)
Representative Dimensions [Length x Width]
Approx. Weight
(kg) 1289 1509 1675 1922 2500 2700 3580 3720 3870 3966 4252
AIR COOLED GENSETS : Genset Model
Engine Model
(bhp)
continuous
standby
(mm)
(kg)
KG15A
HA 294
19
15
16.5
2250X1110X1850
1107
KG25A
HA 394
32
25
28.
2400X1110X1850
1347
KG30A
HA 494
43
30
~
2700X1200X1900
1494
35
39
2700X1200X1900
1494
KG35A KG45A
HA 494 T
56
45
50
2750X1200X1900
1455
KG55A
HA 694
65
55
55
3300X1400X1900
1775
KG62.5
HA 694 T
83
62.5
75
3500X1400X1900
1954
KG70A
HA 694 T Sr. I
83
70
75
3500X1400X1900
1954
KG75A
HA 694 T Sr. II
91
75
~
3500X1400X1900
1954
C-9
MANUAL - GENSET
GENSET WITHOUT ACOUSTIC ENCLOSURE WATER COOLED GENSETS : Genset Model
Engine Model
Rated output at 1500 rpm
Maximum recommended Genset rating at 0.8 pf
(bhp)
(KVA/kW)
Representative Dimensions [Length x Width x Height] (mm)
Approx. Weight
(kg)
KG30W
3R1040
42
30/24
1950X725X1150
870
KG40W
4R1040
56.3
45/36
2180X725X1200
975
KG62.5W
4R1040T
83
62.5/50
2100X725X1200
1060
KG82.5W
4R1040TA
105
82.5/66
2500X900X1480
1230
KG100W
6R1080T
127
100/80
2980X1060X1730
1640
KG125W
6R1080TA
156
125/100
2980X1060X1730
1640
KG140W
6SL9088TAI
166
140/112
3100X1200X1920
2000
KG160W
6SL9088TA
198
160/128
3100X1200X1920
2000
KG180W
6SL1500TAI
235
180/144
3200X1200X1980
2150
KG200W
6SL1500TA
254
200/160
3250X1200X1980
2150
KG250W
6SL8800TA
310
250/200
3510x1240x1880
2362
Representative Dimensions [Length x Width x Height] (mm)
Approx. Weight
AIR COOLED GENSETS : Genset Model
Engine Model
Rated output at 1500 rpm (bhp)
Maximum recommended Genset rating at 0.8 pf
(KVA/kW)
(kg)
KG15A
HA 294
19
15/12
1670x725x1120
775
KG25A
HA 394
32
25/20
1800x725x1120
860
KG30A
HA 494
43
30/24
1930x725x1120
900
KG35A
35/28
KG45A
HA 494 T
56
45/36
1930x725x1120
920
KG55A
HA 694
65
55/44
2250x725x1175
1050
KG62.5
HA 694 T
83
62.5/50
2250x725x1175
1100
KG70A
HA 694 T Sr. I
83
70/56
2200x725x1175
1100
KG75A
HA 694 T Sr. II
91
75/60
2250x725x1175
1150
C-10
MANUAL - GENSET
CHAPTER - 3
INSTALLATION 3.1 LOCATION Selecting a location for the genset is very important part of any installation procedure. Always locate the genset in an area that will provide adequate ventilation and physical protection for the unit. For the purpose of simplifying maintenance and inspection requirements it will also be important to place the genset in such a position so as to allow easy movement around the machine without overcrowding. Generally, 1.5 to 2.0 meters space all around the genset should be ensured. The location should be clean, dry and have good drainage capabilities. Should the location be outdoors protect the genset with a weatherproof enclosure (available as an optional retrofit item). Another point to keep in mind is the space required to undertake major overhaul or service operations. In some cases it may be necessary to remove major components.
For acoustic enclosures ensure that the openings provided for fresh air inlet and outlet are not blocked. 3.2 FOUNDATION Refer to Figure 3-1. A reinforced concrete pad makes the best foundation. A pad with sufficient mass in proportion to the size of the genset will provide the rigid necessary to minimize deflection and vibration. Typically this should be 150 mm to 200 mm deep and a mass at least equal to that of the gensets. The foundation may be located on soil, structural steel, building floors etc., provided the total weight of the foundation and genset package does not exceed the allowable bearing load of the . Allowable bearing loads of structural steel can be obtained from Engineering Handbooks while local building codes will provide the allowable bearing loads for different types of soil. 3.2.1 Isolation It is advisable that the principal foundation of each genset rests on bedrock or solid earth completely independent of other foundations, cement work, walls or operating platforms. 3.2.2 Vibration The design of the genset is such that only minimal vibration is transmitted to the foundation. Anti vibration mounts are fitted between engine, alternator and baseframe or in larger capacity gensets vibration isolators are mounted below the baseframe. In generator rooms situated on upper floors special attention to vibration isolation is necessary. Often spring type vibration isolators will be needed.
Figure 3.1 - Foundation Doors must be sized to allow access in and out for the complete generator set and major accessories. Air inlet and outlet vents can often be made removable to floor level to provide an access point.
It is necessary to ensure that building structures are capable of ing the genset, fuel storage and accessories. Refer to figure 3-2 for Typical ventilation arrangement for water-cooled engines.
C-11
MANUAL - GENSET
A
RAIN CAP
ALTERNATIVE RAIN COVER EXHAUST SILENCER
EXHAUST PIPE TO SLANT DOWNWARDS TOWARDS CONDENSATION TRAP
CONDENSATION TRAP
WINDOWS WITH LOUVERS FOR HOT AIR OUTLET
EXHAUST PIPE TO BE COVERED WITH ASBESTOS ROPE OR CLOTH
HOT AIR OUTLET
HOT AIR OUTLET
FOR EXHAUST PIPE
WINDOWS WITH LOUVERS FOR HOT AIR OUTLET
1500
ALTERNATOR
STARTING HANDLE
FRESH AIR INLET
MIN. DISTANCE REQUIRED TO FACILITATE HAND STARTING
WINDOWS WITH LOUVERS FOR FRESH AIR INLET
CONCRETE BASE FOR GEN. SET FOUNDATION M14x15 THREADS FOR GEN. SET FOUNDATION BOLT
GROUNTING IN CONCRETE FOUNDATION
WINDOWS WITH LOUVERS FOR FRESH AIR INLET
LUBE OIL DRAIN
REMOVABLE DUCTING SLIGHTLY LARGER INSIDE THAN RADIATOR CORE
Figure 3.2 - A Typical Ventilation arrangement for Water Cooled Engines This layout drawing shows a typical genset installation. It is meant as a guide only. Full details of the particular unit should be assessed and the installation layout designed to suit the requirements of your site. Notes :
•
The circuit breaker position can vary according to the requirements of the installation. It may also be mounted remote from the genset.
• •
The control can be made to allow wall mounting.
•
Openings should be provided behind the alternator for incoming cold air and directly in front of the radiator for outgoing hot air. The cold air first es over the alternator, then the engine, picking up radiant heat as it es. It then es through the radiator and is discharged through a duct to the outside of the genset room.
•
A temperature rise of 5-15 Deg C (9-27 Deg F) in the cooling air can be expected at full load.
Depending on cable routing to the genset room and terminal points at the generator, the power cables may be installed for bottom from ducts or floor trenches.
Canopy Temperature Air temperature near air cleaner should not exceed 5 o C above ambient. Sufficient window opernings required to maintain air inlet temperature within the limit. C-12
MANUAL - GENSET
3.3 GROUNDING (Indian Electricity rules) Grounding should be done in accordance with applicable National, Local Code or Regulation. 3.4 AIR INLET Engine inlet air must be clean and as cool as possible. These conditions will drastically effect both engine life and performance. Normally the inlet can be taken from the area surrounding the installation site. However, in some cases the condition of the air surrounding the machine may warrant ducting the air from outside or another room. When it does become necessary to duct air in, the air filter should remain mounted to the engine as opposed to a remote mounting (such as on a roof or in another room). This will eliminate the possibility of dirt leaking through the duct work upstream of the air filter. 3.5 COOLING AND VENTILATION The radiated heat given off by the engine, generator and exhaust piping can result in a temperature high enough to adversely affect operating and maintenance personal or the performance of the genset. Locate the genset in a room or area that will provide or allow sufficient ventilation to remove this heat as well as the heat radiated from the engine cooling water by the radiator. Preferably provide exhaust fans to drive hot air outside. If acoustic enclosures are placed in an enclosed place, ensure that enclosure is well ventilated and exhaust gases are driven out of the enclosure.
as big as the radiator core area but, as a guide, an area on 150% of the core area of the radiator should be allowed for. 3. For weather protection, louvers should be fitted to the intake and exhaust openings. These can be either of the fixed or movable type. Manually operated movable louvers may be acceptable in some cases, but they are not acceptable for automatic standby units. Radiator air should not be depended upon to move the louver vanes. 3.6 EXHAUST The exhaust system is used to direct exhaust gases to non-confined areas and reduce the noise to tolerable levels. When deg a system the main objective is to minimize back pressure. Excessive back pressure in an exhaust system will create horsepower loss and increase the engine operating temperature, and emissions. When bends are required in an exhaust system, always make the radius at least 150% of the inside diameter of the pipe. As most exhaust system designs are governed by the physical characteristics of the building or room in which they are located, it is of the utmost importance that the exhaust pipe be routed in a path offering the least amount of turns or bends so not to increase back pressure more than 50 mm of Hg.
1. Ensure that hot air is positively discharged from the building by fitting a flexible connection between the radiator and the duct
Be sure that all pipes are well ed and that springs or other dampers are used at points of high vibration. Due to the heat radiation of the exhaust pipes it is recommended that all pipes be located at least 250 mm from any combustible material. Wrapping the exhaust pipes with high temperature insulation or installing fitted insulated sections will aid in preventing excessive heat radiation within the room.
2. The size of the openings should be calculated to ensure that excessive restriction is not imposed on the flow of cooling air. Openings should at least be
At points where the piping es through a wall or roof, a metal thimble guard 300 mm in diameter slightly larger than the pipe should be installed.
Points to in any type of installation:
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MANUAL - GENSET
Revolving Flange (Kept free on Exhaust Piping side)
Fixed Flange (Engine side)
CAUTION : 1.
During installation of bellow, fixed flange of bellow should be located on the engine side, while revolving flange should be kept free.
2.
Provide an additional bellow in the horizontal piping if the length between s is than 4.0 meters.
3.
Always use MS pipe for Fuel and exh. Piping as recommended by KOEL
4.
Please ensure that you have removed all welding splashes inside the exh. Pipe to save turbo charger from damage due to foreign particles.
5.
Always use long bend in exh. water and fuel piping. Use appropriate dia of pipe considering resistance of pipe and no of bends as KOEL Norms specified.
6.
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For further details of exhaust pipe dimensions, no of bends, length of pipe etc please Refer the Gen set manual by KOEL.
MANUAL - GENSET
Typical Fuel circuit diagram
Recommended Fuel Connections on Fuel Tank
Typical Fuel Installation
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MANUAL - GENSET
As shown in Figure 3.3 bevel the end of the pipe at a 3045 degree angle. Should the pipe end be horizontal, bevel the pipe from the top back to the bottom. This will not only reduce the noise levels at the outlet but will also minimize entrance of precipitation on horizontal pipes. The level or height at which the outlet is situated should be sufficient to prevent fumes and odours from becoming an annoyance or potential hazard. Also, an exhaust pressure actuated raincap is recommended for use on vertical outlet pipes. Any long horizontal or vertical piping should include water legs and drain traps at their lowest points so that water does not reach either the silencer or the engine. It is also recommended that a slight slope downward from the silencer to the water leg or rain trap be added to assure the proper removal of water. By locating the silencer as close to the engine as possible you will be able to minimize the noise level in the exhaust piping. Each genset installation should have it’s own exhaust system and should not be connected to a system accommodating more than one genset as the possibility of exhaust gas and condensation backflow may cause permanent damage to an idle engine. Note: Health warning: Inhalation of exhaust fumes is potentially lethal. The correct installation of exhaust systems to prevent accumulation of exhaust gas cannot be over emphasized. Additionally, prolonged exposure to engine exhaust noise can be damaging to hearing. A genset should never be operated without a fully installed exhaust system and all personnel in close vicinity should wear ear protection. 3.6.1 FLEXIBLE CONNECTIONS The exhaust piping should be connected via a flexible t located on the engine exhaust outlet. This connection serves three purposes. 1. It relieves some of the weight of the exhaust piping from the engine. 2. It isolates the exhaust system from vibration.
C-16
3. It allows for some movement of either the genset or exhaust system components. Long piping runs should be divided into sections separated by additional flexible connections. This will also compensate for the expansion and contraction of the piping itself due to temperature change. Any insulation material used for a flexible connection should allow for the expansion and contraction of the connections, due to temperature changes. Generating sets with acoustic enclosure are provided with exhaust outlets having connecting flanges. Exhaust gases from the outlet can be routed away to desired location. For up to 3 meter distance exhaust pipe size same as provided on the outlet can be used. For longer lengths total exhaust system assessment should be done by competent person. In no case, exhaust back pressure should exceed 50 mm of Hg when measured at exhaust manifold of engine, at rated load. 3.7 FUEL SYSTEMS The fuel system must be capable of delivering to the engine a clean and continuous supply of fuel. When deg a fuel system, always incorporate the requirements of Local, State, or National Codes, which may pertain to either the fuel system or the electrical apparatus utilized by the system. 3.7.1 Diesel Fuel Bulk Storage Bulk fuel storage is the most preferable method of providing fuel supply. This method allows bulk fuel purchases which will minimize dirt and contamination possibilities, especially when the fuel is seldom used. The bulk storage tank may be located either above or below the ground. A vent must be installed on the main tank to relieve the air pressure created by filling the tank as well as preventing a vacuum within tank as fuel is consumed. The tank bottom should be rounded and placed on a 2 degree tilt to assure a concentrated settling of both water and sediments. At the low point of the tank a drain valve should be installed to remove water that may accumulate due to condensation.
MANUAL - GENSET
Underground tanks must be pumped periodically to remove this water. This is best done by placing a tube through the filter pipe to the low end of the tank. For these reasons it is imperative that the tank be placed in or on stable ground to assure that eventual settling does not change the location of the low point of the tank. Burying the tank below the frost line will help in avoiding seasonal settling. Another consideration to be made when locating the main tank is the height difference between it and the auxiliary tank (day tank). The maximum vertical lift capabilities of a standard electric motor driven fuel transfer pump is 5m. Do not place either tank at a level that would exceed the pump lift capabilities. Also keep in mind the possibilities of pressure drop created by excessive horizontal distances and pipework bends. The fuel delivery line carrying fuel to the engine and the fuel return line for carrying excessive fuel back to the tank should be no smaller than the fitting sizes on the engine. For longer runs or extremely low ambient temperatures increase the size of these lines to ensure adequate flow. The fuel lines can .be made of any fuel compatible material such as steel pipe or fuel line tube that will tolerate ambient conditions. Overflow piping should be of the same material and one size larger. The fuel return line should enter the tank at the top and contain no shut-off valve. This line should be designed with a minimum amount of bends or dips to prevent an air lock in the system. The fuel delivery line should pick up the fuel from the point no lower than 20mm from the bottom of the tank. If at all possible locate this line at the end of the tank opposite that of the return line and at the high end of the tank. Flexible fuel lines should be used at a point between the tank and engine (preferably adjacent to the genset) to avoid the potential damage that could be created by vibration.
All standard gensets with acoustic enclosure are provided with tank fitted in the baseframe. This day tank will produce a ready fuel supply. 3.7.3. Filters and Traps Clean fuel will aid in attaining maximum engine life and dependability. Primary filters are recommended for use between the engine filters and the transfer pump. Water and sediment traps should also be included upstream of the transfer pump. However, on border line pump installations do not increase fuel line restrictions to a point exceeding the capabilities of the pump. 3.8 FIRE PRECAUTIONS When deg a genset installation the following points should be noted: –
The room should be designed so that there is an easy escape route for operating personnel in the event of fire within the room.
–
A recommended type of fire extinguisher or fire extinguishing system should be provided to fight the fire.
–
Gravity operated fire valves operated by fusible links, mounted above the engine, can be installed in the fuel lines.
–
The room should be kept clean and free from accumulated rubbish which can be a fire hazard.
3.9 STARTER BATTERIES Resistance in the starting circuit has a significant effect on the starting ability of the engine. Therefore, the batteries should be located as close as possible to the genset (batteries should be accessible for servicing). Maintenance procedures should be carried out rigorously since the batteries have to be in perfect condition to start the diesel engine.
3.7.2 Day Tanks Auxiliary tanks or day tanks as they are commonly referred to are recommended. Refer figure 3-4 for typical fuel installations. C-17
MANUAL - GENSET
Note: Batteries emit inflammable gas. Do not smoke or create sparks or naked flames adjacent to batteries. 3.10 ELECTRICAL CONNECTION Only fully qualified and experienced electrical technicians should be allowed to carry out electrical installation work. The electrical connection to the genset should be made with flexible cable to prevent the transmission of vibration and possible damage to the alternator or circuit breaker terminals If it is not convenient to use flexible cable throughout then a link box can be installed close to the set with a flexible connection between it and the set. The cable may be laid in a duct or on cable tray. When bending cable reference must be made to the recommended minimum bending radius. No rigid connection should be made between the set and the cable system, eg, cable tray. When single core cables are used the gland plates must be of non-ferrous material, eg, aluminum, brass or a nonmetallic material such as teflon. The cable must be suitable for the voltage being used and adequately sized to carry the rated current with allowances made for ambient temperature, method of installation, proximity of other cables, etc. All electrical work should be carried out in accordance with any applicable National, Local Standards, Codes or Regulations. All connections should be carefully checked for integrity. Phase rotation must be checked for compatibility with the installation. This is vitally important when connection is made to an auto transfer switch, or if the machine is to be paralleled.
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3.10.1 Protection The cables connecting the genset with the distribution system should be protected by means of a circuit breaker, fuses or other means to disconnect the genset in case of overload or short circuit. 3.10.2 Loading When planning your distribution system it is important to ensure that a balanced load is presented to your genset. If loading on one phase is excessive in comparison to the other two phases this will cause overheating in the alternator windings, imbalance in the phase to phase voltage output and possible damage to sensitive 3 phase equipment connected to the system. Ensure that no phase current exceeds that of the current rating of the genset. It may be necessary to reorganize the electrical distribution system if a genset is to be connected to an existing installation. 3.10.3 Power Factor The power factor (cos phi) of the connected load should be determined. Power factors below 0.8 will overload the generator. The genset will provide its kilowatt rating and will operate satisfactorily from 0.8 to unity power factor. Particular attention must be given to installation with automatic or manual power factor correction equipment to ensure that a leading power factor is not present under any conditions. This will lead to voltage instability on the generator output and may result in damaging overvoltages. 3.10.4. Grounding Requirements (See Paragraph 3.3) Regulations vary and advice should be sought from the local supply utility as to their requirements. The factory connects the frame of the alternator to the frame of the genset therefore the complete mass of the genset is at the same potential. The connection if required of the generator winding star point / neutral to earth is the responsibility of the installation technicians.
MANUAL - GENSET
* Warning: Never attempt to work on live wiring. Always stop the genset and open the circuit breaker on the load cables before working on the alternator or it’s connectors.
–
The designed noise level at a fixed distance, normally 1m or 7m.
–
Environmental conditions, ambient temperature etc.
3.10.5 Start Up
Noise emissions from diesel gensets (without acoustic treatment) are at sound pressure levels of between 100 dB(A) and 110 dB (A) at 1m. Kirloskar Gensets with acoustic enclosures have a typical noise pressure level of 75 dB(A) or less (average) at a distance of 1 meter from the enclosure.
Before attempting to start the genset refer Chapter 4 of this Section. 3.11 NOISE CONTROL Your genset can be supplied with accessories and components to reduce noise emissions. Typically available are residential and super critical silencers, acoustic louvers and splitter vents, fan silencers and acoustically treated enclosures.
Intermediate levels of treatment will prove more economic and are often satisfactory depending only on the nature and type of installation. Hospital Care Areas will require more attention than the normal commercial / industrial installation.
The requirements for each site vary enormously and for any critical installation we recommend you consult your dealer at an early stage. The information needed to select acoustic equipment is: –
The model and capacity of genset
–
The location and overall site plan.
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MANUAL - GENSET
CHAPTER - 4
CONTROL SYSTEMS AND OPERATIONS Important
4.1 CONTROL SYSTEM The Control System consists of:A) Control providing a means of starting and stopping the Generator Set, monitoring its operation and output, and causing the engine to automatically shut down in the event of a circuit fault condition arising from low oil pressure, high coolant temperature, over speed, low fuel level (optional). B) An Alternator Circuit Breaker providing a means of switching the Generator output, and automatically disconnecting the load in event of short circuit. 4.2 CONTROL SYSTEMS AND OPERATIONS Preparing for Operation Before starting your DG set be sure that it is positioned on a level surface so that proper liquid levels can be obtained. Check engine oil, radiator coolant, battery electrolyte and fuel levels. Be sure that the Genset will be operated in a well ventilated area with all exhaust fumes piped away. Before connecting batteries, ensure control is switched off. Prolonged inhalation of exhaust fumes may result in serious illness or death. Prolonged exposure to the noise levels of a diesel engine can impair hearing unless proper ear protection is worn. Before any attempt is made to operate the machine, be sure that engine and alternator are properly earthed. Local and national regulations for the grounding of gensets should be adhered to as well as those regulations which describe the methods of connection and minimum sizes of grounding conductors based on the size of the load cables.
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Adequate grounding of the genset is necessary for both stationary and wheel mounted units to prevent the possibility of injury or death in the event of electrical fault. When filling the fuel tank, do not smoke or use an open flame in the vicinity. Also the tank should never be filled when the Genset is operating or while the engine is hot. Spilled or vaporized fuel could be ignited easily. Never attempt to disconnect a load connection or perform maintenance while the Genset is in operation. To avoid an accidental start of the engine, always disconnect the battery when performing major operations. As the battery system is negative earth. The negative connection should be disconnected first and reconnected last. The cover of the control should not be removed while the genset is in operation. The cover, when removed, exposes live electrical connections. Maintenance on the control should only be carried out by a qualified technician. Important Always shut down the Genset and switch off circuit breaker prior to connecting, or disconnecting load cables. Only restart when a sound connection has been made.
4.3 INITIAL START-UP The following procedure should be used to make initial start-up of the Genset. These steps are critical and must be followed closely to avoid complications in operating the Genset. 4.3.1 Check the engine oil and coolant levels replenishing if necessary. 4.3.2
Fill the fuel tank.
MANUAL - GENSET
4.3.3 The following procedure should be used when starting the Generator for the first time or when it has been out of service for a time for maintenance purposes.
4.3.3.10 The frequency of the output voltage should also be checked on the meter. No load frequency is approx. 52 Hz, for 50 Hz units.
4.3.3.1 Ensure the key switch is turned OFF.
4.3.3.11 When the generator is producing voltage, check the phase rotation of the generator by connecting a phase rotation meter to the terminals on the generator side of the circuit breaker. (Caution: DO NOT close the circuit breaker). This check should be carried out by a qualified technician and the result noted for use later if Generator is to be connected to an existing system.
4.3.3.2 Ensure the circuit breaker is switched OFF. 4.3.3.3 Connect the batteries to the engine with correct polarity. 4.3.3.4 Prime the fuel system using the hand priming pump and bleed entrapped air from the fuel filter-see engine manual for details. 4.3.3.5 Turn the Key switch to start Position “ON”. Engine control system will be switched on.
4.3.3.12 After the voltage and frequency checks have been made, shut the machine down by pressing “O” on genset control . IMPORTANT
In manual mode, allow an interval of approximately 10 Seconds between cranking attempts, and should the engine still not have started after four cranking attempts, refer to the engine manual to determine the cause of failure to start.
Always shut the genset down prior to connecting, or disconnecting, load cables. Only restart when a sound connection has been made.
4.3.3.6 After the engine has been started check for any abnormal noise or vibration
To shut down the Genset, turn off the load using the circuit breaker, and press button the “O” (as per applicable) position. In case of an emergency where immediate shut down is necessary press the emergency off push button.
4.3.3.7 Check fluid leakage or high temperature. 4.3.3.8 Check the control for indications of abnormal operation, in particular above normal engine temperature or below normal oil pressure. 4.3.3.9 Immediately the engine reaches full operating speed the voltmeter should be checked to ensure that the voltage has reached the correct operating level. The voltage is factory set at the voltage regulator and needs no further adjustment. Should the output voltage be incorrect, adjustment of the voltage should only be carried out by a Qualified technician. Voltage adjustment is achieved by varying the setting of a potentiometer mounted inside the automatic voltage regulator which is fitted in the alternator terminal box.
4.4 SHUTDOWN PROCEDURE
4.5 NORMAL START-UP PROCEDURE (For manual operation) On subsequent starts follow the procedure explained below. This start up procedure must be strictly adhered to. ENSURE KEY SWITCH IS TURNED, TO POSITION “OFF”. 4.5.1 Make a visual check of the entire Genset. Watch for signs of leaks from the engine i.e. fuel system, cooling system and lubrication system. 4.5.2 Check engine oil, water and fuel levels, replacing if necessary. Check the battery terminals for corrosion, cleaning where necessary. Check the battery electrolyte level and fill with distilled water if necessary.
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MANUAL - GENSET
4.5.3 Turn ON. DC ON switch unit will get DC power. For manual starting press the start button on genset control unit. 4.5.4 Starter supply will disconnect automatically after getting supply from AC alternator. This will be sensed by genset control unit. 4.5.5 Lub. oil pressure gauge will show lub. oil pressure and low lub. oil pressure switch will get opened. 4.5.6 Once the engine is started battery charging alternator starts charging the battery and charging current is indicated on DC ammeter. 4.5.7 Run the set on no load for atleast 2-4 minutes. Put the Main Current Circuit Breaker ON. Genset output is available to load. 4.5.8 Water temperature gauge is provided which indicates engine water temperature.. For healthy condition this needle is should be in green zone. 4.5.9 AC voltmeter will show alternator output voltage. AC ammeter will show load current depending upon the connected load. 4.5.10 Refer to Section D for specific engine maintenance requirements. 4.5.11 Dispose off any loose items or debris in the vicinity of Genset that may inhibit operation or could cause injury.
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4.5.12 Drain condensate traps in the exhaust system, if so equipped, and check for exhaust leaks. If engine does not start in first attempt allow an interval of approximately 10 Seconds between cranking attempts, and should the engine still not have started after four cranking attempts, refer Section D to determine the cause of failure to start. 4.5.14 Check for any abnormal noise or vibration. 4.5.15 Switch on the Alternator Circuit Breaker. Load may be applied immediately to the Genset. However, the maximum step load that can be accepted in anyone step is dependent on the operating temperature of the Genset. With the Genset cold (not more than 20 degrees C/68 degrees F) the maximum step load acceptance is approximately 50% of rated output. However, with genset at normal operating temperature (approx 80 degrees C/ 176 degrees F) the maximum load that can be accepted depending on the type of engine in one step is 60-100% of the Genset rating. These figures are given as a guide only and the relevant technical data sheet should be consulted when in doubt. WARNING: Always shut down the Genset prior to connecting, or disconnecting, load cables. Only restart after proper connections has been made. If at any time the generator stops because of a fault, the fault should be rectified before trying to restart the generator.
MANUAL - GENSET
Timer setting indicator for auto mode.
Battery charging indicator
Stop
Engine Idle
Enmgine Running
Start
High Water Temperature
Low Lube Oil Pressure.
Fig. 4-1 :
Centre button (with Hand symbol) : This button is used to start the set in manual mode. By pressing the button START output will get On & starter will get the supply through start relay at the same time fuel solenoid will also get energiged. Starter will automatically Will disconnect after getting supply from alternator (Phase & neutral). Left button (with“O” symbol) is used to stop the set, to reset the fault & to terminate the AUTO mode.
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MANUAL - GENSET
4.6 CONTROL SYSTEM FUNCTIONAL DESCRIPTION
All alarms are indicated by high visibility red LED’s.
The 703 is an engine auto start and protection module. It utilises advanced surface mount construction techniques to provide a compact, yet highly specified module.
The module’s microprocessor provides a comprehensive list of timers and configurable functions. Parameter settings can be adjusted using the front push buttons once in Configuration Mode. PI see installation procedure.
Operation is via three push-buttons mounted on the front with STOP, MANUAL START and AUTO positions.
FEATURES
OPERATION Stop mode - This is used to stop the engine when it is running and to cancel ‘Auto’ mode. It is also used to reset any Shutdown Alarm condition. Manual mode - This mode is used to manually start and run the engine, which can be stopped by pressing the Stop button. Auto mode - (for AMF application only) This selects the automatic mode of operation, in which the module will await the remote start signal. Once received, the module will initiate its pre-configured Start Sequence, observing the start delay timer before starting the engine. When the remote start signal is removed, the module will initiate its pre-configured Stopping Sequence. The module monitors the engine and provides the following functions:
• • • • • • • • • • • • • • • • • • •
Micro-processor based design Automatic Engine Starting and Stopping Automatic Shutdown on fault condition Configurable via front Simple push-button controlled operation 10-30V DC operating voltage Configurable Digital Inputs Configurable Solid State Outputs Configurable Timer Settings Solid State Fuel and Crank outputs External Remote Start input LED Alarm indication Stop Delay Timer Energise to Stop timer Pre-heat Timer Over Speed Shutdown Optional Underspeed Protection Low Oil Pressure Shutdown High Engine Temp Shutdown
•
In Auto mode Automatic Start with 3 attempts and Automatic Crank Disconnect - with adjustable Start and Stop Timers and Fail to Start indication.
The 700 series modules have been designed for front mounting. The module is fitted into the cut-out, and screw holes are provided for secure fixing.
•
Configurable functions.
4.7 OPERATION
•
Low Oil Pressure and High Engine Temperature Shutdown.
• • •
Overspeed (frequency) protection.
Pre-heat and
Energise
to Stop
Charge Fail Alarm Two fully configurable auxiliary inputs. 1st Auxiliary input is connected to Low fuel shutdown. 2nd auxiliary input is connected to emergency stop condition .
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a) Carry out Pre-start Checks:Alternator Circuit Breaker Off Engine coolant level Engine oil level Fuel level All electrical s secure Control key switch in the Off Position. b) Switch off the Alternator Circuit Breaker. 4.7.1 Do not crank the engine for more than 5- 7 seconds if the engine fail to start.
MANUAL - GENSET
Allow an interval of approximately 10-15 Seconds between cranking attempts, and should the engine still not have started after four cranking attempts, refer to the engine manual to determine the cause of failure to start. At this point your genset should be running normally; the protective switches i.e. low oil pressure and high engine coolant temperature will be open and sensing their respective operating conditions. In the event of a fault the relevant fault circuit will operate and shut down the Genset. 4.8 CONTROL EQUIPMENT
THE FREQUENCY METER indicates the frequency of the generator output. The engine maintains a relatively constant speed under governor control so as to provide proper operating frequencies of 50Hz or 60 Hz when the generator is operating at full rated load. At partial loads the frequency will be some percent higher than normal, depending on the droop of the governor. In practice at no load, frequencies of approximately 52 and 62.4 Hertz respectively are normal. 4.8.2 Engine Instrumentation The engine instrumentation is as follows:-
The control is matched with an instrument consisting of the following:
1 no. engine lube oil pressure gauge.
4.8.1 Generator Instrumentation
1 no. ammeter (To indicate charging current)
1 no. engine coolant temperature gauge. 1 no. battery voltmeter (optional)
The A.C. instrumentation provided is as follows: 1 no. ammeter with selector switch, to monitor the current in each phase or 3 ammeter (optional). 1 no. voltmeter and selector switch to monitor the phase to phase and phase to neutral output voltage. 1 no. frequency meter monitoring the frequency of the alternator output. 1 no. hours run meter monitoring the running time of the engine (useful for establishing maintenance periods). The following description explains the function of each instrument:The A.C. VOLTMETER Indicates the voltage the Genset is supplying to the load. The reading indicated by the voltmeter will vary depending on the connections made inside the alternator terminal box, the setting of the voltage regulator, and the position of the voltmeter selector switch. It should not, however, vary when the set is operating. The A.C. AMMETER indicates current being delivered which is dependent on the connected load. The ammeter displays current on each phase which is selected by means of the ammeter selector switch. In case of 3 ammeters selector switch is not required.
The following description explains the function of each instrument and gives the proper reading for normal operation. The ENGINE WATER TEMPERATURE is connected to the engine at an access port which allows it to sense the temperature of the engine coolant. This gauge continually monitors the temperature of the coolant during operation. The normal temperature should be approximately 85 Deg C (green zone). This is an electrical device operating from the genset battery when the engine is running. The ENGINE OIL PRESSURE GAUGE monitors engine oil pressure from the moment the engine is cranked. The proper engine oil pressure rating should be approx. 3 bar - 4.5 bar at 1500 RPM. (Under full or 75% load condition) DC ammeter - This indicates battery-charging current when the engine is running and charging alternator is developing the voltage. Battery voltmeter (optional) - This indicates battery voltage. This also indicates battery condition when engine is cranking. If battery voltage is not proper during cranking then check the battery and its connections.
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MANUAL - GENSET
4.8.3 Fault Lights
4.10 MAINTENANCE
The FAULT LIGHTS indicate that a shut down has been initiated by the protective circuitry.
No regular maintenance is required for the control system. However, to ensure that the generating set is always available for service when required, the following is recommended:-
4.9 ALTERNATOR CIRCUIT BREAKER The moulded case circuit breaker (MCB/MCCB) is of sufficient rating for the genset output. The genset output is switch able through this device, handle up being “on”. The breaker will carry its rated current continuously. Breaker will trip to the mid-position if the rating of any one phase is exceeded for a period depending on the percentage overload and the MCB/ MCCB characteristics. The breaker must then be moved to the “off” position before re-closing.
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4.10.1 Every two weeks, carry out an operational test on the system as illustrated in paragraph 4.7a. check and replace fuel levels. 4.10.2 Every four weeks, carry out an operational test on the system. The genset should be operated on at least 50% load for 2-3 hours. 4:10.3 Every six months, check tightness of all connections, tighten if necessary.
MANUAL - GENSET
FUNCTIONS AND PARAMETERS TABLE Function Pre-heat Timer
m
m
m
m
l
Start Delay
m
m
m
l
m
Stop Delay
m
m
m
l
l
Energise to Stop Timer
m
m
l
m
m
Normal Frequency
m
l
m
m
m
Nominal DC Voltage
m
l
m
m
l
LOP Switch
m
l
m
l
m
HET Switch
m
l
m
l
l
m m m m l l l l m m m m l l l l m m m m l l l l m m m m l l l l m m m m m m m m
11 m m l l m m l l m m l l m m l l m m l l m m l l m m l l m m l l m m m m m m m m
12 m l m l m l m l m l m l m l m l m l m l m l m l m l m l m l m l m l m l m l m l
Value (Default in Italics) 0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds 0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds 0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds 0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds 50 Hz (O/S + 14%) 60 Hz (O/S + 14%) 12V DC (CF 8V) 24 DC (CF 16V) Close on Fault Open on Fault Close on Fault Open on Fault C-27
MANUAL - GENSET
11
12
Value (Default in Italics)
m
m
m
Disabled
m
m
l
Enabled (2 Second delay)
m
m
m
Disabled
m
m
l
Enabled (U/S – 20%)
m
m
m
Immediate Warning Close
m
m
l
Immediate Warning Open on
m
l
m
Immediate Shutdown Close
Function Crank disconnect on
m
l
l
m
m
Oil Pressure Underspeed detection Auxiliary Input 1
m l
l m
l m
m m
l m
Function
Auxiliary Input 2
l
m
m
m
l
Function
Auxiliary Input 1
l
m
m
l
m
Function
Auxiliary Input 2 Function
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l
m
m
l
l
m
l
l
Immediate Shotdown Open
l
m
m
Delayed Warning Close on
l
m
l
Delayed Warning Open on
l
l
m
Delayed Shutdown Close on
l
l
l
Delayed Shutdown Open on
m
m
m
Immediate Warning Close
m
m
l
Immediate Warning Open on
m
l
m
Immediate Shutdown Close
m
l
m
Immediate Shutdown Open
l
m
m
Delayed Warning Close on
l
m
l
Delayed Warning Open on
l
l
m
Delayed Shutdown Close on
l
l
l
Delayed Shutdown Open on
l
l
l
Not used
m
m
l
Pre-heat
m
l
m
Engine Running
m
l
l
Common Warning
l
m
m
Common Shutdown
l
m
l
System in Auto
l
l
m
Common Alarm
l
l
l
Energise to Stop
m
m
m
Not used
m
m
l
Pre-heat
l
m
l
Engine Running
m
l
l
Common Warning
l
m
m
Common Shutdown
l
m
l
System in Auto
l
l
m
Common Alarm
l
l
l
Energise to Stop
MANUAL - GENSET
TROUBLE SHOOTING Sr. 1
Problem
Check & Action to be taken
No. DC voltage after DC ON switch is turned ON. (to “ON” position) When engine stand still.
Check battery supply. Bad electrical connections. Check the MCB to ‘ON’ position.
2
The engine draws relatively very small current when the dc on switch is turn on. However, when one attempts to start the engine, the starters would draw a much Higher current. If the batteries are Weak, then the battery voltage will droop to a very low value and the engine will not crank.
Engine dose not CRANK while start PB pressed.
Possible Causes and Remedies Batteries are very weak. Check the start relay operates. Use Properly charged batteries.
OR The engine doesn’t start but cranks.
Fault in starter motor. Air lock in fuel system. Restriction in a fuel pipe. Before engine starting ensure that load switch (mccb) is off.
3
High Water temp. Indication lights and engine stop.
Temp. switch end wire is may be body earth. May be temp. switch is faulty. Actual water temp. is high. No water in radiator. Water circulation system may be faulty.
4
Charge fail indication ‘ ON’
Check ‘IND’ terminal connected properly. Check the wiring. Check alternator is developing voltage or not.
5
Low fuel level indication lights
Check fuel level in tank and fill as required. Check Float switch. Check wiring.
6
Engine fires and stops after sometime and LOP indication lights
Lop switch is not working properly Actual Lub oil pressure is not developed Pressure switch connection wrong Wiring is not correct. No oil in engine. Lub oil pipe not connected to gauge.
7
Engine overspeed indication (Frequency based)
Check gen. Supply to control unit. Check engine rpm. Check for loose connections C-29
MANUAL - GENSET
Sr. 8
Problem
Check & Action to be taken
Emergency stop P.B. pressed.
STEP 1. Check the emergency stop P.B. pressed on and Canopy. 2. Check wiring to P.B. for body earth. Switch may be faulty. ONCE THE FAULT HAS BEEN IDENTIFIED AND RECTIFIED. RESET BY PRESSING ON “0” UNIT BUTTON.
9
NO VOLTAGE PRODUCED WHEN GENERATOR IS RUNNING
STEP 1. CHECK VOLTMETER SELECTOR SWITCH IS NOT SWITCHED OFF. 2. CHECK FUSES F2, F3 ANDF4. 3. CHECK VOLTAGE AT ALTERNATOR TERMINALS WITH INDEPNDENT METER. IF VOLTAGE IS CORRECT CHECK WIRING BETWEEN ALTERNATOR AND . CHECK VOLTMETER. REPLACE IF NECESSARY. 4. CHECK AVR AND ROTATION DIODES-REFER TO ALTERNATOR MANUAL FOR DETAILS. 5. CHECK ENGINE SPEED IS CORRECT.
10
GENERATOR DOES NOT STOP
STEP 1. CHECK KEY SWITCH OPERATION 2.
11
GENERATOR DOES NOT GO ON LOAD
CHECK FUEL CONTROL SOLENOID (FCS). REPLACE, IF NECESSARY.
STEP 1. CHECK CIRCUIT BREAKER IS SWITCHED ON. 2. CHECK GENERATOR IS PRODUCING VOLTAGE. IF NOT, SEE SECTION ON “NO VOLTAGE PRODUCED”.
C-30
MANUAL - GENSET
CHAPTER - 5
OPTIONAL EQUIPMENT 5.0 INTRODUCTION Standard s may be fitted with a variety of optional equipment during production of the generating set to meet specific requirement. Your may contain one or more of the following options.
These heaters are all automatically disconnect on engine start-up. Control switches (ON/OFF) are not normally fitted but are available as a further option. NOTE: An auxiliary supply of 220-240V AC is required for this option.
5.1 BATTERY TRICKLE CHARGERS
5.3 FUEL TRANSFER PUMPS
These chargers are designed to ensure that the starter batteries maintain their charge even if the generator is not operated for long periods.
Where a fuel transfer pump is required to transfer fuel from bulk storage tanks to the generator day tanks, a 220/240V AC single phase pump is fixed to the baseframe, float switches are fitted in the day tank and control relays, switches, lamps and overloads are fitted in the control .
The chargers are available in two sizes (5 Amp nominal rating and 10 Amp nominal rating). A 10A charger is generally located in a separate box placed adjacent to the control . Control switches are not normally fitted but the chargers are automatically disconnected on generator start-up. When the engine is running the batteries are charged from the engine driven automotivetype alternator. The absence of a switch mean that the trickle charger cannot be inadvertently switched off. However if considered essential as ON/OFF control switch can be provided. To monitor the charging current a suitably scaled moving coil DC ammeter can be provided. NOTE: Batteries which have a very low charge should not be connected to these chargers as damage may result. An auxiliary supply of 220-240V AC is required for this option. 5.2 HEATERS Immersion type heaters working on mains supply (110/ 220 V) can be fitted in the engine water system to ensure that the engine is kept warm easy to start and able to take load quicker. Heaters are provided with an integral nonadjustable thermostat set at approximately 40°C (100°F). The rating of the heaters in kilowatts (kW) varies depending on the size of engine. Normally the heaters with 1 kW capacity are used. Anti-consideration heaters in the form of “heat-tracing” tape can be fitted to the alternator stator winding. These operate at a relatively low temperature and do not require a thermostat.
The controls on the door consist of two illuminated push-button. The red is a combined trip lamp and stop button, with the green being a run lamp and manual start push-button. For automatic pump operation the red illuminated push-button must be in the ON (out) position. The pump may be manually started at any time, provided the red push-button is in the ON position, by pressing the green push button. The pump will only run in the manual mode if the green push-button is kept depressed. Inside the is a DC relay (PR) which is energized by a low level switch in the day tank and de-energized by a high level float switch. A of this relay is in the pump or circuit and will cause the pump to run when “PR” is energized and the pump controls are set for automatic operation. The pump contractor is fitted with an electrical overload which operates if the current drawn by the pump is significantly higher than normal. If this overload operates the trip lamp (red) will illuminate. The green lamp is illuminated when the pump or is energized. NOTE : An auxiliary supply of 220-240V AC is required for this option. These pumps must be primed with fuel before initial running to ensure that the bearings are lubricated. Care should be taken to ensure that the pumps never run when bulk tanks are empty or when the fuel fill lines are closed. C-31
MANUAL - GENSET
5.4 METERS
5.6 SPEED /VOLTAGE CONTROL
Where more information is required as regards generator loading, the following meters may be added.
Volts Adjust Potentiometer
1. Three ammeters instead of one ammeter and a selector switch. This provides continuous indication of the running current in each phase. 2. Kilowatt (kW) meter. These are generally three phase unbalanced load moving coil meters. The meter is fitted on the front, with the transducer mounted on the chassis. This provides accurate readings of the load being supplied by the engine. 3. Digital RPM and Hour meter This is optional to the standard frequency meter. 5.5 GAUGES To give further information on engine performance the following gauges may be fitted. 1. Oil Temperature Gauge This is an electrical device operating from the genset battery, which monitors the lubricating oil temperature when the engine is operating.-The normal operating temperature should be approximately ‘Ambient temperature + 80°C for aircooled engines and ‘Ambient temperature + 65°C for water cooled engines, though this will vary between engine models. 2. Ammeter for Engine Driven Charger This gauge monitors the current flow to and from the battery. It is primarily used to observe the charging current being supplied from the engine driven battery charging alternator. When the batteries are fully charged this charging current will be small (less than 5 Amps) but with a partially discharged battery or just after an engine start this current may be as high as 30 Amps.
To allow minor adjustments of voltage to be made from the control , a single turn 5k Ohm potentiometer can be fitted. This allows an adjustment of upto 5% about the rated voltage. Speed adjust Potentiometer This option can only be used when the engine speed is being controlled by an electronic governor. The engine speed/ frequency can be varied using this potentiometer. 5.7 ALARM SIGNALLING Two options are available to supplement the standard fault indications on the . These are: 1. A set of volt free s which changeover in the event of a generator fault. These s remain in the “alarm” condition until the fault is reset. 2. A siren which sounds in the event of a generator fault condition. The siren (D.C. operated) is supplied loose for fitting in a convenient location. The siren can be switched off by pressing the MUTE pushbutton on AMF s, or by turning the key to the OFF position on Keystart s. 5.8 AUTOMATIC MAINS FAILURE OPTIONS Mains Sensing Relay Option When an AMF is supplied without a changeover the mains sensing relay, which is normally located the changeover , may be fitted in the set mounted control . This relay requires a three phase from the incoming side of the mains switch. The relay can then be adjusted such that it will de-energise and start the set when the mains voltage drops below the set point.
C-32
MANUAL - GENSET
This includes following parts 1) Mains sensing module 2) Timer modules 3) Relay module 4) Load Transfer contractor 1) Three phase mains is applied to the LVM unit. This senses for mains under voltage, phase sequence, and phase missing. If all the conditions are OK, this gives mains healthy signal. This signal is used for starting and stopping the set. 2) Different timers are used for (a) Mains restore delay. If mains restores correctly Mains ON or will get ON after this delay. (b) Genset start delay after the mains fail. (c) Set warming delay. After this delay genset or will get ‘ON’. (d) Set cool down delay. After load change over on mains. Set will run on ‘No load’ for a time set by this timer. 3) Relay modules - This includes electro- mechanical relays with appropriate current rating. This controls outputs such as start, stop, common alarm. Mains or ON and generator or ON outputs are options. 4) Load transfer ors - 3 pole (4 pole optional) ors are used for automatic load transfer to either mains or generator. These ors are
electrically interlocked so as both the ors will not get ‘ON’ simultaneously, (mechanical interlock is optional). 5) Selector Switch - This is used for selecting the mode of operation. Auto Mode - In this mode, load will gets automatically connected to either mains or genset depending up to the status of mains. In this mode, genset control unit should be also in ‘Auto.’ Man Mode - In this mode, load can be switched ‘ON’ or ‘OFF’ on either on mains or on genset depending upon the mains or genset supply available. Off Mode - Load will get switched off. Test Mode - Genset can be tested for start and stop using test ON and test OFF buttons. Mains / Genset selector Switch - This switch is used to. check the voltage of either main or genset. Voltage selector switch - Ph-Ph or Ph-N (RYB, N) voltage can be seen on voltmeter with the help of this switch. Indications 1) Load on mains - This will get ‘ON’ when mains or gets ‘ON’. 2) Load on genset - This will get ON when genset or gets ON. 3) Mains Fail - This lamp will gets ON when mains fails or mains phase sequence is not proper.
C-33
MANUAL - GENSET
5.10 FAULT FINDING This section can be used to assist in finding the cause of faults listed under “Additional Alarm / Shutdowns”. It must be read in conjunction with the Trouble Shooting chapter of Section 4 of this manual and also the separate engine and alternator manuals.
FAULT INDICATION 1.
Battery Charger Failure
CHECKS 1. Check the mains voltage. 2. Check the fuse provided. 3. Check the voltage at the output of charger.
2.
Low Fuel Level
1. Check fuel level in day tank and fill as required 2. Ensure Fuel Transfer Pump (if fitted) is operating as described in Chapter 4A.3.
3.
Earth Fault
1. Check all cable and wiring for bad connections or shorts to earth. 2. Check alternator winding as described in the Alternator Manual.
4.
Earth Leakage
1. Check outgoing cabling and wiring for faults. 2. Do not re-start generator until fault has been cleared.
5.
Overvolts
1. Disconnect generator from load and restart. 2. Check voltage on meters. If voltage is normal ensure that the load is non capacitive (power factor correction equipment may lead to a capacitive load). 3. If voltage remains high and cannot be adjusted to the normal level refer to the alternator manual.
6.
Undervolts
1. Check the voltage of . 2. Check the engine rpm. 3. If voltage remains low and cannot be adjusted to normal level refer alternator manual.
C-34
MANUAL - GENSET
CHAPTER - 6
MAINTENANCE 6.1 GENERAL A good maintenance programme is the key to long genset life. Below is a program that should keep your machine in top running condition. Also included in this programme are routine maintenance operations required for the engine and alternator (see Engine Maintenance and Alternator Maintenance Sections). It is good practice to have all of the maintenance and service operations performed by trained personnel familiar with genset maintenance. This, along with a good service records system, should aid in developing an efficient maintenance program. The service records of each genset should include information such as complete nameplate data with model and serial numbers, all drawing and wiring diagrams, spare parts stock lists, as well as a service schedule and a copy of this manual. These records will allow quick reference and may help to diagnose a problem in the future. 6.1.1 Daily Maintenance or at Each Start Up Standby applications may lengthen these requirements to weekly. 1. Make a visual check of the entire genset. Watch for signs of potential leaks from the engine fuel system, cooling system or lubrication seals. 2. Check the alternator for obstructions in the cooling air ventilation screens. 3. Check the alternator and control box for heavy accumulation of dust and dirt. Clean any heavy accumulations as electrical hazards, as well as cooling problems, could arise. 4. Check the air filter. Clean or replace if necessary. 5. Check the fuel level. 6. Check the engine coolant level. 7. Be sure that the radiator air flow is not obstructed. 8. Check the condition of the fan and alternator belts and their tension 9. Check all hose connections and hose conditions. 10. Check the engine oil level. 11. Check the battery terminals for corrosion. 12. Check the battery electrolyte level and fill with distilled water if necessary.
13. Refer to the engine maintenance section for specific engine maintenance requirements. 14. Start the machine after all checks have been made. 15. Drain condensate traps in the exhaust system, if so equipped, and check for exhaust leaks. 16. Check for any abnormal noise or vibration. 17. Check for fluid leakage or high temperature. 18. Dispose of any unnecessary items in the vicinity of the genset that may inhibit operation or represent cause of potential injury. 19. Check the control for indications of abnormal operation. 6.1.2 Maintenance Every Six Months or 250 Hours 1. Repeat the daily requirements. 2. Check all safety devices by electrically simulating a fault to ensure that all systems will function properly in the event of a fault. 3. Clean all battery cap vents. 4. Start the genset and observe the instrument to be sure that all gauges and meters are operating properly. 5. Tighten all exhaust connections. 6. Tighten all electrical connections. 7. Refer to the engine maintenance section, for further details. 6.2. ALTERNATOR UNIT CLEANING The alternator unit should be cleaned inside and out on a regular basis. The frequency of such cleanings depends on the environmental conditions of the operating site. The following procedure should be applied when cleaning is necessary:Disconnect all power. Wipe dust, oil, water or any other liquids from the external surfaces of the alternator unit. All of these materials can work their way into the windings and may cause overheating or insulation breakdown. Remove these same materials from the ventilation screens around the circumferences of the unit. Do not permit such material to accumulate on these screens as this will obstruct air flow. Such debris is best removed with a vacuum cleaner as a vacuum cleaner will not redeposit these materials on other parts of the C-35
MANUAL - GENSET
equipment. DO NOT USE COMPRESSED AIR, STEAM OR A HIGH PRESSURE WATER CLEANER. A vacuum cleaner should also be used to clean the windings of the alternator unit. This will remove dust from the coils that cannot be reached with a wiping cloth. 6.3. Radiator Maintenance 6.3.1 Introduction The radiator supplied with your generator set is designed and constructed to give many years of trouble free operation in industrial environments. There are, however, several points of maintenance that will ensure trouble free operation. 6.3.2 GENERAL OPERATING NOTES WARNING: Radiator coolant is normally very hot and under pressure. Do not work on the radiator or disconnect pipework until it has cooled down. Do not work on the radiator or remove any guarding while the fan is in motion. Corrosion in the radiator can be a prime cause of failure. This is prompted by air in the water. Always ensure pipe connections are free of leaks and bleed air from top of the radiator regularly to keep the system “airfree”. Radiators should not be left standing in a partially filled condition. Radiators left partly filled with water will suffer much more rapidly from the effects of corrosion. For an inoperative generator set, either drain the radiator completely or ensure that it is maintained full. Whenever possible, radiators should be filled with distilled or naturally soft water, dosed with suitable corrosion inhibitors. 6.3.3 CLEANING 6.3.3.1 EXTERNAL In dusty or dirty conditions the radiator fins can become blocked with loose debris, insects, etc. and this fouling will have an effect on the performance of the radiator. For regular removal-of light deposits use a low pressure stream jet. More difficult deposits may need a detergent with a low pressure hot water hose. Stubborn deposits, which cannot be removed by the above methods may require removal of the radiator and immersion in a heated alkali degreasent solution for about 20 minutes and then washing off with a hot water hose.
C-36
6.3.3.2 INTERNAL (Preferably call specialist) If, due to leaky ts for instance, indiscriminate toppingup with hard water has been carried out for some time, or if the generator set has been run without inhibitors the system may become fouled by scale. To descale the radiator call KOEL authorised service dealer being a specialised job. The procedure is as follows: 1. Drain the water system and disconnect and bank off the pipe connections to the engine. 2. Prepare a 4% solution of inhibited acid solvent and fresh water. Add the acid to the water, never vice versa. 3. Allow several minutes for mixing, then heat the solution to 49°C (120°F) maximum. 4. Run the solution slowly into the radiator via the filler cap or a branch in the manifold. Effervescence will occur; when it ceases, fill the radiator completely with the heated solvent. 5. Allow to stand for several minutes; then drain the solvent back into the original container through the bottom manifold or drain plug. 6. Examine the interior of the headers. If scale remains repeat the process outlined above with the solvent strength increased to 8%. 7. After descaling the acid solution has to be neutralized as follows:Fill the mixing container with fresh water, heat to boiling point then add common washing soda crystals at the following strength; 0.5 kg of soda to 20 litres water (1 lb soda to 4 gallons water). Fill the radiator with this solution, then drain it back into the container. 1. Flush the radiator in this manner several times, finally leaving the radiator full for at least an hour. Drain until empty and wash out the radiator with hot fresh water. 2. Before putting the radiator into service again, fill with water and apply a test pressure equal to twice that of the working pressure. Examine carefully for any leaks which may have been revealed by descaling. 3. Prior to recommissioning, the coolant must be dosed with any necessary corrosion inhibitors and/or the correct proportion of antifreeze.
MANUAL - GENSET
CHAPTER - 7
BATTERIES 7.1 SAFETY ALWAYS ensure battery charging is carried out in a well ventilated area away from sparks or naked flames. A clear notice should be displayed stating “NO SMOKING OR NAKED LIGHTS PERMITTED IN THIS AREA”.
BATTERY Red................. Positive+ Black............... Negative Connections must be clean and free from corrosion.
NEVER operate the charger where unprotected from rain or snow. The charger should not be used near water. Ensure that the mains supply has been correctly terminated and the GREEN/YELLOW lead MUST be connected to a good earth (Ref. 8.2) ALWAYS switch charger off before disconnecting battery and ensure that there is no sparking or naked flames, as concentration of fumes in the area can cause the battery to explode. NEVER group batteries close together around the charger as damage and premature failure to components will be caused by the corrosive fumes. ALWAYS handle batteries with care and wash hands after to prevent the possibility of acid burns. Wear suitable protective clothing and display first aid notices. NEVER permit unauthorized personnel in the battery charging area except under supervision.
7.3 CHARGER OPERATION 7.3.1 GENERAL Follow the safety recommendations outlined in 8.1.
7.2 CHARGER AND BATTERY CONNECTIONS
Check battery and charger are connected as described in 8.2.
Ensure that secure and proper connections are made to a suitable mains plug with the following colour code:
Remove the battery filler caps or vent cover during charging. Check electrolyte level and adjust if necessary, following the procedures in 8.4.
MAINS
Switch on charger and observe charge rate for normal operation. If any problem is encountered refer to Fault Finding 8.5.
LIVE....... ....marked ‘L’ ....... .Brown lead NEUTRAL....marked ‘N’ .........Blue lead EARTH......marked ‘E’ .. ...Green/Yellow lead NOTE: Power supply rating must not be less than 13 AMPS.
7.3.2 STATE OF CHARGE Allow the battery to settle for a short period with charger switched off before checking the specific gravity of each of the battery cells. Using -a hydrometer, the reading should be approximately 1.27 for each cell at a nominal temperature of +15°C. C-37
MANUAL - GENSET
7.3.3 CHARGING RATE
tighten vent plugs. Dry top of battery.
The charging rate depends on the Ampere-hour capacity (its size) of the battery, the condition of the battery and the level of charge present.
ELECTROLYTE AND SPECIFIC GRAVITY
The initial charging current will decrease as the battery starts charging and the charging current will continue to decrease (or taper) as the battery voltage rises. IMPORTANT: With proper use, by following the instructions, the Automatic Battery Charger should not overcharge and damage batteries. A lead acid battery will be damaged if the temperature of the battery rises above 52°C (125°F) by overcharging. Care should be taken when charging batteries that are hot, particularly in tropical countries, where charging should always be carried out in a cool shaded area. Consult the battery manufacturer’s information and always check the specific gravity with a hydrometer. 7.4 BATTERY MAINTENANCE 7.4.1 GENERAL The “battery” is an assemble of cells containing a number of positive and negative electrodes or “plates” immersed in an electrically conductive fluid or electrolyte (sulphuric acid). The electrical, energy released during discharge is derived from the chemical reactions taking place within the cells. These reactions are reversible which means the battery can be repeatedly charged and discharged. 7.4.2 TOPPING UP AND FILLING WATER The most satisfactory water to use when preparing electrolyte is distilled water. This is also true for routine water additions to the battery. Generally speaking, any water that is safe to drink (excluding mineral waters) is safe to use in a battery. Do not use water of a known high mineral content. Avoid the use of metallic containers (except lead or lead-lined containers). Metal impurities in the water will lower the performance of the battery. TOPPING UP Clean top of battery to avoid contamination and remove vent plugs. Add distilled water until level is 5-10 mm above the top edge of the separators. Replace and C-38
The electrolyte in a lead-acid storage battery is a dilute sulphuric acid solution. A battery with a fully charged specific gravity of 1.265 corrected to 80°F (26.7°C) contains an electrolyte with approximately 36% sulphuric acid by weight or 25% volume. The remainder of the electrolyte is water. Pure (concentrated) sulphuric acid has a specific gravity of 1.835. The sulphuric acid in the electrolyte is one of the necessary ingredients in the chemical actions taking place inside the battery. It supplies the sulphate (804) which combines with the active material of the plates. It is also the carrier for the electric current as it es from plate to plate. When the battery terminals are connected to an external load, the sulphate combines with the active materials of the positive and negative plates forming lead sulphate (PbS04) and releasing electrical energy. Electrons flow from the negative terminal to the load (such as fuel solenoid), and back to the positive terminal. Specific gravity is a unit of measurement for determining the sulphuric acid content of the electrolyte. The recommended fully charged specific gravity of most 12volt batteries today is 1.265 corrected to 80°F (26.7°C). water has arbitrarily been assigned a value of 1.000. therefore, electrolyte with a specific gravity of 1.265 means it is 1.265 times heavier than pure water. If it should become necessary to dilute concentrated sulphuric acid to a lower specific gravity always pour the acid into the water - do this slowly - never pour water into acid. A dangerous “spattering” of the liquid would result. This is caused by extreme heat which is generated whenever strong acid is mixed with water. Stir the liquid continually while acid is being added. FILLING Add electrolyte until level is 5 to 10 mm above the top edge of the separators. Allow battery to stand for 20 minutes. Check and adjust level as necessary. Replace and tighten vent plugs. The quantity of electrolyte required can be determined from the following table:
MANUAL - GENSET
7.4.3 HYDROMETER-DESCRIPTION AND HOW TO USE The state-of-charge of a lead acid battery can be determined by the specific gravity of the electrolyte (its weight compared to water). The specific gravity can be measured directly with a hydrometer or determined by the stabilized voltage. A hydrometer is a bulb-type syringe which will extract electrolyte from the cell. A glass float in the hydrometer barrel is calibrated to read in of specific gravity. A common range of specific gravity used on these floats is 1.160 to 1.325. Do not assume a battery will not take a charge because you have been charging it for a time and the float will not rise. The battery may have been fully discharged and will require considerable charging before reaching the minimum specific gravity on the float such as 1.160 (approximately 1/4 charged). The lower the float sinks in the electrolyte, the lower its specific gravity. The barrel must be held vertically so the float is not rubbing against the side of it. Draw an amount of acid into the barrel so that with the bulb fully expanded, the float will be lifted free, touching neither the side, top or bottom stopper of the barrel. Your eye should be on a level with the surface of the liquid in the hydrometer barrel. Disregard the curvature of the liquid where the surface rises against the float stem and the barrel due to surface tension. Keep the float clean. Make certain it is not cracked. The following table illustrates typical specific gravity values for a cell in various stages of charge with respect to its ability to crank an engine. A fully charged specific gravity-of 1.265 corrected to 80°F (26.7°C) is assumed. TYPICAL OPEN CIRCUIT VOLTAGE AND SPECIFIC GRAVITY VALUES CHARGE LEVEL
SPECIFIC GRAVITY
VOLTAGE
100%
1.265
12.7
75%
1/225
12.4
50%
1.190
12.2
25%
1.155
12.0
DISCHARGED
1.120
11.9
Never take a hydrometer reading immediately after water is added to the cell. The water must be thoroughly mixed with the underlying electrolyte, by charging, before hydrometer readings are reliable. If a reading is being taken immediately after the battery has been subjected to prolonged cranking, it will be higher than the true value. The water formed in the plates during the rapid discharge has not had time to mix with the higher specific gravity acid above the plates. 7.4.4 INITIAL CHARGING Within 24 hours of filling, or if battery stands inactive for more than 6 months, charge for at least 2 hours at the approximate current in amperes shown above. This charge will have to be carried out on a workshop type charger. 7.4.5 CLIMATE TROPICAL CLIMATES Most batteries used in temperate climates have a fully charged specific gravity in the 1.250 to 1.280 range. A fully charged electrolyte specific gravity of 1.210 to 1.230 is used in tropical climates. A tropical climate is considered one in which water never freezes. This milder strength electrolyte does not deteriorate the separators and grids as much as the higher strength electrolyte. This increases the service life of the battery. The lower specific gravity decreases the electrical capacity of the battery, especially the cold cranking performance. However, these losses are offset by the fact that the battery is operating at warm temperatures where it is more efficient and cold cranking performance is not required. The following chart shows the approximate specific gravity values of batteries at various states of charge. One column shows values for batteries whose electrolyte specific gravity has been prepared for use in a temperate climate; the other column for batteries prepared for use in a tropical climate. It illustrates that batteries may be fully charged and yet have different values of specific gravity. The values shown are for a cell in various states of charge with respect to its ability to crank an engine at 80°F (26.7°C). The specific gravity values shown will vary depending on the ratio of electrolyte volume to active material and the battery construction. C-39
MANUAL - GENSET
State of charge
Specific Gravity Temperate Climates
Specific Gravity Tropical Climates
Fully charged
1.265
1.225
75% charged
1.225
1.185
50% charged
1.190
1.150
25% charged
1.155
1.155
Discharged
1.120
1.080
Batteries prepared for service in extremely cold weather use stronger electrolyte. In some instances specific gravities of 1.290 to 1.300 are used. The cold cranking performance increases as the specific gravity is increased. 7.4.6 ELECTROLYTE Use only pure dilute sulphuric acid, of the correct specific gravity to suit temperature of operation: COLD OR TEMPERATE CLIMATE
TROPICAL CLIMATE
1.270 Kg/L
1.230 Kg/L
Check specific gravity with a good quality hydrometer and correct readings as follows. If electrolyte temperature differs from the hydrometer’s calibrated temperature: For each 10°C above add 0.007 to observed reading. For each 10°C below subtract 0.007 from observed reading. For each 10°F above add 0.004 to observed reading. For each 10°F below subtract 0.004 from observed reading. (This can make a substantial difference at extreme temperatures). Adjust specific gravity using distilled water. Note - for safety always add acid to distilled water.
C-40
7.4.7 TEMPERATURE CORRECTION Hydrometer floats are calibrated to give a true reading at one fixed temperature only. A correction factor must be applied for any specific gravity reading made when the electrolyte temperature is not 80°F (26.7°C). Some standard hydrometers use a reference temperature of 60°F (15.5°C). A temperature correction must be used because the electrolyte will expand and become less dense when heated. The float will sink lower in the less dense solutions and give a lower specific gravity reading. The opposite occurs if the electrolyte is cooled. It will shrink in volume, becoming more dense. The float will rise higher and read too high. Regardless of the reference temperature used as a standard a correction factor of 0.004 specific gravity (sometimes referred to as 4 “points of gravity”) is used for each 10°F (5.5°C) change in temperature. Four “points of gravity” (0.004) are added to the indicated reading each 10°F (5.5°C) increment above 80°F (26.7°C). This correction is important at extremes of temperature because it can become a substantial value. The thermometer should be of the mercury-in-glass type with a scale reading as high as 125°F (52°C). The smaller the club immersion the better, but it should not exceed 1" (25mm). The electrolyte should be drawn in and out of the hydrometer barrel a few times to bring the temperature of the hydrometer float and barrel to that of the electrolyte in the cell. 7.5 FAULT FINDING FAULT LOCATION WARNING : REMOVAL OF THE COVER FROM THE CHARGER WILL EXPOSE DANGEROUSLY HIGH VOLTAGE TERMINALS. TESTS ON THE CHARGER WITH THE COVER REMOVED MUST ONLY BE CARRIED OUT BY A COMPETENT ELECTRICIAN USING SUITABLE INSTRUMENTS.
MANUAL - GENSET
SYMPTOM - POSSIBLE FAULT
ACTION
NO. CHARGING CURRENT A) Incorrect or bad battery connections.
Check connections and clean terminals.
B) Old or sulphated battery with very low terminal voltage.
Remove battery and charge on specialist equipment.
C) No mains supply
Check mains supply to charger.
D) Blown mains fuse
Replace fuse.
NO CHARGING CURRENT SHOWN ON INDICATOR Faulty indicator
Check charging current with standard meter.
CHARGING RATE TOO LOW (SEE NOTE*) A) Low mains voltage
Check mains voltage supply.
B) Incorrect mains supply tapping
Check the mains supply tapping with the supply voltage.
C) Loose heavy current connections
Check and tighten connections if necessary.
NOTE : Level of charging current will depend on size and state of charge of battery. Charging current is automatically reduced as the battery is charged. CHARGING CLAMPS GET HOT A) Faulty connections to battery terminals
Clean and remake battery connections.
B) Loose screws in clamps
Clean and tighten screws in charging clamps.
MAINS SUPPLY FUSE FLOWS REPEATEDLY A) Incorrect fuse rating
Replace with correct fuse.
B) Wiring short
Check and remake all connections.
CHARGER RATE DOES NOT TAPER A) Old or damaged battery
Battery will not rise to full charge voltage. Test battery and replace as necessary.
C-41
MANUAL - GENSET
NOTES ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. C-42
MANUAL - GENSET
CHAPTER - 8
CLOSED COUPLED GENSET ASSEMBLY Following rules should be followed as a guideline while selection/positioning of the anti- vibration mountings
Note on Assembly of close coupled genset with single bearing Alternator 1)
1.1)
1.2)
1.3)
1.4)
2
Base frame: Frequent relocation, initial installation ease, vibration isolation or isolating from mounting surfaces, such as trailers, are major uses of fabricated bases. No base should be rigidly connected to flexing surfaces. Base frame should be rigid enough for the selected engine/alternator combinations so that it will not deflect during handling/operation of the set. Provision should be made in the base frame for lifting of the set. If the pads are provided on base frame for anti vibration mounts then these should have machined surface. KOEL recommends that engine & alternator assembly should be mounted on antivibration mount. KOEL recommended typical baseframe is shown in fig1. Drawings of baseframe as recommended by KOEL for various combinations with single bearing KG alternator has been prepared & made available as required. Anti vibration mountings
Table 1 Sr. Engine Model No.
KOEL part nos. for AVM below engine GE Qty. 2
KOEL part nos. for AVM below alternator Qty. 2/4
1 2 3 4 5 6 7 8 9 10
02.432.02.0.00 02.432.02.0.00 02.432.02.0.00 02.432.01.0.00 02.432.02.0.00 02.432.02.0.00 02.432.02.0.00 02.432.02.0.00 48.497.02.0.00 F6.626.02.0.00
02.432.01.0.00 02.432.01.0.00 02.432.01.0.00 48.497.02.0.00 02.432.01.0.00 02.432.01.0.00 02.432.01.0.00 48.497.02.0.00 48.497.02.0.00 F6.626.02.0.00
HA294 HA394 HA494 & HA494 TC HA694 & HA694TC 3R1040 4R1040 4R1040T 4R1040TA 6R1080T/TA 6SL 1500TA(180-200)
2.1) The number & type of the mounting should be selected such that the static deflection of each mount, for the weight under consideration should be 2 to 3 mm. This will insure about 80% of vibration isolation. 2.2) The anti vibration mountings should be positioned equidistance from center of gravity of the set to ensure equal weight distribution & uniform deflection. 2.3) Ref. the table1 KOEL part nos. of AVMs to be used below engine GE & alternator. Please ref. the Table 2 Engine models , flywheel housing used & alternator housing & disc coupling required. Table 2 Sr. Engine Model No.
1 2 3 4 5 6 7 8 9 10 11
3)
HA294 HA394 HA494 & HA494 TC HA694 & HA694TC 3R1040 4R1040 & 4R1040T 4R1040TA 6R1080T & 6r1080TA 6SL 9088TA(140–160) 6SL 1500TA(180-200) 6SL8800TA (250)
Engine Alternator Housing & disc flywheel coupling housing SAE-2 SAE-3 SAE-3 SAE-3 SAE-3 SAE-3 SAE-3 SAE-3 SAE-1 SAE-1 SAE-1
SAE-2 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-1 & DISC SAE-14 SAE-1 & DISC SAE-14 SAE-1 & DISC SAE-14
Recommended Assembly procedure for Close Coupled Genset
3.1) All the fasteners used for assembly should be 8.8 high tensile strength. Bolt length should be such that minimum thread engagement in the respective tapped holes is 1.5 times the size of bolt. (That is for M10 bolt minimum thread engagement 15mm) C-43
MANUAL - GENSET
3.2) Check the crankshaft end play with the help of magnetic based dial it should be For R1040/R1080/HA series between 0.19 to 0.36 mm. For 6SL90 series between 0.12 to 0.33 mm. 3.3) Mount the specified AVMs on base frames on engine gear end side & alternator side. Clamp AVMs firmly on the base frame with suitable bolts & nuts as shown in fig 1. 3.4) Mount the alternator channel on two AVMs on alternator side with suitable bolts. This channel is used to the alternator & to maintain the center height 3.5) Remove the fastners for clamping coupling disc to alternator body (for transport purpose). 3.6) Mount the engine with suitable bolts on AVM (mounted on base frame) with temporary to bell housing as shown in fig 2. 3.7) Remove the alternator front both sides’ air outlet covers . (fig 3) 3.8) Assemble two taper pins with threading or M10X1.5X50 long studs on flywheel, on diametrically opposite tapped holes to guide the disc coupling when the alternator is being assembled on engine. 3.9) Locate the alternator adaptor-housing spigot to bell housing of engine. At the same time ensure locating pins are aligned with holes on alternator disc coupling. The alternator needs to be ed by lifting tackle during this process. 3.10) The bolts for alternator adapter & disc coupling can be accessed through the air ventilation window on
C-44
the alternator adapter housing. Mount firmly alternator adapter with engine bell housing with the help of 12 bolts. 3.11) Remove the taper pins & fix the disc coupling of alternator to flywheel with suitable bolts. For bolts on the disc coupling suitable machined hard washers should also be used. 3.12) Remove the temporary given below the bell housing & mount firmly the alternator on alternator channel. 3.13) After assembly, check again the crank shaft end play it should be same as that measured on bare engine (3.2). Normally the alternator shaft has about 2 mm free axial movement on eitherside of nominal position of disc coupling to allow for variation in the interfacing dimension i.e. distance between disc coupling & meting face of adapter. Incase the crank shaft end play is not observed as mentioned above the alternator service person should call for checking the alternator. 3.14) This will complete the close-coupled assembly. Ref fig 3. Important : Do not run the set if there is a variation in Crank shaft end play after alternator assembly. To do so will cause engine failure. Please ref. table below for tightening torque for Standard straight shank bolt with threads lubricated 8.8 tensile grade. M10 M12 M14 M16
5.0 8.7 14.0 21.0
kgm kgm kgm kgm
SECTION A-A
TYPICAL BASE PLATE FOR CLOSE COUPLED GEN. SET
MANUAL - GENSET
C-45
TYPICAL INSTALLATION FOR CLOSE COUPLED GEN. SET
MANUAL - GENSET
C-46
MANUAL - GENSET
STEP BY STEP INSTRUCTIONS FOR MOUNTING, ALIGNING AND SETTING OF THE SINGLE COIL, 12 V / 24 V STOP SOLENOID â
Remove the two star screws, which are already mounted on fuel, pump with the help pump stop lever.
â
Remove spring in fuel pump stop lever.
â
Mount stop solenoid bracket assembly on the fuel pump location and tighten with M6*50*2no. hex head screws. Attach the tie bar at place shown with the help of M6*10*1no.hex head screw this will fit the solenoid on pump.
â
Confirm all the mounting screws are tighten firmly.
â
When mounting is complete don’t inserted the connecting link in fuel pump stop lever (keep lever free for solenoid setting).
â
b) Roate the ball t clockwise or anticlockwise as required so that linkage lever hole matches. c) Lock the lock nut on linkage firmly.
â
â
a) Loose the lock nut on link rod.
Give battery supply to the solenoid according to operating D.C.Voltage of solenoid. Connect battery-VE to solenoid bracket assembly (o1)
â
When alignment and solenoid setting is correct according to above position and solenoid operation then tighten the connecting link bolt with the help of nylock nut and suitable force. Ensure that when solenoid is in normal coondition the gap between fuel pump body and C type lever top edge should be approx. 1.5 to 2mm. When solenoid is not proper then adjust the solenoid setting according to following point.
â
Loosen the lock nut of solenoid connecting link.
â
Remove the link screw from stopping lever.
â
Rotate the ball t with required direciton up to position or setting disrupted in point is not occurred.
And connect battery + VE to solenoid terminal (02) â
Confirmed that solenoid polarity with respect to battery is not opposite
â
At the time of solenoid setting do not distrub the tie bar setting of solenoid.
â
Battery voltage should be 12V for 12 V stop soleniod
â
â
When stroke is complete, means solenoid links goes down to max position, push stop lever of FIP to down most direction manually.
After change in setting is complete tighten the lock nut and again supply is given to solenoid.
â
Check the operation through ESU / KRB, it should remain on for only 20 sec max.
If solenoid plunger ball t link bolt is not exactly matching then adjust the linkage up or down
â
The solenoid will get hot for this period as the current is high.
Part No.
Voltage
Resistance
Current
Where used
4H.150.10.0.000
12V
0.42
26-28 amp
R
02.477.01.0.00
12V
0.9
15 amp
HA , 6R
F6.570.11.0.00
24V
1.2
20 amp
SL - 90
â
C-47
MANUAL - GENSET
WARNING ! OPERATIONAL PROCEDURE UPDATE Warning: The excessive build up of unburned fuel gases in the exhaust system of diesel powered generating sets can create a potentially explosive condition which could cause personnel injury and/or equipment damage. Please follow the procedures below: FUEL PRIMING
HOT ENGINE SHUTDOWN
The fuel system on all engines should be completely primed to ensure immediate starting. Excessive cranking with an unprimed fuel system may cause a build up of unburned fuel gases in the exhaust system. Engine priming procedures can be found in the engine operation manual.
If the engine shuts down due to a fault condition such as high water temperature or low oil pressure, etc., do not restart immediately. Remove the plug on exhaust outlet elbows or stub pipes to disperse fuel gases. Once these have disappeared and the shutdown fault has been cleared, restart the engine.
FAILURE TO START
OIL PRIMING
If during initial start or during normal starting the engine fails to start after the initial 3 crank attempts, stop cranking and unscrew the plugs on the exhaust outlet elbows or stub pipes. White smoke (unburned fuel) will usually be present. Once all signs of unburned fuel have disappeared and any other problems causing the failure to start have been rectified, replace the plugs and repeat the cranking procedure.
The oil system on all engines should be completely primed to ensure safe operation. To ensure that engine cranking for priming the oil system does not cause unburned fuel to build up in the exhaust system, first disconnect the supply to the fuel solenoid or actuator then crank the engine until a positive oil pressure is ed on the gauge. Do not crank the engine for more than 5-7 seconds should the oil pressure fail to build up and indicate.
If it is necessary to demonstrate air valves closing when the engine is running this should be done at no load. The engine should absolutely not be restarted immediately afterwards. The closing of the flap valves can cause oil carry over into the exhaust system which is highly volatile. The engine should be left for a period of time to allow these gases to dissipate.
Allow an interval of approximately 10 seconds between cranking attempts, and should the oil pressure still not have built up after three cranking attempts, investigate the reason for lack of oil pressure prior to further cranking.
During normal cranking attempts, the unburned fuel gases will generally not build up to a dangerous level before the standard batteries are depleted. In cases where additional “fresh” batteries or an outside source of power are used, extra care must be taken.
C-48
MANUAL - DIESEL ENGINES
SECTION D INDEX 1.
Engine Numbering System
5
2.
Illustrations
6
3.
Engine lifting
9
4.
Lube Oil
11
5.
Fuel Supply System
11
6.
Cooling Systems
12
7.
Electrical Systems
13
8.
Commissioning
14
9.
Starting
16
10. Electric Starting with Engine Safety Device (KRB 01)
17
11. Electric Starting with Engine
21
Safety Device (Pricol) 12. Hand Starting (Alternative to Electric Starting) for HA 294 & HA 394 engines only
33
13. Maintenance Shedule
35
14. Maintenance of Lube oil Systems
38
15. Maintenance of Fuel Systems
43
16. Maintenance of Cooling Systems
44
17. Maintenance of Electrical Equipment
50
18. Trouble-Shooting & Remedial Measures
53
19. Engine Preservation
60
20. Tightening Torques
61
D-3
MANUAL - DIESEL ENGINES
NOTES ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. D-4
MANUAL - DIESEL ENGINES
1.1
ENGINE NUMBERING SYSTEM :
2.1.3
1.1.1
Engine Name Plate
The engine model is punched on name plate in column “TYPE”. The first two digits indicate engine series (i.e. HA), the digit after first two digits indicates number of cylinders while last two digits indicate piston displacement in litre per cylinder.
Engine serial number is punched on the Name Plate which is fixed on crankcase. Fig. 2.1/1 show the engine name plate.
Model Designation :
Example : HA
2
94 94 - 0.94 Lit/cyl. 2 - No. of cylinders HA - HA Series (air-cooled)
2.1.2
Engine Number
F6 or 3H or 03 1004 / 02 00001
Engine Serial Number Year of manufacture Application Code No. 02 for HA294 03 for HA394 04 for HA494 06 for HA694
3H - 3R1040 4H - 4R1040 5H - 4R1190 6H - 6R1080 F6 - SL90
D-5
MANUAL - DIESEL ENGINES
2.2
ENGINE ILLUSTRATIONS Your Kirloskar Green Power Ideas genset is powered by one of the three Kirloskar diesels – HA, SL90 or R1040/R1080. Given as follows are the line illustrations of the , serviceable parts of the diesel engines used in a KGPI genset.
Air-Cooled Kirloskar HA diesel engine
Fig. 2.2.1 HA Engine (Service Side)
Fig. 2.2.2 HA Engine (Exhaust Air Side)
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.
16. 17. 18. 19. 20. 21. 22.
D-6
Cooling Blower Guard for blower and Alternator V-belts. Fuel Injection Pump Flywheel Crank Pulley Automatic Belt tension unit Oil Filter neck Oil Drain Plug (at gear end side on oil sump) Oil Sump Fuel Feed Pump Dipstick Lub. Oil Filter Fuel Filter Air Cowling Rocker Cover
Air intake manifold Exhaust manifold Exhaust air ducting Alternator Starter Crankcase Crankcase breather
MANUAL - DIESEL ENGINES
Liquid cooled Kirloskar SL90 Diesel Engine.
2.2.3
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.
Air Inlet Manifold Side
Air cleaner Fuel Pump Centrifuge filter Alternator Lube oil cooler header Engine safety unit Engine mounting foot (FIP Side) Fuel feed pump Fuel filter Water outlet manifold Bell housing Air inlet manifold Lube oil sump Lube oil filter Air cleaner monunting
2.2.4
16. 17. 18. 19. 20. 21. 22. 23. 24. 25.
Exhaust Manifold Side
Bese frame Crank case Engine mounting foot (Starter Side) Exhaust manifold Gear casing Radiator with CAC CAC outlet Rocker Cover Starter Turbocharger
D-7
MANUAL - DIESEL ENGINES
Liquid cooled Kirloskar R1040 / R1080 Series 3
1
2
21
20
15 4 5
7 16
10
6
9
23
8
19
2.2.5 Inlet Manifold Side
2.2.6 Exhaust Manifold Side
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.
15. 16. 17. 18. 19. 20. 21. 22. 23.
Air inlet manifold Air cleaner Oil filling body Fuel Pump Fuel Feed Pump Spin-on Lub oil filter Fuel Filter Dipstick Lub oil sump with drain Plug Gear casing Crank pulley Water Pump Pulley Thermostat V-belt
Notes : Air cleaner shown is Dry type. The location & type of air cleaner may change according to specific application needs. z Fuel filter location may be different for various applications. z
D-8
17
Alternator (for battery charging) Crankcase Engine starter Engine mounting foot ( Gear end side) Engine mounting foot ( Flywheel end side) Exhaust manifold Rocker cover Flywheel housing Flywheel
serviceable parts are only on the surface of the engine and incase you wish to buy genuine replacement parts for Kirloskar Service Dealer. Please ask for the parts by providing following information to Kirloskar Service Dealer – a)
Engine Type
b)
Engine Sr. No.
c)
Part Description as is in the illustrations in this Section.
18
MANUAL - DIESEL ENGINES
2.3 Engine Lifting Device 2.3.1 For Bare Engine To avoid the bending of the engine lifting studs, during lifting up of the engine, a distance piece as shown in the Fig. 2-3/1 is to be used along with the standard bolt of size m8 x 55 mm long. (lifting hooks and steel plate are provided with the engine.)
Fig. 2.3/1 Before lifting the engine first fix the lifting hooks on the engine, place the above piece on lifting hook by engaging two slots of end plates to the neck diameter of the hooks. Then screw in bolt of m 8 mx 55 mm long in the tap hole provided on the plate. Insert the bar through lifting hooks, put the wire rope/chain on the bar and then lift the engine, (see Fig. 2.3/2)
2.4.1 Lubrication System Force feed lubrication is provided by a ‘G’ rorot type pump to main bearings, connecting rod big end bearings, camshaft journals, valve gear and turbo charger bearing. Other components like small end bearings, liners, gears are missed and splash lubricated. The system includes adiquate filtering by replacable filter element. An air cooled lube oil cooler is used in lube oil circuit to maintain the oil temperature within limits. A relief valve controls the maximum oil pressure and is incorporated on the delivery side of the pump. The schematic diagram shows the lube oil circuit of HA 694T engine.
Fig. 2.3 / 2 2.3.2
Recommended Lifting Arrangement for Base Plate Mounted Set. The lifting hooks provided on engine are meant for lifting bare engine. Use of lifting hooks for lifting up of genset, Pumpset or any other similar sets mounted on base plate, results in bending of the studs for lifting and can cause damage to engine/set in event of breakage. Hence, we recommend the use of proper sling/tackle arrangement for lifting up of such base plate mounted sets. (Fig.2.3/3) shows the recommended lifting arrangement.
1. 3. 5. 7. 9. 11. 13. 15. 17. 19. 21. 23.
Oil sump Oil Pump Delivery pipe Oil Cooler integral type Safety valve Main Bearing Camshaft bearing Push Rod Metering plug Restrictor hole Oil pipe to turbo charger Oil pressure gauge.
2. 4. 6. 8. 10. 12. 14. 16. 18. 20. 22.
Suction pipe Pressure valve Pipe to Oil Cooler Oil Filter Oil Galary Big End Bearing Tappet Rocker arm bearing Push rod cover tube Nozzle for piston cooling Oil Return pipe D-9
MANUAL - DIESEL ENGINES
Lube Oil Pressure :-
Level
Minimum 2 kg /cm2 If the pressure at any time drops below 2kg/ cm2 at operating speed of 1500 rpm, under loaded condition, then replace the lube oil filter element/cartridge and check the pressure. If the pressure is still low, then our authorised Service Dealer for the services of their technicians.
Lube oil consumption varies according to engine operating conditions, but would not normally exceed 0.7% of actual fuel consumption for a well running Kirloskar HA engine under normal load condition and 0.3% for Kirloskar R1040/R1080 & SL90 diesels. Lube Oil Sump Capacity
These approximate values refer to standard cast Iron and Sheet Metal Oil Sump. Engine Type Oil Sump Type Initial Fill (lit.) Refill (lit)
HA294 C.I. S.M. 5.5 — 4.5 —
HA394 C.I. S.M. 9 — 8 —
C.I.= Cast Iron S.M.= Sheet Metal
D-10
HA494 C.I. S.M. 10.5 12.5 9 11
HA694 C.I. S.M. 15.5 15.5 13.5 13.5
4R1040 11.5 lit 9.5 lit 7.5 lit
Level First Fill Refill (lit.) Note : 1. 2. 3. 4.
2.4.3 Lube Oil consumption
2.4.4
First Fill Max. Min.
C.I. Sump (Industrial application
Sheet metal sump (Gen-set application) 3R1040 9 lit 7.5 lit 5.5 lit
4R1040 11.5 lit 9.5 lit 6.5 lit
6R1080 15 lit 13 lit 10 lit
SL 90 23.5 lit 21.0 lit
First fill = Sump Capacity + Gallery Capacity + Lub oil Filter Capacity. Fill the lub Oil Filter before fitting on the engine. Do not forget to fill the lub oil filter whenever you replace the filter. Whenever lube. Oil filter is drained off, add as per lub oil filter capacity e.g. 0.5 lit./1.1 litre. Extra lube Oil in the sump to maintain correct oil level.
MANUAL - DIESEL ENGINES
Whenever Lube oil Filter is drained off, add as per lube oil filter capacity in the sump to maintain correct oil level OBSERVE OIL LEVEL MARKS ON DIPSTICK. 2.4.5 Lube Oil Specifications : A) Lube oils of correct viscosity and detergency grades should be used. For detergency ‘K’ oil comply to the following specifications:Selection of Lubricating Oil Table Standard
To be used
For
Naturally aspirated engines
Turbocharged as well as Naturally Aspirated
I.S.10356 1993
E DL2
E DL3 / EDL4
I.J.S. Military
MIL-L-45 199B
MIL-L 2104c/2104C plus
API
CD
CF4
CCMC
—
D4 / D5
1) 2)
API - American Petroleum Institute. CCMC - Association Of Automobile Manufacturer of Common Market. For Viscosity, the recommended SAE number should be used. SAE J 30o C specifies the viscosity of Lube oils for each SAE No. Always use oil brands of reputed oil companies. Table show oil brands of established manufacturers, which are recommended. Too viscous oil causes starting difficulties. The choice of the viscosity grade during winter operation should be governed by the ambient temperature prevailing at the time of starting the engine. Oil changes as a function of ambient temperatures can be avoided by using MULTIGRADE oils. KOEL recommended K-Oil meets the specification of MILC plus & SAE 20W40. No guarantee claims will be entertained on the grounds of engine damages due to use of unsuitable engine lube oils. 2.5
Fig. 2.5/1 2.5.2 Fuel Specifications The performance of the engine depends upon supply of clean and correct grade of fuel. The fuel injection equipment is manufactured to very close tolerances and slightest amount of dirt in fuel can cause wear on the injection equipment. A) Always use clean High Speed Diesel having a sulphur content of below 1%. In case of diesel fuel containing sulphur more than 1% the periods between oil changes should be shortened. The following specification are approved :• IS: 1460 • BS:2869-A1&A2 (In case of A2, note sulphur content) • DIN 51601 • ASTMD 975-81:1D&2D Winter Grade FuelAt low temperatures, waxing may occur and clog the fuel system, thus causing operational troubles. In the case of ambient temperature below 10° c, use ‘Winter Grade’ diesel fuel, mixed with Kerosene.
FUEL SUPPLY SYSTEM
2.5.1 Fuel Circuit Fuel is supplied to the block type fuel pump by a fuel lift pump (feed pump) incorporated in the fuel pump itself. A dual type fuel filter consisting of efficient pre and micro paper filter elements ensures the supply of clean fuel to the fuel pump. The schematic diagram (Fig. 2.5/1) shows the fuel circuit of the engine. NOTE : It the fuel tank is to be installed below the fuel pump level, then the bottom level of the fuel tank should be less than 1 meter below the feed pump inlet. D-11
MANUAL - DIESEL ENGINES
Proportion of Kerosene to be mixed in Diesel, depends on the ambient temperature as shown in the graph (Fig.2.5/2). (Maximum proportion limited to 50%) For cold starting aid see 3.4.1
z
Use wire brush to clean the fins of cylinder liner, cylinder heads and lube oil cooler. (fig 2.6/1 & 2.6/2).
PREPARE THE BLEND IN THE TANK ITSELF. FILL IN THE NECESSARY AMOUNT OF KEROSENE FIRST, THEN ADD DIESEL FUEL. 2.5.3
Storing Fuel Oil
The storage of fuel oil is of utmost importance since many engine problems are traced to dirty fuel or fuel stored for too long a period. Store fuel in a convenient place outside the building. It is recommended that the fuel tank should be filled in at the end of the day’s work. This keeps moisture out of the tank. To eliminate water from the fuel, drain out small quantity of fuel from fuel tank through a drain plug every day before starting the engine. 2.6
Fig. 2.6/1 z z
COOLING SYSTEM
Cold air is forced on to the cylinder liners, heads and lube oil cooler by an axial fan driven by ‘V’ belts on the gear end side and is directed through stream lining cowling. Thus cooling the engine efficiently. 2.6.1
z
Take special care while cleaning, vertical cylinder head fins. If possible use compressed air for cleaning. Start blowing through the engine with compressed air from the exhaust air side, paying particular attention to the cooling fins and oil cooler. Remove any dirt blown into the cooling air ducting. Remount air cowlings.
Air Cooled Engine Cooling System Cleaning Intervals :
z
The degree of soiling of the cooling system is dependent on the type of engine application.
z
The danger of contamination is increased due to residues of oil and fuel on the engine. Check extra carefully. therfore. for leakages when application involves high dust fallout.
z
More severe contamination can occur, e.g. in case of
Fig. 2.6/2
-
construction site application due to heavily dust-laden air.
-
Harvesting work, due to the high proportion of chaff and chopped straw, for example, in the vicinity of the implement.
z
Remove air cowling.
z
Spray engine with a commerical cold cleaning agent and allow a soaking in period of about 10 minutes.
2.6.1.2 Cleaning the cooling system A) Dry Cleaning z Release clamps on the injection pump side and remove air cowling. Release bolts on the exhaust side and remove exhaust baffle.
z
Wash engine clean with powerful water jet (taking care to avoid direct of the water jet with sensitive engine components, e.g. alternator, starter etc.)
z
Repeat procedure if necessary.
D-12
B) Cold cleaning Agent -
MANUAL - DIESEL ENGINES
z
Remount air cowling.
2.6.2.2 Coolant
z
Run engine until warm in order to allow the remaining water to evaporate.
In summer - Use fresh water with anticorrosion additives for the engine cooling system. Water should be clear and free of any corrosive chemicals formation. Water should be clear and free of any corrosive chemicals such as chloride, sulphates and acids. We recommend to use coolant blend of soft water and one of the rust preventive compound as mentioned below -
C) Cleaning with High-Pressure Steam Jet z
If a steam-jet is available, this method of cooling is preferable to any other one.
z
Remove cooling air cowling.
z
Clean engine with steam jet (taking care to avoid direct of the steam jet with sensitive engine compoments, e.g. alternator, starter etc.) .
z
Remount air cowling.
z
Run engine until warm in order to allow the remaining water to evaporate. Clean (by any method) only when engine is stationary and cold.
*K-Cool Super : 8cc/litre or AQUAT-720 : 2.5Ccc/litre or Nalcool-2000 : 35cc/litre * Available with KOEL authorised parts & service dealers. IN WINTER - Use Ethylene glycol antifreeze diluted with coolant blend as mentioned above in the following proportion in (radiator) cooling system. Ambient Temperature °C
2.6.2
LIQUID COOLED ENGINE COOLING SYSTEM +5 To -5 -6 To -15 -16 To -25 below -25
2.6.2.1 Radiator System The cooling circuit with radiator is recommended where the fresh water is available. Fig. 2.6.3 shows the water circuit diagram.
Commercially available ready mixed coolants can also be used, with Antifreeze and anticorrosion additives after ascertaining suitability for low ambient temperature. Storage of engine with only fresh water in engine cooling system should be avoided at ambient temperature below 5° C. This may cause cracks in the engine components. If the engine is to be transported from normal ambient areas to Low ambient areas ambient below +5° C the complete cooling system should be drained and refilled with Antifreeze + water mixture as mentioned above.
z
z
z
Fig. 2.6/3 IMPORTANT
Ratio by volume of anti freeze to cooling water blend 20:80 33:67 40:60 50:50 (max. permissible ratio)
2.7
ELECTRICAL SYSTEM Electrical Equipment
z
It is also necessary to ensure proper ventilation to avoid hot air re-circulation into the cooling system.
2.7.1
z
For any non-standard installation of radiator system (Ex. Remote radiator mounting) Please KOEL OR NEAREST koel AREA OFFICE / KOEL authorised service dealer for necessary recommendation.
Alternator
A) 12V Electrical System Make AUTOLEC LUCAS
Specification 12V, 55 Amp A115-12V, 35 Amp D-13
MANUAL - DIESEL ENGINES
Starter Make AUTOLEC
Specification 12V
LUCAS
3SM 127, 12V
B) 24V Electrical System This system is used on SL90 series of Kirloskar Diesel Engine. System voltage - 24V (Floating / -ve earth) Starter - Autolek Alternator - Autolek Charging Ammeter - 50-0- + 50 range.
* For battery capacity at extreme low temperature i.e. below -20°C, Kirloskar Oil Engines Ltd. Pune, India. 2.7.2.1 BATTERY CABLE 440/0.45 (70 MM2) minimum Auto lable - 65/0.3, 35 Max. Capacity - 26/0.3 35 Max Capacity 3.1 COMMISSIONING Before you start a new or an overhauled engine, attend to the points given below 3.1.1 For oil filling volume, see 2.4.4 (initial fill) For oil quality grade and oil viscosity, see 2.4.6.
BATTERY A) Battery Capacity Ratings z
z
z
C.I.M ( Compression ignition Motor) Rating - Minimum current at 27° C with full charged battery should sustain for 5 min. 30 sec with cell voltage of 1.33 V/ cell. Cranking Performance Rating- It is a minimum current in amperes which fully charged battery at 27°C will sustain for a period of 2 minutes and maintain cell voltage of 1.2V/cell or higher. 20 hours capacity rating-it is the capacity in amperehour which the fully charged battery will deliver when it is discharged at 27°C at a constant current for 20 hour before reaching a final voltage over all of 1.75 V/cell.
Hour Meter Since electronic Hour meter is sensitive to temperature, the maximum operating temperature range is 50 ° C. To satisfy this condition, rubber isolators for the as well as Hour meter should be ensured. Hour meter is protected against reverse polarity but operating voltage should be ensured before connecting. i.e., 12 V should not be connected to 24 V systems. 2.7.2 Recommended Battery Capacity Engine model HA294 HA394 HA494 HA494TC HA694 HA694TC R1040 R1080 SL90
D-14
Fig. 3.1/1 3.1.2
If oil bath air cleaner is supplied with engine, fill oil bowl of air cleaner with engine oil up to the oil level mark (Fig. 3.1/2).
Ambient Battery Capacity in Amp-hr. (20 hr. rate) Temp. °C 12V 24V Above +10 88 2 Batteries of 12 V, 88 Amp-hr in series +10 TO -20 135 same as above. above +10 100 same as above +10 to -20 150 2 batteries of 12 V, 100 Amp-hr in series Above +10 150 2 batteries of 12 V, 88 Amp-hr in sr. +10 to -20 180 2 batteries of 12 V, 120 Amp-hr in sr. Above +10 135 2 batteries of 12 V, 88 Amp-hr in sr. +10 to -20 180 2 batteries of 12 V, 120 Amp-hr in sr. Above +10 135 2 batteries of 12 V, 88 Amp-hr in sr. +10 to -20 180 2 batteries of 12 V, 120 Amp-hr in sr.
Fig. 3.1/2
MANUAL - DIESEL ENGINES
3.1.3
Be sure not to fill oil into the pre cleaners dust collector, if provided. Also, if dry type air cleaner is fitted on engine do not fill lube oil in it. On HA294 engine only Fill lube oil in the fuel pump and its governor. Use same lube oil quality grade as recommended for the engine oil. (Fig. 3.1/3).
lube oil circuit. Hence external lube oil filling is not necessary. 3.1.4
Fill up the fuel tank after making sure that it is properly cleaned. Use only High Speed Diesel Fuel. See section 2.5 for fuel quality grade. In accordance with ambient temperatures, summer or winter grade diesel fuel should be used. Never fill the fuel tank while the engine is running. Observe strict cleanliness. Do not spill any fuel
3.1.5
Bleed the fuel system as follows:
A) Loosen the vent screw on the primary fuel filter (Fig. 3.1/5).
Fig. 3.1/3 To check the oil level, Loosen the oil level control plug fitted on governor housing. The oil should flow through this plug after loosening (Fig. 3.1/4).
Fig. 3.1/4 On all other 3,4 & 6 cylinder Kirloskar Diesels, the lube oil supply is given directly through engine
Fig. 3.1/5 B) Operate the fuel lift pump (feed pump) till fuel oil flows without air bubbles. Keep a tray to arrest the seepage of fuel on ground. (Fig. 3.1/6).
Fig 3.1/6 D-15
MANUAL - DIESEL ENGINES
C) Tighten the vent screw on primary filter and then similarly bleed the Micro filter by loosening the vent screw on it. (Fig. 3.1/7) Tighten the vent screw.
MICRO FILTER AIR VENT SCREW
Fig. 3.1/7 D) Loosen the banjo bolt of the fuel gallery on the fuel pump and operate the lift pump till the fuel flows free of air bubbles. Tighten the banjo bolt (Fig. 3.1/8)
-
Check oil level, top up with oil if necessary (see 5.1.2) - Tighten V-belts (see 5.5) 3.1.7 Belts Check that the belts are in position and the belt tension is properly adjusted. If not adjust it as described in section 5.5. 3.2 STARTING 3.2.1 Electric Starting Before starting, make sure that no one is standing in the close vicinity of the engine or driven machine. After Repairs Make sure that all removed s and guards have been put back into place and all tools removed from the engine.
OFF
ON
START
Fig. 3.1/8 3.1.6 Other Preparations z Check battery and lead connections. Also, check the cable connections at the starter, and alternator. Loose connections lead to improper and damage to the terminals. z Trial run Upon completing the preparations, run the engine for short trial period of about 10 minutes without load. Steps to be taken during and after trial run: - Check engine for leakages. With engine stationary: D-16 D-4
Fig. 3.2/1 A) Electric Starting without engine safety device with “OFF - ON - START” key switch z Insert Key Position OFF = NO operating voltage. z Turn key clockwise Position ON = Operating voltage, pilot lamp lights up. z Turn key further to clockwise against spring pressure. Position START = Engine starts firing z Release key as soon as engine starts firing, Pilot tamp goes out. With Start Push Button 1) Do not use the starter on any occasion for more than 20 seconds at a time. Pause for a minute between two consecutive operations.
MANUAL - DIESEL ENGINES
2) Never operate the starter for more than 4 attempts continuously, otherwise battery may run down. If engine does not start, trace the cause according to fault Diagnosis Chart. 3) On no should the starter be operated when the engine is running, otherwise serious damage is likely to occur to both the starter and the starter ring on flywheel. B) Electric Starting with Engine Safety Device : One of the following safety units depend on scop of supply may be applicable for your engine. ESU – ENGINE SAFETY UNIT KOEL part no. 02.424.02.0.00 This unit is installed on the engine board, for protecting the engine from 1) Low lube oil pressure. 2) High water temperature /Cylinder head for HA series. 3) V- Belt fail. (HA series) 4) AUX/EMG, spare input to shut off the engine. Operating Voltage: 10 to 28V pure DC supply. Operating temperature: 15 to 55 degree cent. Mech. Dimensions: 72X72X140 mm. Input: digital switch to ground (4 nos.) Output: Solenoid relay output battery voltage will be available if relay gets ON. It is an energize to stop type. Means if any of the above fault occurs, ESU comes in action and switch ON the stop Solenoid for 18 seconds and ultimately engine stops. (Battery supply will be available at SOL terminal for 18 sec.) There are 6 LED Indications on front . 1) Fuse blown – as this name indicates fuse is blown which is on the backside of the ESU. 2) Charge – if this lamp glows it means battery is not charging by the alternator. This also provides excitation current to alternator 180ma common for 12V & 24V. 3) Low Lube Oil Pressure – If this lamp is glowing it means lube oil pressure is not developed. (NC to be used). This has got override timer which starts after putting KEY to RUN position (ON). 4) High temperature- This indicates that the water temperature has increased above acceptable range. (to be used NO) 5) V-Belt Fail – This indicates fan belt has failed. When switch fitted on engine gets closed. (Only for aircooled engines).
6) Aux./EMG : This is one additional input generally used emergency stop PB. Testing procedure for ESU. FUNCTIONAL CHECKS TEST TO BE CARRIED OUT EXPECTED RESULTS 1) SWITCH ON/OFF STATUS a) Switch on enable. Any Voltage between 10Volts to 28 Volts dc. b) Switch off enable. Voltage will appear at SOL terminal for 18 seconds 2) LOP FAULT TEST & BY TEST a) Connect a link between lop terminal and -VE & Put on enable switch – After switching on the enable after 20 seconds the LOP lamp will glow to indicate The LOP fault and simultaneously the Supply voltage will appear at the SOL Terminal. b) Remove link between LOP terminal and –ve of Supply . – LOP- LED will remains “on”. c) Connect link between –VE terminal & V-Belt fail, High temp, Aux/Emg terminals one by one. – LOP-LED will remains “on’ d) Remove all the links. – LOP LED will remains “on” e) Switch off enable. – LOP-LED will go off. Engine will not stop by KEY (as already stop solenoid has activated for LOP fault) 3) TEMP FAULT TEST a) Put Enable ON Connect a link between TEMP terminal & -VE terminal – The TEMP LED will glow and Supply voltage will appear at the SOL terminal Remove link between TEMP terminal & -VE of Supply. – The TEMP LED will remain “on”. b) Connect link between –VE terminal & V-BELT, AUX/EMG, LOP terminals one by one. – The TEMP LED will remain “on”. d) Remove all the links. – The TEMP LED will remain “on”. e) Switch off enable. – The TEMP LED will go off. 4) CHARGE INDICATOR TEST a) connect a link between –VE & IND terminal and switch on enable. – The CHARGE LED will glow b) Switch off enable. – The CHARGE LED will go off. D-17
MANUAL - DIESEL ENGINES
5) REPEAT STEP NO 3 FOR AUX & VBELT FAULT Installation and fault finding instructions for KRB 101 ESU Part no: 49.902.02.0.00 Operating instructions : z Ensure the key switch is in the off position z The ‘Battery On’ (if fitted) switch is operated first z Turn key switch in the ‘Run’ position – observe the hourmeter and other LEDs lamps coming on. z Turn the key switch to the ‘Start’ position to crank the engine. z Once the engine starts, observe the ‘Charge’ LED going off and no other trip indications coming on. z Confirm the hourmeter running by observing the flashing decimal point of the right hand display. z To stop the engine, turn the key switch to the off position. z Observe the ‘Stop Solenoid On’ LED coming and the engine stopping. z Turn off the ‘Battery On’ switch (if fitted) to isolated the battery. z If the KRB 101 causes the engine to trip due to any fault, returning the key switch to off position for a short time will reset the latched faults. Connections: The KRB 101 is connected as indicated in Fig 1. Description of connection: Supply: § The KRB 101 can be connected to either 12 V or 24 V battery. The battery is directly connected to the ‘B+’ and ‘B-‘ terminals. Key switch: § Common of the key switch ( 1 ) wire no. “2B” is connected to ‘FUSED B+’ terminal, thus protecting all the associated connections from overloads and short circuits. § Key switch (2) Run terminal wire no. “2A” is connected to the ‘Enable’ terminal of the KRB 101. § Start terminal (3, momentary /spring return terminal) is connected directly to the starter motor solenoid. Ammeter: § The B+ terminal is connected to the Fused B+ terminal. Wire § The L+ terminal is connected to the Alternator + terminal. Battery relay: § By default the battery relay is wired to remain on when ‘B+’ and ‘B-‘ is connected. This internal connection is done by a soldered link on the rear D-18 D-4
PCB of the KRB 101. If this link is cut, then the battery relay switches on only if the ‘B+’ and the ‘BAT ON’ terminal is shorted. A switch can be added in this circuit to implement a ‘battery master switch’ that can isolate a battery from the engine when not in use. Fuse: § The supply from the battery relay is available to the ‘FUSED B+’ terminal via a fused link that opens if excessive current flows through due to overload or short circuits. § The fuse link is replaceable by the by wiring a link of 50 Amps between the two posts provided on the rear PCB. Hourmeter § The hourmeter starts counting (the decimal point in the right hand display starts flashing) when the oil pressure switch opens (i.e. the engine is running). § The display will blank when the key switch is taken to the ‘off’ position and also at the time of starting when the battery voltage dips. Stopping: The ‘Energized to Stop’ solenoid will operate for about 30 seconds, incase of, § After putting “key’ to OFF the supply is removed from the ‘Enable’ terminal. § Low oil pressure, HCT & V belt (for air cooled engines) trip conditions. § The stop timer can be reset within 30 seconds when the key switch is brought to run position. § The fuse is used to protects the supply to the solenoid from short circuits and overloads. § Field Excitation current: A constant current of 190 ± 10 mA is available at the ‘IND’ terminal to provide excitation of the charging alternator field when the engine is not running. § LED Indication Lamps: ™ Supply ON: Indicates that the unit is active. ™ Battery Reversed: Indicates that the B+ and Bconnections are reversed. Check the polarity of battery connections. ™ Fuse Open: Indicates that the Fuse Link located at the rear of the unit is open. ™ Charge: Indicates that the battery charging alternator is not producing any supply. This should get on after putting key switch to RUN. The lamp would go off when the engine is running. ™ Stop Solenoid On: Indicates the ‘Stop Timer’ running. ™ Low LOP: Indicates tripping due to Low Oil Pressure. ™ High Temp: Indicates tripping due to High water or cylinder head temperature(For HA engines).
MANUAL - DIESEL ENGINES
™ V-Belt Fail: Indicates tripping due to V – Belt failure( for HA engine). z
z
Hourmeter: Hourmeter display lights up when the ‘Enable’ terminal is energized. All segments of the display light up for a short time and then the display indicates the hourmeter reading. The hourmeter will run when the ‘ Low Oil Pressure’ switch is open.
z
Normal stop: Turning the key switch from run to off position lights the ‘STOP SOLENOID ON’ LED for about 30 seconds. During this time the B+ supply will appear at the ‘SOL’ terminal.
z
Trip condition simulation: short HCT terminal to battery -ve, High Temp LED become ON & lights SOL lamp on front. During this time B+ supply will appear at SOL terminal. This will goes to ZERO after 30 second & SOL lamp will OFF. For LOP & V Belt faults will cause the similar observation as mentioned above.
z
By timer: The LOP and V Belt faults are not latched for about 15 seconds after the key switch is turned to run position.
z
Charge: Shorting the IND terminal to B- potential lights the CHARGE LED and sources constant current from the terminal.
z
Fuse Open: Opening the fuse link lights the FUSE OPEN LED.
z
Battery Reversed: Reversing the B+ and B- lights the BATTERY REVERSED LED and at voltage terminal fused B+ will be zero.
z
Common problems/observations with suggestions:
Terminals: (On 4 mm brass bolts on rear side of unit 4 sqmm wires to be used)
™ B+ : Connect to Battery + ™ B- : Connect to Battery – ™ FUSED B+: Output of the battery relay and the fuse link ™ FUSE (2 nos): fuse wire the fuse link. ™ SOL: Connection to the stop solenoid. (On terminal strip minimum one sq mm wires to be used) ™ IND: Sources constant current to excite the charging alternator’s field coil when the engine is at standstill. ™ ENABLE: Connect to +ve potential via the key switch to switch on. ™ TEMP: Connect to High temperature switch shorts to ground incase of tripping. ™ V- BELT: Connect to V-Belt failure switch. ™ LOP: Connect to Low lube oil pressure switch. z
Testing procedure in short: Connect the KRB 101 using Fig 1 .
Sr.No
Fault / Problem
Cause / Remedy
1
Unit is dead OR No indication
2
No hour display after putting Key To ON (run )
3
Engine Not stopping with key
4
Engine not stopping with trip
5
No Charge indication at engine Standstill
Check the supply to B+ & BCheck the battery polarity Check the supply at ENABLE Terminal If supply is OK ,check With spare unit. Check the fuse on backside Check the SOL lamp on unit. Reset the unit & try again. Check any previous trip indication & sol lamp Check IND terminal wire on alternator. Check By grounding the terminal
Important Note : When engine is running No indication of LED should be there except SUPPLY ON Fig 1: Connection diagram of KRB 101 D-19
MANUAL - DIESEL ENGINES
Fig. 1 : Connection diagram of KRB 101 starter motor circuit] this position is springbiased to return to the run position when the operator releases the key. It gives a positive DC out put rated to 16A when key is used between this out put & starter motor solenoid.
OPERATION The key start unit is powered from the engine battery or similar low voltage dc source. Control of the keystart and engine is by use of a 3 position keyswitch on the front facia :Position 0-STOP
Remove power from the keystart, stopping the engine and resetting a latched fault condition.
I-RUN
Energizes the key starts run relay( enabling the engine fuel) the fault override timer Starts as soon a the key is turned to this position. Once the engine is fully running, key start monitors for faults and shuts down the engines if a fault is detected.
II-START Maintains fuel supply to engine, and activates the start output [used for controlling the D-20 D-4
CONTROL OUTPUTS
Description z
switched +ve run relay ( supply to speed control card)and start outputs, used for controlling the engine fuel and starter motor circuits.
z
A –ve dc ( open collector transistor ), common alarm output, used for remotely signaling a fault condition.
FAULT PROTECTION AND ALARM SYSTEM After the operator has started the engine and the fault override timer has expired, the keystart monitors for engine faults through engine connected switches.. Switches at the rear allow the inputs to be configured for use with remote s which either open or close
MANUAL - DIESEL ENGINES
during fault, with wiring polarity to either +ve or –ve dc., Normal position S2 & S3switches are down (close to –ve) &S4 switch down for 24 vdc supply. Dedicated inputs are provided for low oil pressure and high engine temperature switch. 1 additional inputs may be used for general purpose plant fail . If any of the above faults occur, keystart will:z
turn off its run output (stopping the engine)
z
indicate the fault on the appropriate front facia led
z
activate its alarm output ( to remotely signal that a fault has occurred).the automatic fault shutdowns operate on a first up and latching basis-subsequent faults are not indicated and the displayed fault can only be cleared by switching the keystart to stop. CHARGE FAIL WARNING
A charge failure warning LED is provided for use with an engine driven charge alternator. The charge alternators WL terminal is connected to the keystart,which will in turn monitor the WL voltage and provide the alternator with excitation current at engine starts up. 3.0 DESCRIPTION The ENGSTAT ECK 401 is used to continuously monitor and control the operation of diesel engines viz. RB series, HA series and SL90 series. The ENGSTAT system displays the critical operating parameters viz. ENGINE RPM, COOLANT TEMPERATURE, OIL TEMPERATURE (DIGITAL READOUT ONLY) OIL PRESSURE, BATTERY VOLTAGE AND CUMULATIVE ENGINE RUNNING HOURS. The above parameters of the engine (except CUMULATIVE ENGINE RUNNING HOURS, OIL TEMPERATURE which can be read only in digital mode) can be viewed both in analog and digital mode. The setting process is described later.
4.O SPECIFICATIONS POWER SUPPLY: Operating Voltage
: 8 to 32 VDC
Operating Current
: 500-mA max.
PROTECTIONS: Transient
: Yes
Reverse Voltage
: Yes
ENVIRONMENTAL CONDITIONS: Ambient Temperature : 0°C TO 70°C Humidity
: 90% RH AT 40°C (Non Condensing)
MECHANICAL DIMENSION: Width
: 280mm
Height
: 120mm
Depth
: 121 mm
SENSOR SPECIFICATIONS: Temperature and Pressure Sensors supplied along with the ENGSTAT system are from PRICOL having Part Nos. as follows : Temperature Sensor (C401505)
: 40°C to 160°C Variable Resistance
Pressure Sensor (C 401435)
: 0 to 10 bar Variable Resistance
Pressure Switch (C401577)
: 2.0 bar +/- 0.2 bar Normally closed type
5.0 FEATURES 5.1 FRONT FEATURES :
If a fault occurs, the ENGSTAT System indicates the nature of the fault and it gives a pre-alarm. If the same parameter attains the trip value the system automatically stops the engine. The system is powered from the engine battery supply be it 12 or 24 Volts. It accepts supply voltage from 8V to 32 V. D-21 D-5
MANUAL - DIESEL ENGINES
NO.
CONNECTOR DESCRIPTION NO.
RATING (IF APPLICABLE)
DESCRIPTION
FUNCTION
1
KEY LOCK SWITCH
TO TURN THE ENGSTAT SYSTEM ON AND OFF
1
PRESSURE SENSOR (Body is negative)
0-10 BAR
2
START SWITCH (GREEN)
TO START THE ENGINE
2
40-160 deg C
3
STOP SWITCH (RED)
TO STOP THE ENGINE
TEMPERATURE SENSOR (Body is negative)
3 CHARGE LAMP
TO INDICATE BATTERY CHARGING
TEMPERATURE SENSOR (Body is negative)
40-160 deg C
4
4
5
MODE SELECT SWITCH
TO SELECT THE REQUIRED MODE [SELECT / EDIT (OR) SET / OPERATE]
‘W’ POINT (BATTERY CHARGING ALTERNATOR) OR MAGNETIC PICKUP (FROM FLYWHEEL)
70 HZ - 1 KHZ/ 8-32 V DC 10 KHz MAX 100 MV - 30 V
5
——
TO INDICATE RPM WITH PRE-ALARM (ALM 2)
IND/WL (BATTERY CHARGING ALTERNATOR)
6
FUEL SOLENOID HOLD COIL
3.5A MAX. 12V/24V DC MAX
7
HOOTER COIL
3.5A MAX. 12V / 24V DC MAX
8
AUTO MODE
240V 0.5A
9
FUEL SOLENOID PULL COIL
12V DC, 50A 24V DC, 25A
10
STARTER OR
12V DC, 50A 24V DC, 25A
11
BATTERY POSITIVE
8-32V DC
12
BATTERY NEGATIVE
8-32V DC
24
PRESSURE SWITCH
2 BAR
25
AUX. INPUT
BATTERY -VE
26
AUTO START
BATTERY +VE
27
AUTO STOP
BATTERY +VE
6
RPM ARRAY
7
PRESSURE ARRAY
TO INDICATE LUBE OIL PRESSURE
8
TEMPERATURE ARRAY
TO INDICATE COOLANT TEMPERATURE WITH PRE-ALARM (ALM 1)
9
10 & 11
VOLTAGE ARRAY
TO INDICATE BATTERY VOLTAGE AND BATTERY CONDITION (ALM 1)
UPPER DIGITAL DISPLAY
TO DISPLAY VARIOUS PARAMETERS AND LOWER DIGITAL AND ALL ERROR MESSAGES IN DISPLAY DIGITAL MODE.
z
NORMAL FUNCTION IS INDICATED IN GREEN (ALM 1 & ALM 2)
z
PRE-ALARM & ALARM CONDITIONS ARE INDICATED IN RED.
5.2 REAR FEATURES
6.0 OPERATION CAUTION : DO NOT OPERATE THE ENGINE TILLYOU HAVE UNDERSTOOD EACH OPERATION CONTROL.
6.1 POWER UP PROCESS Turn the key switch ON after giving the necessary connections as per drawing.
Connections to the engine with the ENGSTAT system are made through a 12 pin connector. D-22 D-4
WARNING : DO NOT START AND STOP THE ENGSTAT SYSTEM CONTINUOUSLY. LEAVE 30 SECONDS IN BETWEEN THE STOPPING AND THE STARTING OF THE SYSTEM.
MANUAL - DIESEL ENGINES
6.3.3 SELECT MODE The following messages are displayed in upper digital display and the corresponding values are displayed in lower digital display during Select mode. Sl.No. Display Description
SELF TEST: When the Key Lock Switch is turned ‘ON’, the system enters into the Self-Test Mode. The LEDs in both the ALMs are turned ON both red and green . The Upper and Lower Digital Display reads ‘8.8.8.8’. After the self-test the Upper Digital Display will display ‘ rdY’ and the Lower Digital Display will display 0.0 (i.e. Engine log hours). Temperature sensor fail conditions are also displayed if there is any failure in the sensors. (Please refer Section 8.1/10.0/11.0) of this manual).
1
SEL
2 3 4 5 6 7 8 9 10 11 12
ESPd O-Pr C-tP O-tP VoLt T.HrS HrS Min SECS L.FLt t.Flt
13
U-Lo
Displayed on entry of select mode Engine Speed Oil Pressure Coolant Temperature Oil Temperature Battery Voltage Ten Thousand Hours Cumulative Hours Cumulative Minutes Cumulative Seconds Last Fault Recorded Total Number of Faults recorded from date of installation Battery Low voltage recorded while cranking
6.4 STARTING ENGINE z Press the ‘START’ switch provided in the front of the unit.
6.3 DIGITAL DISPLAY: There are three types of operation modes namely, a) Operate mode b) Set/Edit mode c) Select mode
z z
6.3.1 OPERATE MODE The following messages are displayed during operate mode.
z
z
Sl. No.
Display
Description
1.
rdY
Ready to start the engine
2.
Strt
Engine starting indication.
3.
StAb
Engine stabilizing indication.
4.
Run
Engine running ondication.
5.
StOP
Engine stopping indication
Hooter O/P will be ON for 5 sees for an indication “Strt” and “stAb” will appear on upper digital display till the engine stabilized, and the system enters into ‘RUN’ mode. The Upper Digital Display displays “run” If the engine fails to start, the above procedure attempts 3 times to start the engine. The ALM 1 indicates Lube Oil pressure, Coolant Temperature and Battery Voltage. The ALM 2 indicates the Engine RPM. If any parameter reaches the pre-alarm value detailed in sec. 7.1 the corresponding ICON (LED) will blink red. During the alarm condition the engine is automatically shut off and only after the particular parameter is corrected and the system is reset, the engine can be restarted. D-23
MANUAL - DIESEL ENGINES
@ set trip value plus 100 RPM for low RPM.
If the RPM does not reach a min. of 50 RPM within 3 sees, the unit displays “ESPd” in upper digital display and “Eror” lower digital display. The unit has to be reset to restart the engine again.
SHUT DOWN ALARM During normal running condition the Upper Digital Display indicates ‘run’, lower Digital Display indicates the engine present running hours. The Engine will be shut down and the respective red LED will glow on ALM1/ALM2. The Shut Down Alarm indications shown in Display are as follows :
6.5 STOPPING THE ENGINE
Parameters
Upper Digital Lower Digital Display Display
Lower Oil Pressure L.OIL
z
z
The ENGSTAT stops the engine by controlling the Stop solenoid through hold coil supply. Press the STOP switch to shut off the engine. During trip conditions the engine is shut off automatically.
7.0 ALARMS 7.1 PRE-ALARM Both ALM1 and ALM2 will glow green in ‘normal’ mode. Under pre- alarm conditions the corresponding ICON (LED) will blink red. The values at which these pre-alarm conditions occur are listed below. Pre-alarm for temperature 5 deg. C below trip value Pre-alarm for RPM @ set trip value minus 100 RPM for High RPM D-24 D-4
Condition of the engine
triP
While running
Parameters
Upper Digital Display
Lower Digital Display
Condition of the engine
High Coolant Temperature
H.CtP
triP
While running
MANUAL - DIESEL ENGINES
Parameters
Upper Digital Display
Lower Digital Display
Condition of the engine
High Oil Pressure
H.OtP
triP
While running
Parameters
High RPM (Over Speed)
Upper Digital Display
Lower Digital Display
Condition of the engine
OSPd
triP
While running
Example Upper Digital Display
Lower Digital Display
Inference
L.FLt
L.OIL
Last fault occurred is due to low oil pressure
TOTAL FAULT Press the start switch again to read the total number of faults occurred from the date of installation of the System. Example
Parameters
Upper Digital Display
Lower RPM (Over LSPd Speed)
Lower Digital Display
Condition of the engine
triP
While running
Upper Digital Display
Lower Digital Display
Inference
L.FLt
0015
Total Fault occurred from the date of installation.
V-LOW Press the start switch again to read the battery low voltage while cranking the engine to kow the condition of the battery. Example
LAST FAILURE LOG The ECK 401 comes with a unique facility for recording and showing the previous fault that has occurred through the Digital Displays. Press MODE switch and select the SELECT MODE, while pressing the start switch, the engine parameter are displayed one by one and at the end of the sequence, the Upper Digital Display reads ’L.FLt’ and Lower Digital Display displays the nature of the fault as indicated in the table below (refer 6.3.3.)
Upper Digital Display U-Lo
Lower Digital Display
L
SPECIAL FEATURES
Inference
Last fault occurred is due to low oil pressure
D-25 D-5
MANUAL - DIESEL ENGINES
8-1 OTHER FAULTS The wire cut condition is sensed and displayed during RUN mode (or) before starting the engine. The messages displayed undervarious wire cut conditions are as follows. This facility is active both in the RUN mode and ‘rdY’ mode. Conditions
Display on Upper Digital Display
Display on Lower Digital Display
Coolant Temperature wire cut
C-tP
Error
The Pre-alarm and Shut down alarm indications for Coolant temperature, Oil Pressure and Battery Voltage in ALM1 are given by the blinking of the corresponding icons in red. The Pre-alarm and Shut down alarm indication for RPM in ALM2 is given by the blinking of the corresponding icons in red. Shut down alarm is activated when the engine attains the trip values. Error Message Sensor Fail Condition C-tP Eror O-tP Eror LSPd Eror
Conditions
Display on Upper Digital Display
Display on Lower Digital Display
Oil Temperature wire cut
O-tP
Error
Action to be taken
Coolant Temp Wire Cut Check Sensor / connections Oil Temp. Wire Cut
Check Sensor connections
RPM wire cut
Check RPM wire connections.
The above faults can be trouble shot by checking the wires connecting the system and the engine properly. RPM wire cut condition is active only when the engine is running. Alarm messages displayed in Upper Digital Display and correspondingly the Lower Digital Display will display the respective value in Select mode only. After starting the engine.... Error Message Condition of the Engine Action to be taken
Conditions
Display on Upper Digital Display
Display on Lower Digital Display
RPM wire cut (only when the engine is running.
LSPd
triP
18.0 TROUBLE SHOOTING: The ENGSTAT system incorporates many self-checks and engine check features. It also ensures that faults, which may cause engine damage or pose a safety risk which are detected and alarm is activated and the engine istripped. D-26 D-4
HCtP triP
Coolant Temperature is high Clean radiator fins Check load on engine
Check the coolant Check coolant level
HOtP triP
Oil Temperature is high Check the oil temperature Check oil level Check load on engine
L.OIL triP
Oil Pressure is low
O.SPd triP
RPMishigh (Overspeed) Check the speed of the engine Check governor Check load changes
LSPd triP
Low Speed
E.SPd Eror
Start Failure point connections
Check the oil pressure Check oil level Check load on engine
Check the speed of the engine Load beyond step load Unit Check alternator belt tension Check start and ‘W point Check alternator belt tension Check battery gravity (it should be more than 1200)
MANUAL - DIESEL ENGINES
During the starting of the engine when the RPM could not rise above Low Speed trip value within 16 seconds, a message namely ‘LS d’ will be displayed on Upper Digital Display and ‘triP’ will be displayed on Lower Digital Display and the system will shut off the engine. Once the RPM level is attained above the Low Speed value, the Upper Digital Display will display the respective RPM of the engine and the hour meters on Lower Digital Display will run. Don’t START and STOP the ENGSTAT system continuously. Leave 30 seconds in-between the stopping and the starting of the system. For any other problem, please PRICOL/KOEL and the ENGSTAT system must be opened only by the authorised persons. 11.0 DIAGNOSTICS Sl. No.
Alarm as displayed
Major Cause
Remedy
1
L.OIL triP Low Lube Oil pressure
• Lube oil pressure Low
• Check oil Filters change if required • Check L.O. Get.
2
H.CTP trip High Coiolant Temp.
• Overloading of engine • Choking of radiator • High water temp • Belt Failure • Faulty water pump
• Check fan belt tension • Check radiator water level • Check load on engine • Clean radiator
3
H.OtP trip High oil temp.
• Engine overload • High oil temp
• Use good quality oil
4
OSPd triP Overspeed
• Lever Jam
• Check with the reference value
5
LSPdtriP Lowspeed
• Fan belt may be loose • Engine should be overloaded • problem with fuel injection pump
• Tighten the fan belt • Check with the reference value of Alternator • Reduce the load on the engine
6
C-tP Eror Coolant Temp. fail
• Coolant temperature wirecut
• Check for the loose connection at snap on point • Check continuity • Check body to battery -ve earthing connection or replace the sensor
O-tP Eror Oil temp. fail
• Oil temp. wire cut
• Check for the loose
7
connection at snap on point
• Check continuity • Check body to battery negative earthing connection or replace the sensor. 8
LSPd Eror No speed
• RPM wirecut engine is running
• RPMwirecut when the
Sl. No.
Alarm as displayed
Major Cause
Remedy
9
ESPd Eror
• Battery Low voltage
• Check ‘V.lo’ parameter if it is less than half the battery voltage • Check if battery is charged. • Check starter • Check cable terminals, if required, replace it. • Tighten the ‘V belt
• Starter fault • Cable terminals corroded • Alternator ‘V Belt loose • Battery is not fully charged & hence not able to give required current • Starter alignment is not proper • Starter eccentric setting disturbed
• Change the battery externally
• Check starter alignment • Set the starter eccentric pin
14.0 DOs & DON’Ts DO... Study the manual and understand the operation of the system and controls. Ensure the battery is fully charged and the terminals are clean and polarity is correct. Ensure the wiring is correct and the terminals are fastened tight. Make sure that the sensors are connected correctly. Set the correct engine parameter. Before starting the engine wait till the self check cycle is over and “rdY” signal is present. In good condition, the engine will start at the first crank. The cranking cycle is automatically discontinued either on Min. Engine Speed or time. If the Engine has not started, switch off & wait for 15 seconds before cranking again. Once the engine has started, ensure the parameters are normal, and display is green. Follow other engine maintenance procedures. DON’T... Wire the unit wrongly. Keep any liquid on top or expose the unit to water spray. Wipe with a wet cloth after straining. Don’t connect the battery for loads other than the engine. Drop the Unit. Connect additional batteries to start the engine. Attempt to repair the unit unless you are qualified. The components inside are highly susceptible to static voltage & can get damaged. Enter wrong parameter values. This may result in damage. Start the engine when there is any fault indication. D-27
MANUAL - DIESEL ENGINES
15.1
D-28 D-4
OPERATION FLOW CHART FUEL - 0 (Energise to Run)
MANUAL - DIESEL ENGINES
15.2
OPERATION FLOW CHART FUEL - 1 (Energise to Stop)
D-29 D-5
MANUAL - DIESEL ENGINES
15.3
D-30 D-4
OPERATION FLOW CHART FUEL - 2 (Energise to Stop)
MANUAL - DIESEL ENGINES
15.4
OPERATION FLOW CHART TYPE - 1 (Energise to Run)
D-31 D-5
MANUAL - DIESEL ENGINES
15.5
D-32 D-4
OPERATION FLOW CHART HEAT - 1 TYPE - 1 (Energise to Stop)
MANUAL - DIESEL ENGINES
3.2.2
Hand Starting (Alternative to Electric Starting) for HA 294 & HA 394 engines only.
z
Put engine control switch to ‘OFF’ position.
z
Move decompressor levers to ‘VERTICAL’ position as shown in Fig. 3.2/2.
z
Engage starting handle to extension shaft on crank pulley and rotate briskly in clock-wise direction.
z
z
z
z
Do not release the stop lever till the engine is completely stopped. If the stop solenoid is fitted on the engine, press the stop push button till the engine is completely stopped. Charging current lamp lights up when engine has come to rest. Turn key anti-clockwise to ‘OFF’ position and withdraw, pilot lamp goes out. After stopping the engine close the ‘shut-off cock under fuel tank (if provided).
3.4 OPERATING CONDITIONS 3.4.1 Operation in Winter: z Lube oil viscosity - Select viscosity (SAE grade) as governed by the ambient temperature prevailing at the time of starting the engine, see 2.4.6 z
z
Put one by one all decompressor levers to horizontal position while rotating handle. Once engine starts firing and picks up speed, disengage handle. Put engine control switch to ‘ON’ position.
Diesel Fuel: -
Fig. 3.2/2 z
Note shorter periods between oil changes when operating below - 10° C, see 5.1.1. Use winter grade fuel for operation below + 10° C, see 2.5.2
Cold starting Aids: -
3.3 Stopping Never stop the engine suddenly from full load running. First allow it to idle for 2 to 3 minutes and then stop it. To stop the engine proceed as follows z Pull the stop lever 2 with the help of stop-linkage provided on the engine (see Fig. 3.3/1)
Cold starting of a Diesel engine depends among other things, on the capacity of the starter motor and that of the battery. Since the starting equipment of the engine may differ according to its application, please consult KOEL, about the use of cold starting aid. However, as a general guide line we are giving below the temperature range for cold starting aid Up to –5°C - No cold starting aid required. –5° to –20°C - Use flame type heater or start pilot. Below –20°C - Use flame type heater or start pilot and hot air blower for preheating the engine oil sump, cylinder liners etc. ( KOEL for details)
z
Fig. 3.3/1
Battery: -
Cold starting requires a good state of charge of the battery.
-
Lowering the starting limit temperatures by 4-5°c is possible by raising the battery temperature to about + 20°c. This is achieved by removing the battery and storing it in a warm room. D-33 D-5
MANUAL - DIESEL ENGINES
3.4.2 z
High Ambient Temperature, High Altitude
With increasing altitude and increasing ambient temperature, the density of the air tends to decrease, which affects the maximum power output of the engine, the exhaust gas quality, the temperature level and in extreme cases the starting behaviour. Where engines are operated at higher altitudes or higher ambient temperature, they must be derated in accordance with the respective standards. In case of doubt concerning such engine applications, , your genset supplier or KOEL in right time.
3.5
RUNNING - IN PERIOD
3.5.1
Running -In
During the running in phase, approx 200 running hours, it is recommended to check the engine oil level twice daily. After the running - in phase, daily checking will suffice.
3.5.2
After first 50 running hours
z
Change engine oil, see 5.1.3
z
Clean lube oil filter bowl & change the element / cartridge, see 5.1.4
z
Retighten fasteners for lube oil sump.
z
Clean fuel filter bowls & change pre-filter element/ cartridge.
z
Check V - belt tension, tighten if necessary, see 5.5
z
Check valve clearance, readjust if necessary, see 5.6.1
z
Check engine for leakages.
z
Check engine mountings, tighten if necessary. Clean fuel strainer (button filter at feed pump inlet.) see 5.2.1
z
Tighten intake and exhaust manifold fastenings at cylinder heads. During first 50 running hours, never exceed full load even for a short duration.
D-34 D-4
MANUAL - DIESEL ENGINES 4.1
MAINTENANCE SCHEDULE - HA SERIES
Every
In running hours (h) 1)
Check
10th Daily
See
Clean
Hours/ 1st 50 Hours
Renew 125
250
500
750
1000
2000 3000
Job
z z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z z
z
z
z
z
z
z
z
z
Oil level in engine2
5.1.2
Oil bath and dry type air cleaners3
5.4
Battery and lead connections3
5.8.1
Cooling system (depend on engine use)12
5.3
z
Engine oil (depend on engine use) 6
5.1.1 & 5.1.3
z
Lub oil filter element / cartridge (depend on oil change period)
5.1.4
Fuel strainer (button filter at Feed pump inlet)
5.2.1
Oil level i fuel pump, on HA 294 only (top up,if required)6
5.2.2
z
Air breather, on HA 294 fuel pump only3
5.2.3
z
Exhaust Silencer3
5.9.1
V-Belt tension (Readjust if necessary
5.5
z
Fuel filter insert (pre-filter element/spin on filter)4
5.2.4
z
Fuel filter insert (Micro - filter element)4
5.2.4
z
z
z
z
z
z
z z
z
z
z z
z z z z
z
z
z
Fastenings10
5.9.2
z
z
z
z
Starter, Alternator5
5.8.2 & 5.8.3
z
z
z
z
Valve Clearance (Adjust if necessary)10
5.6.1
z
z
z
Injector10
5.2.5
z
z
Top and Major Overhaul
5.10
z
z
TC10
6.2.2
Fuel level
———
z 1) 2) 3) 4) 5) 6)
Max. Permissible guide intervals Top-up if required Clean if necessary Renew dry type air cleaner Depends on engine use Depends on engine oil change period
Section
7) 8) 9) 10) 11) 12)
Depends on rate of deposition of scale TC 10 engine oil change, whichever is earlier Whenever, restriction indicator indicates Every 6 months or 1200-hour whichever is earlier FIP should be calibrated after 3600 of engine hours run by MICO dealer. Blow out dust.
D-35 D-5
MANUAL - DIESEL ENGINES
4.2
MAINTENANCE SCHEDULE - SL90 SERIES
Every In running hours (h) 1) Check 10th Clean Hour/ 1st 50 Renew Daily Hours 250 500 1000 1500 3000 Job
See Section
z
z
Engine Oil level2
5.1.2
z
z
fuel level in tank2
——
z
z
Coolant level in radiator2
5.7.1
z
z
Dry type air filter3.4
5.3
z
z
Rubber hoses
5.4.3
z
z
Check restriction indicator
5.4.2
z
z
z
z
z
z
z
z
z
z
z
z
z
z z
Engine Oil
z
z
z
Lube oil filter cartrige5
5.2.3
z
z
z
z
z
Battery lead connection
5.8.1
z
z
z
z
z
Primary filter swirel on feed pump3
5.2.4
z
z
z
z
z
V belt condition & tension adjust
5.2.4
z
z
z
z
z
z
z
z
Radiation fins externally12
5.7.1
z
z
z
z
Radiator tubes cleaning
5.7.1
z
z
z
z
z
z
Thermostat element
5.7.2
z
z
Valve clearance (Adjust)10
5.6.1
z
z
Indicator
z
z
z z z z
z
z z z
z
z
z
z z
z
z z
z
z
z
z
z
Max. Permissible guide intervals Top-up if required Clean if necessary Renew dry type air cleaner Depends on engine use Depends on engine oil change period
5
Fuel filter element PEC
Fuel filter (Micro)
4
4
5.8.2
5.2.5
Fastening10
5.9.2
Started / Alternator5
5.8.2 & 5.8.3
Main element of dry type Air cleaner Drain water Exh. Silencer3
5.9.1
Fuel pump11
——
Turbocharger z
D-16 D-36 D-4
5.2.1 5.1.1 & 5.1.3
z
z
1) 2) 3) 4) 5) 6)
Pre cleaner of dry type Air cleaner
Fuel Tank2 7) 8) 9) 10) 11) 12)
10
10
6.2.2 ——
Depends on rate of deposition of scale 500-hours or at engine oil change, whichever is earlier Whenever, restriction indicator indicates Every 6 months or 1200-hour whichever is earlier FIP should be calibrated after 3600 of engine hours run by MICO dealer. Blow out dust
MANUAL - DIESEL ENGINES
4.3
MAINTENANCE SCHEDULE - R1040 / R1080 SERIES
Every In running hours (h) 1) 10th Hour/ 1st 50 Daily Hours 100 400 800 1200 2400 3600
Check See Section
Clean Renew Job
z
z
Engine oil level 2
5.1.2
z
z
Fuel level in the tank 2
——
z
z
Coolant level in radiator 2
5.3.1
z
z
Dry type air cleaner 3 4
5.4.1
z
z
z
z
z
z
z
Rubber hose & clips of dry type and oil bath type air cleaner
5.4.3
z
z
z
Check the restriction indicator
5.4.2
z
Pre-cleaner of dry type air cleaner
5.4.3
z
Engine Oil 5
5.1.1 & 5.1.3
z
Lube oil filter element / cartridge 5
5.1A
Primarily filter swivel on feed pump3
5.2.1
z z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
Battery & lead connections
5.8.1
z
z
z
z
z
‘V’ Belt Condition and tension (adjust / replace if required)
5.5.1
z
z
z
z
Fuel Filter insert (pre)4
5.2.4
z
z
z
z
z
z
Radiator fins (depend on site condition) 12
5.7.1
z
z
z
z
z
z
Radiator tybes (depend on type of cooling water)12
5.7.1
z
z
z
z
z
Fuel filter insert (micro)4
5.2.4
z
z
z
z
z
z
z
z
z
z
z
z
Thermostat element (change if necessary)
z
10
Valve clearance (adjust if necessary)
5.6.1
z
Starter / Alternator5
5.7.3
z
z
Fastening10
5.9.2
z
z
Injector10
5.2.5
z
z
z
Fuel tank 10
——
z
z
Exhaust silencer3
5.9.1
Fuel pump11
z z
1) 2) 3) 4) 5) 6)
5.7.2
z
z
z z
z
Max. Permissible guide intervals Top-up if required Clean if necessary Renew dry type air cleaner Depends on engine use Depends on engine oil change period
z
z
Turbo charger10
z
7) 8) 9) 10) 11)
6.2.2
Depends on rate of deposition of scale 400-hours or at engine oil change, whichever is earlier Whenever, restriction indicator indicates Every 6 months or 1200-hour whichever is earlier FIP should be calibrated after 3600 of engine hours run by MICO dealer.
D-37 D-5
MANUAL - DIESEL ENGINES
5.1 MAINTENANCE OF LUBRICATION SYSTEM 5.1.1 Oil Change Intervals z The oil change intervals depend on engine application and on quality of lube oil. Refer table below :z Should, within ONE YEAR, the engine run less than the hours stated in the table, the oil must be changed at least ONCE A YEAR. z The table is subject to the following conditions : - For Diesel fuel max. sulphur content 0.5 % by weight. - Prevailing ambient temperature down to -10°C. z In the case of fuels containing more than 0.5 % to 1 % sulphur or prevailing ambient temperature below -10°C, the intervals between oil changes are to be halved. z In the case of fuels containing more than 1% sulphur, ask our authorised service Dealer or KOEL, PUNE. TABLE FOR OIL INTERVALS OIL CHANGE (RUNNING HRS.) OIL GRADE ENGINE SERIES
OIL GRADE
OIL GRADE
z
Pull out dipstick, wipe it with a nonfraying rag and push it in as far as it will go and then withdraw again (Fig. 5.1/1).
z
The film of oil left on the dipstick should extend to the upper (max) mark. If the level only reaches to the lower mark, the oil should be topped-up without delay. Failure to attend to this may result in serious damage to the engine (piston & bearing seizure)
5.1.3
Changing Engine Oil
z
Change engine oil at recommended intervals, See 5.1
z
Position engine on level surface.
z
Run engine until warm. (lube oil temp. approx. 80°C)
z
Stop the engine (Fig. 5.1/2)
E-DL 2 HD TYPE 5 K-OIL (HD TYPE 4) MIL-L-2104 C PLUS MIL-L-45199 B CD CD PULS E-DL4 (D5)
HA
250
——
300
R1040/RO1080
——
400
400
SL90
——
500
500
5.1.2 Checking Oil Level z Stop the engine and wait for a while till oil level in the sump is settled. Ensure that engine is in horizontal position. Fig. 5.1/2 Take care when draining off hot oil : Danger of scalding ! Collect used oil in suitable receptacle ready for proper disposal to prevent environmental pollution.
Fig. 5.1/1 D-38 D-4
MANUAL - DIESEL ENGINES
Replace new filter element in place of old one and tighten the centre bolt along with bowl until sealing ring is evenly seated. Then tighten the centre bolt firmly. z Check oil level, oil pressure and leakage through sealing ring, if any. B) Spin-on type lube oil filter : z Release lube oil filter cartridge with special tool and spin off as shown in fig. 5.1/5. z
z z z z
Fig. 5.1/3 Place oil tray under engine. Unscrew oil drain plug and drain oil completely (Fig, 5.1/3) Refit oil drain plug with new t washer and tighten firmly. Fill in fresh lube oil. - Lube oil specifications : refer 2.4.6 - Lube oil sump capacity : refer 2.4.4
Fig. 5.1/5 z z
5.1.4 Lube Oil Filter Following every oil change, renew lube oil filter element or spin -on filter (if fitted on engine in place of paper type lube oil filter).
z
z z z
Clean sealing surface of filter carrier (Fig.5.1/6). Apply light film of oil to rubber seal of new cartridge. Screw cartridge into place by hand until seal is evenly seated.
Fig. 5.1/5 Tighten lube oil filter cartridge firmly by giving a final half turn. (Fig-5.1/7). Check oil level and lube oil pressure. Check seal of lube oil filter cartridge for leaks.
Fig. 5.1/4 A) Paper element type lube oil filter : z
z z z
Unscrew the centre bolt at the bottom of the centre bowl and drain the oil completely (Fig. 5.1/4). Clean the bowl with clean diesel oil. Check the condition of sealing ring, if necessary change it. Apply slight oil on sealing ring and replace it on it’s place.
Beware of hot oil. Danger of scalding ! D-39 D-5
MANUAL - DIESEL ENGINES
C) Centrifuge Cleaner : Instruction Manual z
Introduction The Centrifuge Cleaner SCC30 cleans your engine oil continuously when your engine is running. It seperates dirt below 1 micron from engine oil thus lowers wear rate of engine components drastically. It avoids harmful oil degradation and arrests depletion of oil additives increasing the oil life. The Centrifuge Cleaner does not require any spare parts to be replaced and gives consistent performance throughout engine oil.
z
Cleaning frequency For consistent performance, the centrifuge rotor needs to be cleaned periodically as mentioned in this manual. It is recommended that you service the centrifuge every 250 hours of working or at every oil change period. The volume of dirt collected depends upon engine application, loading and environment in which engine is working. Exact period of servicing the centrifuge can thus vary between 200 hours of working to your oil change period. Please follow the instructions given below for cleaning of centrifuge cleaner.
z
Identification and location The centrifuge Cleaner is located on the same manifold on which full flow oil filter is mounted. The centrifuge can be easily identified with a dome shaped cover bearing instruction sticker. The exact location is as shown in this photograph.
SCC30 SERVICING INSTRUCTIONS Instructions z It is a precision assembly, handle with care. z Carry out servicing preferably when the engine oil is still warm z All threaded parts of the centrifuge require following gadgets : a 13 mm spanner, a blint knife, a small adjustable pliers and waste cotton for cleaning. Servicing procedure
z
FULL FLOW FILTER D-40 D-4
CENTRIFUGE CLEANER
Unscrew top nut with a 13 mm spanner and remove centrifuge cover. The centrifuge cover nut has a puller arrangement so that the cover will be lifted as you unscrew the top nut.
MANUAL - DIESEL ENGINES
z
z
z
Hold the rotor in hand and lift rotor to remove it completely from central shaft. The rotor will contain about 200 ml of oil, drain oil from the rotor. The rotor has two bushes at its ends. Take care while removing rotor from central shaft. The rotor should not fall; otherwise it will damage the bushes. Unscrew rotor nut by holding rotor assembly in hand. The rotor nut can be opened by hand. if it is tight, unscrew it with light pliers. Never grip the rotor nut tightly in clamping device like a bench vice. It may damage the rotor body permanently. Remove rotor cover and deflector inside. For removing rotor cover, remove the rotor nut completely, hold the rotor cover in hand and give a light blow to the rotor body at the rotor nut end by hand. The rotor body abd deflector will come out from the opposite end.
After you open the rotor, you will see cake formed sticky dirt mass all around the rotor cover from inside. Remove the dirt by a blunt knife as shown. CLean the rotor cover and all rotors thoroughly by cotton waste. Clean the centrifuge central shaft also.
Assemble rotor in correct sequence of parts. Match arrow marks on rotor cover and rotor. Tighten rotor nut firmly by hand. Install rotor on shaft and assemble cleaner cover. NOW YOUR CENTRIFUGE IS READY TO COLLECT MORE DIRT FROM OIL POINTS TO CARE ABOUT CENTRIFUGE CLEANER 1. Replace rubber rings if deformation or cuts are observed. Using damaged rubber rings will result in oil leakage and improper functioning of centrifuge cleaner. 2. While assembling the rotor, ensure that the rubber ring has taken proper seat in its place. This is necessary for proper sealing of rotor assembly. 3. Take care with the centrifuge housing and rotor body. They are made of aluminium, jence are susceptible to damage due to accident. 4. Always ensure that the arrow marks on rotor cover and rotor are matched after assembling the rotor. The rotor body is dynamically balanced. Mismatch of arrow marks on rotor cover and rotor will result in excessive vibrations of the cleaner and part breakage. 5. The rubber ring is made of Viton rubber. Use genuine spare rubber ring only. Rubber ring of any other material will not give desired performance. Don’ts about centrifuge cleaner z
1. Do not over tighten the top nut. Tighten just enough to prevent leakage of oil from centrifuge cover and D-41 D-5
MANUAL - DIESEL ENGINES
housing. Over tightening top nut will damage theb threading in centrifuge housing and damage the centrifuge permanently. Use 1.2 kg-m torque for tightening of centrifuge cover.
2. Do not hold the rotor nut in clamping device like bench vice as shown. Extra clamping pressure on rotor nut may result in damaging the circularity of upper bush and will result in permanent damage to rotor assembly. 3. Do not open or tamper with the valve assembly. The valve assembly is preset for opening oil pressure in engine’s oil gallary. If the setting is lost or the valve assembly is damaged, there is risk that your engine will not get enough oil or the centrifuge will not function properly. Consult authorised service dealer in case of any doubt.
TROUBLESHOOTING Sr. No.
Problem
Probable cause
Action
1.
Leakage through cleaner
Rectangular rubber ring damage
Change rubber ring.
2.
Rotor does not rotate
Nozzles blocked thoroughly.
Open rotor and clean nozzles Reassemble the cleaner.
3.
Rotor does not rotate even after cleaning nozzles
Entry valve blocked
Do not open entry valve assembly. It requires special tools. company representative.
4.
Rotor rotates but at low speed
Leakage of oil through rotor assembly
Open rotor and ensure that the rubber ring has taken proper seat on rotor body. Then reassemble the rotor.
5.
Rotor speed very low or even rotor does not
Bushes damaged permanently
6.
Rotor rotates but at low speed
Rotor filled with dirt completely
Ensure that the rotor is free on shaft. Else replace entire rotor assembly. Time for cleaning the rotor
7.
Abnormal vibrations of centrifuge cleaner
Mismatch between arrow marks on rotor cover and rotor
Open rotor and reassemble it properly.
8.
Cleaner does not collect any dirt
Rotor not rotating at desired speed
See point 2 & 3. Consult authorised representative.
D-42 D-4
MANUAL - DIESEL ENGINES
5.2 Maintenance of Fuel System 5.2.1 Cleaning Fuel Strainer z
Close fuel stop cock.
z
Remove special banjo bolt situated at the bottom at the Inlet of feed pump.
z
Takeout screw with strainer fitted inside banjo bolt (Fig.5.2/1).
z
Clean the strainer with clean diesel.
z
Fig. 5.2/1 Refit the strainer inside the banjo bolt and screw in the banjo bolt using new copper washers
z
Bleed the fuel system (see 3.1.5) check for leaks.
5.2.2 z
z
Checking Oil level in fuel pump / Governor (Only on HA 294 engines)
Slacken Oil level control plug through 3 to 4 turns to drain any surplus oil + fuel mixture. (see fig 3.1/4) If necessary, remove screw plug and fill-in fresh oil until it spills at oil level control plug. (see fig 3.1/3)
z z z
Unscrew the centre bolts and remove the bowls and inserts (Fig 5.2/2) Clean the bowls inside as well as outside with clean diesel oil. Change pre-filter insert only. Do not change pre-filter insert and Micro filter insert at a time. * (see Notes below)
Fig. 5.2/2 z
z
z
z
Check the condition of sealing ring, if required change it. Complete the filter assembly and bleed the fuel system before starting the engine, see 3.1.5 Change over period for pre-filter insert and micro filter insert is given in ‘Routine Maintenance Schedule 4.1/4.2/4.3/4.4 as per engine type. For changing micro-filter insert follow the same procedure explained above.
NOTE :
NOTE :
At the end of 2000 running hours or when the fuel injection pump is removed for some attention, renew the entire oil filling.
1) Do not clean filter insert. Always replace the insert with new one at recommended intervals. Cleaning will damage filter insert, reduce filteration efficiency and damage fuel injection equipment.
5.2.3
2) Since a filter attains the maximum efficiency only after a film of dirt is deposited on the surface of the filter insert, avoid replacing pre-filter insert and microfilter insert at the same time. First change prefilter insert and then after 250 running hours change micro-filter insert.
z
Cleaning Fuel Pump Breather (Only on HA 294 engines)
Wash the air breather of pump / governor thoroughly in petrol and blow dry with compressed air. If the operating conditions are very dirty, this is to be done during every oil change.
5.2.4
Fuel Filter
MICO Dual Fuel Filter : z
Close fuel stop cock.
z
Drain the fuel filter bowls by loosening the plug situated at the bottom of the bowls.
3) The Routine Maintenance schedule is meant to serve as a guide only for normal fuel storage and engine operating conditions. Replacement of inserts may have to be made earlier than the recommended period. When working on the fuel system, keep naked lights away! Do not smoke!
D-43 D-5
MANUAL - DIESEL ENGINES
5.3
Maintenance of Cooling System
5.3.1
Cleaning Intervals:
z
The danger of contamination is increased due to residues of oil and fuel on the engine. Check extra carefully, therefore, for leakages when application involves high dust fallout.
z
More severe contamination can occur, e.g. in case of - Under normal operating conditions, cleaning intervals of 2000 running hrs are recommended. - Construction site application due to heavily dustladen air.
5.4.1 Cleaning Intervals Since the degree of soiling of the combustion air cleaner depends on the amount of dust in the air and the size of filter used, the cleaning intervals cannot be laid down generally, but have to be determined from case to case. If dry type air cleaner is used, clean only when a need for air cleaner service is indicated by the air cleaner service indicator.
Fig. 5.4/1 5.4.3 Cleaning the Oil - Bath Air Cleaner z
Stop engine and wait about 10 minutes until the oil has run out of filter housing (1).
z
Release snap clips (2) and remove oil bowl (3) to a ether with filter element (4), at t by means of screw driver if necessary. Take care not to damage rubber gasket (5).
z
After removing dirty oil and sludge, clean the oil bowl.
The table below gives the guide values for cleaning and renewing oil both type air cleaner (under normal working condition). WORKING CONDITION
INTERVAL (running hrs)
Under severe working condition and very dusty atmosphere check, clean and top-up oil, (if required, change the oil).
Daily/10 hours
Under normal working condition, top-up oil. (Clean & renew oil if dust collection in the bowl is more than 4mm)
50 hours
Renew entire oil in the bowl and service the air cleaner.
At the time of engine oil change
5.4.2 z z
Fig. 5.4/2 z
Rinse filter element (4) in diesel fuel and allow to dripdry thoroughly.
z
Clean filter housing (1), if necessary.
z
Inspect rubber gaskets (5) and (6), renew if necessary.
z
Fill oil bowl with engine oil up to oil level mark.
z
Refit oil bowl with filter element to filter housing and fasten snap clip;
Cleaning the Pre-Cleaner
Clean the pre - cleaner (1). Release snap clips (2), empty dust collector (3) and clean. (Fig. 5.4/1). Never fill dust collector (3) of ore cleaner (1). with Oil
Never rinse filter in petrol (gasoline). Dispose off used oil in compliance with statutory provision: D-44 D-4
MANUAL - DIESEL ENGINES
5.4.4 Dry type Air Cleaner A) Description : Construction of typical Dry type Air Cleaner, supplied as optional extra, is shown below in fig, 5.4/3 and 5.4/4.
Fig. 5.4/3
Fig. 5.4/4 Inlet cap or pre - cleaner is supplied for the air intake, depending on the working conditions, inlet cap prevents ingress of rain/heavy particles. Pre-cleaner separates out heavier dust particles, which are collected in the precleaner bowl, thereby extending the life of the main filter element. Two filter elements are co - axially fitted in the air cleaner housing. The outer element is the main filter element, with a built in cyclone separator which gives a swirling effect to incoming air, to separate out heavy dust particles by centrifugal action. This dust is collected in the end cover (which is removable). The vacuator valve at the bottom of cover helps in expelling the accumulated dust. This is achieved by opening / closing of vacuator valve outlet due to the air flow fluctuations inside the air cleaner. Inner element is a ‘Safety Element’ to prevent ingress of dust into the engine, when the outer (main) element is removed for cleaning / replacement.
B) Maintenance : Regular check up and maintenance of the air cleaner is essential to ensure maximum protection to the engine from the dust. i) Daily check the connection of rubber hose and the hose clips between the manifold and the air cleaner before starting the engine. Damaged hose/ clips nuts be replaced immediately. Any by-ing of unfiltered air through cracks in the hose / loose hose will quickly lead to serious damage to the engine. Since this is a dry type air cleaner, do not fill a single drop of oil in it. Also, protect the air cleaner form ingress of rain / moisture. ii) The pre cleaner (if provided) should be cleaned, to remove the accumulated dust, after each day’s work, when the engine is stopped. This cleaning can be done by removing the top cover of the pre cleaner. iii) The restriction indicator, mounted on air cleaner near the hose, indicates the condition of the air cleaner element, when the air element is in good condition, a red signal will be seen through the transparent window on the indicator when the engine is running and will disappear when engine is stopped. However, if the element is choked, then the red signal will remain ‘ON’ even after engine is stopped. This is an indication that the main filter element must be removed & cleaned or replaced. NOTES : 1. If engine performance is poor, but restriction is still within limits, do not change the element. The air cleaner is probably not at fault. 2. To get those extra service hours out of air cleaner element. make sure the air inlet is away from any heavy dust clouds caused by operation. Also, make sure that exhaust carbon cannot enter the air cleaner. iv) • Discharge the dust vacuator valve 1 by pressing apart the lips of the vacuation slot, applying pressure as indicated by the arrows. 2) Rapping, Tapping or Pounding dust out of them is dangerous. Severe damage to the filter will result! Fig 5.4/5 D-45 D-5
MANUAL - DIESEL ENGINES
z
Clean the vacuation slot time to time.
z
Remove any cakes of dust by pressing together the upper part of the valve.
z
Make sure that vacuator valve is not damaged, if required change it. Also, check the condition of cup t sealing, replace if necessary.
iv) Carefully check new or properly cleaned element for damage before installing. Conduct a light test by ing the light through element as shown in Fig 5.4/8. If there is any crack in the element, the light will through it. In that case replace the element.
v) Cleaning of Filter Element : Cleaning of filter element is to be done only when a restriction indicator shows a red signal even after the engine is stopped. For cleaning proceed as followsi)
Loosen the mounting band of the dust cup, remove the wing nut of the element and take out the outer element for checking and cleaning.
ii)
Use a damp cloth to wipe out all excess dust in the air cleaner. (Fig 5.4/6). Similarly clean the dust end cover.
Fig 5.4/6 iii) Thorough cleaning of the fitter element with compressed air is recommended. Clean the element from inside to outside using the pressurised air pipe. (Fig 5.4/7)
Fig 5.4/7 1) Too much air pressure can break the filter paper and destroy the element. (Max. Air Pressure 3.5 kg/cm2) D-46 D-4
Fig. 5.4/8 v) Inspect the rubber sealing ring at the end cover of the element. In case the seal is damaged, replace the filter element. (Fig 5.4/9)
Fig 5.4/9 vi) The inner element (safety element) is not to be removed, when the main element is removed for cleaning / replacement. It should be replaced by a new safety element after every three changes of the main element.
Fig. 5.4/10 vii) Replace the cleaned or new element in the air cleaner body and reinstall the end cover, making sure it seals 360° around the air cleaner body. Reset
MANUAL - DIESEL ENGINES
the restriction indicator by pressing the button at the top. 5.4.5 Series Air Cleaners System For certain applications involving extremely dusty environment, we recommend use of series Air Cleaner system; i.e. oil bath air cleaner in series with the dry type air cleaner. Air for engine combustion first es through an oil bath air cleaner and then through dry type air cleaner to the engine. As a result, major portion of the dust (especially the heavy particles) is trapped in the oil bath air cleaner, thereby considerably extending the life of the filter element in the dry type air cleaner. The sizes of the air cleaners and their relative positions will be recommended by KOEL, for a particular application. This is important to keep the overall airflow restriction within limits and to avoid oil ‘carry over’ from the oil bath air cleaner into the dry type air cleaner.
Never check / retension / renew V-belts while engine is running ! Refit V-belt guard, if provided. 5.5.2 Renewing Blower V-Belts z
To renew V-belts, push belt tensioning unit (automatic belt-tensioning) (1) inwards and remove V-belt (Fig 5.5/2)
z
Place on new V-belts.
Maintenance: Follow the procedures as described earlier for oil bath air cleaner and dry type air cleaner. In no event use petrol (gasoline) or any hot liquid for washing the filter element of Dry type air cleaner.
Fig. 5.5/2 5.5.3 z
In the event of V-belt rupture, the pressure pin (1) of V-belt failure switch (if provided on engine) is actuated by the automatic belt tension unit and an audible or visual alarm is initiated through control .
z
Make functional test by pressing-in pin (1) (Fig 5.5/3)
5.5 BELT DRIVES 5.5.1 Checking V-Belts z
Inspect V-belts over whole length for damage or cracks. Renew damaged or cracked v-belts.
z
Check by pressing with the thumb midway between the pulleys to see whether the belt deflects inwards by not more than 10 to 15 mm. (Fig 5.5/1)
z
If necessary retension V-belt, see 5.5.4.
Checking Alarm System (for HA only)
Fig. 5.5/3 Never make functional test while engine is running ! Fig. 5.5/1 D-47 D-5
MANUAL - DIESEL ENGINES
5.5.4 Retensioning Alternator V-belt z
Loosen the bolts which fix the alternator on mounting bracket. Also, loosen the bolt on tension adjusting lever.
z
Adjust the desirable tension by pushing the alternator outwards with the help of bar and tension adjusting lever.
z
Retighten all the bolts firmly.
Fig. 5.6/1 Then continue turning the crank shaft through 360° (one complete revolution). z Insert a feeler gauge of 0.15 mm in the gap between rocker arm toe and valve for both inlet and exhaust. The valve clearance is correct when the filler gauge can be inserted with a slight drag. Failing this, the valve clearance must be readjusted as follows Adjusting valve clearance z Loosen lock nut of adjusting screw through one or two turns and adjust the screw with screw driver so that, when locknut is retightened, the feeler gauge of 0.15 mm can be inserted and with drawn with slight drag. (Fig 5.6/2). z Check the valve clearances of each of the remaining cylinders and readjust, if necessary. z
Fig. 5.5/4 5.5.5 z
Retensioning Blower V-Belts
An automatic belt tension unit is used for blower Vbelts. Ensure that the belt tension unit is properly fitted and maintains desired tension.
5.6
ADJUSTMENTS - VALVE
5.6.1
Checking & Adjusting Valve Clearances
The valve clearance is the requisite gap between the rocker arm toe and valve stem end. Engine performance and power output depend on its correct setting which can be done by a skilled mechanic according to the instructions below Checking Valve Clearance z
z z
Check clearance when engine is cold. (at room temperature) Remove rocker cover. Turn crankshaft until the valves of the cylinder (on which the clearance is being checked) are “overlapping” (exhaust valve about to close , inlet valve about to open).
D-48 D-4
Fig. 5.6/2
MANUAL - DIESEL ENGINES
z
Do not change the setting of oil metering screw unless required. With hot engine running at idling, an oil flow to pad at rocker arm must be just noticeable. An excess oil flow can lead to higher oil consumption.
5.7
z
For cleaning, blow the pressurized air through radiator fins in the reverse direction of the flow of radiator fan (Fig.5.3.2). Do not spill water on radiator fins.
MAINTENANCE OF COOLING SYSTEM (For water cooled engines only)
Engine cooling system contains radiator, fan, water pump and temperature controller i e. thermostat. The engine control consists of water temperature gauge. High water temperature stop for engine safety could be provided as an optional. Figure 5.3-2 direction of air for cleaning fins Flushing the radiator Flush the radiator inside after every 1000 hours or once in a year whichever is earlier. This period is applicable for clean soft water. If the water is hard and saline, the flushing is to be done after every 500 hours or even earlier depending upon the type of water. In order to prevent the rust formation use rust preventive compound. To flush, top up the radiator with clean fresh water and run the engine on no load till it reaches working temperature. z
Figure 5.3-1 5.7.1
Radiator
Check coolant level in the radiator every day before starting the engine Remove the radiator cap and fill coolant through radiator neck until it spills out of overflow pipe fitted on radiator (Fig.5.3.1). Refit radiator cap firmly.
While the engine is still running, open the drain cock of radiator and allow the water to flow out. This will wash away any impurities embedded in water ages. With engine still running, keep on adding fresh coolant for at-least 5 minutes. Stop the engine and discontinue adding fresh water. Then drain the radiator completely. Do not use concentrated SODA LIME to clean the cooling system because it could corrode Aluminium parts.
z
Check the radiator hoses and connections. Replace the damaged hoses and tighten (he connections.
z
Do not open radiator cap while the engine is running or hot. The cooling system is under pressure. Danger of burning body skin!
z
Add coolant only when the cooling system is cold. The temperature difference between the coolant in the engine and the coolant being added must not exceed 50 °C.
z
Cleaning the radiator fins
A thermostat having single element is used in the water circuit. Thermostat is provided to attain working temperature quickly during warm-up period and maintains desired temperature of coolant during running of the engine.
z
Clean the radiator fins after every 1000 hours. (Under very dusty conditions, this is to be done if coolant overheating is observed)
Normally thermostat does not require regular maintenance. Its operation shall be checked if sudden deviations from the specified coolant temperature
5.7.2 Thermostat
D-49 D-5
MANUAL - DIESEL ENGINES
occurs. Visual inspection will reveal whether or not the element rests in its seat i.e. whether or not close tightly (Fig.5.3.3).
z
If no such elements are provided, the alternative method is to insert a clean wooden stick into the cell, until it touches the top edge of lead plates. (Fig/ 5.7/2)
The electrolyte should wet the stick over a length of about 10 to 15 mm If the electrolyte level is low, top-up with distilled water only. z
Figure 5.3 3 the thermostat element seal
C) Checking Specific Gravity of Electrolyte : Check the specific gravity of electrolyte with a hydrometer, five minutes after adding distilled water.
5.8 MAINTENANCE OF ELECTRICAL EQUIPMENT 5.8.1 Battery A) Checking Battery and Lead Connections : z Keep the battery clean and dry. Use damp cloth for cleaning. z Wash the corroded terminals (+ and -) with ammonia solution consisting of 115 gms (1/4 pound) of baking Fig. 5.7/1 soda added to one litre (one quart) of water. Ensure that the cleaning solution does not enter the cell through the vent holes. z After cleaning, flush the outside of the battery, the battery compartment and the surrounding area with clean water. After cleaning ensure that all the vent holes are open. z When reconnecting, ensure good of the terminals. Tighten clamping bolts firmly. z Apply a film of acid-free and acid-proof grease or petroleum jelly on terminals. B) Checking Electrolyte Level : z Remove cell caps z If electrolyte test elements (pegs) are provided, the level should be high enough to wet the bottom of these.
z
Measure the specific gravity of electrolyte in the individual cells with a commercial hydrometer. (Fig 5.7/3)
z
The measured valves (Table below) indicate the state of charge of the battery.
z
Charge the battery if the reading is below the values given in the table.
Fig. 5.7/3 Specific Gravity (kg/l)
z
Fig. 5.7/2 D-50 D-4
Replace the caps.
State of charge
Normal
Tropics
1.28
1.23
Fully charged
1.20
1.12
Half charged, Recharge
1.12
1.08
Discharged, Charge up immediately.
For hints on battery care in winter, see 3.4.1
MANUAL - DIESEL ENGINES
z
For hints on battery storage, read enlisted below :
z
1. The gases emitted by the battery are explosive! Avoid formation of sparks in vicinity of battery, keep naked lights away ! 2. Do not allow acid to come into with the skin or clothing ! Wear protective goggles ! 3. Do not place tools on battery. Danger of short circuit! 5.8.2 Starter Motor z Ensure that the mounting bolts are securely fastened and all electrical connec-tions are clean and tight. Cables should be examined for fractures, particularly where the strands enter the terminal lugs. z Check the brushes. They must be renewed if worn to approxi-mately 10 mm (for 2 & 3 cylinder engines, 2SM114) and 13mm (for 4 & 6 cylinder engines, 3SM127) which is half of the original or to a point where springs no longer provide effective pressure. Brushes must always be replaced in sets and with the correct grade. z
Check the brush spring balance as shown in Fig.5.7/4.
Check the drive assembly for free movement over the shaft splines. If necessary, smear grease over the shaft splines to enable the drive assembly to move freely. (frequency once in 3 months.)
5.8.3 z
Check the brushes. Renew the brush and spring assemblies, if the overall length of the brushes are worn to less than 10 mm. If brushes are satisfactory but require cleaning, use a petrol moistened cloth.
z
The slip ring surfaces should be clean and smooth. If slip rings are burnt and require refinishing, the surfaces may be cleaned with a piece of very fine emery paper.
z
Check bearings and renew if worn.
z
Check belt tension, readjust if necessary (see 5.5.1 & 5.5.4)
z
Check the battery condition, (see 5.7.1)
z
Keep the alternator reasonably clean and ensure that ventilation slots or air spaces are clear and unobstructed. Check mounting bolts for tightness. A slack belt will rapidly wear and because of slip may not drive the alternator at the required speed. Too tight a belt will impose severe side thrust on the bearings and seriously shorten their life.
The spring pressure should be as follows0.965 to 1 -080kg (for 2 & 3 cylinder engines) 1.220 to 1.580 kg (for 4 & 6 cylinder engines) If the pressure is not within the above limits, renew the springs in set and not individually. z
z
Alternator
5.9
Additional Maintenance Jobs
5.9.1
Cleaning Exhaust Silencer
Knock out soot from exhaust silencer and clean the exhaust piping. Fig. 5.7/4
Check the commutator surface. It should be clean and entirely free from oil, any trace of which should be removed by pressing a dry fluffless cloth against the commutator while the armature is hand rotated. It the surface is dirty or badly discoloured, clean it with a strip of fine emery. Remove all traces of dust and abrasive using compressed air. The starter does not require lubrication from outside, since it is equipped with sealed type bearings on 3SM 127 type, while phosphor bronze bushes which are pre-lubricated are used for 2SM 114 starter.
5.9.2
Checking of Fasteners
Check & Tighten-up the fasteners for following z z z z z z z z z
Air intake manifold Exhaust manifold Exhaust piping Lube oil sump Front cover Hose clip for air cleaner Lube oil filter mounting Engine mountings Fuel connections D-51 D-5
MANUAL - DIESEL ENGINES
5.10
Top and Major Overhaul Periods
6. TROUBLE SHOOTING AND REMEDIAL MEASURE
The top overhaul (servicing of combustion system) and Major Overhaul Periods are estimated as 3000 and 9000 running hrs. respectively. This estimation is based, provided the engine is maintained properly as per the instructions given in this Manual.
z
Operating troubles are often due to improper operation or maintenance of the engine.
z
In the event of trouble, always check whether the operating and maintenance instructions have been strictly followed.
The duration of the operating period before overhaul will depend entirely on the maintenance and service given to the engine, quality of lube & fuel oils used, type of environment and engine load cycle. Hence, the above estimated overhaul periods are to be referred as general guidelines.
z
An appropriate diagnosis chart is given on the next page.
z
If you are unable to identify the cause of the trouble or to put it right yourself, our authorised Service Dealer.
D-52 D-4
MANUAL - DIESEL ENGINES
TROUBLE SHOOTING Trouble
Cause
Redress
Engine does not start.
No fuel in tank.
Fill in fuel, vent fuel system.
Air in fuel system.
Vent fuel system.
In sufficient speed of starter.
Charge batteries.
See above or the ready to start signal lamp does not light.
Of above, or change lamp.
Defect of series resistor solenoid valve, or flame heater plug.
Consult authorised workshop.
Paraffin precipitation of fuel
Heat up fuel pipings, Change filter.
Fuel tank cock closed.
Open cock.
Dirt in primary fuel cleaner or in fuel filter.
Clean or change filter cartridge respectively.
No fuel in tank, no conveyance of fuel.
Fill in fuel, vent fuel system, inspect correct operation of fuel pump, replace if necessary, and check safe venting of tank.
Water or dirt in fuel system.
Clean fuel tank, fill in clean fuel replace filter, and vent fuel system.
Interruptions of air supply or heavy jamming of air filter.
Inspect, replace if necessary, or clean.
Air in fuel system.
Vent fuel system.
Fuel filter jammed.
Change filter.
Starts of fuel supply missed.
Reset start of fuel supply.
Defect of exhaust brake.
Inspect and repair.
Retorted and start of fuel supply.
Set correct start of fuel supply.
Engine is still cold.
Permit engine to heat up in operation.
Miss setting of fuel injection system.
Check start of fuel supply. Inspect injectors.
Engine does not start at temperatures below 0°C.
Engine starts up but stop after brief time.
No power and misfiring of engine
Engine emits white or bluish fumes.
D-53 D-5
MANUAL - DIESEL ENGINES
Trouble
Cause
Redress
Engine emits black fumes.
Engine is overloaded.
Reset fuel injection system, consult workshop.
Air filter jammed.
Change air filter element.
Fuel injection piping loose or broken
Tighten fuel injection piping or replace it, respectively.
Starts of fuel supply too early.
Set correct start of fuel supply.
Mis-setting of valve air gaps
Adjust correct valve air gaps.
Mechanical defects of engine.
Consult authorised workshop.
Slipping of V-belts.
Tighten or replace V-belts.
V-belts broken.
Replace V-belts.
Defect of temperature governor.
Emergency operation; forced opening of valve plate.
Defect of temperature Controller.
Peform electrical check of temperature controller.
Lack of coolant.
Fill in coolant.
Radiator is dirty.
Clean radiator.
Mis-setting of fuel supply.
Set correct engine in fuel supply.
Intake or exhaust system jammed.
Redress cause of trouble.
Heavy dirt accumulation on cylinder elements.
Consult workshop.
Irregular speed of engine.
Defect of speed governor.
Inspect fuel injection pump and governor.
Excessively high fuel consumption.
Mis-setting of fuel injection system.
Check fuel injection system.
Leakage in fuel system.
Check.
Injection of excessively great fuel quantity engine emits black fumes.
Have fuel injection pump adjusted by specialised workshop.
Heavy knocking of Engine.
Engine grows excessively hot.
D-54 D-4
MANUAL - DIESEL ENGINES
Trouble
Cause
Redress
Leakage of solenoid valve of cold starting device.
Replace solenoid valve.
Jammed air filter.
Replace air filter.
Engine is worn.
Consult authorised workshop.
Defective exhaust brake.
Consult workshop.
Jammed paper filter cartridge.
Replace paper filter cartridge.
Deficient oil level.
Check and add oil.
Pressure gauge or pressure gauge tube loose or defective.
Inspect and replace or tighten.
Leakage in oil system.
Check.
Improper lube oil (viscosity).
Check brand of oil.
Defect of control valve for cooling of pistons.
Replace valve.
Heavy wears of bearings.
Consult authorised workshop.
Leakage in oil system.
Inspect pipings, filters, and ducts for tightness.
Excessively high oil level.
Defect of air filter system, and cooling of pistons, consult authorised workshop.
No dirt deposits centrifugal filter.
Rotor jams.
Inspect rotor bearings, Inspect oil supply to rotor.
Heavy blowing from venting hose of engine.
Excessively high oil level, damages of cylinder elements.
Adjust oil level, consult authorised workshop.
No air supply from piston or compressor.
Defect of cylinder element or of valve plate.
Consult authorised workshop.
Battery charging signal lamp alight while ignition is switched off.
Defective insulation in fanned cable.
Consult authorised workshop.
Very low oil Pressure.
Increase in lube oil consumption
D-55 D-5
MANUAL - DIESEL ENGINES
Trouble
Cause
Redress
Battery charging signal lamp does not light up when ignition is switched on.
Defect of signal lamp.
Replace signal lamp.
Interruption of D* governor and generator.
Plug in connector.
Battery discharged.
Change battery.
Broken V-belt.
Replace V-belt.
Defective alternator.
Inspect or consult workshop.
Heavy boiling of battery.
Defective governor, excessive resistance of negative polarity across brush holder and end shield bearing of generator.
Consult authorised workshop.
Starter does not run.
Battery discharged.
Charge battery.
Deficient speed of starter.
Starter terminal voltage too low.
Check battery cells, recharge battery.
Oxidized or loose terminal connections.
Clean and fasten terminals.
Carbon brushes jam or are worn.
Clean or replace brushes.
Battery charging signal lamp alight during normal operation.
D-56 D-4
MANUAL - DIESEL ENGINES
6.2 USEFUL TIPS FOR TURBO-CHARGERS 6.2.1
Tampering of fuel pump and ignition system is prohibited as it may result in engine as well as turbocharger damage. Changes in boost pressure control of the turbocharger (where applicable) may result in reduced engine life. Use only the air filter recommended by the engine manufacturer. Use only the oil filter recommended by the engine manufacturer. Use only the charges air cooler (where applicable) recommended by the engine manufacturer. Changes in the exhaust system are not recommended. Use original gaskets and connecting pipes.
6.2.2 Periodical Inspection of Turbo Charger. Application : Genset application Inspection job : Check rotar freness. Every 1200 Hours. Clean T/C if dirt or carbon deposited on compressor & turbine wheel every 1200 hours & 2400 hours. Renew overhauler kit every 3000 hours. 6.3 RECOMMENDATION FOR OPERATION AND MAINTENANCE 1. z
z
2. z
z z
Special attention should be paid to : Operation Recommendations Engine should not be put under full load immediately after start. We recommend the engine to be run at idling speed for a short time (60 seconds). Warm up the engine under medium speed & load. After the engine has been operating at full toad for a longer period of time, we recommend a short idling time before switching off (60 seconds). Maintenance Recommendations Turbochargers and boost pressure control valves do not require any maintenance. Engine oil has to be changed regularly. Maintenance work has to be carried out regularly on the oil filter and air filter systems.
Checks have to be made on the oil, air and exhaust piping, as well as, on all other connections and seals, to ensure that they are still tight and no damage has occurred. z When carrying out maintenance work on the engine (e.g. adjusting valves), in most cases the piping leading from or to the turbocharger must be removed. Close the piping opening on the turbocharger. Before fitting, clean the piping carefully. z When fitting the turbocharger to the engine, fill the central housing with clean oil and before fitting make absolutely sure that all piping connected to the turbocharger is cleaned carefully. If this advice is followed a turbo charged engine has, from our experiences the same life span as a naturally aspirated engine. z
6.4 DO’S AND DON’T’S FOR SATISFACTORY FUNCTIONING OF TURBOCHARGER DO’S
Regular change of engine oil/oil filters.
Regular change/cleaning of air filter element.
Check for oil pressure at engine idling condition Minimum oil pressure to be as per engine manufactures recommendation during idling.
Idle the engine for 60 seconds after starting the Engine.
Idle the engine for 60 seconds before switching off the engine.
Periodic cleaning of crankcase breather is necessary to allow free flow of oil from turbocharger outlet.
Regularly check all air, oil and exhaust connections for leaks and abnormal dust/oil/carbon build up. DON’TS
Don’t run the engine with low oil pressure.
Don’t put the engine under full load immediately after starting.
Don’t switch off the engine under full load.
Don’t run the engine with damaged oil feed & drain pipes, pipes between air filter and turbocharger and as well as exhaust pipes.
Don’t open the Turbocharger yourself. Please the authorized dealers for any turbocharger problems. D-57 D-5
MANUAL - DIESEL ENGINES
7. INSTRUCTION MANUAL FOR ELECTRONIC GOVERNOR
ELECTRONIC GOVERNOR Electronoc Governor consists of three components. z Electric Actuator - Connected to engine fuel pump & controls the fuel quantity delivered to the engine. z Electronic Speed Control Unit - Compares the existing engine speed with desired speed & sends corrective signals to the electric actuator. Magnetic Speed Sensor - Measures the engine speed by sending a proportional frequencu signal to the speed control unit. z
D-58 D-4
The system does maintains any desired speed very accurately, independent of engine load. the system offered is highly reliable with consistant accuracy & simplicity of adjustment.
The speed control unit is factory set. It is recommended that not to disturb the settings.
MANUAL - DIESEL ENGINES
SYSTEM TROUBLESHOOTING SYSTEM INOPERATIVE If the engine governing system does not function, the fault may be determined by performing the voltage tests described in steps 1 through 6. Positive (+) and negative (-) refer to meter polarity. Should normal values be Indicated during troubleshooting steps, then the fault may be with the actuator or the wiring to the actuator. Tests are performed with the battery power on, engine off except where noted. See actuator publication for testing details.
Step
Terminals
Normal Reading
Probable Cause of Abnormal Reading
1
E (+) & F (-)
Battery Supply Voltage 12 or 24 VDC)
1. DC battery power not connected. Check for blown fuse. 2. Low battery voltage. 3. Wiring error.
2.
A(+) & B (-)
0-3.9 with speed trim 7.1-7.9 without speed trim
1. Speed trim shorted or miswired. 2. Defective unit.
3.
C(+) & D(-)
1.0 VAC RMS min., while cranking
1. Gap between speed sensor and gear teeth too great. Check gap. 2. Improper of defective wiring to the speed sensor. Resistance between C and D should be 300 to 1200 ohms. 3. Defective speed sensor.
4.
E(+) & H(-)
0.8-1.5 V while cranking
1. Wiring error to actuator. 2. Defective speed control unit. 3. Defective actuator.
D-59 D-5
MANUAL - DIESEL ENGINES
7.
ENGINE PRESERVATION Preservatives and Preservation procedure is recommended for engine when it is to be kept idle (out of use) for prolonged period (more than 12 months).
7.1 Recommended Preservatives MANUFACTURER
ENGINE LUBE OIL & FUEL SYSTEM
UNPAINTED FERROUS METAL PARTS
BHARAT PETROLEUM
Bharat Preserve Oil 30
Bharat Rustrol 152
HINDUSTAN PETROLEUM
Autoprun T 120
Rustop 274
INDIAN OIL CORPORATION
Servo Preserve 30 Servo RP 125 OR Servo ‘RUN-N’ oil 30
CASTROL INDIA
——
VEEDOL TIDE WATER OIL CO.
Veedol 30/40
Rustilo DW 904 OR DW 901
Using H.S.D. fuel, run the engine at approximately 70% of maximum rated speed with ‘No’ load for 5 minutes to warm up the engine ( in case of fixed speed engines like engine for Genset, it can be run at rated speed).
b)
After stopping the engine, drain lube oil from sump and refill with suitable preservative oil as mentioned above.
c)
Run the engine on ‘No’ load for 3 minutes. During this time the preservative will be circulated throughout the lube oil system of engine. Stop the engine and disconnect diesel fuel supply to fuel pump inlet. For engine speed refer point 7.2 (a).
d)
Prepare a solution Diesel + Preservative Oil (5:1 ratio) in a separate tank and connect fuel line from this tank, directly to fuel pump inlet ensuring gravity feed (by- fuel filter).
e)
Electrically crank the engine tilt it fires ( in case of purely hand start engine, hand - crank the engine using decompressor lever, till it fires) and let it run for 30 seconds. During this time the diesel in fuel pump gallery and high pressure pipes will be
D-60 D-4
Engine speed during above running z
In case of variable speed engine - 800 to 1000 rpm
z
In case of fixed speed engine - Rated speed at ‘No’ load. (Genset, Pumpset etc.)
f)
Close the air inlet manifold (for the air cleaner inlet) and crank the engine by starter for 5 to 10 seconds. (In case of purely hand start engine, it should be hand cranked using the decompressor lever). This will ensure coating of Diesel + Preservative oil on the combustion chamber surfaces.
g)
Drain preservative oil from oil sump, reinstall drain plugs and reconnect fuel filter into the fuel pipe line.
h)
Treat all unpainted external ferrous metal parts with two coats of suitable rust preventer as recommended in 7.1, allowing sufficient time for the first coat to thoroughly dry before applying second coat.
i)
All vents i.e. engine inlet pipe, exhaust pipe, air cleaner inlet, crankcase breather etc. to be carefully sealed with water proof paper and water proof adhesive tape.
j)
Dipstick on engine to be sealed in place, with water proof adhesive tape.
Veedol ruspro IT
7.2 Preservation Procedure a)
displaced by Diesel + Preservative Oil mixture. Stop the engine.
NOTE :
DO NOT ROTATE CRANKSHAFT AFTER ABOVE MENTIONED OPERATIONS.
k)
Loosen ‘V belts tension.
l)
Battery for engine starting, if provided, should be disconnected and stored in a cool, dry place after ensuring the electrolyte level, refill with distilled water, if necessary. It is recommended to recharge the battery every 30 days.
m)
Tag engine to indicate that it has been treated with preservatives, and should not be turned over until ready to run, due to possible reduction of protective film. The tag should show the date of treatment and validity date.
n)
It is preferable to warp the engine in polyethylene bag and store in dry shade. Periodically inspect the engine for rust or corrosion and take corrective action if any.
MANUAL - DIESEL ENGINES
o)
If the engine is to be stored unused for more than 12 months, repeat the above procedure completely, after every 12 months.
7.3 Commissioning of Preserved Engine a)
Remove all the sealing tapes / papers from various openings.
b)
Remove the Rust Preventive coating from those unpainted machined surfaces which are interfacing surfaces for the driven equipment. This can be done using NC Thinner.
c)
Fill recommended grade of lub. oil in the oil sump upto the ‘Top’ mark of the dipstick. For oil filling quantity see 2.4.4.
d)
Readjust the V-belt tension after checking the condition of V-belt (s), replace, if necessary (see 5.5 ).
e)
Reconnect a fully charged battery to recommended voltage and Amp-hr capacity ensuring correct polarity connection (where applicable). The engine is now ready for reuse. Follow the instructions given in section 3 before starting the engine.
7.2 TIGHTENING TORQUES To prevent faulty assembly, following information on tightening of high tensile bolts is important. The bolts are to be tightened in stages as specified in the table below. For connecting rod bolt and main bearing cap bolt use angle torque method with the help of goniometer. The tightening angles for these two bolts are particularly important, hence Fig. 7.1 indicates the various angles can be readily obtained by comparison with a clock face.
Fig 7.1 Tommy bar is to be clamped in the tool slot and specified angle is to be turned with reference to the initial graduation on outer dial of the tool or a relation of hex head of bolt can be referred. NOTE : 1. Lubricate threads and seating face of bolt with engine oil before it is assembled. 2. Screw the bolt by hand till it is engaged upto the seating face. 3. Apply initial torque and tighten the bolts according to the angles/torques in stages as specified in the “Tightening table”. 4. In case of replacing main and big end bearings/overhaul/piston seizures, fit new bolts for main bearing cap and connecting rod cap. 1 Nm = 0.102 kgm = 0.74 Ib.ft. D-61 D-5
MANUAL - DIESEL ENGINES
Table 8.0 TAPPET CLEARANCES (in cold condition only) Engine Type
Inlet
Exhaust
HA
0.15 mm
0.15 mm
R1040 / R1080
0.25 mm
0.30 mm
SL 90
0.45 mm
0.40 mm
TIGHTENING TECHNIQUES & INSTRUCTIONS TIGTHENING TORQUE BY ANGULAR METHOD FOR BOLTS ( SCREWS , NUTS) HA Series. - Annexure 1 Sr. No.
DESCRIPTION
SIZE
INTIAL TORQ.
1st Stage
2nd Stage
3rd Total Stage Angle
REMARK
30 Nm
45
45
45
165
Type 12.5 quality.
M12x 1.5x 55
30 Nm
30
60
-
90
Type 10.9 quality.
1
Cylinder head bolt
2
Connecting rod bolt
3
Bearing cap bolt
M14x110
30 Nm
45
60
-
105
Type 10.9 quality.
4
Intermediate gear bolt
M10x60
30 Nm
60
-
-
60
Not applicable
5
Balance weight bolt
M12x 60
30 Nm
30
30
-
60
Not applicable
6
Flywheel Bolt
M10x1x35
30 Nm
30
60
-
90
Type 10.9 quality.
7
Flywheel Bolt
M10x1x40
30 Nm
30
60
-
90
Type 10.9 quality.
8
Flywheel Bolt
M10x1x45
30 Nm
30
60
-
90
Type 10.9 quality.
9
Flywheel Bolt
M10x1x50
30 Nm
30
60
-
90
Type 10.9 quality.
10
Crank Pulley Bolt
M24x2x110
30 Nm
210
-
-
210
Type 10.9 quality.
11
Cooling Blower bolt.
M12x140
30 Nm
30
60
-
90
Type 8.8 quality.
12
Cooling Blower bolt ( HA 694)
M12x180
30 Nm
30
60
-
90
Type 8.8 quality.
13
Nut for fuel injector
M10x1.5
-
-
-
-
-
25 Nm
Note : In case of replacing main and big end bearings / overhaul / piston seizures, fit new bolts for main bearing cap and connecting rod cap. 1 NM
D-62 D-4
= 0.10197162 kgm = 0.73756215 ib.ft.
MANUAL - DIESEL ENGINES
Table 8.2 : TIGHTENING TORQUES FOR R1040 / R1080 ENGINE FASTENERS Sr. No.
Description
Initial Torque kgm
Tightening Method Angle/kgm Torque
Total Angle /
1
Bolt for balance weight (M12 X 1.75X60 mlong 10.9)
3
Stage 1 30°
Stage 2 30°
Stage 3 -
60°
2
Bolt for Main bearing cap (M12 14 X 2 X 128 mm long 10.9)
3
60°
45°
-
105°
3
Bolt for Connecting rod (M 12X1.5X55 mm long 10.9)
3
30°
60°
-
90°
4
Bolt for crank pulley (M24X2 X 11 Ommlong 10.9) - With power take off . - Without power take off
5 5
25 25
50 48
73 -
73kgm 45kgm
5
Bolt for flywheel (M10 X 1 X 45 mm long 10.9
3
30°
60°
-
90° 8kgm
6
Bolt for flywheel housing (M12X1.75X40 mmlong 10.9)
-
-
-
-
5kgm
7
Nut for injector stud M 10
-
-
-
-
3kgm
8
Nut for fuel pump hub M 14
-
-
-
-
8kgm
9
Bolt for cylinder head (12 X 1.75 X m long 12.9) For sequence of tightening torque refer attached sketch
3
90°
75°
-
165°
10
All M8 X 1.25 screws/boIt 8.8
-
-
-
-
2.5kgm
11
AII M10 X 1.5 screws/bolts 8.8
-
-
-
-
3.5kgm
N.B. - For all series z z z z z
Apply initial torque & tighten the bolts according to the angles/torques in stages as specified in the tightening table above in annexure 1,2 & 3. Threads & seating faces of fasteners to be cleaned & wetted with engine oil , before assembly. In case of replacing main or C.R.Bearings /overhaul/piston seizures , replace new bolts for main bearing caps & connecting rod cap bolts. As per international standards all M8 x 1.25 screws/bolts of 8.8 quality must be applied torque of 2.5 Kgm. As per international standards all M10 x 1.5 screws/bolts of 10.9 quality must be applied torque of 3.5 Kgm. 1 NM = 0.10197162 kgm = 0.73756215 ib.ft.N.B - For all series
D-63 D-5
MANUAL - DIESEL ENGINES
Table 8.3 : TIGHTENING TORQUES TIGHTENING TABLE ‘SL 90 Series’ Fastener
Size
Initial torque (Nm)
Tightening method Torque wrench Angle of rotation Final torque (Goniometer)
Stage I
Stage II
Stage III
Stage II
Stage III
Stage IV
Cylinder head bolt - Short - Long
M14 X 139 M14 X 159
50 50
100 100
140+10 140+10
— —
— —
— —
Connecting rod bolt
M 16 X 1.5 X 73
50
210+10.5
—
65° + 5°
—
—
Main bearing cap bolt
M16 X 150
60
270+13.5
—
45°
30°
30° +10°
Intermediate gear bolt
M14 X 1.5 X 65
—
170+10
—
—
—
—
Balance weight bolt
M 16 X 50
—
258+8
—
—
—
—
Flywheel bolt
M16 X 45
—
240+10
—
—
—
—
Crank pulley bolt
M20 X 1.5 X 65
—
300+10
—
—
—
—
Fly wheel housing bolt
M12 X 55
—
105+5
—
—
—
—
Rocker bolt
M 10 X 80
—
60+10
—
—
—
—
Nut for exhaust manifold
M 10
—
50+10
—
—
—
—
Nut for fuel injector fork
M10
—
30+5
—
—
—
—
N. B. 1. Apply initial torque and tighten the bolts according to the angles / torques in stages as specified in the ‘Tightening table.’ 2. In case of replacing main and big end bearings/overhaul/piston seizures, fit new bolts for main bearing cap and connecting rod cap. 1 Nm = 0.102 kgm = 0.74 lb. ft. D-64 D-4
MANUAL - DIESEL ENGINES
SECTION E INDEX 1.
Alternator IIIustrations
5
2.
General Information
6
3.
Electrical Checks
8
4.
Standard Reference condition
6
5.
Do’s & Don’ts
6
6.
Maintenance
6
7.
Brushless - Exploded Illustrations
6
8.
Brushtype - Exploded Illustrations
7
9.
Part-List
8
10. Brushless - Exploded Illustrations
11
11. Brushtype - Exploded Illustrations
13
12. Patt List
23
E-3
MANUAL - ALTERNATOR
NOTES ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. E-4
MANUAL - ALTERNATOR
KIRLOSKAR GREEN ALTERNATORS 3
4
1
2
5
2
3
1
7
5
8
4
Fig. E-1
Fig. E-2
KG BRUSHLESS ALTERNATOR
KG BRUSH TYPE ALTERNATOR
1
Coupling Disc.
1
DE Shield
2
DE Vent Cover
2
Slotted surround cover
3
Terminal Board and
3
Shaft
4
Terminal Box Cover
4
Fan
5
Starter Assly.
5
Eye bolt
6
Terminal box with LID
7
Excitation (CX) Unit
8
Magnet Frame (Body)
6
NOTE : Depending on which alternator you have in your KGPI genset (please refer our sales office / service dealer) you must refer the illustrations of the same shown above. Only the serviceable parts are illustrated on the surface of both the alternators above.
E-5
MANUAL - ALTERNATOR
1.0 GENERAL INFORMATION The Kirloskar Green Alternators are manufactured using the most accurate methods of design, construction and test. Their characteristics, if properly used, ensure a continuous working and a very prolonged trouble free life. For the best use of Kirloskar Green Alternators. Please follow these instructions carefully. 1.1
z z z
1.5
SPECIFICATIONS : Kirloskar Green Alternators are self excited, self regulated and supplied with Electronic Voltage regulator. They comply with the following International/Indian Standards : z
ISO
:
9001
z
BS
:
5000
z
IS
:
4722 & 13364
z
CSA
:
Canadian Standard Association (1995)
1.2 MECHANICAL FEATURES z Low Weight. z Very Compact. z Steel Body & C.I. End Shields. z Life Lubricated Sealed Ball Bearings at both the ends. z Screen Protected: IP 20 (S). z Optional: IP 21 (S), IP 23 (S) & IP 44 (S) can be provided. z Self Ventilated. z Rotating Parts are Dynamically Balanced. 1.3 ELECTRICAL FEATURES z Single / Three Phase, 240 Volts / 415 Volts output at 50 Hz. z Class ‘F’ Insulation. z Steady State Voltage Regulation of ±1%. z Current Compounded Self Excitation System. z Lower Harmonic Content of less than 3%, at no load. z Power Factor 0.8 Lagging. z Phase Sequence is U-V-W when rotated Clockwise viewing from DE side. 1.4 NORMAL OPERATING CONDITIONS (AS PER IS 13364 & IS 4722) z Altitude Less than 1000 m. E-6
z
Less than 40° C. 0.8 Lagging. I500 r.p.m. Rated current value as mentioned in the nameplate of alternator
LIMITS FOR SAFE OPERATION : z z
2.0
Ambient temperature Power factor Speed on load Current
Over speed : 20% (1800 rpm for 50 Hz) Over load : 110% of rated value for one Hr.
SAFETY REQUIREMENTS :
Before any cleaning, lubrication or maintenance operation, ensure that the genset is stationary and disconnected from the power supply. While stopping the gen-set, ensure the compliance with the procedure for stopping prime mover. The alternator, in fact has no emergency stop, but is controlled by the device arranged by the installer to stop the prime mover. Before installing the alternator, arrangements must be made to earth the machine in compliance with any relevant electrical regulations. This is the reason why installer must make sure that the grounding system is in good conditions and in compliance with the regulations of the country where the generators will be installed. CAUTION : THE FINAL INSTALLER IS RESPONSIBLE FOR THE INSTALLATION OF ALL THE PROTECTIONS (SECTIONING DEVICES; PROTECTION AGAINST DIRECT AND INDIRECT S, OVER CURRENT AND OVER VOLTAGE P R O T E C T I O N S , EMERGENCY STOP ETC.) NECESSARY FOR THE N.B. :
STOP
MANUAL - ALTERNATOR
MACHINE TO COMPLY WITH THE EXISTING INTERNATIONAL SAFETY REGULATIONS. For handing the unpacked alternators, always use the special eyebolts only, use ropes having a suitable carrying capacity and do not lift the alternator too much from the floor (max. 30 cm.) The operators in charge of the installations, operation and maintenance of the gen-sets must be skilled technicians who know the characteristics of the gen-sets.
No person must wear fluttering cloths (such as scarves etc.) near the machine and any such garment must be fastened with elastic bands at its ends. Alternator must never and for no reason be run with following guards removed : z z z
Terminal box cover Rear cover Fan ventilation guard
Alternators produce heat proportional to the output. Therefore do not touch it if you do not wear antiscorch gloves, and after switching it off, do not touch it until it has cooled down. The operator must always wear work gloves and safety shoes. In case the alternator or whole DG-SET must be lifted from the floor, the operators must wear a safety helmet. Make sure that the gen-set foundations and base frame are suitable to bear the combined weight of the alternator and prime mover.
Even if all machine components are protected, keep away from the gen-set. Do not lean or sit on the alternator for whatever reason. 2.1 DANGER OF SHORT CIRCUIT The degree of protection of the alternator is IP21. Short circuit may occur if liquids (e.g. water etc.) are split onto areas containing electrical parts. 2.2 STARTING AND STOPPING OPERATIONS: All the instrumentation for starting, running and stopping the system shall be provided by the installer.
The alternator should be securely connected and perfectly aligned with the prime mover, otherwise dangerous vibrations may occur resulting in alternator bearing failure.
THE STARTING, RUNNING AND STOPPING OPERATIONS MUST BE CARRIED OUT BY SKILLED PERSONNEL WHO HAVE READ AND UNDERSTOOD THE SAFETY INSTRUCTIONS AT THE BEGINNING OF THIS MANUAL. 2.3 CLEANING :
The machine has been designed to ensure the rated output when it is installed in a room having a max. temperature of 400C and at an altitude not exceeding 1000 meters; in case of deviations please make reference to our technical leaflets.
Prior to approaching or touching the alternator, ensure that it is not live and it is at room temperature; at this stage it is possible to clean it on the out side using compressed air. NEVER USE LIQUIDS OR WATER FOR INSIDE CLEANING. E-7
MANUAL - ALTERNATOR
N.B. : The alternator frame is provided with many fixing holes so that vibration - damping may be applied in the proper position to ensure the best trim of the gen-set. 3.0 MECHANICAL COUPLING : ALTERNATOR FOOT FIXING ON THE DE SIDE IS ON END-SHIELD FOOT. HENCE CARE MUST BE TAKEN WHILE CLOSING THE VENT COVER AFTER TIGHTENING THE BOLT THAT NO MATERIAL SHOULD BE LEFT OUT INSIDE, WHICH MAY CAUSE DAMAGE OF FAN UNDER OPERATION. 4.0 ELECTRICAL CHECKS 4.1 CHECKING THE INSULATION RESISTANCE If the alternator has been stored under damp conditions or has taken a lengthy time in shipment, the insulation resistance should be checked. For this purpose, all external connections and neutral to earth link if any should be removed. A Megger of not more than 500 Volts D.C. should be connected between any one AC output terminal and the magnet frame. In case the test reveals the insulation resistance to be less than 2.0 mega ohms (IR value at room temperature), identify the winding or the component by step by step isolation. CAUTION: IF THE INSULATION RESISTANCE IS LESS THAN 2 MEGA OHMS THEN THE ALTERNATOR SHOULD NOT BE OPERATED. 4.2
ELECTRICAL CHECKS :
tightened. z
The control protection equipment is correctly set.
z
There is no short circuit due to wrong connections either / or in between the terminals of the alternator and the power switch or breaker (this part of the circuit is not protected by the breaker). 5. SAFETY
• Basic safety precautions should always be followed to eliminate fire, electric shocks or personal injuries. • Always safety first. • Read and understand all the instructions. • Follow alt warnings, safety precautions necessary during the installation, operation & maintenance of the alternator. • Cleaning should be done only when the DG set is not running. • Do not use damp cloths for cleaning. • Do not use any liquid or aerosol cleansers. • Use only the eyebolt provided for lifting the alternator. Incorrect lifting or moving may result in equipment damage or personal injuries. • Do not overload the cables as it may lead to fires or electric shocks. • Never insert any objects inside the alternator as it may lead to fires or electric shocks. • Do not spill any liquid on the alternator. • Removing the cover of the alternator while it is running will expose you to the dangers of high voltages. • Incorrect reassembly can cause electric shocks when the alternator is subsequently used. • Ensure that the field pole fasteners are not loose. • The earthing for body of alternator and for neutral should always be as specified. 6.0 STANDARD REFERENCE CONDITIONS Al-Series AC Generator is designed to perform satisfactorily under the environmental conditions of 400 cen ambient and 1000 M altitued. However, for site conditions, please apply following deration factors.
Make sure : z
z
A suitable electrical protection device is fitted in the output circuit for safety reasons (in line with the codes of practice in force within the country where the alternator is installed) Ensure before start up that terminal nuts are properly
E-8
6.1 TEMPERATURE High ambient temperature results into excessive operating temperature of the alternator. These AC Generators are designed for an ambient temperature of 400 C. For marine and other applications where the ambient
MANUAL - ALTERNATOR
temperature is greater than 400 C, the alternators must be de-rated to ensure that the actual temperature does not exceed the spefified limits of thermal class of insulation.
Leading pf loads cause rise in terminal voltage which may subsequently harm the AVR and the loads. Please refer to works in case of leading pf loads.
Outputs are normally quoted at 40 Deg. C. These outputs must be multiplied by the following factors for higher ambient temperatures. TEMPERATUR DERATING FACTOR
Note : Capacitor bank (which is normally used for PF improvement) should not be left in the circuit at no load.
(0C)
6.4 HUMIDITY
45
0.96
Anti-condensation heaters (SPACE HEATER)
50
0.92
55
0.88
60
0.84
High humidity results into condensation on the windings. To maintain the winding temperature slightly above the normal ambient temperature, space heaters can be provide a more economic machine which still meets the specification.
6.2 ALTITUDE Density of air decreases with higher altitude which deteriorates the heat transfer properties of air and results into excess temperature rise. AC Generator rating is derated for higher altitued to avoid this temperature rise. ALTITUDES
DERATING FACTOR
1,500
0.96
2,000
0.92
2,500
0.88
3,000
0.84
3,500
0.80
6.3 POWER FACTOR Standard AC Generators are suitable for 0.8 pf lag to UPF loads. Power factor below 0.8 lag causes heating of the AC Generator. The Alternator output must be multiplied by the following factors for lower PF. PF (LAG)
DERATING FACTOR
0.7
0.95
0.6
0.91
0.5
0.88
0.4
0.86
0.3
0.85
0.2
0.84
0.1
0.84
0
0.84
7.0 GENERAL COMMENTS ON LOAD CONDITIONS: 7.1 It is advisable to forward a completed copy specification (if available) to the works for study of the actual requirement for which DG set is required. As a result of such an assessment it is sometimes possible to incorporate design changes to provide a more economic machine which still meets the specification 7.2 There are two basic conditions to check when sizing machines. i.
The steady state Condition.
ii.
The transient condition
Steady state condition is mainly concerned with normal operation of the machine within temperature rise limits for specified class of insulation. The transient condition refers to terminal voltage variations during sudden application of high current loads like Induction motor starting etc. It is essential thet both these conditions are checked, as sometimes a rating sufficient for the steady state condition is not large enough to meet motor starting or voltage dip requirements.
E-9
MANUAL - ALTERNATOR
8.0 SELECTION OF AC GENERATORS FOR DIFFERENT LOAD APPLICATIONS DG set should be capable of supplying different types of loads which exists at different sites. For this suitable rating AC Generators selection is very important. The different types of loads which generally exists at differnt site can be broadly classified in to following four types 8.1 Linear Loads 8.2 Motor Loads (Part of linear loads, considered separately) 8.3 Non-linear Loads 8.4 Special loads
8.1.2 POWER FACTOR It is the nature of the applied load that dictates the system power factor. a) Unity Power Factor : The loads which operate at or very close to unity (1.0) power factor include most forms of lighting, heating elements, rectifier type loads. b) Lagging Power Factor : For all remaining load types, some knowledge on their operating power factor is required. For induction motors the operating power factor is lagging & it depends on their size and load conditions. c) Leading Power Factor : For Capacitor loads the operating power factor is leading.
8.1 LINEAR LOAD Linear loads can be identified from following characteris - Load impedance is always constant regardless of the applied voltage. - The load current increases proportionately as the voltage increases and decreases as the voltage decreases. Examples of linear loads are motor, incandescent lighting and heating loads. 8.1.1 SLEECTION OF ALTERNATOR FOR LINEAR LOADS To select the rating of AC Generator for linear loads, the maximum connected load and the base load which is always connected has to be considered. In arriving at a total load figure it is always advisable to select the standard rating larger than that estimated, despite the fact that all the loads may not be operating at the same time and hence a smaller machine could have been selected. Future operating conditions and future growth are very difficult to estimate. An allowance of 15% to 20% excess capacity designed into a set now is a small price to pay compared with the cost of completely new larger unit that may be required to drive additional loads in a few years time.
CGL standard AC Generators are designed for 0.8 lag operating power factor of the load. Also these AC Generators can perform satisfactorily at any power factor in the range of 0.8 p.f. lag to unity p.f., but care should be taken for Engine rating for pure resistive loads to operate the DG set on its full capacity, For operation at lagging power factors lower than 0.8 refer to derating factors as per cl. 7.3 Under leading power factor loads these AC Generators will not perform satisfactorily and the terminal voltage may shoot up / oscillate. Hence care should be taken to disconnect the power factor improvement capacitors or to compensate with inductive loads such that the overall operating power factor lies between UPF to 0.8 lag. 8.2 MOTOR LOADS Induction motors are most commonly used loads. During the starting of an induction motor, a very large current is demanded from the power source, which is known as the starting or locked rotor current. For sizing alternators which have to cater to motor loads, the following guidelines can be referred to. METHOD OF STARTING
STARTING CURRENT
Direct on Line (DOL)
6 to 7 Times full load current of motor. (lf starting current is not given starting kVA is 7 times Hp rating of the motor)
E-10
MANUAL - ALTERNATOR
STAR / DELTA
2 to 2.5 times full load current of motor
ROTOR TRANSF ORMER STARTING 40 % TAPPING
1.2 Times full load current of motor
60 % Tapping
4 times full load current of motor
80 % Tapping
4.5 times full load current of motor.
For motor applications the following information should be furnished : a) Rating of the motor / motors.
8.3.2 EFFECTS OF NON-LINEAR LOADS a) Non-liner loads generate harmonics in their current waveform which in turn leads to distortion of the AC generator waveform. Resulting in excessive heating of magnetic cores because of heavy hysterisis and eddy current losses. b) Odd order harmonics cause overload of neutral conductors. c) It created problem of hunting of the terminal voltage which makes paralleling of generators difficult or impossible. d) It causes damage to the power factor improvement acitor.
b) Type of motor (slip ring / squirrel cage)
e) Correct measurement of electrical quantities like voltage, current etc. is difficult.
c) Method of starting
f)
d) Rated full load current e) Starting power factor f)
Any restriction on Transient Voltage Dip? (Details of the same)
g) Frequency of starting. h) Base load at the time of starting induction motor. i) j)
Any other load apart from the motor loads? (Details there of) Sequence of starting of motors.
Depending upon the degree of voltage waveform distortion this can lead to instability of the excitation system and impact on other loads being supplied by the generator.
8.3.3 GENERAL GUIDELINES ON DERATION FOR NON-LINEAR LOADS LOADS
DERATING FACTOR
a) Fluorescent
No derating required
b) UPS & Telecom load
Non linear load should
controlled by a
not exceed 90% of
8.3 NON-LINEAR LOADS
12 pluse Thyristor
Alternator rating.
Advancement in the field of power electronics, brought different types of loads such as Reftifiler loads, Thyristor controlled drives, UPS, Batter Chargers etc.
bridge plus a filter.
So care has to be taken in the sizing of the generators to ensure satisfactory performance.
c) UPS & Telecom load controlled by 6 Pluse
not exceed 66% of
Thyristor bridge
Alternator rating.
plus a filter. d) UPS & Telecom load
8.3.1 CHARACTERISTICS OF NON-LINEAR LOADS a) The load current is not proportional to the instantaneous voltage. Often the load current is not continuous. b) These are essentially electronic loads such as Computers, UPS equipments and variable speed motor drives etc.
Non linear load should
Non linear load should
controlled by 3 Pluse
not exceed 66% of
Thyristor bridge
Alternator rating.
plus a filter. e) Variable speed 6
Non liner should not
pulse Thyristor bridge
exceed 50 % Alternator
controlled drive.
rating. E-11
MANUAL - ALTERNATOR
The above precentage figures are guidelines. There may be a problem with electronic load, trying to cope with distroted waveform if distortion levels are unacceptable to the load. Better sizing of machine is possible on furnishing following information : a) Number of pulses of Thyrister drive : 3,6, or 12. b) Level of current distortion produced by the nonlinear load.
c) Details of other types of loads existing. 8.4.2 WELDING LOADS Welding loads draw heavy intermittent current from the AC Generator. Most of the welding loads are designed for single phase 415 V or 240 V. Welding loads stress the AC Generator because of their low power factor. For selecting suitable AC Generator for these loads following information should be furnished.
c) What is the maximum acceptable level of voltage distortion the Non-linear load can accept?
a) kVA rating (Name plate details)
d) Operating voltage and frequency.
c) Whether single phase (240v) or two phase (415 v)
e) If Non-linear load power requirement is stated in kW, then some guidance regarding operating power factor & system efficiency is required to establish the Alternator load.
d) Primary rated and transient current.
With the information, guidance should be sought from the factory regarding Alternator sizing for compatible equipment opration.
9.
b) Rated power factor.
e) Details of other voltage sensitive loads if any. DO’S and DON’T’S
DO’S 1.
Tighten the foot mounting bolts.
2.
Ensure that the alternator is properly grounded.
8.4 SPECIAL LOADS
3.
Ensure the tightness of the terminal bolts.
Apart From the linear and non-linear loads there are certain types of loads which needs consideration during AC Generator Selection. These are :
4.
Ensure the crimping of lead wires.
5.
Check the fuse if provided.
6.
The body and neutral earthing should be perfect.
7.
All protection gears should be used as required.
8.
The rating of generator should match the load.
9.
Ensure that the brushes are fully bedded centrally on the slipring.
10.
Check the free movement of the generator shaft by lifting the brushes.
8.4.1 COMPUTER LOADS Computer loads are very sensitive to the characteristics such as voltage varition, frequency variation, harmonic contents, voltage unbalance etc. of power supply. If these characteristics does not match with the stipulated figures, malfunctioning of computers may result. Because of this reason selection of AC Generator for this application requires careful study. It is advisable to have separate DG set for computer loads.
11 . Check the spring pressure. 12.
Check the voltage during commissioning.
13.
Check the phase sequence during installation.
14.
a) Total KVA of computer load and its operating power factor.
All covers and guards should be fitted before starting the generator.
15.
b) Acceptable steady state and transient state voltage and frequency variation.
After servicing the generator, make sure the connections are as per connection diagrams.
16.
If the lifting of the alternator is necessary then lift using eye bolts only as shown in the figure.
Following information should be supplied for selecting the suitable AC Generator for this application.
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MANUAL - ALTERNATOR
17.
Maintain and operate the generator correctly.
18.
Run the DG set daily for at least 5-10 minutes on no load.
10.0 VOLTAGE SETTING AND ROTATING SPEED : The output voltage of the alternator should be checked at rated speed 1500 R.P.M. WARNING : FOR THE ALTERNATOR GOOD WORKING IT IS ADVISABLE NOT TO DEVIATE FROM THE NOMINAL VOLTAGE MORE THAN 5% 10.2 ELECTRICAL FAILURE TROUBLESHOOTING When an electrical failure occurs, check for trouble as explained below : 1)
Fig. E-3
DON’T’S 1.
Don’t operate the machine with higher current than the nameplate current
2.
Don’t operate the machine at less than 0.8 power factor within deration
3.
Don’t start the machine with load.
4.
Don’t operate the generator without the covers.
5.
Don’t block the air inlet and outlet of the machine.
6.
Don’t have excessive wiring lengths at the application end.
7.
Don’t expose the generator to moist condition.
8.
Don’t use low grade cables.
9.
Don’t operate the alternator if the IR value is found to be less than 2 mega ohms.
10.
Don’t apply capacitive loads.
12.
Don’t run the machine with the field pole fasteners loose.
In order to find out if the failure has happened in the alternator itself or in the regulation system one has to test the alternator at no load (at nominal speed) exciting the exciter stator directly, using an external dc source. When applying the voltage to the exciter stator one has to comply with polarities : apply the negative polarity of the auxiliary source to the negative terminal and positive terminal to the positive terminal of the exciter fields. that : A)
When feeding the winding according to the excitation data at no load (listed in the table) the voltage supplied by the alternator is almost the rated one
B)
After the localization of fault, repair properly.
11. MAINTENANCE 11.1 GENERAL The machine should be completely isolated from all electrically live wires before any electrical or rotating part of it is touched. The frequency of maintenance depends largely on the site conditions. Frequent maintenance of approximate once a week should be practiced at first and the period extended as experience is gained.
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MANUAL - ALTERNATOR
11.2 CLEANING
11.4 SLIPRINGS (For Brushtype only)
The generator and excitation unit should be cleaned internally by blowing out with a jet of dry air and by wiping away any deposits of grease and carbon dust with a clean dry cloth. All fasteners especially the connectors should be inspected for tightness at less frequent intervals.
Satisfactory electrical operation of the generator depends principally upon maintenance of good working condition of the sliprings. During normal running the rings should have a dark burnished appearance without grooving or uneven wear. During periodic maintenance the sliprings and the grooves between them should be cleaned. If any signs of wear or blackening are observed the spring pressure should be checked and readjusted if required. If blackened badly, the rings should be polished by running the machine and using a fine carborundum or emery paper. This operation is to be carried out with the brushes lifted.
11.3 BRUSHES (For Brushtype only) The brushes should be closely examined after every 500 hours of operation to establish that they are bedded properly and are not sticking in their holders and that the correct brush pressure is being maintained. Brushes should be replaced with genuine spares before they wear down to 10mm in length. New brushes must be bedded by placing a piece of fine carborundum cloth between the brushes and the slipring with the abrasive side towards the brushes and high application of spring pressure. The cloth should be drawn forward and backward under tension so that it follows the curvature of the slipring. This operation should be finished by several strokes in the direction of rotation, lifting the brushes during the return stroke. It is essential that all carbon and abrasive particles be removed by a jet of dry air and by wiping with a clean and dry cloth. During bedding the adjacent winding should be masked to prevent entry of carbon dust. The pressure on each brush should be checked and adjusted to 200-250gms per square cm. Note: Emery paper or any other abrasive should never be used to clean bedded brushes.
E-14
If pronounced flats have developed the rings must be skimmed, brushes bedded and the machine cleaned out by blowing compressed air before it is put back in to service. The brush holders should be positioned on the spindle so as to let the brushes ride on the centre of the width of the sliprings. WARNING : The field connections Fl & F2 should be removed before working on the sliprings. 11.5 BEARINGS The bearings used in the machine are from reputed manufacturers and are of sealed type thus requiring no greasing. The bearings are designed for approximately 40,000 hours of use and should be replaced after that. However in case high bearing noise is observed or leakage of grease noticed it is strongly recommended that the bearing be checked and replaced immediately to prevent failure during running as this could cause irreversible damage to the generator.
MANUAL - ALTERNATOR
TROUBLE SHOOTING CHART BRUSHLESS ALTERNATORS FAULT
CAUSE
REPAIR
No voltage build - up
1) 2) 3) 4)
1) 2) 3) 4)
Insufficient residual voltage Improper connection Low speed Faulty Winding
5) Rotating rectifier failure 6) Faulty AVR
Excite the rotor using a battery Correct the connection Reset the speed to the nominal Check the winding resistance and rewind if required 5) Replace the rotating rectifier 6) Replace the AVR
Low no - load voltage
1) Low speed 2) Faulty Rotating rectifier 3) Faulty Winding
1) Reset the speed to the nominal 2) Replace the rotating rectifier 3) Check the winding resistance and rewind if required
Low voltage on load
1) Low speed at full load
1) Set the rated speed of the prime mover 2) Change AVR
2) AVR faulty 3) Faulty rotor winding 4) Over load on alternator High voltage on load
1) Capacitors on the load side 2) Faulty AVR setting or AVR is faulty
3) Check the rotor winding resistance and if faulty, rewind it 4) Operate on specified load 1) Disconnect the PF improvement capacitors 2) Correct the setting / Replace AVR
Too high no - load voltage
1) Excessive speed 2) Correct the setting Replace AVR
1) Adjust the revolving speed Correct the setting Replace AVR
Voltage oscillations
1) Incorrect AVR setting 2) Thyristor load more than specified limits 3) Insufficient engine flywheel
1) Set the AVR stability pot 2) Reduce the Thyristor load
Unbalance Voltage
1) Unbalance load 2) Loose connections 3) Stator winding faulty
1) Correct the load 2) Tighten the loose connections 3) Check winding resistance & rewind if required
E-15
MANUAL - ALTERNATOR
TROUBLE SHOOTING CHART BRUSHLESS ALTERNATORS FAULT
CAUSE
REPAIR
Excessive overheating of one or both bearings (temp. of bearings over 800C) (with or without noise)
1) Set misalignment 2) Bearing loose in end shield housing
1) Align the set properly 2) Replace the faulty End shield
Excessive overheating of alternator frame
1) Air flow (inlet - outlet) partially clogged or hot air is being circulated either from alternator or prime mover 2) Alternator operating at high Voltage at load 3) Alternator overloaded 4) Load PF less than 0.8 lag
1) Check air inlet - outlets of the alternator
Excessive vibrations
Defective mounting or play in the coupling
Replace the coupling & check the alignment Reset the speed to the nominal
Excessive vibration and humming noise coming from the alternator
1) Three phase alternator is single phase loaded in excess of acceptable limits
1) Check and correct the load
2) Start up with no-load : if humming persists - faulty alternator stator winding
2) Rewind stator
Smokes, spark or flames Short circuit in the external circuit coming from the alternator (including wiring between alternator and control board)
2) Set the voltage to rated value 3) Operate at specified load 4) correct the load power factor
Stop the set immediately
Object fallen into the machine short circuit or flash in the stator winding Alternator damaged by a significant impact which is followed by humming and vibration
E-16
Short circuit in external circuit Faulty parallel connection (out of phase) Break or deterioration in the coupling Break or twist in shaft extension Shifting or short circuit of main field winding Bursting or unlocking of the fan Diode burnt, rectifier bridge damaged
Stop the gen-set immediately
MANUAL - ALTERNATOR
TROUBLE SHOOTING CHART BRUSHTYPE ALTERNATORS
FAULT
CAUSE
REPAIR
No voltage from alternator
Open circuit in excitation unit
Check the continuity of excitation transformer windings Check rectifier Connections.
Wrong field connections
Check the positive terminal of the rectifier (red wire) connected to F1 and the negative terminal (black wire) to F2.
Open circuit in field winding
Check the continuity of the field winding, if open connected the t that have been broken
Loss of residual magnetism
Check the residuaal voltage at the alternator terminals. This should be about 10 volts and balanced between all the three lines.
Fault rectifier
After charging check voltage at the terminals F1 & F2. If there is no D. C. Voltage replace the rectifier (if in doubt)
Faulty surge suppressor unit
Check the connections. F1 to positive terminal (red) and F2 to negative terminal (black)
Defective excitation capacitor
Check for short circuit or open circuit of the capacitor, if faulty replace it.
Short circuit or open curcuit in armature winding
Armature rewinding is necessary
Brushes not bedding properly
Check if the brushes are sticking in boxes or if bedding is short proper. If the brushes are found tight in the box, just polish the faces of the brush with emery cloth.Check if brush holder leavers are in locked position and the spring pressure is even.
E-17
MANUAL - ALTERNATOR
TROUBLE SHOOTING CHART BRUSHTYPE ALTERNATORS FAULT
CAUSE
REPAIR
Low or high voltage from alternator on no load
Incorrect tappings (shunt) connected
Select tappings to get correct voltage if voltage and regulation are not satisfactorily obtained.
Incorrect speed of prime mover
Check the speed and adjust the speed to 1560 rpm on no load and 1500 rpm on load
Unbalanced currents in excitation transformer windings
Reset the excitation unit as per the instructions given.
Faulty rectifier excitation unit windings are balanced
Check the rectifier unit, if current in and if the input voltage to the rectifier unit is unbalanced, replace the rectifier.
Voltage regulation is unsatisfactory
E-18
Turns shorted in the field coil
Check the faulty coil and replace it.
Incorrect speed of the prime mover
Adjust the speed of the prime mover to correct value on no load and full load. The speed should be 1560 rpm on no load. On load the speed should be uniform at 1500 rpm (Full load)
Load current are not balanced and within the rated current
Adjust and reduce the load.
Open or short circuit in capacitor
Check the capacitor and replace if necessary
Series winding of excitation unit are reserved
If voltage falls excessively low when load is applied, a possible reason is that the series winding are reversed Check the voltage at the terminals and slipring unit, if there is a large difference reconnect properly
Air gap of excitation unit transformer not correct
If the regulation is marginally outside the limits + 5% then adjustments in air gap to be made.
Machine over loaded
Check the load current with the rated current mentioned on the nameplate. Reduce load if necessary.
MANUAL - ALTERNATOR
TROUBLE SHOOTING CHART BRUSHTYPE ALTERNATORS
FAULT
Over heating of alternator
Over heating of bearing
Over heating of armature
Over heating of field coils
High vibrations
CAUSE
REPAIR
Low power factor of the connected load
Check power of the load. Power factor equipment is necessary if the power factor is lower than rated p.f.
Over heating may be generally due to excessive ambient temperature or altitude
Reduce load so that allowable temperature are not exceeded
Re-circulation of hot air in the vicinity of the alternator
Avoid re-circulation by erecting external baffles
Blocking of inlet ventilation louvers
Clean for free air intake
Misalignment
Check the alignment and readjust it
Overloading of machine
Check the load and current with nameplate ratings
Low speed/frequency incorrect, reassembly of worn out bearings
Correct the speed, assemble correctly and replace the bearings
Misalignment/Loose coupling bolts
Check and correct the misalignment Tighten the coupling bolts
Over loading
Adjust load on the alternator
Internal short circuit
Rewind the armature
Over heating of alternators
Check the load current and reduce the load of capacitors
Load power factor low
Improve power factor with connection of capacitor
Internal short circuit
Replace field coils (shorted)
Loose/Broken Coupling, Loose Foundation Bolts, Damaged Bearings
Tighten or replace the component
Misalignment
Correct the alignment
E-19
MANUAL - ALTERNATOR
E-20
MANUAL - ALTERNATOR
PART LIST FOR SIGNLE BEARING KG BRUSHLESS AC GENERATOR Reference
Quantity
Description
1
1
Stator Assembly
2
1
Rotor Assembly
3
1
Exciter Rotor
4
1
Exciter Stator
5
1
End Shield NDE
6
1
Terminal Box
7
1
NDE Bearing
9
1
End Shield DE
10
1
Slotted Surround
11
6
Disc
12
6
Shim
13
1
Pressure Plate
14
4
Lock Washer
15
1
Fan
16
1
Coupling Hub
17
2
Feet Rib
18
2
Circlip
19
3
Key
20
1
Terminal Box Top Cover
21
1
Terminal Box Front Cover
22
3
Gasket
23
3
Gland Plate
24
4 Set
25
2
Terminal Bar
26
1
Automatic Voltage Regulator
27
4
Bush
28
6
Diode
29
1 set
30
1
Locking Cup
31
4
Hex. Stud
32
6
Main Stator Output Leads
33
4
Hexagonal Head Bolt
34
2
Earthing Bolt
Insulation Washer
Rotating Rectifier Assembly
E-21
MANUAL - ALTERNATOR
CONSTRUCTIONAL FEATURES OF THE KIRLOSKAR GREEN BRUSH TYPE ALTERNATORS
Fig. E-5
E-22
MANUAL - ALTERNATOR
9.1
PARTS DESCRIPTION (Please refer Fig. C-5)
PART NO.
DESCRIPTION
QTY.
1
MAGNET FRAME (BODY
1
2
POLE BRICKS
4
3
FIELD COILS
1 SET
4
EYE BOLT
1
5
EARTHING SYMBOL PLATE
2
6
ROTOR
1
7
ROTOR COILS
1 SET
8
ROTOR END PLATES
2
9
SHAFT
1
10
FAN KEY
1
11
SLIPRING ASSEMBLY
1
12
BRUSH HOLDER WITH BRUSHES
4 SETS
13
FAN
1
14
EXTENSION KEY
1 NO.
15
CIRCLIP
1
16
DE BEARING CAP
1
17
DE BEARING
1
18
DE SHIELD
1
19
SLOTTED SURROUND
1
20
BRUSH HOLDER SPINDLE
4
21
NDE BEARING CAP
1
22
NDE BEARING CAP
1
23
NDE SHIELD
1
24
VENTILATION GIRDS
2
25
TERMINAL BOX WITH LID
1
26
EXCITATION (CX) UNIT
1 E-23
MANUAL - ALTERNATOR
PART LIST KIRLOSKAR GREEN BRUSHLESS ALTERNATOR SR. NO.
PART NO.
PART DESCRIPTION
KVA ( PHASE )
FRAME SIZE
1
02.804.11.0.00
AVR
15 kva to 125 kva ( 3 ph )
2
02.812.02.0.00
AVR ( Single Phase )
For single phase Alternators
3
02.804.12.0.00
Diode
15 kva to 30 kva ( 3 ph )
“160,180”
4
02.804.13.0.00
Diode
15 kva to 30 kva ( 3 ph )
“160,180”
5
02.804.14.0.00
RRA
15 kva to 30 kva ( 3 ph )
“160,180”
6
02.804.15.0.00
Exciter Rotor
15 kva to 30 kva ( 3 ph )
“160,180”
7
02.804.16.0.00
Exciter Stator
15 kva to 30 kva ( 3 ph )
“160,180”
8
04.805.11.0.00
AVR
140 kva to 250 kva ( 3ph )
9
04.805.12.0.00
Diode
35 kva to 125 kva ( 3ph )
“200,225”
10
04.805.13.0.00
Diode
35 kva to 125 kva ( 3ph )
“200,225”
11
04.805.14.0.00
RRA
35 kva to 125 kva ( 3ph )
“200,225”
12
04.805.15.0.00
Exciter Rotor
35 kva to 125 kva ( 3ph )
“200,225”
13
04.805.16.0.00
Exciter Stater
35 kva to 125 kva ( 3ph )
“200,225”
14
04.805.17.0.00
Exciter Rotor locking plate
35 kva to 125 kva ( 3ph )
“200,225”
15
02.804.18.0.00
Fan
15 kva to 30 kva ( 3 ph )
“160,180”
16
04.805.18.0.00
Fan
35 kva to 55 kva ( 3 ph )
200
17
06.825.02.0.00
Fan
63 kva to 125 kva ( 3 ph )
225
18
02.804.21.0.00
Terminal Block
15 kva to 30 kva ( 3 ph )
“160,180”
19
04.805.21.0.00
Terminal Block
35 kva to 55 kva ( 3 ph )
200
20
04.805.21.0.00
Terminal Block
63 kva to 125 kva ( 3 ph )
225
21
02.804.28.0.00
DE Adaptor SAE 2
15 kva ( 3 ph )
160
22
2H.802.03.0.00
DE Adaptor SAE 3
20 kva to 30 kva (3 ph )
180
23
04.805.25.0.00
DE Adaptor SAE 3
35 kva to 55 kva ( 3 ph )
200
24
06.825.05.0.00
DE Adaptor SAE 3
63 kva to 125 kva ( 3 ph )
225
25
02.804.24.0.00
HUB
15 kva to 30 kva ( 3 ph )
“160,180”
26
04.805.27.0.00
HUB
35 kva to 55 kva ( 3 ph )
200
27
06.825.06.0.00
HUB
63 kva to 125 kva ( 3 ph )
225
28
02.804.31.0.00
NDE shield
15 kva ( 3 ph )
160
29
2H.802.06.0.00
NDE shield
20 kva to 30 kva (3 ph )
180
30
04.805.32.0.00
NDE shield
35 kva to 55 kva ( 3 ph )
200
31
06.825.12.0.00
NDE shield
63 kva to 125 kva ( 3 ph )
225
32
04.804.22.0.00
Bearing
15 kva to 30 kva ( 3 ph )
“160,180”
33
04.805.22.0.00
Bearing
35 kva to 125 kva ( 3ph )
“200,225”
34
F6.819.12.0.00
AVR R-438
250 to 275 KVA
43
35
KV2.801.11.0.00
AVR R-448
320 to 600 KVA
52 AND 62
E-24
MANUAL - ALTERNATOR
SR. NO.
PART NO.
PART DESCRIPTION
KVA ( PHASE )
FRAME SIZE
36
F6.819.02.0.00
Varistor
250 to 275 KVA
43
37
KL6.802.02.0.00
Varistor
320 to 600 KVA
52 AND 62
38
F6.819.09.0.00
Rectifier Assembly
250 to 275 KVA
43
39
KL6.802.09.0.00
Rectifier Assembly
320-500 KVA
52
40
KV2.801.08.0.00
Rectifier Assembly
600 KVA
62
41
F6.819.11.0.00
NDE Bearing
250 to 275 KVA
43
42
KL6.802.11.0.00
NDE Bearing
320 to 500 KVA
52
43
KV2.801.09.0.00
NDE Bearing
600 KVA
62
44
F6.819.06.0.00
Cooling Fan
250 to 275KVA
43
45
KL6.802.06.0.00
Cooling Fan
320 t0 500KVA
52
46
KV2.801.05.0.00
Cooling Fan
600KVA
62
47
F6.819.05.0.00
N.D.E. Bracket
250 to 275KVA
43
48
KL6.802.05.0.00
N.D.E. Bracket
320 t0 500KVA
52
49
KV2.801.04.0.00
N.D.E. Bracket
600KVA
62
50
F6.819.07.0.00
D E Cowling / D.E. Vent. Cover
250 to 275KVA
43
51
KL6.802.07.0.00
D E Cowling / D.E. Vent. Cover
320 t0 500KVA
52
52
KV2.801.06.0.00
D E Cowling / D.E. Vent. Cover
600KVA
62
53
F6.819.08.0.00
Terminal Box Cover(TOP)
250 to 275KVA
43
54
KL6.802.08.0.00
Terminal Box Cover(TOP)
320 t0 500KVA
52
55
KV2.801.07.0.00
Terminal Box Cover(TOP)
600KVA
62
56
F6.819.04.0.00
Exciter Stator
250 to 275KVA
43
57
KL6.802.04.0.00
Exciter Stator
320 t0 500KVA
52
58
KV2.801.03.0.00
Exciter Stator
600KVA
62
59
F6.819.03.0.00
Exciter Rotor
250 to 275KVA
43
60
KL6.802.03.0.00
Exciter Rotor
320 t0 500KVA
52
61
KV2.801.02.0.00
Exciter Rotor
600KVA
62
E-25
MANUAL - ALTERNATOR
KIRLOSKAR GREEN BRUSHTYPE ALTERNATORS SR. NO.
PART NO.
PART DESCRIPTION
KVA ( PHASE )
FRAME SIZE
1
04.801.21.0.00
Excitation wound bobbin
30 kva ( 3 phase )
200
2
04.801.22.0.00
Excitation wound bobbin
50 kva( 3 ph)
200
3
04.801.23.0.00
Excitation wound bobbin
35 kva( 3 ph )
200
4
04.801.24.0.00
Excitation wound bobbin
40 kva ( 3 ph)
200
5
04.801.25.0.00
Excitation wound bobbin
45 ( 3 ph )
200
6
06.805.21.0.00
Carbon brush
“63 kva to 82.5 kva (3 ph),40kva(1 ph) “
“225 , 200”
7
06.805.22.0.00
Brush holder
“82.5 kva (3 ph ),40 kva ( 1ph ) “
“225 , 200”
8
06.805.23.0.00
Brush holder spindle
“82.5 kva (3 ph ),40 kva ( 1 ph ) “
“225 , 200”
9
06.805.24.0.00
Slipring assembly
63/75/82.5 kva (3 ph)
225
10
06.805.25.0.00
Fan
“30 to 55 kva(3ph),20/25/30/40 kva(1ph)”
200
11
06.805.26.0.00
DE shield
“30 to 55 kva(3ph),20/25/30 kva(1ph)”
200
12
06.805.27.0.00
NDE shield
“63 to 82.5kva (3 ph ) , 40 kva (1ph)”
“225 , 200”
13
06.805.28.0.00
Excitation wound bobbin ( old)
63 kva( 3 ph )
225
14
06.805.30.0.00
NDE shield
“30 to 55kva( 3ph),20/25/30kva(1 ph)”
200
15
06.805.31.0.00
Excitation wound bobbin (new)
63 kva( 3 ph )
225
16
06.805.32.0.00
Slipring assembly
63/75/82.5 kva ( 3 ph)
225
17
38.236.21.0.00
Excitation wound bobbin
20 kva (3 ph )
180
18
38.236.22.0.00
Excitation wound bobbin
15 kva ( 3 ph )
180
19
38.236.23.0.00
Excitation wound bobbin
25 kva ( 3 ph )
180
20
38.238.21.0.00
Carbon brush
15 to 55 kva ( 3 ph and 1 ph )
“180, 200”
21
38.238.22.0.00
Brush holder
15 to 55 kva ( 3 ph and 1 ph )
“180, 200”
22
38.238.23.0.00
Surge supressor
All rating ( 3 ph and 1 ph )
All frame.
23
38.238.24.0.00
Bridge rectifier
All rating ( 3 ph and 1 ph )
All frame.
24
38.238.25.0.00
Capacitor
All rating ( 3 ph )
All frame.
25
38.238.26.0.00
Brush holder spindle
15 to 55 kva ( 3 ph and 1 ph )
“180, 200”
26
38.238.27.0.00
Rapid terminal block
15 kva to 82.5 kva ( 3 ph and 1 ph )
All frame.
27
38.238.28.0.00
Terminal bar
15 kva to 82.5 kva ( 3 ph and 1 ph )
All frame.
28
38.238.29.0.00
Carbon brush
15 kva ( 3 ph )
160
29
38.238.31.0.00
Slipring assembly
15 kva to 55 kva ( 3 ph )
“180, 200”
30
38.238.32.0.00
Fan
“15 kva to 25 kva(3ph),15kva(1ph)”
180
31
38.238.33.0.00
DE shield
“15 kva to25kva(3ph),15 kva (1ph )”
180
32
38.238.34.0.00
NDE shield
“15 kva to 25 kva (3 ph),15 kva(1ph)”
180
33
38.238.35.0.00
E- core
All rating ( 3 ph and 1 ph )
All frame.
34
38.238.36.0.00
Brush holder
15 kva ( 3 ph )
160M
35
38.238.37.0.00
Brush holder spindle
15 kva ( 3 ph )
160M
36
38.238.38.0.00
Rapid terminal block
15 kva ( 3 ph )
160M
E-26
MANUAL - ALTERNATOR
SR. NO.
PART NO.
PART DESCRIPTION
KVA ( PHASE )
FRAME SIZE
37
38.238.39.0.00
Terminal bar
15 kva ( 3 ph )
160M
38
38.238.41.0.00
Slipring assembly
15 kva ( 3 ph )
160M
39
38.238.42.0.00
Fan
15 kva ( 3 ph )
160M
40
38.238.43.0.00
DE shield
15 kva ( 3 ph )
160M
41
38.238.44.0.00
NDE shield
15 kva ( 3 ph )
160M
42
38.238.46.0.00
Excitation wound bobbin
15 kva ( 3 ph )
160M
43
38.244.01.0.00
Capacitor
15 kva to 25 kva ( 1 ph )
“180, 200”
44
38.244.02.0.00
Capacitor
30 kva to 40 kva ( 1 ph)
200
45
38.244.03.0.00
Slipring assembly
15 kva to 25 kva ( 1 ph )
“180, 200”
46
38.244.21.0.00
Excitation wound bobbin
15 kva ( 1 ph )
180
47
3H.801.21.0.00
Excitation wound bobbin
25 kva ( 1 ph )
200
48
3H.807.21.0.00
Excitation wound bobbin
20 kva ( 1 ph )
200
49
3H.808.21.0.00
Excitation wound bobbin
30 kva ( 1 ph )
200
50
3H.808.25.0.00
Slipring assembly
30 kva (1 ph )
200
51
4H.814.21.0.00
Fan
63 kva to 82.5 kva (3 ph )
225
52
4H.814.22.0.00
DE shield
“63 kva (3 ph ) , 40 kva ( 1 ph)”
“225 , 200”
53
4H.814.23.0.00
Excitation wound bobbin ( old )
75 kva ( 3 ph )
225
54
4H.814.24.0.00
DE shield (new )
75 kva ( 3 ph )
225
55
4H.814.25.0.00
Excitation wound bobbin (new)
75 kva ( 3 ph )
225
56
4H.815.22.0.00
DE shield ( old )
82.5 kva ( 3 ph )
225
57
4H.815.23.0.00
Excitation wound bobbin ( old )
82.5 kva ( 3 ph )
225
58
4H.815.24.0.00
DE shield ( new )
82.5 kva ( 3 ph )
225
59
4H.815.25.0.00
NDE shield
82.5 kva ( 3 ph )
225
60
4H.815.26.0.00
Excitation wound bobbin (new)
82.5 kva ( 3 ph )
225
61
02.808.01.0.00
Excitation wound bobbin
15 kva ( 1 ph )
160
62
02.808.02.0.00
Slipring
15 kva ( 1 ph )
160
63
02.808.03.0.00
Brush holder with carbon brush
15 kva ( 1 ph )
160
64
02.808.04.0.00
Bridge Rectifier
15 kva ( 1 ph )
160
65
02.808.05.0.00
MOV
15 kva ( 1 ph )
160
66
02.808.06.0.00
Capacitor
15 kva ( 1 ph )
160
67
02.808.07.0.00
Sealed Ball Bearing
15 kva ( 1 ph )
160
E-27
MANUAL - ALTERNATOR
NOTES ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. E-28
P. M. Sardey Customer Global Head
Enriching Lives
While asking for assistance to our Authorised Service Dealer, please provide the following information.
Your Name & Phone or Mobile Number.
Engine Serial Number.
Name of the Company.
Engine Location.
General Description of assistance required. And the service will be on its way.
O FOR EMERGENCY O In the very unlikely event of you are not receiving the prompt attention from our field force, following are the details of our Help Desk and area office for your assistance.
HELP DESK TOLL FREE NUMBER - 1800 233 3344 HELP DESK LAND LINE NUMBER - 020 - 66084608 AREA OFFICE DETAILS KOEL KOEL KOEL KOEL KOEL KOEL KOEL
Delhi Lucknow Kolkatta Bhubanwswar Ahemadabed Chennai Cochin
-
011 23718544 0522 27895565 033 2172265 0674 2588047 079 27480922 044 23744624 0484 2316653
KOEL KOEL KOEL KOEL KOEL KOEL KOEL
Ludhiana Jaipur Guwahati Pune Indore Bangalore S’bad
-
0161 2531372 0141 2361789 0361 2529284 020 66084260 0731 2531402 080 25587570 040 27819563
KIRLOSKAR OIL ENGINES LTD. LAXMANRAO KIRLOSKAR ROAD, KHADKI, PUNE - 411 003. PHONE : +91-020-25810341 O FAX : +91-020-25813208, 25810209 MAIL ID - [email protected] http://www.koel.co.in
PREFACE This manual deals with the KGPI genset operation and detailed briefs of all those components and parts which a can service on his own. The maximum performance of the genset largely depends on its proper maintenance and upkeep. So, please be sure to maintain your genset properly as per the instructions and schedule given in this manual. This manual is divided into 6 Sections related to Genset, Diesel Engine, Alternator, Warranty, Customer Service, Area Office s and Check Call Cards. Here follows the synopsis of each section to give you a quick feel of what this book has in store for you. Section A – Genset Warranty The Warranty Section is most important for you to understand completely. It gives you description of all the “ifs and buts” of the warranty clauses and the means to get benefit from KGPI extended warranty. It also contains a log sheet that you need to fill religiously. Please record the daily running of the DG set and various parameters. Section B – Customer Service Package To ensure maximum life and best performance of your genset, we provide free installation and maintenance checks. Kirloskar Service Dealer will carry out free service checks as mentioned in the package. Please keep in mind that you would be required to pay for the consumables like lube oil filters, fuel filters, lube oil, etc. Section C – Genset Manual This Section takes you through to understand each aspect of the genset, its major components and their operation. Chapter 3 tells you about the installation procedures and subsequent chapter take care of the electrical control systems and optional equipment that can be used. You must read Chapter 6 and 7 thoroughly to understand the maintenance procedures for genset and batteries. Section D – Engine Manual This part of the manual gives you a complete understanding of the engine operation and maintenance from a perspective. All the fluid systems, namely, lube-oil, fuel oil, cooling liquid flows have been described because the upkeep of these three systems is significant to obtain optimum performance from the engine. Later in this section, you must go through to comprehend the trouble-shooting, remedial and engine preservation measures. This section takes care of all the models of engines used in a KGPI genset. Efforts have been made to highlight those specific areas which are unique to a particular engine model.
Section E – Alternator Here we have given you a brief knowledge about the Kirloskar Green Alternator coupled to the diesel engine. KG alternators come in two variants – brushtype and brushless. The exploded views and illustrations give you in-depth detailing of what lies underneath. needs to read the safety requirements and all the “do’s & don’ts”. The brushtype alternator also has brushes and sliprings which needs to replace after they wear out. In the end, you are provided with the fault, cause and repair tables so that every time you don’t need to rush to a mechanic. Section F – Service Network Kirloskar Green Power Ideas takes care of you anywhere everywhere. And this last section contains the information ( details) of our 5 zonal offices, 17 area offices and 176 service dealer locations. Each time you run into a problem with your genset. Just look for your nearest office/service dealer location in this section and KGPI will take care of the rest. Intimation Card Please ensure that your manual has intimation card. We request you to fill the required details completely in the intimation card and post it to us immediately.
CONVENTIONS
Each warning/most important instruction in the manual succeeds the sign
All the significant procedures are highlighted in bold letters in the manual.
All the illustrative diagrams in the manual show only the -serviceable parts. The numbers in the round boxes for every part are described below the illustration.
The logo displayed at the top corner of each page is the Kirloskar Green Power Ideas brand logo.
.
MANUAL - SERVICE NETWORK
NORTH ZONE DELHI, UTTAR PRADESH, PUNJAB, HARYANA, RAJASTHAN, HIMACHAL PRADESH, J&K, AND UTTRANCHAL ZONAL OFFICE KIRLOSKAR OIL ENGINES LTD., UCO BANK BUILDING, PARLIAMENT STREET, NEW DELHI – 110 001
+91-011-23718544 +91-011-23719490 +91-011-23319473 +91-011-23710159 Service Manager 09971115383 09871172824 09923450110
(O) (O) (O) (F) (M) (M) (M)
AREA OFFICES KIRLOSKAR OIL ENGINES LTD., 408, SAVITRI COMPLEX, 4TH FLOOR, G. T. RD, LUDHIANA – 141 002
Service Manager
+91-0161-531372 +91-0161-543848 +91-0161-543847 09216523012
(O) (O) (F) (M)
KIRLOSKAR OIL ENGINES LTD., 498/143-K, NEAR IT COLLEGE CROSSING FAIZABAD ROAD LUCKNOW – 226 007 [email protected]
+91-0522-2789565 +91-0522-2323130 +91-0522-2789633 +91-0522 -2789764 Service Manager 09219635518
(O) (O) (O) (F) (M)
KIRLOSKAR OIL ENGINES LTD., D-24,DURLABH NIVAS SUBHASH MARG , C SCHEME JAIPUR - 302 001
+91-0141-2361789 +91-0141-2363389 +91-0141-2360528 Service Manager 09829064750
(O) (O) (F) (M)
SERVICE LOCATIONS Delhi, Noida, Gurgaon, Bahadurgarh, Samalkha, Karnal, Faridabad, Panipat, Damtal, Mandi, Jammu, Srinagar, Leh, Chandigarh, Ludhiana, Jalandar, Amritsar, Udaipur, Bhilwara, Rajnagar, Kesarijai, Kota, Alwar, Rewari, Ajmer, Jaipur, Jodhpur, Bikaner, Lucknow, Varansi, Gorakhpur, Kanpur, Allahabad, Agra, Gaziabad, Dehradun, Moradabad, Barrelly.
1
MANUAL - SERVICE NETWORK
WEST ZONE GOA, GUJRAT, MAHARASHTRA, MADHYA PRADESH, & CHATISGARH ZONAL OFFICE KIRLOSKAR OIL ENGINES LTD. (CORPORATE HEAD QUARTERS) LAXMANRAO KIRLOSKAR ROAD, Khadki, PUNE - 411 003
+91-020-25810341 +91-020-25813208 +91-020-25810201 Service Manager 09881495639
(O) (F) (F) (M)
KIRLOSKAR OIL ENGINES LTD. NEW NATRAJ COMPLEX GURUKUL ROAD MEMNAGAR AHMEDABAD - 380 052
+91-079-27480922 +91-079-27450237 +91-079-27447113 +91-079-27447112 Service Manager 09879000901
( O) (O) (O) (F) (M)
KIRLOSKAR OIL ENGINES LTD., APARTMENT NO.405/406 A 4TH FLOOR, INDUSTRY HOUSE. 15TH AB ROAD, INDORE - 452 007.
+91-0731-2531402 +91-0731-2532528 +91-0731-2535075 Service Manager 09826026463
(O) (O) (O) (M)
AREA OFFICES
SERVICE LOCATIONS Ahmedabad, Surat, Jamnagar, Baroda, Ankleshwar, Bhavnagar, Silvassa, Satna, Jabalpur, Indore, Bhopal, Raipur, Jhansi, Gwalior, Goa, Pune, Nasik, Kolhapur, Ratnagiri, Chiplun, Panvel, Vashi, Solapur, Latur, Pandharpur, Thane, Akola, Nagpur, Aurangabad
2
MANUAL - SERVICE NETWORK SOUTH ZONE - 1 ANDHRA PRADESH AND KARNATKA KIRLOSKAR OIL ENGINES LTD., 2ND FLOOR, SHRI LAXMI COMPLEX 15,St. MARKS ROAD NEXT TO FORD SHOWROOM BANGALORE – 560 001
KIRLOSKAR OIL ENGINES LTD., 1-7-27 TO 34, 216 TO 228 UNITED BUILDING COMPLEX II FLOOR BLOCK B’, S.D.ROAD SECUNDERABAD – 500 003
KIRLOSKAR OIL ENGINES LTD. NELSON TOWERS, 1ST FLOOR, 2ND WING, NO.51,NELSON MANICKAM ROAD, AMINJIKARAI CHENNAI – 600 006
KIRLOSKAR OIL ENGINES LTD., G-259, 2 nd FLOOR PANAMPILLY NAGAR PANAMPILLY AVENUE COCHIN – 682 036
ZONAL OFFICE +91-080 – 5587570 +91-080 – 5587562 +91-080 – 5587566 +91-080 – 5587569 +91-080 – 5587559 Service Manager 09740083084
(O) (O) (O) (O) (F) (M)
+91-040-27819563 +91-040-27819561 +91-040-27897873 +91-040-27898243 +91-040-27721511 Service Manager 09000002241
(O) (O) (O) (O) (F) (M)
AREA OFFICES
SOUTH ZONE - 2 TAMILNADU & KERALA ZONAL OFFICE +91-044-23744624 +91-044-23744661 +91-044-23744874 +91-044-23744625 Service Manager 09444990295
(O) (O) (O) (F) (M)
+91-0484-2316653 +91-0484-2316687 +91-0484-2316652 Service Manager 09744716767
(O) (O) (F) (M)
AREA OFFICES
SERVICE LOCATIONS Cuddapah, Anathpur, Tirupati, Nellore, Chittor, Rajamundry, Vijaywada,Warangal, Secunderabad, Vishakapatnam, Gulburga, Bangalore, Mysore,Hubli, Bellary, Tumkur, Manglore, Belgum, Udapi, Davangiri, Cochin,Calicut, Trivandrum, Kottarakkara, Kollam, Idduki, Palakkad, Pondichery, Coimbatore, Tirupur, Pollachi, Erode, Kunoor, Dharapuram, Sathymangalam, Trichy, Dindigul, Karur, Karaikal, Thiruchengodu, Thanjavaur, Krishnagiri, Vellore, Sivakasi, Tirunerveli, Nagarcoil, Tuticorin, Madurai, Chennai, Salem, Coimbatore 3
MANUAL - SERVICE NETWORK
EAST ZONE BIHAR JHARKHAND ORRISA WEST BENGAL AND NORTH EASTERN STATES ZONAL OFFICE KIRLOSKAR OIL ENGINES LTD., POONAM BUILDING 8TH FLOOR, FLAT NO 8 A SSB, S/2 RUSSEL STREET, KOLKATTA - 700 107.
+91-033-217-2265/66 +91-033-217-0858 +91-033-217-0860 +91-033-217-0861 +91-033-217 -0859 Service Manager 09903056963
(0) (0) (0) (0) (F) (M)
Service Manager
+91-0361-529284 +91-0361-451587 +91-0361-529894 09435119345
(0) (0) (F) (M)
Service Manager
+91-0674-588047 (F) +91-0674-588021 (O) 09437920980 (M)
AREA OFFICES KIRLOSKAR OIL ENGINES LTD., BHANGAGARH, G.S.ROAD., GUWAHATI - 781 005
KIRLOSKAR OIL ENGINES LTD., 1/A, UNIT III, STATION SQUARE BHUANESHWAR - 751001.
KIRLOSKAR OIL ENGINES LTD., MEENA PLAZA, SOWTH MESEUM ROAD, BUDH MARG, PATNA - 800 001.
+91-0612-2230360 (O) +91-0612-2220412 (O) Service Manager 09334383111 (M)
SERVICE LOCATIONS Guwahati, Tinsukia, Tezpur, Aizwal, Silchar, Patna, Ranchi, Dhanbad, Jamshedpur, Sambalpur, Angul, Asansol, Kolkatta, Siliguri, Rourkela, Bhubaneshwar, Balasore, HEAD OFFICE KIRLOSKAR OIL ENGINES LTD., L. K. ROAD, KHADKI, PUNE - 411 003.
A. P. UPADHYE
-
9881209205 020 - 66084532
RAKESH PARDESHI
-
9822599877 020 - 66084134
D. B. DESHPANDE
-
9822001420 020 - 66084533
P. M. SARDEY
-
9922416893 020 - 66084596
4
INDEX Section A - Warranty Section B - Customer Service Section C - Genset Section D - Diesel Engine Section E - Alternator
Enriching Lives
WARRANTY
IMPORTANT 1.
This warranty is applicable for Kirloskar Green Power Ideas gensets manufactured by Kirloskar Oil Engines Limited (KOEL). Before commissioning of the genset, please go through the contents of this Warranty Section carefully.
2.
For details of KOEL Authorised Service Dealer for your genset, please either your supplier of genset or nearest KOEL Area Office.
3.
For availing the warranty services, please ensure following : a)
Produce this warranty booklet to KOEL authorised Service Dealer, when requested.
b)
Carry out first service check through KOEL Authorised Service Dealer within seven days of installation, followed by second service check within 250 Hrs or 3 months from the date of first service check, whichever is earlier.
c)
Use recommended grade of lube oil and ensure periodic change of lube oil, as recommended.
d)
Use genuine air filter elements, lube oil filter elements, fuel filter elements, coolant and additives, sourced from KOEL Authorised Service Dealer.
e)
Please maintain the log-book for the genset at your end. The suggested format for log-book is provided on page no. A-6.
f)
Carry out repairs of genset, through KOEL Authorised Service Dealer, only.
g)
The performance of genset depends on the quality and grade of lub oil and periodic preventive maintenance. To ensure the genuinity of oil, KOEL has launched the lube oil branded as K-Oil. Please use K-Oil and genuine filters sourced through KOEL authorised parts and service dealer and avail extended warranty.
A-1
WARRANTY
Please provide following details to our Authorised Service Dealer. It will help him for quick restoration of your genset. —
Genset Model & serial No. :
—
Engine serial No. :
—
Detailed site address :
—
Person and Telephone/Mobile No.
A-2
—
No. of Hrs. run till date :
—
Nature of failure :
WARRANTY
GENSET MODEL AND SR. NO. __________________________________________
ENGINE MODEL & SR. NO. ______________________________________________
KG ALTERNATOR SR. NO. MAKE & TYPE __________________________________________________________
SR. NO. _________________________________________________________
G1 (1ST SERVICE) CHECK CARRIED OUT ON ______________________________________________________
G2 (2ND SERVICE) CHECK CARRIED OUT ON ______________________________________________________
SERVICE DEALER’S STAMP AND SIGNATURE
A-3
WARRANTY Use K. Oil, Kirloskar Genuine filters, K Cool super plus and avail two years warranty
KIRLOSKAR GREEN D.G. SET WARRANTY
For Power Generation non Cellular Application Engines -
This warranty is applicable to R/HA/R1040/R1080/SL90/K series Kirloskar Green Genset. The warranty is for 18 months from date of dispatch of engine and alternator from Kirloskar Oil Engines, Ltd. Pune or from 12 months from the date of commissioning or 3600 hours of operation whichever is earlier. Customers can also avail extended warranty of 2 years from the date of installation or 5000 operating hours or 30 calendar months from date of dispatch whichever is earlier, subject to use of Kirloskar K Oil, Kirloskar genuine filters, K cool super plus and services sourced through KOEL authorised Service Dealer. For Power Generation Cellular Application Engines & KG Alternator Within 24 Calendar Months from Date of Dispatch from KOEL or 2500 operating hours Which ever occurs first if customer source the filters, K-Oil Super, K cool super plus and avail the services from KOEL Authorised Service dealer. Kirloskar Oil Engines Ltd. hereby warrants that this Kirloskar Green Genset is free from defects in material, design and workmanship. This warranty shall be limited for repairs and replacement under normal use, regular check up and maintenance of the Kirloskar Green Genset as per our maintenance schedule and purchase and servicing of the Kirloskar Green Genset through our authorised dealer. This warranty is the only document given by us warranting the Kirloskar Green Genset. No other document giving any warranty conflicting these contents shall be considered and entertained. Kirloskar Oil Engines Ltd. is not liable to service, or repair of Kirloskar Green Genset free of costs during the warranty period, for the Kirloskar Green Genset purchased from person other than an authorised person or DG set Dealer or AGOEM of Kirloskar Oil Engines Ltd. Kirloskar Oil Engines Ltd. is not liable for any loss or damage, direct or consequential, labour charges or the effect of any accident resulting from defective material, faulty workmanship or otherwise. In any case the liability of Kirloskar Oil Engines Ltd. will not exceed the Kirloskar Green Genset price or the market value of the Kirloskar Green Genset whichever is lower and shall be without interest.
per the maintenance schedule given by Kirloskar Oil Engines Ltd.
3.
If K Cool Super plus engine coolant is not used for water-cooled Genset.
4.
Damage due to improper installation of the parts, components and accessories.
5.
For the parts supplied under warranty or voluntarily or at special rates or free of charge, the warranty will be applicable only to the unexpired portion of D G Set warranty.
6.
Damage due to use of improper lubricant or the lubricant used other than suggested by Kirloskar Oil Engines Ltd.
7.
Normal wear and tear of the components of Kirloskar Green Genset / Engine.
8.
For resale of Kirloskar Green Genset or if the Kirloskar Green Genset purchased is second hand.
Warranty period for DG set components is as below. For Power Generation Non Cellular Application O Proprietary parts not manufactured by Kirloskar oil engines like o Starter o Alternator o Fuel injection pumps 18 Calendar Months from Date of Despatch or 3600 operating hours or 12 calendar months from date of installation The warranty is subject to analysis of defect by the respective authorised dealer of manufacturer. O
O
This warranty does not apply for the following: 1.
2.
The Kirloskar Green Genset or engine failure due to any misuse including improper shutdown, improper handling and adjustments, negligence, over speeding, alteration of specification and due to accident or Act. of God.
O
Kirloskar Green Alternators 30 Calendar Months from Date of Despatch or 5000 operating hours or 24 calendar months from date of installation Whichever occurs first All other Electrical Components supplied along with Genset like o Electrical Gauges o Electrical Hour Meters o Sensors o Switches o Engine Safety Units o Actuator o Controller card 18 Calendar Months from Date of Despatch or 3600 operating hours or 12 calendar months from date of installation Whichever occurs first **Warranty is not applicable for fuse & charging bulb. Kirloskar Green canopy Components supplied along with Genset like
Kirloskar Green Genset or engine if not maintained as
Use K. Oil for your Gensets, for details of K. Oil, please our Authorised Service Dealer A-4
WARRANTY Use K. Oil, Kirloskar Genuine filters, K Cool super plus and avail two years warranty o o o o
Locks Hinges Fuel level gauges Exhaust fan
O
18 Calendar Months from Date of Despatch or 3600 operating hours or 12 calendar months from date of installation Whichever occurs first **Warranty is not applicable for foam, bulb, and tubes O
Kirloskar Green Control Components supplied along with Genset like. o AMF module o Relay card / board o LVM / GVM o Current transformer o Battery chargers o KWH meters o Switches o MCB o ors
18 Calendar Months from Date of Despatch or 2500 operating hours Whichever occurs first **Warranty is not applicable for foam, bulb, and tubes O
Any claim or obligation in connection with the sale or performance of Kirloskar Green Genset shall be subject to Pune Jurisdiction.
For Power Generation Cellular Application Proprietary parts not manufactured by Kirloskar oil engines like o Starter o Alternator o Fuel injection pumps o Battery o Exhaust Fan For Power Generation Cellular Application - 15 Calendar Months from Date of Dispatch or 2500 operating hours Which ever occurs first
Conditions precedent to Kirloskar Green Genset warranty. The Kirloskar Green Genset warranty given by the company is subject to the below condition which are to be observed by every purchaser/ of Kirloskar Green Genset, without which the warranty claims if any will be rejected. A.
Proper installation of the Kirloskar Green Genset is the sole responsibility of the owner of the Kirloskar Green Genset / purchaser of the Genset.
B.
Operation & Maintenance as recommended by the company within the limits mandated by the specifications.
C.
Any defective part claimed, to be returned to Kirloskar Oil Engines Ltd., if such part is replaced by the company under warranty, the returned part becomes the property of the company, this transportation charges to be paid by the customer.
D.
Incase of interchange of part between Kirloskar Green Gensets / Engine shall void the warranty. Unauthorised repair work will make the warranty null & void.
E.
For the proprietary parts not manufactured by Kirloskar Oil Engines Ltd., such as Fuel Injection Equipments, Electrical Equipments and Instruments etc. the warranty of respective supplier will be applicable.
The warranty is subject to analysis of defect by the respective authorised dealer of manufacturer. O
All other Electrical Components supplied along with Engine like– o Electrical Gauges o Electrical Hour Meters o Sensors o Switches o Engine Safety Units o Fuel level gauge 12 Calendar Months from Date of Despatch or 1000 operating hours Which ever occurs first **Warranty is not applicable for fuse & charging bulb
Kirloskar Green Control Components supplied along with Genset like. o AMF module o Relay card / board o LVM / GVM o Current transformer o Battery chargers o KWH meters o Switches o MCB o ors 12 Calendar Months from Date of Despatch or 2500 operating hours Whichever occurs first **Warranty is not applicable for fuse & charging bulb & or coil.
18 Calendar Months from Date of Despatch or 3600 operating hours or 12 calendar months from date of installation Whichever occurs first **Warranty is not applicable for fuse, charging bulb & or coil
O
Kirloskar Green canopy Components supplied along with Genset like o Locks o Hinges o AVM
The warranty detailed above is offered for the Kirloskar green power ideas Diesel Genset consisting of Kirloskar Engine, Kirloskar Green AC Generator & sound proof enclosure branded Kirloskar Green and control . To meet specific customer needs, your Genset may not contain Kirloskar green power ideas AC Generator, soundproof enclosure, or control . If so warranty for such aggregates may please be availed from the manufacturers of these aggregates. The seller of the Genset will be happy to provide you the details.
Use K. Oil for your Gensets, for details of K. Oil, please our Authorised Service Dealer A-5
WARRANTY
LOG SHEET (Sample for use) The is requested to maintain a separate log book ing the following mentioned parameters in the table. Following tables are meant for providing a reference to you. Engine__________________________________ RPM_______________________________ HP________________________ Date Daily use in hrs.
Hour meter reading
Cooling Water Temp (°C)
Pressure (Kg/cm2) Lub. Oil Temp (°C)
Fuel added (ltr.)
Lub. oil added (cc)
Engine (rpm)
Current (Amp) 3-phase
Voltage
Frequency (Hz)
PF & kW if provided
kWH meter reading if provided
Remarks - Record events of maintenance / repairs A-6
WARRANTY
Date
Daily use in hrs.
Hour meter reading
Pressure (Kg/cm2) Lub. Oil Temp (°C)
Cooling Water Temp (°C)
Fuel added (ltr.)
Lub. oil added (cc)
Engine (rpm)
Current (Amp) 3-phase
Voltage
Frequency (Hz)
PF & kW if provided
kWH meter reading if provided Remarks - Record events of maintenance / repairs
A-7
WARRANTY
Date
Daily use in hrs.
Hour meter reading
Pressure (Kg/cm2) Lub. Oil Temp (°C)
Cooling Water Temp (°C)
Fuel added (ltr.)
Lub. oil added (cc)
Engine (rpm)
Current (Amp) 3-phase
Voltage
Frequency (Hz)
PF & kW if provided
kWH meter reading if provided Remarks - Record events of maintenance / repairs
A-8
WARRANTY
Date
Daily use in hrs.
Hour meter reading
Pressure (Kg/cm2) Lub. Oil Temp (°C)
Cooling Water Temp (°C)
Fuel added (ltr.)
Lub. oil added (cc)
Engine (rpm)
Current (Amp) 3-phase
Voltage
Frequency (Hz)
PF & kW if provided
kWH meter reading if provided Remarks - Record events of maintenance / repairs
A-9
FIRST SERVICE CHECK (G1) - ENGINE SIDE
Time
Date
( Within 3 months from the date of installation or first 50 Hrs. of Genset run whichever is earlier. ) S. R. Number : D G Set Parameters Engine Type : Application Code / Sr. No. : Radiator Sr. No. : Turbocharger Sr. No. : FIP Sr. No. : Electronic Governor Sr. No. : Installation Dt : Commissioning Date: Hours run and the date of visit : Rating : Sr. No. : Make of Alternator : Phase : Single / Three Type : Brushless / Brush Type Frame : Alternator Control : AMF / Non AMF Make : Sr. No. : Type of Load : Resistive / Inductive / Capactive / Canopy : Sr. No. : DG Set Tested on full load for hours.
Current Lube Oil Pressure :
Lube Oil Temp. :
Voltage
Water Temp.
Abnormal Noise :
Frequency :
:
:
R: Y: B:
Amp. Amp. Amp.
Ambient temp. (air temp. near air-cleaner element) : Safeties
:
Low Lube Oil Pressure High Lube Oil / Water Temp V Belt Failure Leakages, if any and the corrective action
– – –
Working / Not Working Working / Not Working Working / Not Working
Overall Performance of DG Set
OK / Not OK.
Remarks of the service dealer representative :
Educated • • • • •
Customer on routine maintenance to be carried out : Cleaning of Air Cleaner (Dry / Oil Bath), Restriction Indicator operation. Lube Oil & Oil Filter Change Fuel / Filter Element Change Cleaning of Radiator Cooling fins Cleaning of Liner & Cylinder Head Fins in case of Air Cooled Engine.
Yes / No Yes / No Yes / No Yes / No Yes / No Customer Name :
Customer Remarks :
Site Address : Tel. No. Name, Signature & Designation of Customer Representative.
AGOEM Name & Address
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
Name, Signature & Designation of Service Dealer Representative.
Page No. 1 of 3
ALTERNATOR CHECK POINTS - DURING G1 CHECKS Sl No. 1
2
Service Point
Remark
Alternator Checks to be carried out during stop condition for Main Stator Winding leads tightness at Main Terminal.
OK / NOT OK
All AVR connections tightness.
OK / NOT OK
Outgoing cable connections tightness.
OK / NOT OK
Check for Seperate Earthing connections for neutral & Genset body, both should be connected to earth pit.
OK / NOT OK
Pour sufficient water in to Earth pit.
DONE / NOT DONE
Check outgoing main cable connection at terminal.
OK / NOT OK
Observe proper lugs, crimping & glands. 3
Start the Set and observe the following parameterCheck for stable out put voltage from Alternator.
OK / NOT OK
Check for Balance load. ( unbalance should not be more than 10 % of total load )
Balance / Unbalance
Current ( Amp ) - R-
Y-
B-
Voltage (Volts ) - RY -
YB-
BR-
N-
phase respectively
Power factor ( if available )4
Connected Load details - Unit - KW/ KVA Total Motor load connected AC / DC Drive ( 3 ,6,12 pulse ) load connected. UPS connected Other load details like fan / lights. Total Load connected Customer Name :
Customer Remarks :
Site Address : Tel. No. Name, Signature & Designation of Customer Representative.
AGOEM Name & Address
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
Name, Signature & Designation of Service Dealer Representative.
Page No. 2 of 3
CHECK FOR CONTROL - DURING G1 AND G2 CHECKS Sl No. 1.
2. 3.
4.
5.
6.
7. 8. 9. 10.
Service Point Check the tightness of crimping of cables Mains cable tightness & lugs crimping & gland in control . Generator cable at control and alternator terminal. Correct cable size with correct lugs. Connection are tight. (All power & control cable) Check the Earth connection of control . Check control is mounted on AV mounting or check vibration. Accessories AMF module type MCCB ( make & rating ) Mains or ( make & rating ) Generator or ( make & rating ) Check for tightness of following connections Connection at main terminal board are tight with proper lugs or solder end. Power connection at both ors are tight. Connection at all fuses or MCB are tight. Check the proper tightness of all relays at relay base with proper relay locking clips. Check the Battery voltage and ensure that battery is fully charged Battery voltage Specific Gravity of battery solution ( required 1.270 ) Ensure all cells of battery are filled with electrolyte battery solution to max. level Ensure charging of battery by charging alternator (if provided) or by Battery charger Check Battery terminal for cleanliness and tightness. Checking of electrical accessories Simulate the fault like LLOP, HCT etc. and check engine tripping with alarm. Check all the gauges are working. Check the exhaust fan working and direction of fan. Check solenoid supply is not more than 15-20 sec. Check all the meters for working on control working. Mains voltage ( EB Power ) Mains current ( EB Power ) Generator voltage Generator currentEnsure AUTO / MANUL mode operation of AMF pannel.
Status OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK
OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK
OK / not OK
Customer Name :
Customer Remarks :
Site Address : Tel. No. Name, Signature & Designation of Customer Representative.
AGOEM Name & Address
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
Name, Signature & Designation of Service Dealer Representative.
Page No. 3 of 3
SECOND SERVICE CHECK (G2) - ENGINE SIDE
Time
( Within 6 months from installation date or second oil change )
1
Application Code & Engine serial no & Type :
2
Customer Name :
3
Date of service check : G1
4
Installation date :
5
No. of Hours run :
1
2
3
Date S. R. Number :
G1 S. R. Number Commissioning date :
Service points:
Action taken
• Change the engine lube oil. (Drain the Engine Oil when the Engine is warm. Top up 0.5 liters more for 2,3,4 cylinder engines or as applicable to compensate Lube Oil Filter Capacity. • Replace the Lube Oil filter Element cartridge with the oil change.
• Done
• Incase of oil bath type air cleaner, clean air cleaner & refill it with fresh lube oil. Clean the precleaner bowl. • In case of dry type air cleaner element follow the practice mentioned in O & M manual.
• Done / OK
For Air Cooled Engines : • Check for proper cowling fitment for effective cooling of the engine. • Clean the cylinder liner & cylinder heads fins. Clean by removing main cowling & direct compressed air flow on the fins, or clean with brush. For Water Cooled Engines : • Check up coolant level in radiator, compensatory tank or heat exchanger & top up if required. (For initial filling add Radiator coolant as recommended. Keep the filling cap open after topping up & run the engine on low idle speed to remove air pocket.) (Do not top up cooling system with plain water, use only recommonded coolant.) • Check whether radiator fins are choked. Educate customer on how to clean the radiator externally.
• Done / OK
• Done / OK
• Done / OK • Done / OK
• Done / OK
• Done / OK
4
• Check button filter in the banjo bolt of feed pump. If choked, clean it. (educate customer) • Drain the water from Water Separator, if provided • Change fuel filter element as per O & M schedule.
Cleaned. Cleaned. • Done / OK hence not necessary.
5
Check for all External Fasteners as per Specified torques. (Tighten all foundation bolts)
Tightened
6
Check battery lead connections, check specific gravity of electrolyte.
OK/ corrected
7
Check Belt Alignment and belt condition, & adjust if required.
Replaced/ Corrected/OK
8
If the engine is turbocharged, check for • Leakages in air intake/exhaust piping • Hose connections tightness
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
• Done / OK • Done / OK Page No. 1 of 4
SECOND SERVICE CHECK (G2) - ENGINE SIDE ( Within 6 months from installation date or second oil change ) DG Set Tested during inspection for
hours.
Current
Lube Oil Pressure :
Lube Oil Temp. :
Voltage
Water Temp.
Abnormal Noise :
Frequency :
:
:
R: Y: B:
Amp. Amp. Amp.
Ambient temp. (air temp. near air-cleaner element) : Safeties
:
Low Lube Oil Pressure
–
Working / Not Working
High Lube Oil / Coolant Temp
–
Working / Not Working
V Belt Failure
–
Working / Not Working
Leakages, if any and the corrective action
Overall Performance of DG Set
OK / Not OK.
Remarks of the service dealer representative :
Educated Customer on routine maintenance to be carried out : • Cleaning of Air Cleaner (Dry / Oil Bath), Restriction Indicator operation.
Yes / No
• Lube Oil & Oil Filter Change
Yes / No
• Fuel / Filter Element Change
Yes / No
• Cleaning of Radiator Cooling fins
Yes / No
• Cleaning of Liner & Cylinder Head Fins in case of Air Cooled Engine.
Yes / No Customer Name :
Customer Remarks :
Site Address : Tel. No. Name, Signature & Designation of Customer Representative.
AGOEM Name & Address
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
Name, Signature & Designation of Service Dealer Representative.
Page No. 2 of 4
ALTERNATOR CHECK POINTS - DURING G2 CHECKS 1.
Check for Abnormal noise during running.
OK / Not OK
2.
Check the ventilation grill is clean and free from dust for proper cooling .
OK / Not OK
3.
Check power cables connected at terminal are tight and proper lugs condition.
OK / Not OK
4.
Check for tightness of External Fastener of Coupling and Adaptor.
OK / Not OK
5.
Put water in the Earth Pit.
OK / Not OK
6.
Check for Proper Earthing connections.
OK / Not OK
Check the tightness of AVR connections.
OK / Not OK
7.
Start the Set and observe the following parameterCheck for stable out put voltage from Alternator.
OK / Not OK
Check for Balance load. (unbalance should not be more than 10 % of total load)
Balance / Unbalance
Current ( Amp ) - R-
Y-
B-
Voltage (Volts ) - RY -
YB-
BR-
N-
phase respectively
Power factor (if available) 8
Canopy Checks Check Canopy doors for proper fitment and alignment
OK / Not OK
Check Canopy for external & internal rusting.
OK / Not OK
Check Canopy locks for proper operation.
OK / Not OK
Check temperature difference between canopy inside & outside by closing the doors and running the Genset on full load for atleast 30 minutes.
Difference -
Customer Name :
Customer Remarks :
Site Address :
Tel. No.
Name, Signature & Designation of Customer Representative.
AGOEM Name & Address
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
Name, Signature & Designation of Service Dealer Representative.
Page No. 3 of 4
CHECK FOR CONTROL - DURING G1 AND G2 CHECKS Sl No. 1.
2. 3.
4.
5.
6.
7. 8. 9. 10.
Service Point Check the tightness of crimping of cables Mains cable tightness & lugs crimping & gland in control . Generator cable at control and alternator terminal. Correct cable size with correct lugs. Connection are tight. (All power & control cable) Check the Earth connection of control . Check control is mounted on AV mounting or check vibration. Accessories AMF module type MCCB ( make & rating ) Mains or ( make & rating ) Generator or ( make & rating ) Check for tightness of following connections Connection at main terminal board are tight with proper lugs or solder end. Power connection at both ors are tight. Connection at all fuses or MCB are tight. Check the proper tightness of all relays at relay base with proper relay locking clips. Check the Battery voltage and ensure that battery is fully charged Battery voltage Specific Gravity of battery solution ( required 1.270 ) Ensure all cells of battery are filled with electrolyte battery solution to max. level Ensure charging of battery by charging alternator (if provided) or by Battery charger Check Battery terminal for cleanliness and tightness. Checking of electrical accessories Simulate the fault like LLOP, HCT etc. and check engine tripping with alarm. Check all the gauges are working. Check the exhaust fan working and direction of fan. Check solenoid supply is not more than 15-20 sec. Check all the meters for working on control working. Mains voltage ( EB Power ) Mains current ( EB Power ) Generator voltage Generator currentEnsure AUTO / MANUL mode operation of AMF pannel.
Status OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK
OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK OK / not OK
OK / not OK
Customer Name :
Customer Remarks :
Site Address : Tel. No. Name, Signature & Designation of Customer Representative.
AGOEM Name & Address
N.B. - Please fill the information, as applicable. 1) KOEL HEAD OFFICE COPY
Name, Signature & Designation of Service Dealer Representative.
Page No. 4 of 4
MANUAL - GENSET
SECTION C INDEX Chapter 1.
General Description of Genset
5
Chapter 2.
Technical Data Sheet
9
Chapter 3.
Installation
11
Chapter 4.
Control System & Operations
20
Chapter 5.
Optional Equipment
31
Chapter 6.
Maintenance
35
Chapter 7.
Batteries
37
Chapter 8.
Closed Coupled Genset Assembly 42
Chapter 9.
Step by step instructions
Chapter 10. Warning
47 48
C-3
MANUAL - GENSET
NOTES ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. C-4
MANUAL - GENSET
CHAPTER - 1
GENERAL DESCRIPTION OF GENSET 1.0 INTRODUCTION Your new genset is designed to provide you with superior performance and reliability, allowing you to avoid annoying maintenance programmes which would prevent you from getting the job done. The genset is a complete system that incorporates advanced engineering concepts which are backed by 55 years of experience. Your Genset is fitted with an alternator which will produce the correct voltage with optimum wave form, fast response and precise voltage regulation. As you continue reading, you will learn how the machine is operated and cared for. With proper care during maintenance and operation, your genset will be ready to respond to your emergency standby or prime power needs. 1.1 DESCRIPTION OF GENSET PACKAGE Refer to figure 1A. The major components of the genset are clearly shown. Stationary or mobile units are available with each package including an alternator, diesel engine, exhaust, cooling system, and a control system. The engine is equipped with a close control governor which will hold the engine speed within the tolerance necessary to deliver the rated power and frequency as per ISO 3046, DIN 6271 AND BS 5514. 1.2 ENGINE The engine incorporated in the generating set is of proven reliability and is specifically designed to operate in conjunction with an alternator. The engine is of the heavy-duty industrial type 4-stroke compression ignition and fitted with all accessories necessary to provide a reliable power supply. 1.2.1 COOLING SYSTEM a) WATER COOLED ENGINE The engine cooling system comprises of a radiator, high capacity pusher fan and thermostat. The alternator is
coupled to the engine with a flexible steel disc type coupling (on some models, the alternator is coupled to the engine flywheel via a flexible rubber element coupling) and the package is arranged so that the alternator is the first component to come into with the cooling air flow as it es over the genset. As the air flows over the unit, the fan pushes it through the radiator. As this air flow es over the engine. This method of cooling allows the alternator fan to pull a portion of the cooling air through the alternator. Both the engine and alternator are therefore kept at their proper operating temperature. b) AIR COOLED ENGINE The engine is cooled by a high capacity high efficiency cooling air blower mounted on engine. The blower forces air over cylinder liners and cylinder heads to keep the engine temperature optimum for best performance. Hot air leaving engine after cooling is ducted away by using air guide ducts. For enclosed gensets ventilation is achieved by using special fans to remove radiated heat from engine and alternator and ensuring that there is no hot air recirculation. All engines, when used to drive alternators to provide either emergency standby or prime power, require careful attention to air flow. The notes provided in the Installation Section of this manual should be consulted before selecting a location for your genset. 1.2.2 ENGINE GOVERNOR The primary function of the governor system is to maintain engine speed in relation to varied load requirements. This is accomplished by the governor which senses engine speed and controls the engine fuel rate, in order to maintain practically constant speed. The engine speed governor maintains engine speed within limits regardless of the steady load. As the alternator load increases, the engine speed is reduced. C-5
MANUAL - GENSET
Because the speed must remain relatively constant, the governor, sensing engine speed, will increase fuel flow to the engine, thus adjusting horsepower to a point sufficient to maintain engine speed and compensate for the load change. The same principle is applied when the load decreases. As the load is reduced the speed would increase, the governor will then reduce fuel delivery thus decreasing the horsepower to maintain the proper speed. 1.3 BRUSHLESS ALTERNATOR As per the requirements of the customer, we provide an option of brushless or brush type alternator for KGPI genset. The following paras mention both in brief. Brushless excitation type alternator eliminates the maintenance associated with slip rings and brushes. The internal components of the alternator are designed so as to assure efficient and economical operation. The control system consists of an automatic voltage regulator (within the alternator), protective circuits and the necessary instruments to allow you to monitor the operation of genset. On most models current is supplied through twelve leads enabling
the operator to reconnect the genset to obtain a variety of three phase voltages up to 480 volts. Single phase units supply current through a two or three lead connection offering a variety of voltages from 120-250V. Units can be supplied in 50 Hz outputs. See Alternator Maintenance Section for further details of connections available. A brushless alternator is a synchronous rotating field type unit, which produces alternating current. This alternator unit is completely self-contained and is designed and constructed to provided trouble free operation, ease of maintenance and long service life. 1.4 BRUSH TYPE ALTERNATOR It is of salient port, self-excited or self regulated type. They are designed to operate at 1500 rpm. The alternators can be supplied for foot cum flange mounting and for different voltages. They comply with BS 5000, IS 13364 and IS 4722 standards.
AIR CLEANER DIESEL ENGINE
RADIATOR CONTROL
FUEL FILTER ANTIVIBRATION MOUNTING
LUBE OIL FILTER
ALTERNATOR
BASEFRAME
FUEL FILLING SPOT
NOTE : In case of Genset with acoustic enclosure, the positions of some peripherals may change. (Example Control , Fuel filling spout, Fuel level indicator etc.) Figure 1 A Major Genset Components C-6
MANUAL - GENSET
1.5 VIBRATION ISOLATION
1.9 GENSET CIRCUIT BREAKER
All gensets are fitted with anti vibration mountings which are designed to reduce vibration being transmitted from the rotating mass of the genset to the foundation on which the genset is mounted. Vibration isolators are selected to suit the particular duty and are fitted between the engine, alternator feet and the base frame. On some of the models the vibration isolators are fitted between the base frame and the foundation depending on the system requirement.
To protect the alternator winding, a suitably rated moulded case or miniature circuit breaker (depending on the genset model) is supplied mounted in a strong fabricated steel enclosure.
1.6 FUEL TANK AND BASE FRAME
1.10 SYSTEM PROTECTION
The design of the base frame incorporates removable fuel tank with a capacity of approximately 8 hours operation. The tank is provided with fittings to facilitate either manual or automatic filling. The base frame is manufactured from heavy gauge sheet steel and welded to form a rigid assembly.
An additional and substantially important function of the control system is the protection of the engine against faults such as high temperature, low oil pressure, over speed or other malfunctions.
1.7 SILENCER AND EXHAUST SYSTEM Exhaust silencer is provided to reduce noise emission from the engine and designed to direct exhaust gases to areas where they will not be objectionable. On ‘stand alone’ open gensets, the exhaust silencer is generally placed outside the Genset room, with suitable extension piping from engine. Stainless steel expansion bellow is provided on the engine, to facilitate the exhaust piping. For generating sets with acoustic enclosure, residential type silencer is fitted inside or outside the enclosure with flange fitting at the outlet to enable discharge of exhaust gases at desired location, through extension piping, as required. 1.8 CONTROL
Current transformers are fitted on each of the phases on the cabling to the circuit breaker enclosure for current measurement. In some configurations the main circuit breaker may be incorporated in the automatic transfer .
To prevent damage to the cranking motor and deep discharge of the starting battery, a crank limiting circuit is included on all automatic start sets. A detailed explanation of these systems is included in Section 4. 1.11 CONTROL POWER SUPPLY Engine instruments and the control are supplied from the battery fitted to the genset. This battery also provides power for operation of the cranking motor to start the engine and for the stop solenoid. The stop solenoid is of the ‘energised to stop’ or run type requiring a DC supply to energise the solenoid for stopping the engine or requiring supply to start the engine. 1.12 CONTROL MOUNTING
All control s are mounted in welded steel enclosures equipped with a sealed hinged door for easy access and servicing.
The control and main circuit breaker are normally mounted on a separate base frame mounted stand thus ensuring vibration free running. Floor standing control s are provided for more complex control systems.
The control is available in several variations to suit the requirement of the installation. The Control System is fully described in Section 4.
For acoustic enclosures the control is fitted inside the enclosure. Suitable glass cover opening is provided on the enclosure to see the instruments.
C-7
MANUAL - GENSET
NOTES ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. C-8
MANUAL - GENSET
CHAPTER - 2
TECHNICAL DATA SHEET GENSETS WITH ACOUSTIC ENCLOSURE WATER COOLED GENSETS : Genset Model
KG30W KG40W KG62.5W KG82.5W KG100W KG125W KG140W KG160W KG180W KG200W KG250W
Engine Model
3R1040 4R1040 4R1040T 4R1040TA 6R1080T 6R1080TA 6SL9088TAI 6SL9088TA 6SL1500TAI 6SL1500TA 6SL8800TA
Rated output at 1500 rpm (bhp) 42 56.3 83 105 127 156 166 198 235 254 310
Maximum recommended Genset rating at 0.8 pf (KVA) continuous standby 30 39 45 50 62.5 75 82.5 100 100 ~ 125 ~ 140 ~ 160 ~ 180 ~ 200 ~ 250 ~
Representative Dimensions [Length x Width] (mm) 2350X1090X1440 3100X1100X1350 3250X1150X1400 3335X1375X1600 3750X1400X1600 3750X1400X1600 3900X1550X1650 3900X1550X1650 4000X1600X1700 4000X1600X1700 4000X1600X1750
Approx. Weight
Rated output at 1500 rpm
Maximum recommended Genset rating at 0.8 pf (KVA)
Representative Dimensions [Length x Width]
Approx. Weight
(kg) 1289 1509 1675 1922 2500 2700 3580 3720 3870 3966 4252
AIR COOLED GENSETS : Genset Model
Engine Model
(bhp)
continuous
standby
(mm)
(kg)
KG15A
HA 294
19
15
16.5
2250X1110X1850
1107
KG25A
HA 394
32
25
28.
2400X1110X1850
1347
KG30A
HA 494
43
30
~
2700X1200X1900
1494
35
39
2700X1200X1900
1494
KG35A KG45A
HA 494 T
56
45
50
2750X1200X1900
1455
KG55A
HA 694
65
55
55
3300X1400X1900
1775
KG62.5
HA 694 T
83
62.5
75
3500X1400X1900
1954
KG70A
HA 694 T Sr. I
83
70
75
3500X1400X1900
1954
KG75A
HA 694 T Sr. II
91
75
~
3500X1400X1900
1954
C-9
MANUAL - GENSET
GENSET WITHOUT ACOUSTIC ENCLOSURE WATER COOLED GENSETS : Genset Model
Engine Model
Rated output at 1500 rpm
Maximum recommended Genset rating at 0.8 pf
(bhp)
(KVA/kW)
Representative Dimensions [Length x Width x Height] (mm)
Approx. Weight
(kg)
KG30W
3R1040
42
30/24
1950X725X1150
870
KG40W
4R1040
56.3
45/36
2180X725X1200
975
KG62.5W
4R1040T
83
62.5/50
2100X725X1200
1060
KG82.5W
4R1040TA
105
82.5/66
2500X900X1480
1230
KG100W
6R1080T
127
100/80
2980X1060X1730
1640
KG125W
6R1080TA
156
125/100
2980X1060X1730
1640
KG140W
6SL9088TAI
166
140/112
3100X1200X1920
2000
KG160W
6SL9088TA
198
160/128
3100X1200X1920
2000
KG180W
6SL1500TAI
235
180/144
3200X1200X1980
2150
KG200W
6SL1500TA
254
200/160
3250X1200X1980
2150
KG250W
6SL8800TA
310
250/200
3510x1240x1880
2362
Representative Dimensions [Length x Width x Height] (mm)
Approx. Weight
AIR COOLED GENSETS : Genset Model
Engine Model
Rated output at 1500 rpm (bhp)
Maximum recommended Genset rating at 0.8 pf
(KVA/kW)
(kg)
KG15A
HA 294
19
15/12
1670x725x1120
775
KG25A
HA 394
32
25/20
1800x725x1120
860
KG30A
HA 494
43
30/24
1930x725x1120
900
KG35A
35/28
KG45A
HA 494 T
56
45/36
1930x725x1120
920
KG55A
HA 694
65
55/44
2250x725x1175
1050
KG62.5
HA 694 T
83
62.5/50
2250x725x1175
1100
KG70A
HA 694 T Sr. I
83
70/56
2200x725x1175
1100
KG75A
HA 694 T Sr. II
91
75/60
2250x725x1175
1150
C-10
MANUAL - GENSET
CHAPTER - 3
INSTALLATION 3.1 LOCATION Selecting a location for the genset is very important part of any installation procedure. Always locate the genset in an area that will provide adequate ventilation and physical protection for the unit. For the purpose of simplifying maintenance and inspection requirements it will also be important to place the genset in such a position so as to allow easy movement around the machine without overcrowding. Generally, 1.5 to 2.0 meters space all around the genset should be ensured. The location should be clean, dry and have good drainage capabilities. Should the location be outdoors protect the genset with a weatherproof enclosure (available as an optional retrofit item). Another point to keep in mind is the space required to undertake major overhaul or service operations. In some cases it may be necessary to remove major components.
For acoustic enclosures ensure that the openings provided for fresh air inlet and outlet are not blocked. 3.2 FOUNDATION Refer to Figure 3-1. A reinforced concrete pad makes the best foundation. A pad with sufficient mass in proportion to the size of the genset will provide the rigid necessary to minimize deflection and vibration. Typically this should be 150 mm to 200 mm deep and a mass at least equal to that of the gensets. The foundation may be located on soil, structural steel, building floors etc., provided the total weight of the foundation and genset package does not exceed the allowable bearing load of the . Allowable bearing loads of structural steel can be obtained from Engineering Handbooks while local building codes will provide the allowable bearing loads for different types of soil. 3.2.1 Isolation It is advisable that the principal foundation of each genset rests on bedrock or solid earth completely independent of other foundations, cement work, walls or operating platforms. 3.2.2 Vibration The design of the genset is such that only minimal vibration is transmitted to the foundation. Anti vibration mounts are fitted between engine, alternator and baseframe or in larger capacity gensets vibration isolators are mounted below the baseframe. In generator rooms situated on upper floors special attention to vibration isolation is necessary. Often spring type vibration isolators will be needed.
Figure 3.1 - Foundation Doors must be sized to allow access in and out for the complete generator set and major accessories. Air inlet and outlet vents can often be made removable to floor level to provide an access point.
It is necessary to ensure that building structures are capable of ing the genset, fuel storage and accessories. Refer to figure 3-2 for Typical ventilation arrangement for water-cooled engines.
C-11
MANUAL - GENSET
A
RAIN CAP
ALTERNATIVE RAIN COVER EXHAUST SILENCER
EXHAUST PIPE TO SLANT DOWNWARDS TOWARDS CONDENSATION TRAP
CONDENSATION TRAP
WINDOWS WITH LOUVERS FOR HOT AIR OUTLET
EXHAUST PIPE TO BE COVERED WITH ASBESTOS ROPE OR CLOTH
HOT AIR OUTLET
HOT AIR OUTLET
FOR EXHAUST PIPE
WINDOWS WITH LOUVERS FOR HOT AIR OUTLET
1500
ALTERNATOR
STARTING HANDLE
FRESH AIR INLET
MIN. DISTANCE REQUIRED TO FACILITATE HAND STARTING
WINDOWS WITH LOUVERS FOR FRESH AIR INLET
CONCRETE BASE FOR GEN. SET FOUNDATION M14x15 THREADS FOR GEN. SET FOUNDATION BOLT
GROUNTING IN CONCRETE FOUNDATION
WINDOWS WITH LOUVERS FOR FRESH AIR INLET
LUBE OIL DRAIN
REMOVABLE DUCTING SLIGHTLY LARGER INSIDE THAN RADIATOR CORE
Figure 3.2 - A Typical Ventilation arrangement for Water Cooled Engines This layout drawing shows a typical genset installation. It is meant as a guide only. Full details of the particular unit should be assessed and the installation layout designed to suit the requirements of your site. Notes :
•
The circuit breaker position can vary according to the requirements of the installation. It may also be mounted remote from the genset.
• •
The control can be made to allow wall mounting.
•
Openings should be provided behind the alternator for incoming cold air and directly in front of the radiator for outgoing hot air. The cold air first es over the alternator, then the engine, picking up radiant heat as it es. It then es through the radiator and is discharged through a duct to the outside of the genset room.
•
A temperature rise of 5-15 Deg C (9-27 Deg F) in the cooling air can be expected at full load.
Depending on cable routing to the genset room and terminal points at the generator, the power cables may be installed for bottom from ducts or floor trenches.
Canopy Temperature Air temperature near air cleaner should not exceed 5 o C above ambient. Sufficient window opernings required to maintain air inlet temperature within the limit. C-12
MANUAL - GENSET
3.3 GROUNDING (Indian Electricity rules) Grounding should be done in accordance with applicable National, Local Code or Regulation. 3.4 AIR INLET Engine inlet air must be clean and as cool as possible. These conditions will drastically effect both engine life and performance. Normally the inlet can be taken from the area surrounding the installation site. However, in some cases the condition of the air surrounding the machine may warrant ducting the air from outside or another room. When it does become necessary to duct air in, the air filter should remain mounted to the engine as opposed to a remote mounting (such as on a roof or in another room). This will eliminate the possibility of dirt leaking through the duct work upstream of the air filter. 3.5 COOLING AND VENTILATION The radiated heat given off by the engine, generator and exhaust piping can result in a temperature high enough to adversely affect operating and maintenance personal or the performance of the genset. Locate the genset in a room or area that will provide or allow sufficient ventilation to remove this heat as well as the heat radiated from the engine cooling water by the radiator. Preferably provide exhaust fans to drive hot air outside. If acoustic enclosures are placed in an enclosed place, ensure that enclosure is well ventilated and exhaust gases are driven out of the enclosure.
as big as the radiator core area but, as a guide, an area on 150% of the core area of the radiator should be allowed for. 3. For weather protection, louvers should be fitted to the intake and exhaust openings. These can be either of the fixed or movable type. Manually operated movable louvers may be acceptable in some cases, but they are not acceptable for automatic standby units. Radiator air should not be depended upon to move the louver vanes. 3.6 EXHAUST The exhaust system is used to direct exhaust gases to non-confined areas and reduce the noise to tolerable levels. When deg a system the main objective is to minimize back pressure. Excessive back pressure in an exhaust system will create horsepower loss and increase the engine operating temperature, and emissions. When bends are required in an exhaust system, always make the radius at least 150% of the inside diameter of the pipe. As most exhaust system designs are governed by the physical characteristics of the building or room in which they are located, it is of the utmost importance that the exhaust pipe be routed in a path offering the least amount of turns or bends so not to increase back pressure more than 50 mm of Hg.
1. Ensure that hot air is positively discharged from the building by fitting a flexible connection between the radiator and the duct
Be sure that all pipes are well ed and that springs or other dampers are used at points of high vibration. Due to the heat radiation of the exhaust pipes it is recommended that all pipes be located at least 250 mm from any combustible material. Wrapping the exhaust pipes with high temperature insulation or installing fitted insulated sections will aid in preventing excessive heat radiation within the room.
2. The size of the openings should be calculated to ensure that excessive restriction is not imposed on the flow of cooling air. Openings should at least be
At points where the piping es through a wall or roof, a metal thimble guard 300 mm in diameter slightly larger than the pipe should be installed.
Points to in any type of installation:
C-13
MANUAL - GENSET
Revolving Flange (Kept free on Exhaust Piping side)
Fixed Flange (Engine side)
CAUTION : 1.
During installation of bellow, fixed flange of bellow should be located on the engine side, while revolving flange should be kept free.
2.
Provide an additional bellow in the horizontal piping if the length between s is than 4.0 meters.
3.
Always use MS pipe for Fuel and exh. Piping as recommended by KOEL
4.
Please ensure that you have removed all welding splashes inside the exh. Pipe to save turbo charger from damage due to foreign particles.
5.
Always use long bend in exh. water and fuel piping. Use appropriate dia of pipe considering resistance of pipe and no of bends as KOEL Norms specified.
6.
C-14
For further details of exhaust pipe dimensions, no of bends, length of pipe etc please Refer the Gen set manual by KOEL.
MANUAL - GENSET
Typical Fuel circuit diagram
Recommended Fuel Connections on Fuel Tank
Typical Fuel Installation
C-15
MANUAL - GENSET
As shown in Figure 3.3 bevel the end of the pipe at a 3045 degree angle. Should the pipe end be horizontal, bevel the pipe from the top back to the bottom. This will not only reduce the noise levels at the outlet but will also minimize entrance of precipitation on horizontal pipes. The level or height at which the outlet is situated should be sufficient to prevent fumes and odours from becoming an annoyance or potential hazard. Also, an exhaust pressure actuated raincap is recommended for use on vertical outlet pipes. Any long horizontal or vertical piping should include water legs and drain traps at their lowest points so that water does not reach either the silencer or the engine. It is also recommended that a slight slope downward from the silencer to the water leg or rain trap be added to assure the proper removal of water. By locating the silencer as close to the engine as possible you will be able to minimize the noise level in the exhaust piping. Each genset installation should have it’s own exhaust system and should not be connected to a system accommodating more than one genset as the possibility of exhaust gas and condensation backflow may cause permanent damage to an idle engine. Note: Health warning: Inhalation of exhaust fumes is potentially lethal. The correct installation of exhaust systems to prevent accumulation of exhaust gas cannot be over emphasized. Additionally, prolonged exposure to engine exhaust noise can be damaging to hearing. A genset should never be operated without a fully installed exhaust system and all personnel in close vicinity should wear ear protection. 3.6.1 FLEXIBLE CONNECTIONS The exhaust piping should be connected via a flexible t located on the engine exhaust outlet. This connection serves three purposes. 1. It relieves some of the weight of the exhaust piping from the engine. 2. It isolates the exhaust system from vibration.
C-16
3. It allows for some movement of either the genset or exhaust system components. Long piping runs should be divided into sections separated by additional flexible connections. This will also compensate for the expansion and contraction of the piping itself due to temperature change. Any insulation material used for a flexible connection should allow for the expansion and contraction of the connections, due to temperature changes. Generating sets with acoustic enclosure are provided with exhaust outlets having connecting flanges. Exhaust gases from the outlet can be routed away to desired location. For up to 3 meter distance exhaust pipe size same as provided on the outlet can be used. For longer lengths total exhaust system assessment should be done by competent person. In no case, exhaust back pressure should exceed 50 mm of Hg when measured at exhaust manifold of engine, at rated load. 3.7 FUEL SYSTEMS The fuel system must be capable of delivering to the engine a clean and continuous supply of fuel. When deg a fuel system, always incorporate the requirements of Local, State, or National Codes, which may pertain to either the fuel system or the electrical apparatus utilized by the system. 3.7.1 Diesel Fuel Bulk Storage Bulk fuel storage is the most preferable method of providing fuel supply. This method allows bulk fuel purchases which will minimize dirt and contamination possibilities, especially when the fuel is seldom used. The bulk storage tank may be located either above or below the ground. A vent must be installed on the main tank to relieve the air pressure created by filling the tank as well as preventing a vacuum within tank as fuel is consumed. The tank bottom should be rounded and placed on a 2 degree tilt to assure a concentrated settling of both water and sediments. At the low point of the tank a drain valve should be installed to remove water that may accumulate due to condensation.
MANUAL - GENSET
Underground tanks must be pumped periodically to remove this water. This is best done by placing a tube through the filter pipe to the low end of the tank. For these reasons it is imperative that the tank be placed in or on stable ground to assure that eventual settling does not change the location of the low point of the tank. Burying the tank below the frost line will help in avoiding seasonal settling. Another consideration to be made when locating the main tank is the height difference between it and the auxiliary tank (day tank). The maximum vertical lift capabilities of a standard electric motor driven fuel transfer pump is 5m. Do not place either tank at a level that would exceed the pump lift capabilities. Also keep in mind the possibilities of pressure drop created by excessive horizontal distances and pipework bends. The fuel delivery line carrying fuel to the engine and the fuel return line for carrying excessive fuel back to the tank should be no smaller than the fitting sizes on the engine. For longer runs or extremely low ambient temperatures increase the size of these lines to ensure adequate flow. The fuel lines can .be made of any fuel compatible material such as steel pipe or fuel line tube that will tolerate ambient conditions. Overflow piping should be of the same material and one size larger. The fuel return line should enter the tank at the top and contain no shut-off valve. This line should be designed with a minimum amount of bends or dips to prevent an air lock in the system. The fuel delivery line should pick up the fuel from the point no lower than 20mm from the bottom of the tank. If at all possible locate this line at the end of the tank opposite that of the return line and at the high end of the tank. Flexible fuel lines should be used at a point between the tank and engine (preferably adjacent to the genset) to avoid the potential damage that could be created by vibration.
All standard gensets with acoustic enclosure are provided with tank fitted in the baseframe. This day tank will produce a ready fuel supply. 3.7.3. Filters and Traps Clean fuel will aid in attaining maximum engine life and dependability. Primary filters are recommended for use between the engine filters and the transfer pump. Water and sediment traps should also be included upstream of the transfer pump. However, on border line pump installations do not increase fuel line restrictions to a point exceeding the capabilities of the pump. 3.8 FIRE PRECAUTIONS When deg a genset installation the following points should be noted: –
The room should be designed so that there is an easy escape route for operating personnel in the event of fire within the room.
–
A recommended type of fire extinguisher or fire extinguishing system should be provided to fight the fire.
–
Gravity operated fire valves operated by fusible links, mounted above the engine, can be installed in the fuel lines.
–
The room should be kept clean and free from accumulated rubbish which can be a fire hazard.
3.9 STARTER BATTERIES Resistance in the starting circuit has a significant effect on the starting ability of the engine. Therefore, the batteries should be located as close as possible to the genset (batteries should be accessible for servicing). Maintenance procedures should be carried out rigorously since the batteries have to be in perfect condition to start the diesel engine.
3.7.2 Day Tanks Auxiliary tanks or day tanks as they are commonly referred to are recommended. Refer figure 3-4 for typical fuel installations. C-17
MANUAL - GENSET
Note: Batteries emit inflammable gas. Do not smoke or create sparks or naked flames adjacent to batteries. 3.10 ELECTRICAL CONNECTION Only fully qualified and experienced electrical technicians should be allowed to carry out electrical installation work. The electrical connection to the genset should be made with flexible cable to prevent the transmission of vibration and possible damage to the alternator or circuit breaker terminals If it is not convenient to use flexible cable throughout then a link box can be installed close to the set with a flexible connection between it and the set. The cable may be laid in a duct or on cable tray. When bending cable reference must be made to the recommended minimum bending radius. No rigid connection should be made between the set and the cable system, eg, cable tray. When single core cables are used the gland plates must be of non-ferrous material, eg, aluminum, brass or a nonmetallic material such as teflon. The cable must be suitable for the voltage being used and adequately sized to carry the rated current with allowances made for ambient temperature, method of installation, proximity of other cables, etc. All electrical work should be carried out in accordance with any applicable National, Local Standards, Codes or Regulations. All connections should be carefully checked for integrity. Phase rotation must be checked for compatibility with the installation. This is vitally important when connection is made to an auto transfer switch, or if the machine is to be paralleled.
C-18
3.10.1 Protection The cables connecting the genset with the distribution system should be protected by means of a circuit breaker, fuses or other means to disconnect the genset in case of overload or short circuit. 3.10.2 Loading When planning your distribution system it is important to ensure that a balanced load is presented to your genset. If loading on one phase is excessive in comparison to the other two phases this will cause overheating in the alternator windings, imbalance in the phase to phase voltage output and possible damage to sensitive 3 phase equipment connected to the system. Ensure that no phase current exceeds that of the current rating of the genset. It may be necessary to reorganize the electrical distribution system if a genset is to be connected to an existing installation. 3.10.3 Power Factor The power factor (cos phi) of the connected load should be determined. Power factors below 0.8 will overload the generator. The genset will provide its kilowatt rating and will operate satisfactorily from 0.8 to unity power factor. Particular attention must be given to installation with automatic or manual power factor correction equipment to ensure that a leading power factor is not present under any conditions. This will lead to voltage instability on the generator output and may result in damaging overvoltages. 3.10.4. Grounding Requirements (See Paragraph 3.3) Regulations vary and advice should be sought from the local supply utility as to their requirements. The factory connects the frame of the alternator to the frame of the genset therefore the complete mass of the genset is at the same potential. The connection if required of the generator winding star point / neutral to earth is the responsibility of the installation technicians.
MANUAL - GENSET
* Warning: Never attempt to work on live wiring. Always stop the genset and open the circuit breaker on the load cables before working on the alternator or it’s connectors.
–
The designed noise level at a fixed distance, normally 1m or 7m.
–
Environmental conditions, ambient temperature etc.
3.10.5 Start Up
Noise emissions from diesel gensets (without acoustic treatment) are at sound pressure levels of between 100 dB(A) and 110 dB (A) at 1m. Kirloskar Gensets with acoustic enclosures have a typical noise pressure level of 75 dB(A) or less (average) at a distance of 1 meter from the enclosure.
Before attempting to start the genset refer Chapter 4 of this Section. 3.11 NOISE CONTROL Your genset can be supplied with accessories and components to reduce noise emissions. Typically available are residential and super critical silencers, acoustic louvers and splitter vents, fan silencers and acoustically treated enclosures.
Intermediate levels of treatment will prove more economic and are often satisfactory depending only on the nature and type of installation. Hospital Care Areas will require more attention than the normal commercial / industrial installation.
The requirements for each site vary enormously and for any critical installation we recommend you consult your dealer at an early stage. The information needed to select acoustic equipment is: –
The model and capacity of genset
–
The location and overall site plan.
C-19
MANUAL - GENSET
CHAPTER - 4
CONTROL SYSTEMS AND OPERATIONS Important
4.1 CONTROL SYSTEM The Control System consists of:A) Control providing a means of starting and stopping the Generator Set, monitoring its operation and output, and causing the engine to automatically shut down in the event of a circuit fault condition arising from low oil pressure, high coolant temperature, over speed, low fuel level (optional). B) An Alternator Circuit Breaker providing a means of switching the Generator output, and automatically disconnecting the load in event of short circuit. 4.2 CONTROL SYSTEMS AND OPERATIONS Preparing for Operation Before starting your DG set be sure that it is positioned on a level surface so that proper liquid levels can be obtained. Check engine oil, radiator coolant, battery electrolyte and fuel levels. Be sure that the Genset will be operated in a well ventilated area with all exhaust fumes piped away. Before connecting batteries, ensure control is switched off. Prolonged inhalation of exhaust fumes may result in serious illness or death. Prolonged exposure to the noise levels of a diesel engine can impair hearing unless proper ear protection is worn. Before any attempt is made to operate the machine, be sure that engine and alternator are properly earthed. Local and national regulations for the grounding of gensets should be adhered to as well as those regulations which describe the methods of connection and minimum sizes of grounding conductors based on the size of the load cables.
C-20
Adequate grounding of the genset is necessary for both stationary and wheel mounted units to prevent the possibility of injury or death in the event of electrical fault. When filling the fuel tank, do not smoke or use an open flame in the vicinity. Also the tank should never be filled when the Genset is operating or while the engine is hot. Spilled or vaporized fuel could be ignited easily. Never attempt to disconnect a load connection or perform maintenance while the Genset is in operation. To avoid an accidental start of the engine, always disconnect the battery when performing major operations. As the battery system is negative earth. The negative connection should be disconnected first and reconnected last. The cover of the control should not be removed while the genset is in operation. The cover, when removed, exposes live electrical connections. Maintenance on the control should only be carried out by a qualified technician. Important Always shut down the Genset and switch off circuit breaker prior to connecting, or disconnecting load cables. Only restart when a sound connection has been made.
4.3 INITIAL START-UP The following procedure should be used to make initial start-up of the Genset. These steps are critical and must be followed closely to avoid complications in operating the Genset. 4.3.1 Check the engine oil and coolant levels replenishing if necessary. 4.3.2
Fill the fuel tank.
MANUAL - GENSET
4.3.3 The following procedure should be used when starting the Generator for the first time or when it has been out of service for a time for maintenance purposes.
4.3.3.10 The frequency of the output voltage should also be checked on the meter. No load frequency is approx. 52 Hz, for 50 Hz units.
4.3.3.1 Ensure the key switch is turned OFF.
4.3.3.11 When the generator is producing voltage, check the phase rotation of the generator by connecting a phase rotation meter to the terminals on the generator side of the circuit breaker. (Caution: DO NOT close the circuit breaker). This check should be carried out by a qualified technician and the result noted for use later if Generator is to be connected to an existing system.
4.3.3.2 Ensure the circuit breaker is switched OFF. 4.3.3.3 Connect the batteries to the engine with correct polarity. 4.3.3.4 Prime the fuel system using the hand priming pump and bleed entrapped air from the fuel filter-see engine manual for details. 4.3.3.5 Turn the Key switch to start Position “ON”. Engine control system will be switched on.
4.3.3.12 After the voltage and frequency checks have been made, shut the machine down by pressing “O” on genset control . IMPORTANT
In manual mode, allow an interval of approximately 10 Seconds between cranking attempts, and should the engine still not have started after four cranking attempts, refer to the engine manual to determine the cause of failure to start.
Always shut the genset down prior to connecting, or disconnecting, load cables. Only restart when a sound connection has been made.
4.3.3.6 After the engine has been started check for any abnormal noise or vibration
To shut down the Genset, turn off the load using the circuit breaker, and press button the “O” (as per applicable) position. In case of an emergency where immediate shut down is necessary press the emergency off push button.
4.3.3.7 Check fluid leakage or high temperature. 4.3.3.8 Check the control for indications of abnormal operation, in particular above normal engine temperature or below normal oil pressure. 4.3.3.9 Immediately the engine reaches full operating speed the voltmeter should be checked to ensure that the voltage has reached the correct operating level. The voltage is factory set at the voltage regulator and needs no further adjustment. Should the output voltage be incorrect, adjustment of the voltage should only be carried out by a Qualified technician. Voltage adjustment is achieved by varying the setting of a potentiometer mounted inside the automatic voltage regulator which is fitted in the alternator terminal box.
4.4 SHUTDOWN PROCEDURE
4.5 NORMAL START-UP PROCEDURE (For manual operation) On subsequent starts follow the procedure explained below. This start up procedure must be strictly adhered to. ENSURE KEY SWITCH IS TURNED, TO POSITION “OFF”. 4.5.1 Make a visual check of the entire Genset. Watch for signs of leaks from the engine i.e. fuel system, cooling system and lubrication system. 4.5.2 Check engine oil, water and fuel levels, replacing if necessary. Check the battery terminals for corrosion, cleaning where necessary. Check the battery electrolyte level and fill with distilled water if necessary.
C-21
MANUAL - GENSET
4.5.3 Turn ON. DC ON switch unit will get DC power. For manual starting press the start button on genset control unit. 4.5.4 Starter supply will disconnect automatically after getting supply from AC alternator. This will be sensed by genset control unit. 4.5.5 Lub. oil pressure gauge will show lub. oil pressure and low lub. oil pressure switch will get opened. 4.5.6 Once the engine is started battery charging alternator starts charging the battery and charging current is indicated on DC ammeter. 4.5.7 Run the set on no load for atleast 2-4 minutes. Put the Main Current Circuit Breaker ON. Genset output is available to load. 4.5.8 Water temperature gauge is provided which indicates engine water temperature.. For healthy condition this needle is should be in green zone. 4.5.9 AC voltmeter will show alternator output voltage. AC ammeter will show load current depending upon the connected load. 4.5.10 Refer to Section D for specific engine maintenance requirements. 4.5.11 Dispose off any loose items or debris in the vicinity of Genset that may inhibit operation or could cause injury.
C-22
4.5.12 Drain condensate traps in the exhaust system, if so equipped, and check for exhaust leaks. If engine does not start in first attempt allow an interval of approximately 10 Seconds between cranking attempts, and should the engine still not have started after four cranking attempts, refer Section D to determine the cause of failure to start. 4.5.14 Check for any abnormal noise or vibration. 4.5.15 Switch on the Alternator Circuit Breaker. Load may be applied immediately to the Genset. However, the maximum step load that can be accepted in anyone step is dependent on the operating temperature of the Genset. With the Genset cold (not more than 20 degrees C/68 degrees F) the maximum step load acceptance is approximately 50% of rated output. However, with genset at normal operating temperature (approx 80 degrees C/ 176 degrees F) the maximum load that can be accepted depending on the type of engine in one step is 60-100% of the Genset rating. These figures are given as a guide only and the relevant technical data sheet should be consulted when in doubt. WARNING: Always shut down the Genset prior to connecting, or disconnecting, load cables. Only restart after proper connections has been made. If at any time the generator stops because of a fault, the fault should be rectified before trying to restart the generator.
MANUAL - GENSET
Timer setting indicator for auto mode.
Battery charging indicator
Stop
Engine Idle
Enmgine Running
Start
High Water Temperature
Low Lube Oil Pressure.
Fig. 4-1 :
Centre button (with Hand symbol) : This button is used to start the set in manual mode. By pressing the button START output will get On & starter will get the supply through start relay at the same time fuel solenoid will also get energiged. Starter will automatically Will disconnect after getting supply from alternator (Phase & neutral). Left button (with“O” symbol) is used to stop the set, to reset the fault & to terminate the AUTO mode.
C-23
MANUAL - GENSET
4.6 CONTROL SYSTEM FUNCTIONAL DESCRIPTION
All alarms are indicated by high visibility red LED’s.
The 703 is an engine auto start and protection module. It utilises advanced surface mount construction techniques to provide a compact, yet highly specified module.
The module’s microprocessor provides a comprehensive list of timers and configurable functions. Parameter settings can be adjusted using the front push buttons once in Configuration Mode. PI see installation procedure.
Operation is via three push-buttons mounted on the front with STOP, MANUAL START and AUTO positions.
FEATURES
OPERATION Stop mode - This is used to stop the engine when it is running and to cancel ‘Auto’ mode. It is also used to reset any Shutdown Alarm condition. Manual mode - This mode is used to manually start and run the engine, which can be stopped by pressing the Stop button. Auto mode - (for AMF application only) This selects the automatic mode of operation, in which the module will await the remote start signal. Once received, the module will initiate its pre-configured Start Sequence, observing the start delay timer before starting the engine. When the remote start signal is removed, the module will initiate its pre-configured Stopping Sequence. The module monitors the engine and provides the following functions:
• • • • • • • • • • • • • • • • • • •
Micro-processor based design Automatic Engine Starting and Stopping Automatic Shutdown on fault condition Configurable via front Simple push-button controlled operation 10-30V DC operating voltage Configurable Digital Inputs Configurable Solid State Outputs Configurable Timer Settings Solid State Fuel and Crank outputs External Remote Start input LED Alarm indication Stop Delay Timer Energise to Stop timer Pre-heat Timer Over Speed Shutdown Optional Underspeed Protection Low Oil Pressure Shutdown High Engine Temp Shutdown
•
In Auto mode Automatic Start with 3 attempts and Automatic Crank Disconnect - with adjustable Start and Stop Timers and Fail to Start indication.
The 700 series modules have been designed for front mounting. The module is fitted into the cut-out, and screw holes are provided for secure fixing.
•
Configurable functions.
4.7 OPERATION
•
Low Oil Pressure and High Engine Temperature Shutdown.
• • •
Overspeed (frequency) protection.
Pre-heat and
Energise
to Stop
Charge Fail Alarm Two fully configurable auxiliary inputs. 1st Auxiliary input is connected to Low fuel shutdown. 2nd auxiliary input is connected to emergency stop condition .
C-24
a) Carry out Pre-start Checks:Alternator Circuit Breaker Off Engine coolant level Engine oil level Fuel level All electrical s secure Control key switch in the Off Position. b) Switch off the Alternator Circuit Breaker. 4.7.1 Do not crank the engine for more than 5- 7 seconds if the engine fail to start.
MANUAL - GENSET
Allow an interval of approximately 10-15 Seconds between cranking attempts, and should the engine still not have started after four cranking attempts, refer to the engine manual to determine the cause of failure to start. At this point your genset should be running normally; the protective switches i.e. low oil pressure and high engine coolant temperature will be open and sensing their respective operating conditions. In the event of a fault the relevant fault circuit will operate and shut down the Genset. 4.8 CONTROL EQUIPMENT
THE FREQUENCY METER indicates the frequency of the generator output. The engine maintains a relatively constant speed under governor control so as to provide proper operating frequencies of 50Hz or 60 Hz when the generator is operating at full rated load. At partial loads the frequency will be some percent higher than normal, depending on the droop of the governor. In practice at no load, frequencies of approximately 52 and 62.4 Hertz respectively are normal. 4.8.2 Engine Instrumentation The engine instrumentation is as follows:-
The control is matched with an instrument consisting of the following:
1 no. engine lube oil pressure gauge.
4.8.1 Generator Instrumentation
1 no. ammeter (To indicate charging current)
1 no. engine coolant temperature gauge. 1 no. battery voltmeter (optional)
The A.C. instrumentation provided is as follows: 1 no. ammeter with selector switch, to monitor the current in each phase or 3 ammeter (optional). 1 no. voltmeter and selector switch to monitor the phase to phase and phase to neutral output voltage. 1 no. frequency meter monitoring the frequency of the alternator output. 1 no. hours run meter monitoring the running time of the engine (useful for establishing maintenance periods). The following description explains the function of each instrument:The A.C. VOLTMETER Indicates the voltage the Genset is supplying to the load. The reading indicated by the voltmeter will vary depending on the connections made inside the alternator terminal box, the setting of the voltage regulator, and the position of the voltmeter selector switch. It should not, however, vary when the set is operating. The A.C. AMMETER indicates current being delivered which is dependent on the connected load. The ammeter displays current on each phase which is selected by means of the ammeter selector switch. In case of 3 ammeters selector switch is not required.
The following description explains the function of each instrument and gives the proper reading for normal operation. The ENGINE WATER TEMPERATURE is connected to the engine at an access port which allows it to sense the temperature of the engine coolant. This gauge continually monitors the temperature of the coolant during operation. The normal temperature should be approximately 85 Deg C (green zone). This is an electrical device operating from the genset battery when the engine is running. The ENGINE OIL PRESSURE GAUGE monitors engine oil pressure from the moment the engine is cranked. The proper engine oil pressure rating should be approx. 3 bar - 4.5 bar at 1500 RPM. (Under full or 75% load condition) DC ammeter - This indicates battery-charging current when the engine is running and charging alternator is developing the voltage. Battery voltmeter (optional) - This indicates battery voltage. This also indicates battery condition when engine is cranking. If battery voltage is not proper during cranking then check the battery and its connections.
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MANUAL - GENSET
4.8.3 Fault Lights
4.10 MAINTENANCE
The FAULT LIGHTS indicate that a shut down has been initiated by the protective circuitry.
No regular maintenance is required for the control system. However, to ensure that the generating set is always available for service when required, the following is recommended:-
4.9 ALTERNATOR CIRCUIT BREAKER The moulded case circuit breaker (MCB/MCCB) is of sufficient rating for the genset output. The genset output is switch able through this device, handle up being “on”. The breaker will carry its rated current continuously. Breaker will trip to the mid-position if the rating of any one phase is exceeded for a period depending on the percentage overload and the MCB/ MCCB characteristics. The breaker must then be moved to the “off” position before re-closing.
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4.10.1 Every two weeks, carry out an operational test on the system as illustrated in paragraph 4.7a. check and replace fuel levels. 4.10.2 Every four weeks, carry out an operational test on the system. The genset should be operated on at least 50% load for 2-3 hours. 4:10.3 Every six months, check tightness of all connections, tighten if necessary.
MANUAL - GENSET
FUNCTIONS AND PARAMETERS TABLE Function Pre-heat Timer
m
m
m
m
l
Start Delay
m
m
m
l
m
Stop Delay
m
m
m
l
l
Energise to Stop Timer
m
m
l
m
m
Normal Frequency
m
l
m
m
m
Nominal DC Voltage
m
l
m
m
l
LOP Switch
m
l
m
l
m
HET Switch
m
l
m
l
l
m m m m l l l l m m m m l l l l m m m m l l l l m m m m l l l l m m m m m m m m
11 m m l l m m l l m m l l m m l l m m l l m m l l m m l l m m l l m m m m m m m m
12 m l m l m l m l m l m l m l m l m l m l m l m l m l m l m l m l m l m l m l m l
Value (Default in Italics) 0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds 0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds 0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds 0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds 180 Seconds 50 Hz (O/S + 14%) 60 Hz (O/S + 14%) 12V DC (CF 8V) 24 DC (CF 16V) Close on Fault Open on Fault Close on Fault Open on Fault C-27
MANUAL - GENSET
11
12
Value (Default in Italics)
m
m
m
Disabled
m
m
l
Enabled (2 Second delay)
m
m
m
Disabled
m
m
l
Enabled (U/S – 20%)
m
m
m
Immediate Warning Close
m
m
l
Immediate Warning Open on
m
l
m
Immediate Shutdown Close
Function Crank disconnect on
m
l
l
m
m
Oil Pressure Underspeed detection Auxiliary Input 1
m l
l m
l m
m m
l m
Function
Auxiliary Input 2
l
m
m
m
l
Function
Auxiliary Input 1
l
m
m
l
m
Function
Auxiliary Input 2 Function
C-28
l
m
m
l
l
m
l
l
Immediate Shotdown Open
l
m
m
Delayed Warning Close on
l
m
l
Delayed Warning Open on
l
l
m
Delayed Shutdown Close on
l
l
l
Delayed Shutdown Open on
m
m
m
Immediate Warning Close
m
m
l
Immediate Warning Open on
m
l
m
Immediate Shutdown Close
m
l
m
Immediate Shutdown Open
l
m
m
Delayed Warning Close on
l
m
l
Delayed Warning Open on
l
l
m
Delayed Shutdown Close on
l
l
l
Delayed Shutdown Open on
l
l
l
Not used
m
m
l
Pre-heat
m
l
m
Engine Running
m
l
l
Common Warning
l
m
m
Common Shutdown
l
m
l
System in Auto
l
l
m
Common Alarm
l
l
l
Energise to Stop
m
m
m
Not used
m
m
l
Pre-heat
l
m
l
Engine Running
m
l
l
Common Warning
l
m
m
Common Shutdown
l
m
l
System in Auto
l
l
m
Common Alarm
l
l
l
Energise to Stop
MANUAL - GENSET
TROUBLE SHOOTING Sr. 1
Problem
Check & Action to be taken
No. DC voltage after DC ON switch is turned ON. (to “ON” position) When engine stand still.
Check battery supply. Bad electrical connections. Check the MCB to ‘ON’ position.
2
The engine draws relatively very small current when the dc on switch is turn on. However, when one attempts to start the engine, the starters would draw a much Higher current. If the batteries are Weak, then the battery voltage will droop to a very low value and the engine will not crank.
Engine dose not CRANK while start PB pressed.
Possible Causes and Remedies Batteries are very weak. Check the start relay operates. Use Properly charged batteries.
OR The engine doesn’t start but cranks.
Fault in starter motor. Air lock in fuel system. Restriction in a fuel pipe. Before engine starting ensure that load switch (mccb) is off.
3
High Water temp. Indication lights and engine stop.
Temp. switch end wire is may be body earth. May be temp. switch is faulty. Actual water temp. is high. No water in radiator. Water circulation system may be faulty.
4
Charge fail indication ‘ ON’
Check ‘IND’ terminal connected properly. Check the wiring. Check alternator is developing voltage or not.
5
Low fuel level indication lights
Check fuel level in tank and fill as required. Check Float switch. Check wiring.
6
Engine fires and stops after sometime and LOP indication lights
Lop switch is not working properly Actual Lub oil pressure is not developed Pressure switch connection wrong Wiring is not correct. No oil in engine. Lub oil pipe not connected to gauge.
7
Engine overspeed indication (Frequency based)
Check gen. Supply to control unit. Check engine rpm. Check for loose connections C-29
MANUAL - GENSET
Sr. 8
Problem
Check & Action to be taken
Emergency stop P.B. pressed.
STEP 1. Check the emergency stop P.B. pressed on and Canopy. 2. Check wiring to P.B. for body earth. Switch may be faulty. ONCE THE FAULT HAS BEEN IDENTIFIED AND RECTIFIED. RESET BY PRESSING ON “0” UNIT BUTTON.
9
NO VOLTAGE PRODUCED WHEN GENERATOR IS RUNNING
STEP 1. CHECK VOLTMETER SELECTOR SWITCH IS NOT SWITCHED OFF. 2. CHECK FUSES F2, F3 ANDF4. 3. CHECK VOLTAGE AT ALTERNATOR TERMINALS WITH INDEPNDENT METER. IF VOLTAGE IS CORRECT CHECK WIRING BETWEEN ALTERNATOR AND . CHECK VOLTMETER. REPLACE IF NECESSARY. 4. CHECK AVR AND ROTATION DIODES-REFER TO ALTERNATOR MANUAL FOR DETAILS. 5. CHECK ENGINE SPEED IS CORRECT.
10
GENERATOR DOES NOT STOP
STEP 1. CHECK KEY SWITCH OPERATION 2.
11
GENERATOR DOES NOT GO ON LOAD
CHECK FUEL CONTROL SOLENOID (FCS). REPLACE, IF NECESSARY.
STEP 1. CHECK CIRCUIT BREAKER IS SWITCHED ON. 2. CHECK GENERATOR IS PRODUCING VOLTAGE. IF NOT, SEE SECTION ON “NO VOLTAGE PRODUCED”.
C-30
MANUAL - GENSET
CHAPTER - 5
OPTIONAL EQUIPMENT 5.0 INTRODUCTION Standard s may be fitted with a variety of optional equipment during production of the generating set to meet specific requirement. Your may contain one or more of the following options.
These heaters are all automatically disconnect on engine start-up. Control switches (ON/OFF) are not normally fitted but are available as a further option. NOTE: An auxiliary supply of 220-240V AC is required for this option.
5.1 BATTERY TRICKLE CHARGERS
5.3 FUEL TRANSFER PUMPS
These chargers are designed to ensure that the starter batteries maintain their charge even if the generator is not operated for long periods.
Where a fuel transfer pump is required to transfer fuel from bulk storage tanks to the generator day tanks, a 220/240V AC single phase pump is fixed to the baseframe, float switches are fitted in the day tank and control relays, switches, lamps and overloads are fitted in the control .
The chargers are available in two sizes (5 Amp nominal rating and 10 Amp nominal rating). A 10A charger is generally located in a separate box placed adjacent to the control . Control switches are not normally fitted but the chargers are automatically disconnected on generator start-up. When the engine is running the batteries are charged from the engine driven automotivetype alternator. The absence of a switch mean that the trickle charger cannot be inadvertently switched off. However if considered essential as ON/OFF control switch can be provided. To monitor the charging current a suitably scaled moving coil DC ammeter can be provided. NOTE: Batteries which have a very low charge should not be connected to these chargers as damage may result. An auxiliary supply of 220-240V AC is required for this option. 5.2 HEATERS Immersion type heaters working on mains supply (110/ 220 V) can be fitted in the engine water system to ensure that the engine is kept warm easy to start and able to take load quicker. Heaters are provided with an integral nonadjustable thermostat set at approximately 40°C (100°F). The rating of the heaters in kilowatts (kW) varies depending on the size of engine. Normally the heaters with 1 kW capacity are used. Anti-consideration heaters in the form of “heat-tracing” tape can be fitted to the alternator stator winding. These operate at a relatively low temperature and do not require a thermostat.
The controls on the door consist of two illuminated push-button. The red is a combined trip lamp and stop button, with the green being a run lamp and manual start push-button. For automatic pump operation the red illuminated push-button must be in the ON (out) position. The pump may be manually started at any time, provided the red push-button is in the ON position, by pressing the green push button. The pump will only run in the manual mode if the green push-button is kept depressed. Inside the is a DC relay (PR) which is energized by a low level switch in the day tank and de-energized by a high level float switch. A of this relay is in the pump or circuit and will cause the pump to run when “PR” is energized and the pump controls are set for automatic operation. The pump contractor is fitted with an electrical overload which operates if the current drawn by the pump is significantly higher than normal. If this overload operates the trip lamp (red) will illuminate. The green lamp is illuminated when the pump or is energized. NOTE : An auxiliary supply of 220-240V AC is required for this option. These pumps must be primed with fuel before initial running to ensure that the bearings are lubricated. Care should be taken to ensure that the pumps never run when bulk tanks are empty or when the fuel fill lines are closed. C-31
MANUAL - GENSET
5.4 METERS
5.6 SPEED /VOLTAGE CONTROL
Where more information is required as regards generator loading, the following meters may be added.
Volts Adjust Potentiometer
1. Three ammeters instead of one ammeter and a selector switch. This provides continuous indication of the running current in each phase. 2. Kilowatt (kW) meter. These are generally three phase unbalanced load moving coil meters. The meter is fitted on the front, with the transducer mounted on the chassis. This provides accurate readings of the load being supplied by the engine. 3. Digital RPM and Hour meter This is optional to the standard frequency meter. 5.5 GAUGES To give further information on engine performance the following gauges may be fitted. 1. Oil Temperature Gauge This is an electrical device operating from the genset battery, which monitors the lubricating oil temperature when the engine is operating.-The normal operating temperature should be approximately ‘Ambient temperature + 80°C for aircooled engines and ‘Ambient temperature + 65°C for water cooled engines, though this will vary between engine models. 2. Ammeter for Engine Driven Charger This gauge monitors the current flow to and from the battery. It is primarily used to observe the charging current being supplied from the engine driven battery charging alternator. When the batteries are fully charged this charging current will be small (less than 5 Amps) but with a partially discharged battery or just after an engine start this current may be as high as 30 Amps.
To allow minor adjustments of voltage to be made from the control , a single turn 5k Ohm potentiometer can be fitted. This allows an adjustment of upto 5% about the rated voltage. Speed adjust Potentiometer This option can only be used when the engine speed is being controlled by an electronic governor. The engine speed/ frequency can be varied using this potentiometer. 5.7 ALARM SIGNALLING Two options are available to supplement the standard fault indications on the . These are: 1. A set of volt free s which changeover in the event of a generator fault. These s remain in the “alarm” condition until the fault is reset. 2. A siren which sounds in the event of a generator fault condition. The siren (D.C. operated) is supplied loose for fitting in a convenient location. The siren can be switched off by pressing the MUTE pushbutton on AMF s, or by turning the key to the OFF position on Keystart s. 5.8 AUTOMATIC MAINS FAILURE OPTIONS Mains Sensing Relay Option When an AMF is supplied without a changeover the mains sensing relay, which is normally located the changeover , may be fitted in the set mounted control . This relay requires a three phase from the incoming side of the mains switch. The relay can then be adjusted such that it will de-energise and start the set when the mains voltage drops below the set point.
C-32
MANUAL - GENSET
This includes following parts 1) Mains sensing module 2) Timer modules 3) Relay module 4) Load Transfer contractor 1) Three phase mains is applied to the LVM unit. This senses for mains under voltage, phase sequence, and phase missing. If all the conditions are OK, this gives mains healthy signal. This signal is used for starting and stopping the set. 2) Different timers are used for (a) Mains restore delay. If mains restores correctly Mains ON or will get ON after this delay. (b) Genset start delay after the mains fail. (c) Set warming delay. After this delay genset or will get ‘ON’. (d) Set cool down delay. After load change over on mains. Set will run on ‘No load’ for a time set by this timer. 3) Relay modules - This includes electro- mechanical relays with appropriate current rating. This controls outputs such as start, stop, common alarm. Mains or ON and generator or ON outputs are options. 4) Load transfer ors - 3 pole (4 pole optional) ors are used for automatic load transfer to either mains or generator. These ors are
electrically interlocked so as both the ors will not get ‘ON’ simultaneously, (mechanical interlock is optional). 5) Selector Switch - This is used for selecting the mode of operation. Auto Mode - In this mode, load will gets automatically connected to either mains or genset depending up to the status of mains. In this mode, genset control unit should be also in ‘Auto.’ Man Mode - In this mode, load can be switched ‘ON’ or ‘OFF’ on either on mains or on genset depending upon the mains or genset supply available. Off Mode - Load will get switched off. Test Mode - Genset can be tested for start and stop using test ON and test OFF buttons. Mains / Genset selector Switch - This switch is used to. check the voltage of either main or genset. Voltage selector switch - Ph-Ph or Ph-N (RYB, N) voltage can be seen on voltmeter with the help of this switch. Indications 1) Load on mains - This will get ‘ON’ when mains or gets ‘ON’. 2) Load on genset - This will get ON when genset or gets ON. 3) Mains Fail - This lamp will gets ON when mains fails or mains phase sequence is not proper.
C-33
MANUAL - GENSET
5.10 FAULT FINDING This section can be used to assist in finding the cause of faults listed under “Additional Alarm / Shutdowns”. It must be read in conjunction with the Trouble Shooting chapter of Section 4 of this manual and also the separate engine and alternator manuals.
FAULT INDICATION 1.
Battery Charger Failure
CHECKS 1. Check the mains voltage. 2. Check the fuse provided. 3. Check the voltage at the output of charger.
2.
Low Fuel Level
1. Check fuel level in day tank and fill as required 2. Ensure Fuel Transfer Pump (if fitted) is operating as described in Chapter 4A.3.
3.
Earth Fault
1. Check all cable and wiring for bad connections or shorts to earth. 2. Check alternator winding as described in the Alternator Manual.
4.
Earth Leakage
1. Check outgoing cabling and wiring for faults. 2. Do not re-start generator until fault has been cleared.
5.
Overvolts
1. Disconnect generator from load and restart. 2. Check voltage on meters. If voltage is normal ensure that the load is non capacitive (power factor correction equipment may lead to a capacitive load). 3. If voltage remains high and cannot be adjusted to the normal level refer to the alternator manual.
6.
Undervolts
1. Check the voltage of . 2. Check the engine rpm. 3. If voltage remains low and cannot be adjusted to normal level refer alternator manual.
C-34
MANUAL - GENSET
CHAPTER - 6
MAINTENANCE 6.1 GENERAL A good maintenance programme is the key to long genset life. Below is a program that should keep your machine in top running condition. Also included in this programme are routine maintenance operations required for the engine and alternator (see Engine Maintenance and Alternator Maintenance Sections). It is good practice to have all of the maintenance and service operations performed by trained personnel familiar with genset maintenance. This, along with a good service records system, should aid in developing an efficient maintenance program. The service records of each genset should include information such as complete nameplate data with model and serial numbers, all drawing and wiring diagrams, spare parts stock lists, as well as a service schedule and a copy of this manual. These records will allow quick reference and may help to diagnose a problem in the future. 6.1.1 Daily Maintenance or at Each Start Up Standby applications may lengthen these requirements to weekly. 1. Make a visual check of the entire genset. Watch for signs of potential leaks from the engine fuel system, cooling system or lubrication seals. 2. Check the alternator for obstructions in the cooling air ventilation screens. 3. Check the alternator and control box for heavy accumulation of dust and dirt. Clean any heavy accumulations as electrical hazards, as well as cooling problems, could arise. 4. Check the air filter. Clean or replace if necessary. 5. Check the fuel level. 6. Check the engine coolant level. 7. Be sure that the radiator air flow is not obstructed. 8. Check the condition of the fan and alternator belts and their tension 9. Check all hose connections and hose conditions. 10. Check the engine oil level. 11. Check the battery terminals for corrosion. 12. Check the battery electrolyte level and fill with distilled water if necessary.
13. Refer to the engine maintenance section for specific engine maintenance requirements. 14. Start the machine after all checks have been made. 15. Drain condensate traps in the exhaust system, if so equipped, and check for exhaust leaks. 16. Check for any abnormal noise or vibration. 17. Check for fluid leakage or high temperature. 18. Dispose of any unnecessary items in the vicinity of the genset that may inhibit operation or represent cause of potential injury. 19. Check the control for indications of abnormal operation. 6.1.2 Maintenance Every Six Months or 250 Hours 1. Repeat the daily requirements. 2. Check all safety devices by electrically simulating a fault to ensure that all systems will function properly in the event of a fault. 3. Clean all battery cap vents. 4. Start the genset and observe the instrument to be sure that all gauges and meters are operating properly. 5. Tighten all exhaust connections. 6. Tighten all electrical connections. 7. Refer to the engine maintenance section, for further details. 6.2. ALTERNATOR UNIT CLEANING The alternator unit should be cleaned inside and out on a regular basis. The frequency of such cleanings depends on the environmental conditions of the operating site. The following procedure should be applied when cleaning is necessary:Disconnect all power. Wipe dust, oil, water or any other liquids from the external surfaces of the alternator unit. All of these materials can work their way into the windings and may cause overheating or insulation breakdown. Remove these same materials from the ventilation screens around the circumferences of the unit. Do not permit such material to accumulate on these screens as this will obstruct air flow. Such debris is best removed with a vacuum cleaner as a vacuum cleaner will not redeposit these materials on other parts of the C-35
MANUAL - GENSET
equipment. DO NOT USE COMPRESSED AIR, STEAM OR A HIGH PRESSURE WATER CLEANER. A vacuum cleaner should also be used to clean the windings of the alternator unit. This will remove dust from the coils that cannot be reached with a wiping cloth. 6.3. Radiator Maintenance 6.3.1 Introduction The radiator supplied with your generator set is designed and constructed to give many years of trouble free operation in industrial environments. There are, however, several points of maintenance that will ensure trouble free operation. 6.3.2 GENERAL OPERATING NOTES WARNING: Radiator coolant is normally very hot and under pressure. Do not work on the radiator or disconnect pipework until it has cooled down. Do not work on the radiator or remove any guarding while the fan is in motion. Corrosion in the radiator can be a prime cause of failure. This is prompted by air in the water. Always ensure pipe connections are free of leaks and bleed air from top of the radiator regularly to keep the system “airfree”. Radiators should not be left standing in a partially filled condition. Radiators left partly filled with water will suffer much more rapidly from the effects of corrosion. For an inoperative generator set, either drain the radiator completely or ensure that it is maintained full. Whenever possible, radiators should be filled with distilled or naturally soft water, dosed with suitable corrosion inhibitors. 6.3.3 CLEANING 6.3.3.1 EXTERNAL In dusty or dirty conditions the radiator fins can become blocked with loose debris, insects, etc. and this fouling will have an effect on the performance of the radiator. For regular removal-of light deposits use a low pressure stream jet. More difficult deposits may need a detergent with a low pressure hot water hose. Stubborn deposits, which cannot be removed by the above methods may require removal of the radiator and immersion in a heated alkali degreasent solution for about 20 minutes and then washing off with a hot water hose.
C-36
6.3.3.2 INTERNAL (Preferably call specialist) If, due to leaky ts for instance, indiscriminate toppingup with hard water has been carried out for some time, or if the generator set has been run without inhibitors the system may become fouled by scale. To descale the radiator call KOEL authorised service dealer being a specialised job. The procedure is as follows: 1. Drain the water system and disconnect and bank off the pipe connections to the engine. 2. Prepare a 4% solution of inhibited acid solvent and fresh water. Add the acid to the water, never vice versa. 3. Allow several minutes for mixing, then heat the solution to 49°C (120°F) maximum. 4. Run the solution slowly into the radiator via the filler cap or a branch in the manifold. Effervescence will occur; when it ceases, fill the radiator completely with the heated solvent. 5. Allow to stand for several minutes; then drain the solvent back into the original container through the bottom manifold or drain plug. 6. Examine the interior of the headers. If scale remains repeat the process outlined above with the solvent strength increased to 8%. 7. After descaling the acid solution has to be neutralized as follows:Fill the mixing container with fresh water, heat to boiling point then add common washing soda crystals at the following strength; 0.5 kg of soda to 20 litres water (1 lb soda to 4 gallons water). Fill the radiator with this solution, then drain it back into the container. 1. Flush the radiator in this manner several times, finally leaving the radiator full for at least an hour. Drain until empty and wash out the radiator with hot fresh water. 2. Before putting the radiator into service again, fill with water and apply a test pressure equal to twice that of the working pressure. Examine carefully for any leaks which may have been revealed by descaling. 3. Prior to recommissioning, the coolant must be dosed with any necessary corrosion inhibitors and/or the correct proportion of antifreeze.
MANUAL - GENSET
CHAPTER - 7
BATTERIES 7.1 SAFETY ALWAYS ensure battery charging is carried out in a well ventilated area away from sparks or naked flames. A clear notice should be displayed stating “NO SMOKING OR NAKED LIGHTS PERMITTED IN THIS AREA”.
BATTERY Red................. Positive+ Black............... Negative Connections must be clean and free from corrosion.
NEVER operate the charger where unprotected from rain or snow. The charger should not be used near water. Ensure that the mains supply has been correctly terminated and the GREEN/YELLOW lead MUST be connected to a good earth (Ref. 8.2) ALWAYS switch charger off before disconnecting battery and ensure that there is no sparking or naked flames, as concentration of fumes in the area can cause the battery to explode. NEVER group batteries close together around the charger as damage and premature failure to components will be caused by the corrosive fumes. ALWAYS handle batteries with care and wash hands after to prevent the possibility of acid burns. Wear suitable protective clothing and display first aid notices. NEVER permit unauthorized personnel in the battery charging area except under supervision.
7.3 CHARGER OPERATION 7.3.1 GENERAL Follow the safety recommendations outlined in 8.1.
7.2 CHARGER AND BATTERY CONNECTIONS
Check battery and charger are connected as described in 8.2.
Ensure that secure and proper connections are made to a suitable mains plug with the following colour code:
Remove the battery filler caps or vent cover during charging. Check electrolyte level and adjust if necessary, following the procedures in 8.4.
MAINS
Switch on charger and observe charge rate for normal operation. If any problem is encountered refer to Fault Finding 8.5.
LIVE....... ....marked ‘L’ ....... .Brown lead NEUTRAL....marked ‘N’ .........Blue lead EARTH......marked ‘E’ .. ...Green/Yellow lead NOTE: Power supply rating must not be less than 13 AMPS.
7.3.2 STATE OF CHARGE Allow the battery to settle for a short period with charger switched off before checking the specific gravity of each of the battery cells. Using -a hydrometer, the reading should be approximately 1.27 for each cell at a nominal temperature of +15°C. C-37
MANUAL - GENSET
7.3.3 CHARGING RATE
tighten vent plugs. Dry top of battery.
The charging rate depends on the Ampere-hour capacity (its size) of the battery, the condition of the battery and the level of charge present.
ELECTROLYTE AND SPECIFIC GRAVITY
The initial charging current will decrease as the battery starts charging and the charging current will continue to decrease (or taper) as the battery voltage rises. IMPORTANT: With proper use, by following the instructions, the Automatic Battery Charger should not overcharge and damage batteries. A lead acid battery will be damaged if the temperature of the battery rises above 52°C (125°F) by overcharging. Care should be taken when charging batteries that are hot, particularly in tropical countries, where charging should always be carried out in a cool shaded area. Consult the battery manufacturer’s information and always check the specific gravity with a hydrometer. 7.4 BATTERY MAINTENANCE 7.4.1 GENERAL The “battery” is an assemble of cells containing a number of positive and negative electrodes or “plates” immersed in an electrically conductive fluid or electrolyte (sulphuric acid). The electrical, energy released during discharge is derived from the chemical reactions taking place within the cells. These reactions are reversible which means the battery can be repeatedly charged and discharged. 7.4.2 TOPPING UP AND FILLING WATER The most satisfactory water to use when preparing electrolyte is distilled water. This is also true for routine water additions to the battery. Generally speaking, any water that is safe to drink (excluding mineral waters) is safe to use in a battery. Do not use water of a known high mineral content. Avoid the use of metallic containers (except lead or lead-lined containers). Metal impurities in the water will lower the performance of the battery. TOPPING UP Clean top of battery to avoid contamination and remove vent plugs. Add distilled water until level is 5-10 mm above the top edge of the separators. Replace and C-38
The electrolyte in a lead-acid storage battery is a dilute sulphuric acid solution. A battery with a fully charged specific gravity of 1.265 corrected to 80°F (26.7°C) contains an electrolyte with approximately 36% sulphuric acid by weight or 25% volume. The remainder of the electrolyte is water. Pure (concentrated) sulphuric acid has a specific gravity of 1.835. The sulphuric acid in the electrolyte is one of the necessary ingredients in the chemical actions taking place inside the battery. It supplies the sulphate (804) which combines with the active material of the plates. It is also the carrier for the electric current as it es from plate to plate. When the battery terminals are connected to an external load, the sulphate combines with the active materials of the positive and negative plates forming lead sulphate (PbS04) and releasing electrical energy. Electrons flow from the negative terminal to the load (such as fuel solenoid), and back to the positive terminal. Specific gravity is a unit of measurement for determining the sulphuric acid content of the electrolyte. The recommended fully charged specific gravity of most 12volt batteries today is 1.265 corrected to 80°F (26.7°C). water has arbitrarily been assigned a value of 1.000. therefore, electrolyte with a specific gravity of 1.265 means it is 1.265 times heavier than pure water. If it should become necessary to dilute concentrated sulphuric acid to a lower specific gravity always pour the acid into the water - do this slowly - never pour water into acid. A dangerous “spattering” of the liquid would result. This is caused by extreme heat which is generated whenever strong acid is mixed with water. Stir the liquid continually while acid is being added. FILLING Add electrolyte until level is 5 to 10 mm above the top edge of the separators. Allow battery to stand for 20 minutes. Check and adjust level as necessary. Replace and tighten vent plugs. The quantity of electrolyte required can be determined from the following table:
MANUAL - GENSET
7.4.3 HYDROMETER-DESCRIPTION AND HOW TO USE The state-of-charge of a lead acid battery can be determined by the specific gravity of the electrolyte (its weight compared to water). The specific gravity can be measured directly with a hydrometer or determined by the stabilized voltage. A hydrometer is a bulb-type syringe which will extract electrolyte from the cell. A glass float in the hydrometer barrel is calibrated to read in of specific gravity. A common range of specific gravity used on these floats is 1.160 to 1.325. Do not assume a battery will not take a charge because you have been charging it for a time and the float will not rise. The battery may have been fully discharged and will require considerable charging before reaching the minimum specific gravity on the float such as 1.160 (approximately 1/4 charged). The lower the float sinks in the electrolyte, the lower its specific gravity. The barrel must be held vertically so the float is not rubbing against the side of it. Draw an amount of acid into the barrel so that with the bulb fully expanded, the float will be lifted free, touching neither the side, top or bottom stopper of the barrel. Your eye should be on a level with the surface of the liquid in the hydrometer barrel. Disregard the curvature of the liquid where the surface rises against the float stem and the barrel due to surface tension. Keep the float clean. Make certain it is not cracked. The following table illustrates typical specific gravity values for a cell in various stages of charge with respect to its ability to crank an engine. A fully charged specific gravity-of 1.265 corrected to 80°F (26.7°C) is assumed. TYPICAL OPEN CIRCUIT VOLTAGE AND SPECIFIC GRAVITY VALUES CHARGE LEVEL
SPECIFIC GRAVITY
VOLTAGE
100%
1.265
12.7
75%
1/225
12.4
50%
1.190
12.2
25%
1.155
12.0
DISCHARGED
1.120
11.9
Never take a hydrometer reading immediately after water is added to the cell. The water must be thoroughly mixed with the underlying electrolyte, by charging, before hydrometer readings are reliable. If a reading is being taken immediately after the battery has been subjected to prolonged cranking, it will be higher than the true value. The water formed in the plates during the rapid discharge has not had time to mix with the higher specific gravity acid above the plates. 7.4.4 INITIAL CHARGING Within 24 hours of filling, or if battery stands inactive for more than 6 months, charge for at least 2 hours at the approximate current in amperes shown above. This charge will have to be carried out on a workshop type charger. 7.4.5 CLIMATE TROPICAL CLIMATES Most batteries used in temperate climates have a fully charged specific gravity in the 1.250 to 1.280 range. A fully charged electrolyte specific gravity of 1.210 to 1.230 is used in tropical climates. A tropical climate is considered one in which water never freezes. This milder strength electrolyte does not deteriorate the separators and grids as much as the higher strength electrolyte. This increases the service life of the battery. The lower specific gravity decreases the electrical capacity of the battery, especially the cold cranking performance. However, these losses are offset by the fact that the battery is operating at warm temperatures where it is more efficient and cold cranking performance is not required. The following chart shows the approximate specific gravity values of batteries at various states of charge. One column shows values for batteries whose electrolyte specific gravity has been prepared for use in a temperate climate; the other column for batteries prepared for use in a tropical climate. It illustrates that batteries may be fully charged and yet have different values of specific gravity. The values shown are for a cell in various states of charge with respect to its ability to crank an engine at 80°F (26.7°C). The specific gravity values shown will vary depending on the ratio of electrolyte volume to active material and the battery construction. C-39
MANUAL - GENSET
State of charge
Specific Gravity Temperate Climates
Specific Gravity Tropical Climates
Fully charged
1.265
1.225
75% charged
1.225
1.185
50% charged
1.190
1.150
25% charged
1.155
1.155
Discharged
1.120
1.080
Batteries prepared for service in extremely cold weather use stronger electrolyte. In some instances specific gravities of 1.290 to 1.300 are used. The cold cranking performance increases as the specific gravity is increased. 7.4.6 ELECTROLYTE Use only pure dilute sulphuric acid, of the correct specific gravity to suit temperature of operation: COLD OR TEMPERATE CLIMATE
TROPICAL CLIMATE
1.270 Kg/L
1.230 Kg/L
Check specific gravity with a good quality hydrometer and correct readings as follows. If electrolyte temperature differs from the hydrometer’s calibrated temperature: For each 10°C above add 0.007 to observed reading. For each 10°C below subtract 0.007 from observed reading. For each 10°F above add 0.004 to observed reading. For each 10°F below subtract 0.004 from observed reading. (This can make a substantial difference at extreme temperatures). Adjust specific gravity using distilled water. Note - for safety always add acid to distilled water.
C-40
7.4.7 TEMPERATURE CORRECTION Hydrometer floats are calibrated to give a true reading at one fixed temperature only. A correction factor must be applied for any specific gravity reading made when the electrolyte temperature is not 80°F (26.7°C). Some standard hydrometers use a reference temperature of 60°F (15.5°C). A temperature correction must be used because the electrolyte will expand and become less dense when heated. The float will sink lower in the less dense solutions and give a lower specific gravity reading. The opposite occurs if the electrolyte is cooled. It will shrink in volume, becoming more dense. The float will rise higher and read too high. Regardless of the reference temperature used as a standard a correction factor of 0.004 specific gravity (sometimes referred to as 4 “points of gravity”) is used for each 10°F (5.5°C) change in temperature. Four “points of gravity” (0.004) are added to the indicated reading each 10°F (5.5°C) increment above 80°F (26.7°C). This correction is important at extremes of temperature because it can become a substantial value. The thermometer should be of the mercury-in-glass type with a scale reading as high as 125°F (52°C). The smaller the club immersion the better, but it should not exceed 1" (25mm). The electrolyte should be drawn in and out of the hydrometer barrel a few times to bring the temperature of the hydrometer float and barrel to that of the electrolyte in the cell. 7.5 FAULT FINDING FAULT LOCATION WARNING : REMOVAL OF THE COVER FROM THE CHARGER WILL EXPOSE DANGEROUSLY HIGH VOLTAGE TERMINALS. TESTS ON THE CHARGER WITH THE COVER REMOVED MUST ONLY BE CARRIED OUT BY A COMPETENT ELECTRICIAN USING SUITABLE INSTRUMENTS.
MANUAL - GENSET
SYMPTOM - POSSIBLE FAULT
ACTION
NO. CHARGING CURRENT A) Incorrect or bad battery connections.
Check connections and clean terminals.
B) Old or sulphated battery with very low terminal voltage.
Remove battery and charge on specialist equipment.
C) No mains supply
Check mains supply to charger.
D) Blown mains fuse
Replace fuse.
NO CHARGING CURRENT SHOWN ON INDICATOR Faulty indicator
Check charging current with standard meter.
CHARGING RATE TOO LOW (SEE NOTE*) A) Low mains voltage
Check mains voltage supply.
B) Incorrect mains supply tapping
Check the mains supply tapping with the supply voltage.
C) Loose heavy current connections
Check and tighten connections if necessary.
NOTE : Level of charging current will depend on size and state of charge of battery. Charging current is automatically reduced as the battery is charged. CHARGING CLAMPS GET HOT A) Faulty connections to battery terminals
Clean and remake battery connections.
B) Loose screws in clamps
Clean and tighten screws in charging clamps.
MAINS SUPPLY FUSE FLOWS REPEATEDLY A) Incorrect fuse rating
Replace with correct fuse.
B) Wiring short
Check and remake all connections.
CHARGER RATE DOES NOT TAPER A) Old or damaged battery
Battery will not rise to full charge voltage. Test battery and replace as necessary.
C-41
MANUAL - GENSET
NOTES ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. C-42
MANUAL - GENSET
CHAPTER - 8
CLOSED COUPLED GENSET ASSEMBLY Following rules should be followed as a guideline while selection/positioning of the anti- vibration mountings
Note on Assembly of close coupled genset with single bearing Alternator 1)
1.1)
1.2)
1.3)
1.4)
2
Base frame: Frequent relocation, initial installation ease, vibration isolation or isolating from mounting surfaces, such as trailers, are major uses of fabricated bases. No base should be rigidly connected to flexing surfaces. Base frame should be rigid enough for the selected engine/alternator combinations so that it will not deflect during handling/operation of the set. Provision should be made in the base frame for lifting of the set. If the pads are provided on base frame for anti vibration mounts then these should have machined surface. KOEL recommends that engine & alternator assembly should be mounted on antivibration mount. KOEL recommended typical baseframe is shown in fig1. Drawings of baseframe as recommended by KOEL for various combinations with single bearing KG alternator has been prepared & made available as required. Anti vibration mountings
Table 1 Sr. Engine Model No.
KOEL part nos. for AVM below engine GE Qty. 2
KOEL part nos. for AVM below alternator Qty. 2/4
1 2 3 4 5 6 7 8 9 10
02.432.02.0.00 02.432.02.0.00 02.432.02.0.00 02.432.01.0.00 02.432.02.0.00 02.432.02.0.00 02.432.02.0.00 02.432.02.0.00 48.497.02.0.00 F6.626.02.0.00
02.432.01.0.00 02.432.01.0.00 02.432.01.0.00 48.497.02.0.00 02.432.01.0.00 02.432.01.0.00 02.432.01.0.00 48.497.02.0.00 48.497.02.0.00 F6.626.02.0.00
HA294 HA394 HA494 & HA494 TC HA694 & HA694TC 3R1040 4R1040 4R1040T 4R1040TA 6R1080T/TA 6SL 1500TA(180-200)
2.1) The number & type of the mounting should be selected such that the static deflection of each mount, for the weight under consideration should be 2 to 3 mm. This will insure about 80% of vibration isolation. 2.2) The anti vibration mountings should be positioned equidistance from center of gravity of the set to ensure equal weight distribution & uniform deflection. 2.3) Ref. the table1 KOEL part nos. of AVMs to be used below engine GE & alternator. Please ref. the Table 2 Engine models , flywheel housing used & alternator housing & disc coupling required. Table 2 Sr. Engine Model No.
1 2 3 4 5 6 7 8 9 10 11
3)
HA294 HA394 HA494 & HA494 TC HA694 & HA694TC 3R1040 4R1040 & 4R1040T 4R1040TA 6R1080T & 6r1080TA 6SL 9088TA(140–160) 6SL 1500TA(180-200) 6SL8800TA (250)
Engine Alternator Housing & disc flywheel coupling housing SAE-2 SAE-3 SAE-3 SAE-3 SAE-3 SAE-3 SAE-3 SAE-3 SAE-1 SAE-1 SAE-1
SAE-2 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-3 & DISC SAE-11.5 SAE-1 & DISC SAE-14 SAE-1 & DISC SAE-14 SAE-1 & DISC SAE-14
Recommended Assembly procedure for Close Coupled Genset
3.1) All the fasteners used for assembly should be 8.8 high tensile strength. Bolt length should be such that minimum thread engagement in the respective tapped holes is 1.5 times the size of bolt. (That is for M10 bolt minimum thread engagement 15mm) C-43
MANUAL - GENSET
3.2) Check the crankshaft end play with the help of magnetic based dial it should be For R1040/R1080/HA series between 0.19 to 0.36 mm. For 6SL90 series between 0.12 to 0.33 mm. 3.3) Mount the specified AVMs on base frames on engine gear end side & alternator side. Clamp AVMs firmly on the base frame with suitable bolts & nuts as shown in fig 1. 3.4) Mount the alternator channel on two AVMs on alternator side with suitable bolts. This channel is used to the alternator & to maintain the center height 3.5) Remove the fastners for clamping coupling disc to alternator body (for transport purpose). 3.6) Mount the engine with suitable bolts on AVM (mounted on base frame) with temporary to bell housing as shown in fig 2. 3.7) Remove the alternator front both sides’ air outlet covers . (fig 3) 3.8) Assemble two taper pins with threading or M10X1.5X50 long studs on flywheel, on diametrically opposite tapped holes to guide the disc coupling when the alternator is being assembled on engine. 3.9) Locate the alternator adaptor-housing spigot to bell housing of engine. At the same time ensure locating pins are aligned with holes on alternator disc coupling. The alternator needs to be ed by lifting tackle during this process. 3.10) The bolts for alternator adapter & disc coupling can be accessed through the air ventilation window on
C-44
the alternator adapter housing. Mount firmly alternator adapter with engine bell housing with the help of 12 bolts. 3.11) Remove the taper pins & fix the disc coupling of alternator to flywheel with suitable bolts. For bolts on the disc coupling suitable machined hard washers should also be used. 3.12) Remove the temporary given below the bell housing & mount firmly the alternator on alternator channel. 3.13) After assembly, check again the crank shaft end play it should be same as that measured on bare engine (3.2). Normally the alternator shaft has about 2 mm free axial movement on eitherside of nominal position of disc coupling to allow for variation in the interfacing dimension i.e. distance between disc coupling & meting face of adapter. Incase the crank shaft end play is not observed as mentioned above the alternator service person should call for checking the alternator. 3.14) This will complete the close-coupled assembly. Ref fig 3. Important : Do not run the set if there is a variation in Crank shaft end play after alternator assembly. To do so will cause engine failure. Please ref. table below for tightening torque for Standard straight shank bolt with threads lubricated 8.8 tensile grade. M10 M12 M14 M16
5.0 8.7 14.0 21.0
kgm kgm kgm kgm
SECTION A-A
TYPICAL BASE PLATE FOR CLOSE COUPLED GEN. SET
MANUAL - GENSET
C-45
TYPICAL INSTALLATION FOR CLOSE COUPLED GEN. SET
MANUAL - GENSET
C-46
MANUAL - GENSET
STEP BY STEP INSTRUCTIONS FOR MOUNTING, ALIGNING AND SETTING OF THE SINGLE COIL, 12 V / 24 V STOP SOLENOID â
Remove the two star screws, which are already mounted on fuel, pump with the help pump stop lever.
â
Remove spring in fuel pump stop lever.
â
Mount stop solenoid bracket assembly on the fuel pump location and tighten with M6*50*2no. hex head screws. Attach the tie bar at place shown with the help of M6*10*1no.hex head screw this will fit the solenoid on pump.
â
Confirm all the mounting screws are tighten firmly.
â
When mounting is complete don’t inserted the connecting link in fuel pump stop lever (keep lever free for solenoid setting).
â
b) Roate the ball t clockwise or anticlockwise as required so that linkage lever hole matches. c) Lock the lock nut on linkage firmly.
â
â
a) Loose the lock nut on link rod.
Give battery supply to the solenoid according to operating D.C.Voltage of solenoid. Connect battery-VE to solenoid bracket assembly (o1)
â
When alignment and solenoid setting is correct according to above position and solenoid operation then tighten the connecting link bolt with the help of nylock nut and suitable force. Ensure that when solenoid is in normal coondition the gap between fuel pump body and C type lever top edge should be approx. 1.5 to 2mm. When solenoid is not proper then adjust the solenoid setting according to following point.
â
Loosen the lock nut of solenoid connecting link.
â
Remove the link screw from stopping lever.
â
Rotate the ball t with required direciton up to position or setting disrupted in point is not occurred.
And connect battery + VE to solenoid terminal (02) â
Confirmed that solenoid polarity with respect to battery is not opposite
â
At the time of solenoid setting do not distrub the tie bar setting of solenoid.
â
Battery voltage should be 12V for 12 V stop soleniod
â
â
When stroke is complete, means solenoid links goes down to max position, push stop lever of FIP to down most direction manually.
After change in setting is complete tighten the lock nut and again supply is given to solenoid.
â
Check the operation through ESU / KRB, it should remain on for only 20 sec max.
If solenoid plunger ball t link bolt is not exactly matching then adjust the linkage up or down
â
The solenoid will get hot for this period as the current is high.
Part No.
Voltage
Resistance
Current
Where used
4H.150.10.0.000
12V
0.42
26-28 amp
R
02.477.01.0.00
12V
0.9
15 amp
HA , 6R
F6.570.11.0.00
24V
1.2
20 amp
SL - 90
â
C-47
MANUAL - GENSET
WARNING ! OPERATIONAL PROCEDURE UPDATE Warning: The excessive build up of unburned fuel gases in the exhaust system of diesel powered generating sets can create a potentially explosive condition which could cause personnel injury and/or equipment damage. Please follow the procedures below: FUEL PRIMING
HOT ENGINE SHUTDOWN
The fuel system on all engines should be completely primed to ensure immediate starting. Excessive cranking with an unprimed fuel system may cause a build up of unburned fuel gases in the exhaust system. Engine priming procedures can be found in the engine operation manual.
If the engine shuts down due to a fault condition such as high water temperature or low oil pressure, etc., do not restart immediately. Remove the plug on exhaust outlet elbows or stub pipes to disperse fuel gases. Once these have disappeared and the shutdown fault has been cleared, restart the engine.
FAILURE TO START
OIL PRIMING
If during initial start or during normal starting the engine fails to start after the initial 3 crank attempts, stop cranking and unscrew the plugs on the exhaust outlet elbows or stub pipes. White smoke (unburned fuel) will usually be present. Once all signs of unburned fuel have disappeared and any other problems causing the failure to start have been rectified, replace the plugs and repeat the cranking procedure.
The oil system on all engines should be completely primed to ensure safe operation. To ensure that engine cranking for priming the oil system does not cause unburned fuel to build up in the exhaust system, first disconnect the supply to the fuel solenoid or actuator then crank the engine until a positive oil pressure is ed on the gauge. Do not crank the engine for more than 5-7 seconds should the oil pressure fail to build up and indicate.
If it is necessary to demonstrate air valves closing when the engine is running this should be done at no load. The engine should absolutely not be restarted immediately afterwards. The closing of the flap valves can cause oil carry over into the exhaust system which is highly volatile. The engine should be left for a period of time to allow these gases to dissipate.
Allow an interval of approximately 10 seconds between cranking attempts, and should the oil pressure still not have built up after three cranking attempts, investigate the reason for lack of oil pressure prior to further cranking.
During normal cranking attempts, the unburned fuel gases will generally not build up to a dangerous level before the standard batteries are depleted. In cases where additional “fresh” batteries or an outside source of power are used, extra care must be taken.
C-48
MANUAL - DIESEL ENGINES
SECTION D INDEX 1.
Engine Numbering System
5
2.
Illustrations
6
3.
Engine lifting
9
4.
Lube Oil
11
5.
Fuel Supply System
11
6.
Cooling Systems
12
7.
Electrical Systems
13
8.
Commissioning
14
9.
Starting
16
10. Electric Starting with Engine Safety Device (KRB 01)
17
11. Electric Starting with Engine
21
Safety Device (Pricol) 12. Hand Starting (Alternative to Electric Starting) for HA 294 & HA 394 engines only
33
13. Maintenance Shedule
35
14. Maintenance of Lube oil Systems
38
15. Maintenance of Fuel Systems
43
16. Maintenance of Cooling Systems
44
17. Maintenance of Electrical Equipment
50
18. Trouble-Shooting & Remedial Measures
53
19. Engine Preservation
60
20. Tightening Torques
61
D-3
MANUAL - DIESEL ENGINES
NOTES ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. D-4
MANUAL - DIESEL ENGINES
1.1
ENGINE NUMBERING SYSTEM :
2.1.3
1.1.1
Engine Name Plate
The engine model is punched on name plate in column “TYPE”. The first two digits indicate engine series (i.e. HA), the digit after first two digits indicates number of cylinders while last two digits indicate piston displacement in litre per cylinder.
Engine serial number is punched on the Name Plate which is fixed on crankcase. Fig. 2.1/1 show the engine name plate.
Model Designation :
Example : HA
2
94 94 - 0.94 Lit/cyl. 2 - No. of cylinders HA - HA Series (air-cooled)
2.1.2
Engine Number
F6 or 3H or 03 1004 / 02 00001
Engine Serial Number Year of manufacture Application Code No. 02 for HA294 03 for HA394 04 for HA494 06 for HA694
3H - 3R1040 4H - 4R1040 5H - 4R1190 6H - 6R1080 F6 - SL90
D-5
MANUAL - DIESEL ENGINES
2.2
ENGINE ILLUSTRATIONS Your Kirloskar Green Power Ideas genset is powered by one of the three Kirloskar diesels – HA, SL90 or R1040/R1080. Given as follows are the line illustrations of the , serviceable parts of the diesel engines used in a KGPI genset.
Air-Cooled Kirloskar HA diesel engine
Fig. 2.2.1 HA Engine (Service Side)
Fig. 2.2.2 HA Engine (Exhaust Air Side)
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.
16. 17. 18. 19. 20. 21. 22.
D-6
Cooling Blower Guard for blower and Alternator V-belts. Fuel Injection Pump Flywheel Crank Pulley Automatic Belt tension unit Oil Filter neck Oil Drain Plug (at gear end side on oil sump) Oil Sump Fuel Feed Pump Dipstick Lub. Oil Filter Fuel Filter Air Cowling Rocker Cover
Air intake manifold Exhaust manifold Exhaust air ducting Alternator Starter Crankcase Crankcase breather
MANUAL - DIESEL ENGINES
Liquid cooled Kirloskar SL90 Diesel Engine.
2.2.3
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15.
Air Inlet Manifold Side
Air cleaner Fuel Pump Centrifuge filter Alternator Lube oil cooler header Engine safety unit Engine mounting foot (FIP Side) Fuel feed pump Fuel filter Water outlet manifold Bell housing Air inlet manifold Lube oil sump Lube oil filter Air cleaner monunting
2.2.4
16. 17. 18. 19. 20. 21. 22. 23. 24. 25.
Exhaust Manifold Side
Bese frame Crank case Engine mounting foot (Starter Side) Exhaust manifold Gear casing Radiator with CAC CAC outlet Rocker Cover Starter Turbocharger
D-7
MANUAL - DIESEL ENGINES
Liquid cooled Kirloskar R1040 / R1080 Series 3
1
2
21
20
15 4 5
7 16
10
6
9
23
8
19
2.2.5 Inlet Manifold Side
2.2.6 Exhaust Manifold Side
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.
15. 16. 17. 18. 19. 20. 21. 22. 23.
Air inlet manifold Air cleaner Oil filling body Fuel Pump Fuel Feed Pump Spin-on Lub oil filter Fuel Filter Dipstick Lub oil sump with drain Plug Gear casing Crank pulley Water Pump Pulley Thermostat V-belt
Notes : Air cleaner shown is Dry type. The location & type of air cleaner may change according to specific application needs. z Fuel filter location may be different for various applications. z
D-8
17
Alternator (for battery charging) Crankcase Engine starter Engine mounting foot ( Gear end side) Engine mounting foot ( Flywheel end side) Exhaust manifold Rocker cover Flywheel housing Flywheel
serviceable parts are only on the surface of the engine and incase you wish to buy genuine replacement parts for Kirloskar Service Dealer. Please ask for the parts by providing following information to Kirloskar Service Dealer – a)
Engine Type
b)
Engine Sr. No.
c)
Part Description as is in the illustrations in this Section.
18
MANUAL - DIESEL ENGINES
2.3 Engine Lifting Device 2.3.1 For Bare Engine To avoid the bending of the engine lifting studs, during lifting up of the engine, a distance piece as shown in the Fig. 2-3/1 is to be used along with the standard bolt of size m8 x 55 mm long. (lifting hooks and steel plate are provided with the engine.)
Fig. 2.3/1 Before lifting the engine first fix the lifting hooks on the engine, place the above piece on lifting hook by engaging two slots of end plates to the neck diameter of the hooks. Then screw in bolt of m 8 mx 55 mm long in the tap hole provided on the plate. Insert the bar through lifting hooks, put the wire rope/chain on the bar and then lift the engine, (see Fig. 2.3/2)
2.4.1 Lubrication System Force feed lubrication is provided by a ‘G’ rorot type pump to main bearings, connecting rod big end bearings, camshaft journals, valve gear and turbo charger bearing. Other components like small end bearings, liners, gears are missed and splash lubricated. The system includes adiquate filtering by replacable filter element. An air cooled lube oil cooler is used in lube oil circuit to maintain the oil temperature within limits. A relief valve controls the maximum oil pressure and is incorporated on the delivery side of the pump. The schematic diagram shows the lube oil circuit of HA 694T engine.
Fig. 2.3 / 2 2.3.2
Recommended Lifting Arrangement for Base Plate Mounted Set. The lifting hooks provided on engine are meant for lifting bare engine. Use of lifting hooks for lifting up of genset, Pumpset or any other similar sets mounted on base plate, results in bending of the studs for lifting and can cause damage to engine/set in event of breakage. Hence, we recommend the use of proper sling/tackle arrangement for lifting up of such base plate mounted sets. (Fig.2.3/3) shows the recommended lifting arrangement.
1. 3. 5. 7. 9. 11. 13. 15. 17. 19. 21. 23.
Oil sump Oil Pump Delivery pipe Oil Cooler integral type Safety valve Main Bearing Camshaft bearing Push Rod Metering plug Restrictor hole Oil pipe to turbo charger Oil pressure gauge.
2. 4. 6. 8. 10. 12. 14. 16. 18. 20. 22.
Suction pipe Pressure valve Pipe to Oil Cooler Oil Filter Oil Galary Big End Bearing Tappet Rocker arm bearing Push rod cover tube Nozzle for piston cooling Oil Return pipe D-9
MANUAL - DIESEL ENGINES
Lube Oil Pressure :-
Level
Minimum 2 kg /cm2 If the pressure at any time drops below 2kg/ cm2 at operating speed of 1500 rpm, under loaded condition, then replace the lube oil filter element/cartridge and check the pressure. If the pressure is still low, then our authorised Service Dealer for the services of their technicians.
Lube oil consumption varies according to engine operating conditions, but would not normally exceed 0.7% of actual fuel consumption for a well running Kirloskar HA engine under normal load condition and 0.3% for Kirloskar R1040/R1080 & SL90 diesels. Lube Oil Sump Capacity
These approximate values refer to standard cast Iron and Sheet Metal Oil Sump. Engine Type Oil Sump Type Initial Fill (lit.) Refill (lit)
HA294 C.I. S.M. 5.5 — 4.5 —
HA394 C.I. S.M. 9 — 8 —
C.I.= Cast Iron S.M.= Sheet Metal
D-10
HA494 C.I. S.M. 10.5 12.5 9 11
HA694 C.I. S.M. 15.5 15.5 13.5 13.5
4R1040 11.5 lit 9.5 lit 7.5 lit
Level First Fill Refill (lit.) Note : 1. 2. 3. 4.
2.4.3 Lube Oil consumption
2.4.4
First Fill Max. Min.
C.I. Sump (Industrial application
Sheet metal sump (Gen-set application) 3R1040 9 lit 7.5 lit 5.5 lit
4R1040 11.5 lit 9.5 lit 6.5 lit
6R1080 15 lit 13 lit 10 lit
SL 90 23.5 lit 21.0 lit
First fill = Sump Capacity + Gallery Capacity + Lub oil Filter Capacity. Fill the lub Oil Filter before fitting on the engine. Do not forget to fill the lub oil filter whenever you replace the filter. Whenever lube. Oil filter is drained off, add as per lub oil filter capacity e.g. 0.5 lit./1.1 litre. Extra lube Oil in the sump to maintain correct oil level.
MANUAL - DIESEL ENGINES
Whenever Lube oil Filter is drained off, add as per lube oil filter capacity in the sump to maintain correct oil level OBSERVE OIL LEVEL MARKS ON DIPSTICK. 2.4.5 Lube Oil Specifications : A) Lube oils of correct viscosity and detergency grades should be used. For detergency ‘K’ oil comply to the following specifications:Selection of Lubricating Oil Table Standard
To be used
For
Naturally aspirated engines
Turbocharged as well as Naturally Aspirated
I.S.10356 1993
E DL2
E DL3 / EDL4
I.J.S. Military
MIL-L-45 199B
MIL-L 2104c/2104C plus
API
CD
CF4
CCMC
—
D4 / D5
1) 2)
API - American Petroleum Institute. CCMC - Association Of Automobile Manufacturer of Common Market. For Viscosity, the recommended SAE number should be used. SAE J 30o C specifies the viscosity of Lube oils for each SAE No. Always use oil brands of reputed oil companies. Table show oil brands of established manufacturers, which are recommended. Too viscous oil causes starting difficulties. The choice of the viscosity grade during winter operation should be governed by the ambient temperature prevailing at the time of starting the engine. Oil changes as a function of ambient temperatures can be avoided by using MULTIGRADE oils. KOEL recommended K-Oil meets the specification of MILC plus & SAE 20W40. No guarantee claims will be entertained on the grounds of engine damages due to use of unsuitable engine lube oils. 2.5
Fig. 2.5/1 2.5.2 Fuel Specifications The performance of the engine depends upon supply of clean and correct grade of fuel. The fuel injection equipment is manufactured to very close tolerances and slightest amount of dirt in fuel can cause wear on the injection equipment. A) Always use clean High Speed Diesel having a sulphur content of below 1%. In case of diesel fuel containing sulphur more than 1% the periods between oil changes should be shortened. The following specification are approved :• IS: 1460 • BS:2869-A1&A2 (In case of A2, note sulphur content) • DIN 51601 • ASTMD 975-81:1D&2D Winter Grade FuelAt low temperatures, waxing may occur and clog the fuel system, thus causing operational troubles. In the case of ambient temperature below 10° c, use ‘Winter Grade’ diesel fuel, mixed with Kerosene.
FUEL SUPPLY SYSTEM
2.5.1 Fuel Circuit Fuel is supplied to the block type fuel pump by a fuel lift pump (feed pump) incorporated in the fuel pump itself. A dual type fuel filter consisting of efficient pre and micro paper filter elements ensures the supply of clean fuel to the fuel pump. The schematic diagram (Fig. 2.5/1) shows the fuel circuit of the engine. NOTE : It the fuel tank is to be installed below the fuel pump level, then the bottom level of the fuel tank should be less than 1 meter below the feed pump inlet. D-11
MANUAL - DIESEL ENGINES
Proportion of Kerosene to be mixed in Diesel, depends on the ambient temperature as shown in the graph (Fig.2.5/2). (Maximum proportion limited to 50%) For cold starting aid see 3.4.1
z
Use wire brush to clean the fins of cylinder liner, cylinder heads and lube oil cooler. (fig 2.6/1 & 2.6/2).
PREPARE THE BLEND IN THE TANK ITSELF. FILL IN THE NECESSARY AMOUNT OF KEROSENE FIRST, THEN ADD DIESEL FUEL. 2.5.3
Storing Fuel Oil
The storage of fuel oil is of utmost importance since many engine problems are traced to dirty fuel or fuel stored for too long a period. Store fuel in a convenient place outside the building. It is recommended that the fuel tank should be filled in at the end of the day’s work. This keeps moisture out of the tank. To eliminate water from the fuel, drain out small quantity of fuel from fuel tank through a drain plug every day before starting the engine. 2.6
Fig. 2.6/1 z z
COOLING SYSTEM
Cold air is forced on to the cylinder liners, heads and lube oil cooler by an axial fan driven by ‘V’ belts on the gear end side and is directed through stream lining cowling. Thus cooling the engine efficiently. 2.6.1
z
Take special care while cleaning, vertical cylinder head fins. If possible use compressed air for cleaning. Start blowing through the engine with compressed air from the exhaust air side, paying particular attention to the cooling fins and oil cooler. Remove any dirt blown into the cooling air ducting. Remount air cowlings.
Air Cooled Engine Cooling System Cleaning Intervals :
z
The degree of soiling of the cooling system is dependent on the type of engine application.
z
The danger of contamination is increased due to residues of oil and fuel on the engine. Check extra carefully. therfore. for leakages when application involves high dust fallout.
z
More severe contamination can occur, e.g. in case of
Fig. 2.6/2
-
construction site application due to heavily dust-laden air.
-
Harvesting work, due to the high proportion of chaff and chopped straw, for example, in the vicinity of the implement.
z
Remove air cowling.
z
Spray engine with a commerical cold cleaning agent and allow a soaking in period of about 10 minutes.
2.6.1.2 Cleaning the cooling system A) Dry Cleaning z Release clamps on the injection pump side and remove air cowling. Release bolts on the exhaust side and remove exhaust baffle.
z
Wash engine clean with powerful water jet (taking care to avoid direct of the water jet with sensitive engine components, e.g. alternator, starter etc.)
z
Repeat procedure if necessary.
D-12
B) Cold cleaning Agent -
MANUAL - DIESEL ENGINES
z
Remount air cowling.
2.6.2.2 Coolant
z
Run engine until warm in order to allow the remaining water to evaporate.
In summer - Use fresh water with anticorrosion additives for the engine cooling system. Water should be clear and free of any corrosive chemicals formation. Water should be clear and free of any corrosive chemicals such as chloride, sulphates and acids. We recommend to use coolant blend of soft water and one of the rust preventive compound as mentioned below -
C) Cleaning with High-Pressure Steam Jet z
If a steam-jet is available, this method of cooling is preferable to any other one.
z
Remove cooling air cowling.
z
Clean engine with steam jet (taking care to avoid direct of the steam jet with sensitive engine compoments, e.g. alternator, starter etc.) .
z
Remount air cowling.
z
Run engine until warm in order to allow the remaining water to evaporate. Clean (by any method) only when engine is stationary and cold.
*K-Cool Super : 8cc/litre or AQUAT-720 : 2.5Ccc/litre or Nalcool-2000 : 35cc/litre * Available with KOEL authorised parts & service dealers. IN WINTER - Use Ethylene glycol antifreeze diluted with coolant blend as mentioned above in the following proportion in (radiator) cooling system. Ambient Temperature °C
2.6.2
LIQUID COOLED ENGINE COOLING SYSTEM +5 To -5 -6 To -15 -16 To -25 below -25
2.6.2.1 Radiator System The cooling circuit with radiator is recommended where the fresh water is available. Fig. 2.6.3 shows the water circuit diagram.
Commercially available ready mixed coolants can also be used, with Antifreeze and anticorrosion additives after ascertaining suitability for low ambient temperature. Storage of engine with only fresh water in engine cooling system should be avoided at ambient temperature below 5° C. This may cause cracks in the engine components. If the engine is to be transported from normal ambient areas to Low ambient areas ambient below +5° C the complete cooling system should be drained and refilled with Antifreeze + water mixture as mentioned above.
z
z
z
Fig. 2.6/3 IMPORTANT
Ratio by volume of anti freeze to cooling water blend 20:80 33:67 40:60 50:50 (max. permissible ratio)
2.7
ELECTRICAL SYSTEM Electrical Equipment
z
It is also necessary to ensure proper ventilation to avoid hot air re-circulation into the cooling system.
2.7.1
z
For any non-standard installation of radiator system (Ex. Remote radiator mounting) Please KOEL OR NEAREST koel AREA OFFICE / KOEL authorised service dealer for necessary recommendation.
Alternator
A) 12V Electrical System Make AUTOLEC LUCAS
Specification 12V, 55 Amp A115-12V, 35 Amp D-13
MANUAL - DIESEL ENGINES
Starter Make AUTOLEC
Specification 12V
LUCAS
3SM 127, 12V
B) 24V Electrical System This system is used on SL90 series of Kirloskar Diesel Engine. System voltage - 24V (Floating / -ve earth) Starter - Autolek Alternator - Autolek Charging Ammeter - 50-0- + 50 range.
* For battery capacity at extreme low temperature i.e. below -20°C, Kirloskar Oil Engines Ltd. Pune, India. 2.7.2.1 BATTERY CABLE 440/0.45 (70 MM2) minimum Auto lable - 65/0.3, 35 Max. Capacity - 26/0.3 35 Max Capacity 3.1 COMMISSIONING Before you start a new or an overhauled engine, attend to the points given below 3.1.1 For oil filling volume, see 2.4.4 (initial fill) For oil quality grade and oil viscosity, see 2.4.6.
BATTERY A) Battery Capacity Ratings z
z
z
C.I.M ( Compression ignition Motor) Rating - Minimum current at 27° C with full charged battery should sustain for 5 min. 30 sec with cell voltage of 1.33 V/ cell. Cranking Performance Rating- It is a minimum current in amperes which fully charged battery at 27°C will sustain for a period of 2 minutes and maintain cell voltage of 1.2V/cell or higher. 20 hours capacity rating-it is the capacity in amperehour which the fully charged battery will deliver when it is discharged at 27°C at a constant current for 20 hour before reaching a final voltage over all of 1.75 V/cell.
Hour Meter Since electronic Hour meter is sensitive to temperature, the maximum operating temperature range is 50 ° C. To satisfy this condition, rubber isolators for the as well as Hour meter should be ensured. Hour meter is protected against reverse polarity but operating voltage should be ensured before connecting. i.e., 12 V should not be connected to 24 V systems. 2.7.2 Recommended Battery Capacity Engine model HA294 HA394 HA494 HA494TC HA694 HA694TC R1040 R1080 SL90
D-14
Fig. 3.1/1 3.1.2
If oil bath air cleaner is supplied with engine, fill oil bowl of air cleaner with engine oil up to the oil level mark (Fig. 3.1/2).
Ambient Battery Capacity in Amp-hr. (20 hr. rate) Temp. °C 12V 24V Above +10 88 2 Batteries of 12 V, 88 Amp-hr in series +10 TO -20 135 same as above. above +10 100 same as above +10 to -20 150 2 batteries of 12 V, 100 Amp-hr in series Above +10 150 2 batteries of 12 V, 88 Amp-hr in sr. +10 to -20 180 2 batteries of 12 V, 120 Amp-hr in sr. Above +10 135 2 batteries of 12 V, 88 Amp-hr in sr. +10 to -20 180 2 batteries of 12 V, 120 Amp-hr in sr. Above +10 135 2 batteries of 12 V, 88 Amp-hr in sr. +10 to -20 180 2 batteries of 12 V, 120 Amp-hr in sr.
Fig. 3.1/2
MANUAL - DIESEL ENGINES
3.1.3
Be sure not to fill oil into the pre cleaners dust collector, if provided. Also, if dry type air cleaner is fitted on engine do not fill lube oil in it. On HA294 engine only Fill lube oil in the fuel pump and its governor. Use same lube oil quality grade as recommended for the engine oil. (Fig. 3.1/3).
lube oil circuit. Hence external lube oil filling is not necessary. 3.1.4
Fill up the fuel tank after making sure that it is properly cleaned. Use only High Speed Diesel Fuel. See section 2.5 for fuel quality grade. In accordance with ambient temperatures, summer or winter grade diesel fuel should be used. Never fill the fuel tank while the engine is running. Observe strict cleanliness. Do not spill any fuel
3.1.5
Bleed the fuel system as follows:
A) Loosen the vent screw on the primary fuel filter (Fig. 3.1/5).
Fig. 3.1/3 To check the oil level, Loosen the oil level control plug fitted on governor housing. The oil should flow through this plug after loosening (Fig. 3.1/4).
Fig. 3.1/4 On all other 3,4 & 6 cylinder Kirloskar Diesels, the lube oil supply is given directly through engine
Fig. 3.1/5 B) Operate the fuel lift pump (feed pump) till fuel oil flows without air bubbles. Keep a tray to arrest the seepage of fuel on ground. (Fig. 3.1/6).
Fig 3.1/6 D-15
MANUAL - DIESEL ENGINES
C) Tighten the vent screw on primary filter and then similarly bleed the Micro filter by loosening the vent screw on it. (Fig. 3.1/7) Tighten the vent screw.
MICRO FILTER AIR VENT SCREW
Fig. 3.1/7 D) Loosen the banjo bolt of the fuel gallery on the fuel pump and operate the lift pump till the fuel flows free of air bubbles. Tighten the banjo bolt (Fig. 3.1/8)
-
Check oil level, top up with oil if necessary (see 5.1.2) - Tighten V-belts (see 5.5) 3.1.7 Belts Check that the belts are in position and the belt tension is properly adjusted. If not adjust it as described in section 5.5. 3.2 STARTING 3.2.1 Electric Starting Before starting, make sure that no one is standing in the close vicinity of the engine or driven machine. After Repairs Make sure that all removed s and guards have been put back into place and all tools removed from the engine.
OFF
ON
START
Fig. 3.1/8 3.1.6 Other Preparations z Check battery and lead connections. Also, check the cable connections at the starter, and alternator. Loose connections lead to improper and damage to the terminals. z Trial run Upon completing the preparations, run the engine for short trial period of about 10 minutes without load. Steps to be taken during and after trial run: - Check engine for leakages. With engine stationary: D-16 D-4
Fig. 3.2/1 A) Electric Starting without engine safety device with “OFF - ON - START” key switch z Insert Key Position OFF = NO operating voltage. z Turn key clockwise Position ON = Operating voltage, pilot lamp lights up. z Turn key further to clockwise against spring pressure. Position START = Engine starts firing z Release key as soon as engine starts firing, Pilot tamp goes out. With Start Push Button 1) Do not use the starter on any occasion for more than 20 seconds at a time. Pause for a minute between two consecutive operations.
MANUAL - DIESEL ENGINES
2) Never operate the starter for more than 4 attempts continuously, otherwise battery may run down. If engine does not start, trace the cause according to fault Diagnosis Chart. 3) On no should the starter be operated when the engine is running, otherwise serious damage is likely to occur to both the starter and the starter ring on flywheel. B) Electric Starting with Engine Safety Device : One of the following safety units depend on scop of supply may be applicable for your engine. ESU – ENGINE SAFETY UNIT KOEL part no. 02.424.02.0.00 This unit is installed on the engine board, for protecting the engine from 1) Low lube oil pressure. 2) High water temperature /Cylinder head for HA series. 3) V- Belt fail. (HA series) 4) AUX/EMG, spare input to shut off the engine. Operating Voltage: 10 to 28V pure DC supply. Operating temperature: 15 to 55 degree cent. Mech. Dimensions: 72X72X140 mm. Input: digital switch to ground (4 nos.) Output: Solenoid relay output battery voltage will be available if relay gets ON. It is an energize to stop type. Means if any of the above fault occurs, ESU comes in action and switch ON the stop Solenoid for 18 seconds and ultimately engine stops. (Battery supply will be available at SOL terminal for 18 sec.) There are 6 LED Indications on front . 1) Fuse blown – as this name indicates fuse is blown which is on the backside of the ESU. 2) Charge – if this lamp glows it means battery is not charging by the alternator. This also provides excitation current to alternator 180ma common for 12V & 24V. 3) Low Lube Oil Pressure – If this lamp is glowing it means lube oil pressure is not developed. (NC to be used). This has got override timer which starts after putting KEY to RUN position (ON). 4) High temperature- This indicates that the water temperature has increased above acceptable range. (to be used NO) 5) V-Belt Fail – This indicates fan belt has failed. When switch fitted on engine gets closed. (Only for aircooled engines).
6) Aux./EMG : This is one additional input generally used emergency stop PB. Testing procedure for ESU. FUNCTIONAL CHECKS TEST TO BE CARRIED OUT EXPECTED RESULTS 1) SWITCH ON/OFF STATUS a) Switch on enable. Any Voltage between 10Volts to 28 Volts dc. b) Switch off enable. Voltage will appear at SOL terminal for 18 seconds 2) LOP FAULT TEST & BY TEST a) Connect a link between lop terminal and -VE & Put on enable switch – After switching on the enable after 20 seconds the LOP lamp will glow to indicate The LOP fault and simultaneously the Supply voltage will appear at the SOL Terminal. b) Remove link between LOP terminal and –ve of Supply . – LOP- LED will remains “on”. c) Connect link between –VE terminal & V-Belt fail, High temp, Aux/Emg terminals one by one. – LOP-LED will remains “on’ d) Remove all the links. – LOP LED will remains “on” e) Switch off enable. – LOP-LED will go off. Engine will not stop by KEY (as already stop solenoid has activated for LOP fault) 3) TEMP FAULT TEST a) Put Enable ON Connect a link between TEMP terminal & -VE terminal – The TEMP LED will glow and Supply voltage will appear at the SOL terminal Remove link between TEMP terminal & -VE of Supply. – The TEMP LED will remain “on”. b) Connect link between –VE terminal & V-BELT, AUX/EMG, LOP terminals one by one. – The TEMP LED will remain “on”. d) Remove all the links. – The TEMP LED will remain “on”. e) Switch off enable. – The TEMP LED will go off. 4) CHARGE INDICATOR TEST a) connect a link between –VE & IND terminal and switch on enable. – The CHARGE LED will glow b) Switch off enable. – The CHARGE LED will go off. D-17
MANUAL - DIESEL ENGINES
5) REPEAT STEP NO 3 FOR AUX & VBELT FAULT Installation and fault finding instructions for KRB 101 ESU Part no: 49.902.02.0.00 Operating instructions : z Ensure the key switch is in the off position z The ‘Battery On’ (if fitted) switch is operated first z Turn key switch in the ‘Run’ position – observe the hourmeter and other LEDs lamps coming on. z Turn the key switch to the ‘Start’ position to crank the engine. z Once the engine starts, observe the ‘Charge’ LED going off and no other trip indications coming on. z Confirm the hourmeter running by observing the flashing decimal point of the right hand display. z To stop the engine, turn the key switch to the off position. z Observe the ‘Stop Solenoid On’ LED coming and the engine stopping. z Turn off the ‘Battery On’ switch (if fitted) to isolated the battery. z If the KRB 101 causes the engine to trip due to any fault, returning the key switch to off position for a short time will reset the latched faults. Connections: The KRB 101 is connected as indicated in Fig 1. Description of connection: Supply: § The KRB 101 can be connected to either 12 V or 24 V battery. The battery is directly connected to the ‘B+’ and ‘B-‘ terminals. Key switch: § Common of the key switch ( 1 ) wire no. “2B” is connected to ‘FUSED B+’ terminal, thus protecting all the associated connections from overloads and short circuits. § Key switch (2) Run terminal wire no. “2A” is connected to the ‘Enable’ terminal of the KRB 101. § Start terminal (3, momentary /spring return terminal) is connected directly to the starter motor solenoid. Ammeter: § The B+ terminal is connected to the Fused B+ terminal. Wire § The L+ terminal is connected to the Alternator + terminal. Battery relay: § By default the battery relay is wired to remain on when ‘B+’ and ‘B-‘ is connected. This internal connection is done by a soldered link on the rear D-18 D-4
PCB of the KRB 101. If this link is cut, then the battery relay switches on only if the ‘B+’ and the ‘BAT ON’ terminal is shorted. A switch can be added in this circuit to implement a ‘battery master switch’ that can isolate a battery from the engine when not in use. Fuse: § The supply from the battery relay is available to the ‘FUSED B+’ terminal via a fused link that opens if excessive current flows through due to overload or short circuits. § The fuse link is replaceable by the by wiring a link of 50 Amps between the two posts provided on the rear PCB. Hourmeter § The hourmeter starts counting (the decimal point in the right hand display starts flashing) when the oil pressure switch opens (i.e. the engine is running). § The display will blank when the key switch is taken to the ‘off’ position and also at the time of starting when the battery voltage dips. Stopping: The ‘Energized to Stop’ solenoid will operate for about 30 seconds, incase of, § After putting “key’ to OFF the supply is removed from the ‘Enable’ terminal. § Low oil pressure, HCT & V belt (for air cooled engines) trip conditions. § The stop timer can be reset within 30 seconds when the key switch is brought to run position. § The fuse is used to protects the supply to the solenoid from short circuits and overloads. § Field Excitation current: A constant current of 190 ± 10 mA is available at the ‘IND’ terminal to provide excitation of the charging alternator field when the engine is not running. § LED Indication Lamps: ™ Supply ON: Indicates that the unit is active. ™ Battery Reversed: Indicates that the B+ and Bconnections are reversed. Check the polarity of battery connections. ™ Fuse Open: Indicates that the Fuse Link located at the rear of the unit is open. ™ Charge: Indicates that the battery charging alternator is not producing any supply. This should get on after putting key switch to RUN. The lamp would go off when the engine is running. ™ Stop Solenoid On: Indicates the ‘Stop Timer’ running. ™ Low LOP: Indicates tripping due to Low Oil Pressure. ™ High Temp: Indicates tripping due to High water or cylinder head temperature(For HA engines).
MANUAL - DIESEL ENGINES
™ V-Belt Fail: Indicates tripping due to V – Belt failure( for HA engine). z
z
Hourmeter: Hourmeter display lights up when the ‘Enable’ terminal is energized. All segments of the display light up for a short time and then the display indicates the hourmeter reading. The hourmeter will run when the ‘ Low Oil Pressure’ switch is open.
z
Normal stop: Turning the key switch from run to off position lights the ‘STOP SOLENOID ON’ LED for about 30 seconds. During this time the B+ supply will appear at the ‘SOL’ terminal.
z
Trip condition simulation: short HCT terminal to battery -ve, High Temp LED become ON & lights SOL lamp on front. During this time B+ supply will appear at SOL terminal. This will goes to ZERO after 30 second & SOL lamp will OFF. For LOP & V Belt faults will cause the similar observation as mentioned above.
z
By timer: The LOP and V Belt faults are not latched for about 15 seconds after the key switch is turned to run position.
z
Charge: Shorting the IND terminal to B- potential lights the CHARGE LED and sources constant current from the terminal.
z
Fuse Open: Opening the fuse link lights the FUSE OPEN LED.
z
Battery Reversed: Reversing the B+ and B- lights the BATTERY REVERSED LED and at voltage terminal fused B+ will be zero.
z
Common problems/observations with suggestions:
Terminals: (On 4 mm brass bolts on rear side of unit 4 sqmm wires to be used)
™ B+ : Connect to Battery + ™ B- : Connect to Battery – ™ FUSED B+: Output of the battery relay and the fuse link ™ FUSE (2 nos): fuse wire the fuse link. ™ SOL: Connection to the stop solenoid. (On terminal strip minimum one sq mm wires to be used) ™ IND: Sources constant current to excite the charging alternator’s field coil when the engine is at standstill. ™ ENABLE: Connect to +ve potential via the key switch to switch on. ™ TEMP: Connect to High temperature switch shorts to ground incase of tripping. ™ V- BELT: Connect to V-Belt failure switch. ™ LOP: Connect to Low lube oil pressure switch. z
Testing procedure in short: Connect the KRB 101 using Fig 1 .
Sr.No
Fault / Problem
Cause / Remedy
1
Unit is dead OR No indication
2
No hour display after putting Key To ON (run )
3
Engine Not stopping with key
4
Engine not stopping with trip
5
No Charge indication at engine Standstill
Check the supply to B+ & BCheck the battery polarity Check the supply at ENABLE Terminal If supply is OK ,check With spare unit. Check the fuse on backside Check the SOL lamp on unit. Reset the unit & try again. Check any previous trip indication & sol lamp Check IND terminal wire on alternator. Check By grounding the terminal
Important Note : When engine is running No indication of LED should be there except SUPPLY ON Fig 1: Connection diagram of KRB 101 D-19
MANUAL - DIESEL ENGINES
Fig. 1 : Connection diagram of KRB 101 starter motor circuit] this position is springbiased to return to the run position when the operator releases the key. It gives a positive DC out put rated to 16A when key is used between this out put & starter motor solenoid.
OPERATION The key start unit is powered from the engine battery or similar low voltage dc source. Control of the keystart and engine is by use of a 3 position keyswitch on the front facia :Position 0-STOP
Remove power from the keystart, stopping the engine and resetting a latched fault condition.
I-RUN
Energizes the key starts run relay( enabling the engine fuel) the fault override timer Starts as soon a the key is turned to this position. Once the engine is fully running, key start monitors for faults and shuts down the engines if a fault is detected.
II-START Maintains fuel supply to engine, and activates the start output [used for controlling the D-20 D-4
CONTROL OUTPUTS
Description z
switched +ve run relay ( supply to speed control card)and start outputs, used for controlling the engine fuel and starter motor circuits.
z
A –ve dc ( open collector transistor ), common alarm output, used for remotely signaling a fault condition.
FAULT PROTECTION AND ALARM SYSTEM After the operator has started the engine and the fault override timer has expired, the keystart monitors for engine faults through engine connected switches.. Switches at the rear allow the inputs to be configured for use with remote s which either open or close
MANUAL - DIESEL ENGINES
during fault, with wiring polarity to either +ve or –ve dc., Normal position S2 & S3switches are down (close to –ve) &S4 switch down for 24 vdc supply. Dedicated inputs are provided for low oil pressure and high engine temperature switch. 1 additional inputs may be used for general purpose plant fail . If any of the above faults occur, keystart will:z
turn off its run output (stopping the engine)
z
indicate the fault on the appropriate front facia led
z
activate its alarm output ( to remotely signal that a fault has occurred).the automatic fault shutdowns operate on a first up and latching basis-subsequent faults are not indicated and the displayed fault can only be cleared by switching the keystart to stop. CHARGE FAIL WARNING
A charge failure warning LED is provided for use with an engine driven charge alternator. The charge alternators WL terminal is connected to the keystart,which will in turn monitor the WL voltage and provide the alternator with excitation current at engine starts up. 3.0 DESCRIPTION The ENGSTAT ECK 401 is used to continuously monitor and control the operation of diesel engines viz. RB series, HA series and SL90 series. The ENGSTAT system displays the critical operating parameters viz. ENGINE RPM, COOLANT TEMPERATURE, OIL TEMPERATURE (DIGITAL READOUT ONLY) OIL PRESSURE, BATTERY VOLTAGE AND CUMULATIVE ENGINE RUNNING HOURS. The above parameters of the engine (except CUMULATIVE ENGINE RUNNING HOURS, OIL TEMPERATURE which can be read only in digital mode) can be viewed both in analog and digital mode. The setting process is described later.
4.O SPECIFICATIONS POWER SUPPLY: Operating Voltage
: 8 to 32 VDC
Operating Current
: 500-mA max.
PROTECTIONS: Transient
: Yes
Reverse Voltage
: Yes
ENVIRONMENTAL CONDITIONS: Ambient Temperature : 0°C TO 70°C Humidity
: 90% RH AT 40°C (Non Condensing)
MECHANICAL DIMENSION: Width
: 280mm
Height
: 120mm
Depth
: 121 mm
SENSOR SPECIFICATIONS: Temperature and Pressure Sensors supplied along with the ENGSTAT system are from PRICOL having Part Nos. as follows : Temperature Sensor (C401505)
: 40°C to 160°C Variable Resistance
Pressure Sensor (C 401435)
: 0 to 10 bar Variable Resistance
Pressure Switch (C401577)
: 2.0 bar +/- 0.2 bar Normally closed type
5.0 FEATURES 5.1 FRONT FEATURES :
If a fault occurs, the ENGSTAT System indicates the nature of the fault and it gives a pre-alarm. If the same parameter attains the trip value the system automatically stops the engine. The system is powered from the engine battery supply be it 12 or 24 Volts. It accepts supply voltage from 8V to 32 V. D-21 D-5
MANUAL - DIESEL ENGINES
NO.
CONNECTOR DESCRIPTION NO.
RATING (IF APPLICABLE)
DESCRIPTION
FUNCTION
1
KEY LOCK SWITCH
TO TURN THE ENGSTAT SYSTEM ON AND OFF
1
PRESSURE SENSOR (Body is negative)
0-10 BAR
2
START SWITCH (GREEN)
TO START THE ENGINE
2
40-160 deg C
3
STOP SWITCH (RED)
TO STOP THE ENGINE
TEMPERATURE SENSOR (Body is negative)
3 CHARGE LAMP
TO INDICATE BATTERY CHARGING
TEMPERATURE SENSOR (Body is negative)
40-160 deg C
4
4
5
MODE SELECT SWITCH
TO SELECT THE REQUIRED MODE [SELECT / EDIT (OR) SET / OPERATE]
‘W’ POINT (BATTERY CHARGING ALTERNATOR) OR MAGNETIC PICKUP (FROM FLYWHEEL)
70 HZ - 1 KHZ/ 8-32 V DC 10 KHz MAX 100 MV - 30 V
5
——
TO INDICATE RPM WITH PRE-ALARM (ALM 2)
IND/WL (BATTERY CHARGING ALTERNATOR)
6
FUEL SOLENOID HOLD COIL
3.5A MAX. 12V/24V DC MAX
7
HOOTER COIL
3.5A MAX. 12V / 24V DC MAX
8
AUTO MODE
240V 0.5A
9
FUEL SOLENOID PULL COIL
12V DC, 50A 24V DC, 25A
10
STARTER OR
12V DC, 50A 24V DC, 25A
11
BATTERY POSITIVE
8-32V DC
12
BATTERY NEGATIVE
8-32V DC
24
PRESSURE SWITCH
2 BAR
25
AUX. INPUT
BATTERY -VE
26
AUTO START
BATTERY +VE
27
AUTO STOP
BATTERY +VE
6
RPM ARRAY
7
PRESSURE ARRAY
TO INDICATE LUBE OIL PRESSURE
8
TEMPERATURE ARRAY
TO INDICATE COOLANT TEMPERATURE WITH PRE-ALARM (ALM 1)
9
10 & 11
VOLTAGE ARRAY
TO INDICATE BATTERY VOLTAGE AND BATTERY CONDITION (ALM 1)
UPPER DIGITAL DISPLAY
TO DISPLAY VARIOUS PARAMETERS AND LOWER DIGITAL AND ALL ERROR MESSAGES IN DISPLAY DIGITAL MODE.
z
NORMAL FUNCTION IS INDICATED IN GREEN (ALM 1 & ALM 2)
z
PRE-ALARM & ALARM CONDITIONS ARE INDICATED IN RED.
5.2 REAR FEATURES
6.0 OPERATION CAUTION : DO NOT OPERATE THE ENGINE TILLYOU HAVE UNDERSTOOD EACH OPERATION CONTROL.
6.1 POWER UP PROCESS Turn the key switch ON after giving the necessary connections as per drawing.
Connections to the engine with the ENGSTAT system are made through a 12 pin connector. D-22 D-4
WARNING : DO NOT START AND STOP THE ENGSTAT SYSTEM CONTINUOUSLY. LEAVE 30 SECONDS IN BETWEEN THE STOPPING AND THE STARTING OF THE SYSTEM.
MANUAL - DIESEL ENGINES
6.3.3 SELECT MODE The following messages are displayed in upper digital display and the corresponding values are displayed in lower digital display during Select mode. Sl.No. Display Description
SELF TEST: When the Key Lock Switch is turned ‘ON’, the system enters into the Self-Test Mode. The LEDs in both the ALMs are turned ON both red and green . The Upper and Lower Digital Display reads ‘8.8.8.8’. After the self-test the Upper Digital Display will display ‘ rdY’ and the Lower Digital Display will display 0.0 (i.e. Engine log hours). Temperature sensor fail conditions are also displayed if there is any failure in the sensors. (Please refer Section 8.1/10.0/11.0) of this manual).
1
SEL
2 3 4 5 6 7 8 9 10 11 12
ESPd O-Pr C-tP O-tP VoLt T.HrS HrS Min SECS L.FLt t.Flt
13
U-Lo
Displayed on entry of select mode Engine Speed Oil Pressure Coolant Temperature Oil Temperature Battery Voltage Ten Thousand Hours Cumulative Hours Cumulative Minutes Cumulative Seconds Last Fault Recorded Total Number of Faults recorded from date of installation Battery Low voltage recorded while cranking
6.4 STARTING ENGINE z Press the ‘START’ switch provided in the front of the unit.
6.3 DIGITAL DISPLAY: There are three types of operation modes namely, a) Operate mode b) Set/Edit mode c) Select mode
z z
6.3.1 OPERATE MODE The following messages are displayed during operate mode.
z
z
Sl. No.
Display
Description
1.
rdY
Ready to start the engine
2.
Strt
Engine starting indication.
3.
StAb
Engine stabilizing indication.
4.
Run
Engine running ondication.
5.
StOP
Engine stopping indication
Hooter O/P will be ON for 5 sees for an indication “Strt” and “stAb” will appear on upper digital display till the engine stabilized, and the system enters into ‘RUN’ mode. The Upper Digital Display displays “run” If the engine fails to start, the above procedure attempts 3 times to start the engine. The ALM 1 indicates Lube Oil pressure, Coolant Temperature and Battery Voltage. The ALM 2 indicates the Engine RPM. If any parameter reaches the pre-alarm value detailed in sec. 7.1 the corresponding ICON (LED) will blink red. During the alarm condition the engine is automatically shut off and only after the particular parameter is corrected and the system is reset, the engine can be restarted. D-23
MANUAL - DIESEL ENGINES
@ set trip value plus 100 RPM for low RPM.
If the RPM does not reach a min. of 50 RPM within 3 sees, the unit displays “ESPd” in upper digital display and “Eror” lower digital display. The unit has to be reset to restart the engine again.
SHUT DOWN ALARM During normal running condition the Upper Digital Display indicates ‘run’, lower Digital Display indicates the engine present running hours. The Engine will be shut down and the respective red LED will glow on ALM1/ALM2. The Shut Down Alarm indications shown in Display are as follows :
6.5 STOPPING THE ENGINE
Parameters
Upper Digital Lower Digital Display Display
Lower Oil Pressure L.OIL
z
z
The ENGSTAT stops the engine by controlling the Stop solenoid through hold coil supply. Press the STOP switch to shut off the engine. During trip conditions the engine is shut off automatically.
7.0 ALARMS 7.1 PRE-ALARM Both ALM1 and ALM2 will glow green in ‘normal’ mode. Under pre- alarm conditions the corresponding ICON (LED) will blink red. The values at which these pre-alarm conditions occur are listed below. Pre-alarm for temperature 5 deg. C below trip value Pre-alarm for RPM @ set trip value minus 100 RPM for High RPM D-24 D-4
Condition of the engine
triP
While running
Parameters
Upper Digital Display
Lower Digital Display
Condition of the engine
High Coolant Temperature
H.CtP
triP
While running
MANUAL - DIESEL ENGINES
Parameters
Upper Digital Display
Lower Digital Display
Condition of the engine
High Oil Pressure
H.OtP
triP
While running
Parameters
High RPM (Over Speed)
Upper Digital Display
Lower Digital Display
Condition of the engine
OSPd
triP
While running
Example Upper Digital Display
Lower Digital Display
Inference
L.FLt
L.OIL
Last fault occurred is due to low oil pressure
TOTAL FAULT Press the start switch again to read the total number of faults occurred from the date of installation of the System. Example
Parameters
Upper Digital Display
Lower RPM (Over LSPd Speed)
Lower Digital Display
Condition of the engine
triP
While running
Upper Digital Display
Lower Digital Display
Inference
L.FLt
0015
Total Fault occurred from the date of installation.
V-LOW Press the start switch again to read the battery low voltage while cranking the engine to kow the condition of the battery. Example
LAST FAILURE LOG The ECK 401 comes with a unique facility for recording and showing the previous fault that has occurred through the Digital Displays. Press MODE switch and select the SELECT MODE, while pressing the start switch, the engine parameter are displayed one by one and at the end of the sequence, the Upper Digital Display reads ’L.FLt’ and Lower Digital Display displays the nature of the fault as indicated in the table below (refer 6.3.3.)
Upper Digital Display U-Lo
Lower Digital Display
L
SPECIAL FEATURES
Inference
Last fault occurred is due to low oil pressure
D-25 D-5
MANUAL - DIESEL ENGINES
8-1 OTHER FAULTS The wire cut condition is sensed and displayed during RUN mode (or) before starting the engine. The messages displayed undervarious wire cut conditions are as follows. This facility is active both in the RUN mode and ‘rdY’ mode. Conditions
Display on Upper Digital Display
Display on Lower Digital Display
Coolant Temperature wire cut
C-tP
Error
The Pre-alarm and Shut down alarm indications for Coolant temperature, Oil Pressure and Battery Voltage in ALM1 are given by the blinking of the corresponding icons in red. The Pre-alarm and Shut down alarm indication for RPM in ALM2 is given by the blinking of the corresponding icons in red. Shut down alarm is activated when the engine attains the trip values. Error Message Sensor Fail Condition C-tP Eror O-tP Eror LSPd Eror
Conditions
Display on Upper Digital Display
Display on Lower Digital Display
Oil Temperature wire cut
O-tP
Error
Action to be taken
Coolant Temp Wire Cut Check Sensor / connections Oil Temp. Wire Cut
Check Sensor connections
RPM wire cut
Check RPM wire connections.
The above faults can be trouble shot by checking the wires connecting the system and the engine properly. RPM wire cut condition is active only when the engine is running. Alarm messages displayed in Upper Digital Display and correspondingly the Lower Digital Display will display the respective value in Select mode only. After starting the engine.... Error Message Condition of the Engine Action to be taken
Conditions
Display on Upper Digital Display
Display on Lower Digital Display
RPM wire cut (only when the engine is running.
LSPd
triP
18.0 TROUBLE SHOOTING: The ENGSTAT system incorporates many self-checks and engine check features. It also ensures that faults, which may cause engine damage or pose a safety risk which are detected and alarm is activated and the engine istripped. D-26 D-4
HCtP triP
Coolant Temperature is high Clean radiator fins Check load on engine
Check the coolant Check coolant level
HOtP triP
Oil Temperature is high Check the oil temperature Check oil level Check load on engine
L.OIL triP
Oil Pressure is low
O.SPd triP
RPMishigh (Overspeed) Check the speed of the engine Check governor Check load changes
LSPd triP
Low Speed
E.SPd Eror
Start Failure point connections
Check the oil pressure Check oil level Check load on engine
Check the speed of the engine Load beyond step load Unit Check alternator belt tension Check start and ‘W point Check alternator belt tension Check battery gravity (it should be more than 1200)
MANUAL - DIESEL ENGINES
During the starting of the engine when the RPM could not rise above Low Speed trip value within 16 seconds, a message namely ‘LS d’ will be displayed on Upper Digital Display and ‘triP’ will be displayed on Lower Digital Display and the system will shut off the engine. Once the RPM level is attained above the Low Speed value, the Upper Digital Display will display the respective RPM of the engine and the hour meters on Lower Digital Display will run. Don’t START and STOP the ENGSTAT system continuously. Leave 30 seconds in-between the stopping and the starting of the system. For any other problem, please PRICOL/KOEL and the ENGSTAT system must be opened only by the authorised persons. 11.0 DIAGNOSTICS Sl. No.
Alarm as displayed
Major Cause
Remedy
1
L.OIL triP Low Lube Oil pressure
• Lube oil pressure Low
• Check oil Filters change if required • Check L.O. Get.
2
H.CTP trip High Coiolant Temp.
• Overloading of engine • Choking of radiator • High water temp • Belt Failure • Faulty water pump
• Check fan belt tension • Check radiator water level • Check load on engine • Clean radiator
3
H.OtP trip High oil temp.
• Engine overload • High oil temp
• Use good quality oil
4
OSPd triP Overspeed
• Lever Jam
• Check with the reference value
5
LSPdtriP Lowspeed
• Fan belt may be loose • Engine should be overloaded • problem with fuel injection pump
• Tighten the fan belt • Check with the reference value of Alternator • Reduce the load on the engine
6
C-tP Eror Coolant Temp. fail
• Coolant temperature wirecut
• Check for the loose connection at snap on point • Check continuity • Check body to battery -ve earthing connection or replace the sensor
O-tP Eror Oil temp. fail
• Oil temp. wire cut
• Check for the loose
7
connection at snap on point
• Check continuity • Check body to battery negative earthing connection or replace the sensor. 8
LSPd Eror No speed
• RPM wirecut engine is running
• RPMwirecut when the
Sl. No.
Alarm as displayed
Major Cause
Remedy
9
ESPd Eror
• Battery Low voltage
• Check ‘V.lo’ parameter if it is less than half the battery voltage • Check if battery is charged. • Check starter • Check cable terminals, if required, replace it. • Tighten the ‘V belt
• Starter fault • Cable terminals corroded • Alternator ‘V Belt loose • Battery is not fully charged & hence not able to give required current • Starter alignment is not proper • Starter eccentric setting disturbed
• Change the battery externally
• Check starter alignment • Set the starter eccentric pin
14.0 DOs & DON’Ts DO... Study the manual and understand the operation of the system and controls. Ensure the battery is fully charged and the terminals are clean and polarity is correct. Ensure the wiring is correct and the terminals are fastened tight. Make sure that the sensors are connected correctly. Set the correct engine parameter. Before starting the engine wait till the self check cycle is over and “rdY” signal is present. In good condition, the engine will start at the first crank. The cranking cycle is automatically discontinued either on Min. Engine Speed or time. If the Engine has not started, switch off & wait for 15 seconds before cranking again. Once the engine has started, ensure the parameters are normal, and display is green. Follow other engine maintenance procedures. DON’T... Wire the unit wrongly. Keep any liquid on top or expose the unit to water spray. Wipe with a wet cloth after straining. Don’t connect the battery for loads other than the engine. Drop the Unit. Connect additional batteries to start the engine. Attempt to repair the unit unless you are qualified. The components inside are highly susceptible to static voltage & can get damaged. Enter wrong parameter values. This may result in damage. Start the engine when there is any fault indication. D-27
MANUAL - DIESEL ENGINES
15.1
D-28 D-4
OPERATION FLOW CHART FUEL - 0 (Energise to Run)
MANUAL - DIESEL ENGINES
15.2
OPERATION FLOW CHART FUEL - 1 (Energise to Stop)
D-29 D-5
MANUAL - DIESEL ENGINES
15.3
D-30 D-4
OPERATION FLOW CHART FUEL - 2 (Energise to Stop)
MANUAL - DIESEL ENGINES
15.4
OPERATION FLOW CHART TYPE - 1 (Energise to Run)
D-31 D-5
MANUAL - DIESEL ENGINES
15.5
D-32 D-4
OPERATION FLOW CHART HEAT - 1 TYPE - 1 (Energise to Stop)
MANUAL - DIESEL ENGINES
3.2.2
Hand Starting (Alternative to Electric Starting) for HA 294 & HA 394 engines only.
z
Put engine control switch to ‘OFF’ position.
z
Move decompressor levers to ‘VERTICAL’ position as shown in Fig. 3.2/2.
z
Engage starting handle to extension shaft on crank pulley and rotate briskly in clock-wise direction.
z
z
z
z
Do not release the stop lever till the engine is completely stopped. If the stop solenoid is fitted on the engine, press the stop push button till the engine is completely stopped. Charging current lamp lights up when engine has come to rest. Turn key anti-clockwise to ‘OFF’ position and withdraw, pilot lamp goes out. After stopping the engine close the ‘shut-off cock under fuel tank (if provided).
3.4 OPERATING CONDITIONS 3.4.1 Operation in Winter: z Lube oil viscosity - Select viscosity (SAE grade) as governed by the ambient temperature prevailing at the time of starting the engine, see 2.4.6 z
z
Put one by one all decompressor levers to horizontal position while rotating handle. Once engine starts firing and picks up speed, disengage handle. Put engine control switch to ‘ON’ position.
Diesel Fuel: -
Fig. 3.2/2 z
Note shorter periods between oil changes when operating below - 10° C, see 5.1.1. Use winter grade fuel for operation below + 10° C, see 2.5.2
Cold starting Aids: -
3.3 Stopping Never stop the engine suddenly from full load running. First allow it to idle for 2 to 3 minutes and then stop it. To stop the engine proceed as follows z Pull the stop lever 2 with the help of stop-linkage provided on the engine (see Fig. 3.3/1)
Cold starting of a Diesel engine depends among other things, on the capacity of the starter motor and that of the battery. Since the starting equipment of the engine may differ according to its application, please consult KOEL, about the use of cold starting aid. However, as a general guide line we are giving below the temperature range for cold starting aid Up to –5°C - No cold starting aid required. –5° to –20°C - Use flame type heater or start pilot. Below –20°C - Use flame type heater or start pilot and hot air blower for preheating the engine oil sump, cylinder liners etc. ( KOEL for details)
z
Fig. 3.3/1
Battery: -
Cold starting requires a good state of charge of the battery.
-
Lowering the starting limit temperatures by 4-5°c is possible by raising the battery temperature to about + 20°c. This is achieved by removing the battery and storing it in a warm room. D-33 D-5
MANUAL - DIESEL ENGINES
3.4.2 z
High Ambient Temperature, High Altitude
With increasing altitude and increasing ambient temperature, the density of the air tends to decrease, which affects the maximum power output of the engine, the exhaust gas quality, the temperature level and in extreme cases the starting behaviour. Where engines are operated at higher altitudes or higher ambient temperature, they must be derated in accordance with the respective standards. In case of doubt concerning such engine applications, , your genset supplier or KOEL in right time.
3.5
RUNNING - IN PERIOD
3.5.1
Running -In
During the running in phase, approx 200 running hours, it is recommended to check the engine oil level twice daily. After the running - in phase, daily checking will suffice.
3.5.2
After first 50 running hours
z
Change engine oil, see 5.1.3
z
Clean lube oil filter bowl & change the element / cartridge, see 5.1.4
z
Retighten fasteners for lube oil sump.
z
Clean fuel filter bowls & change pre-filter element/ cartridge.
z
Check V - belt tension, tighten if necessary, see 5.5
z
Check valve clearance, readjust if necessary, see 5.6.1
z
Check engine for leakages.
z
Check engine mountings, tighten if necessary. Clean fuel strainer (button filter at feed pump inlet.) see 5.2.1
z
Tighten intake and exhaust manifold fastenings at cylinder heads. During first 50 running hours, never exceed full load even for a short duration.
D-34 D-4
MANUAL - DIESEL ENGINES 4.1
MAINTENANCE SCHEDULE - HA SERIES
Every
In running hours (h) 1)
Check
10th Daily
See
Clean
Hours/ 1st 50 Hours
Renew 125
250
500
750
1000
2000 3000
Job
z z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z z
z
z
z
z
z
z
z
z
Oil level in engine2
5.1.2
Oil bath and dry type air cleaners3
5.4
Battery and lead connections3
5.8.1
Cooling system (depend on engine use)12
5.3
z
Engine oil (depend on engine use) 6
5.1.1 & 5.1.3
z
Lub oil filter element / cartridge (depend on oil change period)
5.1.4
Fuel strainer (button filter at Feed pump inlet)
5.2.1
Oil level i fuel pump, on HA 294 only (top up,if required)6
5.2.2
z
Air breather, on HA 294 fuel pump only3
5.2.3
z
Exhaust Silencer3
5.9.1
V-Belt tension (Readjust if necessary
5.5
z
Fuel filter insert (pre-filter element/spin on filter)4
5.2.4
z
Fuel filter insert (Micro - filter element)4
5.2.4
z
z
z
z
z
z
z z
z
z
z z
z z z z
z
z
z
Fastenings10
5.9.2
z
z
z
z
Starter, Alternator5
5.8.2 & 5.8.3
z
z
z
z
Valve Clearance (Adjust if necessary)10
5.6.1
z
z
z
Injector10
5.2.5
z
z
Top and Major Overhaul
5.10
z
z
TC10
6.2.2
Fuel level
———
z 1) 2) 3) 4) 5) 6)
Max. Permissible guide intervals Top-up if required Clean if necessary Renew dry type air cleaner Depends on engine use Depends on engine oil change period
Section
7) 8) 9) 10) 11) 12)
Depends on rate of deposition of scale TC 10 engine oil change, whichever is earlier Whenever, restriction indicator indicates Every 6 months or 1200-hour whichever is earlier FIP should be calibrated after 3600 of engine hours run by MICO dealer. Blow out dust.
D-35 D-5
MANUAL - DIESEL ENGINES
4.2
MAINTENANCE SCHEDULE - SL90 SERIES
Every In running hours (h) 1) Check 10th Clean Hour/ 1st 50 Renew Daily Hours 250 500 1000 1500 3000 Job
See Section
z
z
Engine Oil level2
5.1.2
z
z
fuel level in tank2
——
z
z
Coolant level in radiator2
5.7.1
z
z
Dry type air filter3.4
5.3
z
z
Rubber hoses
5.4.3
z
z
Check restriction indicator
5.4.2
z
z
z
z
z
z
z
z
z
z
z
z
z
z z
Engine Oil
z
z
z
Lube oil filter cartrige5
5.2.3
z
z
z
z
z
Battery lead connection
5.8.1
z
z
z
z
z
Primary filter swirel on feed pump3
5.2.4
z
z
z
z
z
V belt condition & tension adjust
5.2.4
z
z
z
z
z
z
z
z
Radiation fins externally12
5.7.1
z
z
z
z
Radiator tubes cleaning
5.7.1
z
z
z
z
z
z
Thermostat element
5.7.2
z
z
Valve clearance (Adjust)10
5.6.1
z
z
Indicator
z
z
z z z z
z
z z z
z
z
z
z z
z
z z
z
z
z
z
z
Max. Permissible guide intervals Top-up if required Clean if necessary Renew dry type air cleaner Depends on engine use Depends on engine oil change period
5
Fuel filter element PEC
Fuel filter (Micro)
4
4
5.8.2
5.2.5
Fastening10
5.9.2
Started / Alternator5
5.8.2 & 5.8.3
Main element of dry type Air cleaner Drain water Exh. Silencer3
5.9.1
Fuel pump11
——
Turbocharger z
D-16 D-36 D-4
5.2.1 5.1.1 & 5.1.3
z
z
1) 2) 3) 4) 5) 6)
Pre cleaner of dry type Air cleaner
Fuel Tank2 7) 8) 9) 10) 11) 12)
10
10
6.2.2 ——
Depends on rate of deposition of scale 500-hours or at engine oil change, whichever is earlier Whenever, restriction indicator indicates Every 6 months or 1200-hour whichever is earlier FIP should be calibrated after 3600 of engine hours run by MICO dealer. Blow out dust
MANUAL - DIESEL ENGINES
4.3
MAINTENANCE SCHEDULE - R1040 / R1080 SERIES
Every In running hours (h) 1) 10th Hour/ 1st 50 Daily Hours 100 400 800 1200 2400 3600
Check See Section
Clean Renew Job
z
z
Engine oil level 2
5.1.2
z
z
Fuel level in the tank 2
——
z
z
Coolant level in radiator 2
5.3.1
z
z
Dry type air cleaner 3 4
5.4.1
z
z
z
z
z
z
z
Rubber hose & clips of dry type and oil bath type air cleaner
5.4.3
z
z
z
Check the restriction indicator
5.4.2
z
Pre-cleaner of dry type air cleaner
5.4.3
z
Engine Oil 5
5.1.1 & 5.1.3
z
Lube oil filter element / cartridge 5
5.1A
Primarily filter swivel on feed pump3
5.2.1
z z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
z
Battery & lead connections
5.8.1
z
z
z
z
z
‘V’ Belt Condition and tension (adjust / replace if required)
5.5.1
z
z
z
z
Fuel Filter insert (pre)4
5.2.4
z
z
z
z
z
z
Radiator fins (depend on site condition) 12
5.7.1
z
z
z
z
z
z
Radiator tybes (depend on type of cooling water)12
5.7.1
z
z
z
z
z
Fuel filter insert (micro)4
5.2.4
z
z
z
z
z
z
z
z
z
z
z
z
Thermostat element (change if necessary)
z
10
Valve clearance (adjust if necessary)
5.6.1
z
Starter / Alternator5
5.7.3
z
z
Fastening10
5.9.2
z
z
Injector10
5.2.5
z
z
z
Fuel tank 10
——
z
z
Exhaust silencer3
5.9.1
Fuel pump11
z z
1) 2) 3) 4) 5) 6)
5.7.2
z
z
z z
z
Max. Permissible guide intervals Top-up if required Clean if necessary Renew dry type air cleaner Depends on engine use Depends on engine oil change period
z
z
Turbo charger10
z
7) 8) 9) 10) 11)
6.2.2
Depends on rate of deposition of scale 400-hours or at engine oil change, whichever is earlier Whenever, restriction indicator indicates Every 6 months or 1200-hour whichever is earlier FIP should be calibrated after 3600 of engine hours run by MICO dealer.
D-37 D-5
MANUAL - DIESEL ENGINES
5.1 MAINTENANCE OF LUBRICATION SYSTEM 5.1.1 Oil Change Intervals z The oil change intervals depend on engine application and on quality of lube oil. Refer table below :z Should, within ONE YEAR, the engine run less than the hours stated in the table, the oil must be changed at least ONCE A YEAR. z The table is subject to the following conditions : - For Diesel fuel max. sulphur content 0.5 % by weight. - Prevailing ambient temperature down to -10°C. z In the case of fuels containing more than 0.5 % to 1 % sulphur or prevailing ambient temperature below -10°C, the intervals between oil changes are to be halved. z In the case of fuels containing more than 1% sulphur, ask our authorised service Dealer or KOEL, PUNE. TABLE FOR OIL INTERVALS OIL CHANGE (RUNNING HRS.) OIL GRADE ENGINE SERIES
OIL GRADE
OIL GRADE
z
Pull out dipstick, wipe it with a nonfraying rag and push it in as far as it will go and then withdraw again (Fig. 5.1/1).
z
The film of oil left on the dipstick should extend to the upper (max) mark. If the level only reaches to the lower mark, the oil should be topped-up without delay. Failure to attend to this may result in serious damage to the engine (piston & bearing seizure)
5.1.3
Changing Engine Oil
z
Change engine oil at recommended intervals, See 5.1
z
Position engine on level surface.
z
Run engine until warm. (lube oil temp. approx. 80°C)
z
Stop the engine (Fig. 5.1/2)
E-DL 2 HD TYPE 5 K-OIL (HD TYPE 4) MIL-L-2104 C PLUS MIL-L-45199 B CD CD PULS E-DL4 (D5)
HA
250
——
300
R1040/RO1080
——
400
400
SL90
——
500
500
5.1.2 Checking Oil Level z Stop the engine and wait for a while till oil level in the sump is settled. Ensure that engine is in horizontal position. Fig. 5.1/2 Take care when draining off hot oil : Danger of scalding ! Collect used oil in suitable receptacle ready for proper disposal to prevent environmental pollution.
Fig. 5.1/1 D-38 D-4
MANUAL - DIESEL ENGINES
Replace new filter element in place of old one and tighten the centre bolt along with bowl until sealing ring is evenly seated. Then tighten the centre bolt firmly. z Check oil level, oil pressure and leakage through sealing ring, if any. B) Spin-on type lube oil filter : z Release lube oil filter cartridge with special tool and spin off as shown in fig. 5.1/5. z
z z z z
Fig. 5.1/3 Place oil tray under engine. Unscrew oil drain plug and drain oil completely (Fig, 5.1/3) Refit oil drain plug with new t washer and tighten firmly. Fill in fresh lube oil. - Lube oil specifications : refer 2.4.6 - Lube oil sump capacity : refer 2.4.4
Fig. 5.1/5 z z
5.1.4 Lube Oil Filter Following every oil change, renew lube oil filter element or spin -on filter (if fitted on engine in place of paper type lube oil filter).
z
z z z
Clean sealing surface of filter carrier (Fig.5.1/6). Apply light film of oil to rubber seal of new cartridge. Screw cartridge into place by hand until seal is evenly seated.
Fig. 5.1/5 Tighten lube oil filter cartridge firmly by giving a final half turn. (Fig-5.1/7). Check oil level and lube oil pressure. Check seal of lube oil filter cartridge for leaks.
Fig. 5.1/4 A) Paper element type lube oil filter : z
z z z
Unscrew the centre bolt at the bottom of the centre bowl and drain the oil completely (Fig. 5.1/4). Clean the bowl with clean diesel oil. Check the condition of sealing ring, if necessary change it. Apply slight oil on sealing ring and replace it on it’s place.
Beware of hot oil. Danger of scalding ! D-39 D-5
MANUAL - DIESEL ENGINES
C) Centrifuge Cleaner : Instruction Manual z
Introduction The Centrifuge Cleaner SCC30 cleans your engine oil continuously when your engine is running. It seperates dirt below 1 micron from engine oil thus lowers wear rate of engine components drastically. It avoids harmful oil degradation and arrests depletion of oil additives increasing the oil life. The Centrifuge Cleaner does not require any spare parts to be replaced and gives consistent performance throughout engine oil.
z
Cleaning frequency For consistent performance, the centrifuge rotor needs to be cleaned periodically as mentioned in this manual. It is recommended that you service the centrifuge every 250 hours of working or at every oil change period. The volume of dirt collected depends upon engine application, loading and environment in which engine is working. Exact period of servicing the centrifuge can thus vary between 200 hours of working to your oil change period. Please follow the instructions given below for cleaning of centrifuge cleaner.
z
Identification and location The centrifuge Cleaner is located on the same manifold on which full flow oil filter is mounted. The centrifuge can be easily identified with a dome shaped cover bearing instruction sticker. The exact location is as shown in this photograph.
SCC30 SERVICING INSTRUCTIONS Instructions z It is a precision assembly, handle with care. z Carry out servicing preferably when the engine oil is still warm z All threaded parts of the centrifuge require following gadgets : a 13 mm spanner, a blint knife, a small adjustable pliers and waste cotton for cleaning. Servicing procedure
z
FULL FLOW FILTER D-40 D-4
CENTRIFUGE CLEANER
Unscrew top nut with a 13 mm spanner and remove centrifuge cover. The centrifuge cover nut has a puller arrangement so that the cover will be lifted as you unscrew the top nut.
MANUAL - DIESEL ENGINES
z
z
z
Hold the rotor in hand and lift rotor to remove it completely from central shaft. The rotor will contain about 200 ml of oil, drain oil from the rotor. The rotor has two bushes at its ends. Take care while removing rotor from central shaft. The rotor should not fall; otherwise it will damage the bushes. Unscrew rotor nut by holding rotor assembly in hand. The rotor nut can be opened by hand. if it is tight, unscrew it with light pliers. Never grip the rotor nut tightly in clamping device like a bench vice. It may damage the rotor body permanently. Remove rotor cover and deflector inside. For removing rotor cover, remove the rotor nut completely, hold the rotor cover in hand and give a light blow to the rotor body at the rotor nut end by hand. The rotor body abd deflector will come out from the opposite end.
After you open the rotor, you will see cake formed sticky dirt mass all around the rotor cover from inside. Remove the dirt by a blunt knife as shown. CLean the rotor cover and all rotors thoroughly by cotton waste. Clean the centrifuge central shaft also.
Assemble rotor in correct sequence of parts. Match arrow marks on rotor cover and rotor. Tighten rotor nut firmly by hand. Install rotor on shaft and assemble cleaner cover. NOW YOUR CENTRIFUGE IS READY TO COLLECT MORE DIRT FROM OIL POINTS TO CARE ABOUT CENTRIFUGE CLEANER 1. Replace rubber rings if deformation or cuts are observed. Using damaged rubber rings will result in oil leakage and improper functioning of centrifuge cleaner. 2. While assembling the rotor, ensure that the rubber ring has taken proper seat in its place. This is necessary for proper sealing of rotor assembly. 3. Take care with the centrifuge housing and rotor body. They are made of aluminium, jence are susceptible to damage due to accident. 4. Always ensure that the arrow marks on rotor cover and rotor are matched after assembling the rotor. The rotor body is dynamically balanced. Mismatch of arrow marks on rotor cover and rotor will result in excessive vibrations of the cleaner and part breakage. 5. The rubber ring is made of Viton rubber. Use genuine spare rubber ring only. Rubber ring of any other material will not give desired performance. Don’ts about centrifuge cleaner z
1. Do not over tighten the top nut. Tighten just enough to prevent leakage of oil from centrifuge cover and D-41 D-5
MANUAL - DIESEL ENGINES
housing. Over tightening top nut will damage theb threading in centrifuge housing and damage the centrifuge permanently. Use 1.2 kg-m torque for tightening of centrifuge cover.
2. Do not hold the rotor nut in clamping device like bench vice as shown. Extra clamping pressure on rotor nut may result in damaging the circularity of upper bush and will result in permanent damage to rotor assembly. 3. Do not open or tamper with the valve assembly. The valve assembly is preset for opening oil pressure in engine’s oil gallary. If the setting is lost or the valve assembly is damaged, there is risk that your engine will not get enough oil or the centrifuge will not function properly. Consult authorised service dealer in case of any doubt.
TROUBLESHOOTING Sr. No.
Problem
Probable cause
Action
1.
Leakage through cleaner
Rectangular rubber ring damage
Change rubber ring.
2.
Rotor does not rotate
Nozzles blocked thoroughly.
Open rotor and clean nozzles Reassemble the cleaner.
3.
Rotor does not rotate even after cleaning nozzles
Entry valve blocked
Do not open entry valve assembly. It requires special tools. company representative.
4.
Rotor rotates but at low speed
Leakage of oil through rotor assembly
Open rotor and ensure that the rubber ring has taken proper seat on rotor body. Then reassemble the rotor.
5.
Rotor speed very low or even rotor does not
Bushes damaged permanently
6.
Rotor rotates but at low speed
Rotor filled with dirt completely
Ensure that the rotor is free on shaft. Else replace entire rotor assembly. Time for cleaning the rotor
7.
Abnormal vibrations of centrifuge cleaner
Mismatch between arrow marks on rotor cover and rotor
Open rotor and reassemble it properly.
8.
Cleaner does not collect any dirt
Rotor not rotating at desired speed
See point 2 & 3. Consult authorised representative.
D-42 D-4
MANUAL - DIESEL ENGINES
5.2 Maintenance of Fuel System 5.2.1 Cleaning Fuel Strainer z
Close fuel stop cock.
z
Remove special banjo bolt situated at the bottom at the Inlet of feed pump.
z
Takeout screw with strainer fitted inside banjo bolt (Fig.5.2/1).
z
Clean the strainer with clean diesel.
z
Fig. 5.2/1 Refit the strainer inside the banjo bolt and screw in the banjo bolt using new copper washers
z
Bleed the fuel system (see 3.1.5) check for leaks.
5.2.2 z
z
Checking Oil level in fuel pump / Governor (Only on HA 294 engines)
Slacken Oil level control plug through 3 to 4 turns to drain any surplus oil + fuel mixture. (see fig 3.1/4) If necessary, remove screw plug and fill-in fresh oil until it spills at oil level control plug. (see fig 3.1/3)
z z z
Unscrew the centre bolts and remove the bowls and inserts (Fig 5.2/2) Clean the bowls inside as well as outside with clean diesel oil. Change pre-filter insert only. Do not change pre-filter insert and Micro filter insert at a time. * (see Notes below)
Fig. 5.2/2 z
z
z
z
Check the condition of sealing ring, if required change it. Complete the filter assembly and bleed the fuel system before starting the engine, see 3.1.5 Change over period for pre-filter insert and micro filter insert is given in ‘Routine Maintenance Schedule 4.1/4.2/4.3/4.4 as per engine type. For changing micro-filter insert follow the same procedure explained above.
NOTE :
NOTE :
At the end of 2000 running hours or when the fuel injection pump is removed for some attention, renew the entire oil filling.
1) Do not clean filter insert. Always replace the insert with new one at recommended intervals. Cleaning will damage filter insert, reduce filteration efficiency and damage fuel injection equipment.
5.2.3
2) Since a filter attains the maximum efficiency only after a film of dirt is deposited on the surface of the filter insert, avoid replacing pre-filter insert and microfilter insert at the same time. First change prefilter insert and then after 250 running hours change micro-filter insert.
z
Cleaning Fuel Pump Breather (Only on HA 294 engines)
Wash the air breather of pump / governor thoroughly in petrol and blow dry with compressed air. If the operating conditions are very dirty, this is to be done during every oil change.
5.2.4
Fuel Filter
MICO Dual Fuel Filter : z
Close fuel stop cock.
z
Drain the fuel filter bowls by loosening the plug situated at the bottom of the bowls.
3) The Routine Maintenance schedule is meant to serve as a guide only for normal fuel storage and engine operating conditions. Replacement of inserts may have to be made earlier than the recommended period. When working on the fuel system, keep naked lights away! Do not smoke!
D-43 D-5
MANUAL - DIESEL ENGINES
5.3
Maintenance of Cooling System
5.3.1
Cleaning Intervals:
z
The danger of contamination is increased due to residues of oil and fuel on the engine. Check extra carefully, therefore, for leakages when application involves high dust fallout.
z
More severe contamination can occur, e.g. in case of - Under normal operating conditions, cleaning intervals of 2000 running hrs are recommended. - Construction site application due to heavily dustladen air.
5.4.1 Cleaning Intervals Since the degree of soiling of the combustion air cleaner depends on the amount of dust in the air and the size of filter used, the cleaning intervals cannot be laid down generally, but have to be determined from case to case. If dry type air cleaner is used, clean only when a need for air cleaner service is indicated by the air cleaner service indicator.
Fig. 5.4/1 5.4.3 Cleaning the Oil - Bath Air Cleaner z
Stop engine and wait about 10 minutes until the oil has run out of filter housing (1).
z
Release snap clips (2) and remove oil bowl (3) to a ether with filter element (4), at t by means of screw driver if necessary. Take care not to damage rubber gasket (5).
z
After removing dirty oil and sludge, clean the oil bowl.
The table below gives the guide values for cleaning and renewing oil both type air cleaner (under normal working condition). WORKING CONDITION
INTERVAL (running hrs)
Under severe working condition and very dusty atmosphere check, clean and top-up oil, (if required, change the oil).
Daily/10 hours
Under normal working condition, top-up oil. (Clean & renew oil if dust collection in the bowl is more than 4mm)
50 hours
Renew entire oil in the bowl and service the air cleaner.
At the time of engine oil change
5.4.2 z z
Fig. 5.4/2 z
Rinse filter element (4) in diesel fuel and allow to dripdry thoroughly.
z
Clean filter housing (1), if necessary.
z
Inspect rubber gaskets (5) and (6), renew if necessary.
z
Fill oil bowl with engine oil up to oil level mark.
z
Refit oil bowl with filter element to filter housing and fasten snap clip;
Cleaning the Pre-Cleaner
Clean the pre - cleaner (1). Release snap clips (2), empty dust collector (3) and clean. (Fig. 5.4/1). Never fill dust collector (3) of ore cleaner (1). with Oil
Never rinse filter in petrol (gasoline). Dispose off used oil in compliance with statutory provision: D-44 D-4
MANUAL - DIESEL ENGINES
5.4.4 Dry type Air Cleaner A) Description : Construction of typical Dry type Air Cleaner, supplied as optional extra, is shown below in fig, 5.4/3 and 5.4/4.
Fig. 5.4/3
Fig. 5.4/4 Inlet cap or pre - cleaner is supplied for the air intake, depending on the working conditions, inlet cap prevents ingress of rain/heavy particles. Pre-cleaner separates out heavier dust particles, which are collected in the precleaner bowl, thereby extending the life of the main filter element. Two filter elements are co - axially fitted in the air cleaner housing. The outer element is the main filter element, with a built in cyclone separator which gives a swirling effect to incoming air, to separate out heavy dust particles by centrifugal action. This dust is collected in the end cover (which is removable). The vacuator valve at the bottom of cover helps in expelling the accumulated dust. This is achieved by opening / closing of vacuator valve outlet due to the air flow fluctuations inside the air cleaner. Inner element is a ‘Safety Element’ to prevent ingress of dust into the engine, when the outer (main) element is removed for cleaning / replacement.
B) Maintenance : Regular check up and maintenance of the air cleaner is essential to ensure maximum protection to the engine from the dust. i) Daily check the connection of rubber hose and the hose clips between the manifold and the air cleaner before starting the engine. Damaged hose/ clips nuts be replaced immediately. Any by-ing of unfiltered air through cracks in the hose / loose hose will quickly lead to serious damage to the engine. Since this is a dry type air cleaner, do not fill a single drop of oil in it. Also, protect the air cleaner form ingress of rain / moisture. ii) The pre cleaner (if provided) should be cleaned, to remove the accumulated dust, after each day’s work, when the engine is stopped. This cleaning can be done by removing the top cover of the pre cleaner. iii) The restriction indicator, mounted on air cleaner near the hose, indicates the condition of the air cleaner element, when the air element is in good condition, a red signal will be seen through the transparent window on the indicator when the engine is running and will disappear when engine is stopped. However, if the element is choked, then the red signal will remain ‘ON’ even after engine is stopped. This is an indication that the main filter element must be removed & cleaned or replaced. NOTES : 1. If engine performance is poor, but restriction is still within limits, do not change the element. The air cleaner is probably not at fault. 2. To get those extra service hours out of air cleaner element. make sure the air inlet is away from any heavy dust clouds caused by operation. Also, make sure that exhaust carbon cannot enter the air cleaner. iv) • Discharge the dust vacuator valve 1 by pressing apart the lips of the vacuation slot, applying pressure as indicated by the arrows. 2) Rapping, Tapping or Pounding dust out of them is dangerous. Severe damage to the filter will result! Fig 5.4/5 D-45 D-5
MANUAL - DIESEL ENGINES
z
Clean the vacuation slot time to time.
z
Remove any cakes of dust by pressing together the upper part of the valve.
z
Make sure that vacuator valve is not damaged, if required change it. Also, check the condition of cup t sealing, replace if necessary.
iv) Carefully check new or properly cleaned element for damage before installing. Conduct a light test by ing the light through element as shown in Fig 5.4/8. If there is any crack in the element, the light will through it. In that case replace the element.
v) Cleaning of Filter Element : Cleaning of filter element is to be done only when a restriction indicator shows a red signal even after the engine is stopped. For cleaning proceed as followsi)
Loosen the mounting band of the dust cup, remove the wing nut of the element and take out the outer element for checking and cleaning.
ii)
Use a damp cloth to wipe out all excess dust in the air cleaner. (Fig 5.4/6). Similarly clean the dust end cover.
Fig 5.4/6 iii) Thorough cleaning of the fitter element with compressed air is recommended. Clean the element from inside to outside using the pressurised air pipe. (Fig 5.4/7)
Fig 5.4/7 1) Too much air pressure can break the filter paper and destroy the element. (Max. Air Pressure 3.5 kg/cm2) D-46 D-4
Fig. 5.4/8 v) Inspect the rubber sealing ring at the end cover of the element. In case the seal is damaged, replace the filter element. (Fig 5.4/9)
Fig 5.4/9 vi) The inner element (safety element) is not to be removed, when the main element is removed for cleaning / replacement. It should be replaced by a new safety element after every three changes of the main element.
Fig. 5.4/10 vii) Replace the cleaned or new element in the air cleaner body and reinstall the end cover, making sure it seals 360° around the air cleaner body. Reset
MANUAL - DIESEL ENGINES
the restriction indicator by pressing the button at the top. 5.4.5 Series Air Cleaners System For certain applications involving extremely dusty environment, we recommend use of series Air Cleaner system; i.e. oil bath air cleaner in series with the dry type air cleaner. Air for engine combustion first es through an oil bath air cleaner and then through dry type air cleaner to the engine. As a result, major portion of the dust (especially the heavy particles) is trapped in the oil bath air cleaner, thereby considerably extending the life of the filter element in the dry type air cleaner. The sizes of the air cleaners and their relative positions will be recommended by KOEL, for a particular application. This is important to keep the overall airflow restriction within limits and to avoid oil ‘carry over’ from the oil bath air cleaner into the dry type air cleaner.
Never check / retension / renew V-belts while engine is running ! Refit V-belt guard, if provided. 5.5.2 Renewing Blower V-Belts z
To renew V-belts, push belt tensioning unit (automatic belt-tensioning) (1) inwards and remove V-belt (Fig 5.5/2)
z
Place on new V-belts.
Maintenance: Follow the procedures as described earlier for oil bath air cleaner and dry type air cleaner. In no event use petrol (gasoline) or any hot liquid for washing the filter element of Dry type air cleaner.
Fig. 5.5/2 5.5.3 z
In the event of V-belt rupture, the pressure pin (1) of V-belt failure switch (if provided on engine) is actuated by the automatic belt tension unit and an audible or visual alarm is initiated through control .
z
Make functional test by pressing-in pin (1) (Fig 5.5/3)
5.5 BELT DRIVES 5.5.1 Checking V-Belts z
Inspect V-belts over whole length for damage or cracks. Renew damaged or cracked v-belts.
z
Check by pressing with the thumb midway between the pulleys to see whether the belt deflects inwards by not more than 10 to 15 mm. (Fig 5.5/1)
z
If necessary retension V-belt, see 5.5.4.
Checking Alarm System (for HA only)
Fig. 5.5/3 Never make functional test while engine is running ! Fig. 5.5/1 D-47 D-5
MANUAL - DIESEL ENGINES
5.5.4 Retensioning Alternator V-belt z
Loosen the bolts which fix the alternator on mounting bracket. Also, loosen the bolt on tension adjusting lever.
z
Adjust the desirable tension by pushing the alternator outwards with the help of bar and tension adjusting lever.
z
Retighten all the bolts firmly.
Fig. 5.6/1 Then continue turning the crank shaft through 360° (one complete revolution). z Insert a feeler gauge of 0.15 mm in the gap between rocker arm toe and valve for both inlet and exhaust. The valve clearance is correct when the filler gauge can be inserted with a slight drag. Failing this, the valve clearance must be readjusted as follows Adjusting valve clearance z Loosen lock nut of adjusting screw through one or two turns and adjust the screw with screw driver so that, when locknut is retightened, the feeler gauge of 0.15 mm can be inserted and with drawn with slight drag. (Fig 5.6/2). z Check the valve clearances of each of the remaining cylinders and readjust, if necessary. z
Fig. 5.5/4 5.5.5 z
Retensioning Blower V-Belts
An automatic belt tension unit is used for blower Vbelts. Ensure that the belt tension unit is properly fitted and maintains desired tension.
5.6
ADJUSTMENTS - VALVE
5.6.1
Checking & Adjusting Valve Clearances
The valve clearance is the requisite gap between the rocker arm toe and valve stem end. Engine performance and power output depend on its correct setting which can be done by a skilled mechanic according to the instructions below Checking Valve Clearance z
z z
Check clearance when engine is cold. (at room temperature) Remove rocker cover. Turn crankshaft until the valves of the cylinder (on which the clearance is being checked) are “overlapping” (exhaust valve about to close , inlet valve about to open).
D-48 D-4
Fig. 5.6/2
MANUAL - DIESEL ENGINES
z
Do not change the setting of oil metering screw unless required. With hot engine running at idling, an oil flow to pad at rocker arm must be just noticeable. An excess oil flow can lead to higher oil consumption.
5.7
z
For cleaning, blow the pressurized air through radiator fins in the reverse direction of the flow of radiator fan (Fig.5.3.2). Do not spill water on radiator fins.
MAINTENANCE OF COOLING SYSTEM (For water cooled engines only)
Engine cooling system contains radiator, fan, water pump and temperature controller i e. thermostat. The engine control consists of water temperature gauge. High water temperature stop for engine safety could be provided as an optional. Figure 5.3-2 direction of air for cleaning fins Flushing the radiator Flush the radiator inside after every 1000 hours or once in a year whichever is earlier. This period is applicable for clean soft water. If the water is hard and saline, the flushing is to be done after every 500 hours or even earlier depending upon the type of water. In order to prevent the rust formation use rust preventive compound. To flush, top up the radiator with clean fresh water and run the engine on no load till it reaches working temperature. z
Figure 5.3-1 5.7.1
Radiator
Check coolant level in the radiator every day before starting the engine Remove the radiator cap and fill coolant through radiator neck until it spills out of overflow pipe fitted on radiator (Fig.5.3.1). Refit radiator cap firmly.
While the engine is still running, open the drain cock of radiator and allow the water to flow out. This will wash away any impurities embedded in water ages. With engine still running, keep on adding fresh coolant for at-least 5 minutes. Stop the engine and discontinue adding fresh water. Then drain the radiator completely. Do not use concentrated SODA LIME to clean the cooling system because it could corrode Aluminium parts.
z
Check the radiator hoses and connections. Replace the damaged hoses and tighten (he connections.
z
Do not open radiator cap while the engine is running or hot. The cooling system is under pressure. Danger of burning body skin!
z
Add coolant only when the cooling system is cold. The temperature difference between the coolant in the engine and the coolant being added must not exceed 50 °C.
z
Cleaning the radiator fins
A thermostat having single element is used in the water circuit. Thermostat is provided to attain working temperature quickly during warm-up period and maintains desired temperature of coolant during running of the engine.
z
Clean the radiator fins after every 1000 hours. (Under very dusty conditions, this is to be done if coolant overheating is observed)
Normally thermostat does not require regular maintenance. Its operation shall be checked if sudden deviations from the specified coolant temperature
5.7.2 Thermostat
D-49 D-5
MANUAL - DIESEL ENGINES
occurs. Visual inspection will reveal whether or not the element rests in its seat i.e. whether or not close tightly (Fig.5.3.3).
z
If no such elements are provided, the alternative method is to insert a clean wooden stick into the cell, until it touches the top edge of lead plates. (Fig/ 5.7/2)
The electrolyte should wet the stick over a length of about 10 to 15 mm If the electrolyte level is low, top-up with distilled water only. z
Figure 5.3 3 the thermostat element seal
C) Checking Specific Gravity of Electrolyte : Check the specific gravity of electrolyte with a hydrometer, five minutes after adding distilled water.
5.8 MAINTENANCE OF ELECTRICAL EQUIPMENT 5.8.1 Battery A) Checking Battery and Lead Connections : z Keep the battery clean and dry. Use damp cloth for cleaning. z Wash the corroded terminals (+ and -) with ammonia solution consisting of 115 gms (1/4 pound) of baking Fig. 5.7/1 soda added to one litre (one quart) of water. Ensure that the cleaning solution does not enter the cell through the vent holes. z After cleaning, flush the outside of the battery, the battery compartment and the surrounding area with clean water. After cleaning ensure that all the vent holes are open. z When reconnecting, ensure good of the terminals. Tighten clamping bolts firmly. z Apply a film of acid-free and acid-proof grease or petroleum jelly on terminals. B) Checking Electrolyte Level : z Remove cell caps z If electrolyte test elements (pegs) are provided, the level should be high enough to wet the bottom of these.
z
Measure the specific gravity of electrolyte in the individual cells with a commercial hydrometer. (Fig 5.7/3)
z
The measured valves (Table below) indicate the state of charge of the battery.
z
Charge the battery if the reading is below the values given in the table.
Fig. 5.7/3 Specific Gravity (kg/l)
z
Fig. 5.7/2 D-50 D-4
Replace the caps.
State of charge
Normal
Tropics
1.28
1.23
Fully charged
1.20
1.12
Half charged, Recharge
1.12
1.08
Discharged, Charge up immediately.
For hints on battery care in winter, see 3.4.1
MANUAL - DIESEL ENGINES
z
For hints on battery storage, read enlisted below :
z
1. The gases emitted by the battery are explosive! Avoid formation of sparks in vicinity of battery, keep naked lights away ! 2. Do not allow acid to come into with the skin or clothing ! Wear protective goggles ! 3. Do not place tools on battery. Danger of short circuit! 5.8.2 Starter Motor z Ensure that the mounting bolts are securely fastened and all electrical connec-tions are clean and tight. Cables should be examined for fractures, particularly where the strands enter the terminal lugs. z Check the brushes. They must be renewed if worn to approxi-mately 10 mm (for 2 & 3 cylinder engines, 2SM114) and 13mm (for 4 & 6 cylinder engines, 3SM127) which is half of the original or to a point where springs no longer provide effective pressure. Brushes must always be replaced in sets and with the correct grade. z
Check the brush spring balance as shown in Fig.5.7/4.
Check the drive assembly for free movement over the shaft splines. If necessary, smear grease over the shaft splines to enable the drive assembly to move freely. (frequency once in 3 months.)
5.8.3 z
Check the brushes. Renew the brush and spring assemblies, if the overall length of the brushes are worn to less than 10 mm. If brushes are satisfactory but require cleaning, use a petrol moistened cloth.
z
The slip ring surfaces should be clean and smooth. If slip rings are burnt and require refinishing, the surfaces may be cleaned with a piece of very fine emery paper.
z
Check bearings and renew if worn.
z
Check belt tension, readjust if necessary (see 5.5.1 & 5.5.4)
z
Check the battery condition, (see 5.7.1)
z
Keep the alternator reasonably clean and ensure that ventilation slots or air spaces are clear and unobstructed. Check mounting bolts for tightness. A slack belt will rapidly wear and because of slip may not drive the alternator at the required speed. Too tight a belt will impose severe side thrust on the bearings and seriously shorten their life.
The spring pressure should be as follows0.965 to 1 -080kg (for 2 & 3 cylinder engines) 1.220 to 1.580 kg (for 4 & 6 cylinder engines) If the pressure is not within the above limits, renew the springs in set and not individually. z
z
Alternator
5.9
Additional Maintenance Jobs
5.9.1
Cleaning Exhaust Silencer
Knock out soot from exhaust silencer and clean the exhaust piping. Fig. 5.7/4
Check the commutator surface. It should be clean and entirely free from oil, any trace of which should be removed by pressing a dry fluffless cloth against the commutator while the armature is hand rotated. It the surface is dirty or badly discoloured, clean it with a strip of fine emery. Remove all traces of dust and abrasive using compressed air. The starter does not require lubrication from outside, since it is equipped with sealed type bearings on 3SM 127 type, while phosphor bronze bushes which are pre-lubricated are used for 2SM 114 starter.
5.9.2
Checking of Fasteners
Check & Tighten-up the fasteners for following z z z z z z z z z
Air intake manifold Exhaust manifold Exhaust piping Lube oil sump Front cover Hose clip for air cleaner Lube oil filter mounting Engine mountings Fuel connections D-51 D-5
MANUAL - DIESEL ENGINES
5.10
Top and Major Overhaul Periods
6. TROUBLE SHOOTING AND REMEDIAL MEASURE
The top overhaul (servicing of combustion system) and Major Overhaul Periods are estimated as 3000 and 9000 running hrs. respectively. This estimation is based, provided the engine is maintained properly as per the instructions given in this Manual.
z
Operating troubles are often due to improper operation or maintenance of the engine.
z
In the event of trouble, always check whether the operating and maintenance instructions have been strictly followed.
The duration of the operating period before overhaul will depend entirely on the maintenance and service given to the engine, quality of lube & fuel oils used, type of environment and engine load cycle. Hence, the above estimated overhaul periods are to be referred as general guidelines.
z
An appropriate diagnosis chart is given on the next page.
z
If you are unable to identify the cause of the trouble or to put it right yourself, our authorised Service Dealer.
D-52 D-4
MANUAL - DIESEL ENGINES
TROUBLE SHOOTING Trouble
Cause
Redress
Engine does not start.
No fuel in tank.
Fill in fuel, vent fuel system.
Air in fuel system.
Vent fuel system.
In sufficient speed of starter.
Charge batteries.
See above or the ready to start signal lamp does not light.
Of above, or change lamp.
Defect of series resistor solenoid valve, or flame heater plug.
Consult authorised workshop.
Paraffin precipitation of fuel
Heat up fuel pipings, Change filter.
Fuel tank cock closed.
Open cock.
Dirt in primary fuel cleaner or in fuel filter.
Clean or change filter cartridge respectively.
No fuel in tank, no conveyance of fuel.
Fill in fuel, vent fuel system, inspect correct operation of fuel pump, replace if necessary, and check safe venting of tank.
Water or dirt in fuel system.
Clean fuel tank, fill in clean fuel replace filter, and vent fuel system.
Interruptions of air supply or heavy jamming of air filter.
Inspect, replace if necessary, or clean.
Air in fuel system.
Vent fuel system.
Fuel filter jammed.
Change filter.
Starts of fuel supply missed.
Reset start of fuel supply.
Defect of exhaust brake.
Inspect and repair.
Retorted and start of fuel supply.
Set correct start of fuel supply.
Engine is still cold.
Permit engine to heat up in operation.
Miss setting of fuel injection system.
Check start of fuel supply. Inspect injectors.
Engine does not start at temperatures below 0°C.
Engine starts up but stop after brief time.
No power and misfiring of engine
Engine emits white or bluish fumes.
D-53 D-5
MANUAL - DIESEL ENGINES
Trouble
Cause
Redress
Engine emits black fumes.
Engine is overloaded.
Reset fuel injection system, consult workshop.
Air filter jammed.
Change air filter element.
Fuel injection piping loose or broken
Tighten fuel injection piping or replace it, respectively.
Starts of fuel supply too early.
Set correct start of fuel supply.
Mis-setting of valve air gaps
Adjust correct valve air gaps.
Mechanical defects of engine.
Consult authorised workshop.
Slipping of V-belts.
Tighten or replace V-belts.
V-belts broken.
Replace V-belts.
Defect of temperature governor.
Emergency operation; forced opening of valve plate.
Defect of temperature Controller.
Peform electrical check of temperature controller.
Lack of coolant.
Fill in coolant.
Radiator is dirty.
Clean radiator.
Mis-setting of fuel supply.
Set correct engine in fuel supply.
Intake or exhaust system jammed.
Redress cause of trouble.
Heavy dirt accumulation on cylinder elements.
Consult workshop.
Irregular speed of engine.
Defect of speed governor.
Inspect fuel injection pump and governor.
Excessively high fuel consumption.
Mis-setting of fuel injection system.
Check fuel injection system.
Leakage in fuel system.
Check.
Injection of excessively great fuel quantity engine emits black fumes.
Have fuel injection pump adjusted by specialised workshop.
Heavy knocking of Engine.
Engine grows excessively hot.
D-54 D-4
MANUAL - DIESEL ENGINES
Trouble
Cause
Redress
Leakage of solenoid valve of cold starting device.
Replace solenoid valve.
Jammed air filter.
Replace air filter.
Engine is worn.
Consult authorised workshop.
Defective exhaust brake.
Consult workshop.
Jammed paper filter cartridge.
Replace paper filter cartridge.
Deficient oil level.
Check and add oil.
Pressure gauge or pressure gauge tube loose or defective.
Inspect and replace or tighten.
Leakage in oil system.
Check.
Improper lube oil (viscosity).
Check brand of oil.
Defect of control valve for cooling of pistons.
Replace valve.
Heavy wears of bearings.
Consult authorised workshop.
Leakage in oil system.
Inspect pipings, filters, and ducts for tightness.
Excessively high oil level.
Defect of air filter system, and cooling of pistons, consult authorised workshop.
No dirt deposits centrifugal filter.
Rotor jams.
Inspect rotor bearings, Inspect oil supply to rotor.
Heavy blowing from venting hose of engine.
Excessively high oil level, damages of cylinder elements.
Adjust oil level, consult authorised workshop.
No air supply from piston or compressor.
Defect of cylinder element or of valve plate.
Consult authorised workshop.
Battery charging signal lamp alight while ignition is switched off.
Defective insulation in fanned cable.
Consult authorised workshop.
Very low oil Pressure.
Increase in lube oil consumption
D-55 D-5
MANUAL - DIESEL ENGINES
Trouble
Cause
Redress
Battery charging signal lamp does not light up when ignition is switched on.
Defect of signal lamp.
Replace signal lamp.
Interruption of D* governor and generator.
Plug in connector.
Battery discharged.
Change battery.
Broken V-belt.
Replace V-belt.
Defective alternator.
Inspect or consult workshop.
Heavy boiling of battery.
Defective governor, excessive resistance of negative polarity across brush holder and end shield bearing of generator.
Consult authorised workshop.
Starter does not run.
Battery discharged.
Charge battery.
Deficient speed of starter.
Starter terminal voltage too low.
Check battery cells, recharge battery.
Oxidized or loose terminal connections.
Clean and fasten terminals.
Carbon brushes jam or are worn.
Clean or replace brushes.
Battery charging signal lamp alight during normal operation.
D-56 D-4
MANUAL - DIESEL ENGINES
6.2 USEFUL TIPS FOR TURBO-CHARGERS 6.2.1
Tampering of fuel pump and ignition system is prohibited as it may result in engine as well as turbocharger damage. Changes in boost pressure control of the turbocharger (where applicable) may result in reduced engine life. Use only the air filter recommended by the engine manufacturer. Use only the oil filter recommended by the engine manufacturer. Use only the charges air cooler (where applicable) recommended by the engine manufacturer. Changes in the exhaust system are not recommended. Use original gaskets and connecting pipes.
6.2.2 Periodical Inspection of Turbo Charger. Application : Genset application Inspection job : Check rotar freness. Every 1200 Hours. Clean T/C if dirt or carbon deposited on compressor & turbine wheel every 1200 hours & 2400 hours. Renew overhauler kit every 3000 hours. 6.3 RECOMMENDATION FOR OPERATION AND MAINTENANCE 1. z
z
2. z
z z
Special attention should be paid to : Operation Recommendations Engine should not be put under full load immediately after start. We recommend the engine to be run at idling speed for a short time (60 seconds). Warm up the engine under medium speed & load. After the engine has been operating at full toad for a longer period of time, we recommend a short idling time before switching off (60 seconds). Maintenance Recommendations Turbochargers and boost pressure control valves do not require any maintenance. Engine oil has to be changed regularly. Maintenance work has to be carried out regularly on the oil filter and air filter systems.
Checks have to be made on the oil, air and exhaust piping, as well as, on all other connections and seals, to ensure that they are still tight and no damage has occurred. z When carrying out maintenance work on the engine (e.g. adjusting valves), in most cases the piping leading from or to the turbocharger must be removed. Close the piping opening on the turbocharger. Before fitting, clean the piping carefully. z When fitting the turbocharger to the engine, fill the central housing with clean oil and before fitting make absolutely sure that all piping connected to the turbocharger is cleaned carefully. If this advice is followed a turbo charged engine has, from our experiences the same life span as a naturally aspirated engine. z
6.4 DO’S AND DON’T’S FOR SATISFACTORY FUNCTIONING OF TURBOCHARGER DO’S
Regular change of engine oil/oil filters.
Regular change/cleaning of air filter element.
Check for oil pressure at engine idling condition Minimum oil pressure to be as per engine manufactures recommendation during idling.
Idle the engine for 60 seconds after starting the Engine.
Idle the engine for 60 seconds before switching off the engine.
Periodic cleaning of crankcase breather is necessary to allow free flow of oil from turbocharger outlet.
Regularly check all air, oil and exhaust connections for leaks and abnormal dust/oil/carbon build up. DON’TS
Don’t run the engine with low oil pressure.
Don’t put the engine under full load immediately after starting.
Don’t switch off the engine under full load.
Don’t run the engine with damaged oil feed & drain pipes, pipes between air filter and turbocharger and as well as exhaust pipes.
Don’t open the Turbocharger yourself. Please the authorized dealers for any turbocharger problems. D-57 D-5
MANUAL - DIESEL ENGINES
7. INSTRUCTION MANUAL FOR ELECTRONIC GOVERNOR
ELECTRONIC GOVERNOR Electronoc Governor consists of three components. z Electric Actuator - Connected to engine fuel pump & controls the fuel quantity delivered to the engine. z Electronic Speed Control Unit - Compares the existing engine speed with desired speed & sends corrective signals to the electric actuator. Magnetic Speed Sensor - Measures the engine speed by sending a proportional frequencu signal to the speed control unit. z
D-58 D-4
The system does maintains any desired speed very accurately, independent of engine load. the system offered is highly reliable with consistant accuracy & simplicity of adjustment.
The speed control unit is factory set. It is recommended that not to disturb the settings.
MANUAL - DIESEL ENGINES
SYSTEM TROUBLESHOOTING SYSTEM INOPERATIVE If the engine governing system does not function, the fault may be determined by performing the voltage tests described in steps 1 through 6. Positive (+) and negative (-) refer to meter polarity. Should normal values be Indicated during troubleshooting steps, then the fault may be with the actuator or the wiring to the actuator. Tests are performed with the battery power on, engine off except where noted. See actuator publication for testing details.
Step
Terminals
Normal Reading
Probable Cause of Abnormal Reading
1
E (+) & F (-)
Battery Supply Voltage 12 or 24 VDC)
1. DC battery power not connected. Check for blown fuse. 2. Low battery voltage. 3. Wiring error.
2.
A(+) & B (-)
0-3.9 with speed trim 7.1-7.9 without speed trim
1. Speed trim shorted or miswired. 2. Defective unit.
3.
C(+) & D(-)
1.0 VAC RMS min., while cranking
1. Gap between speed sensor and gear teeth too great. Check gap. 2. Improper of defective wiring to the speed sensor. Resistance between C and D should be 300 to 1200 ohms. 3. Defective speed sensor.
4.
E(+) & H(-)
0.8-1.5 V while cranking
1. Wiring error to actuator. 2. Defective speed control unit. 3. Defective actuator.
D-59 D-5
MANUAL - DIESEL ENGINES
7.
ENGINE PRESERVATION Preservatives and Preservation procedure is recommended for engine when it is to be kept idle (out of use) for prolonged period (more than 12 months).
7.1 Recommended Preservatives MANUFACTURER
ENGINE LUBE OIL & FUEL SYSTEM
UNPAINTED FERROUS METAL PARTS
BHARAT PETROLEUM
Bharat Preserve Oil 30
Bharat Rustrol 152
HINDUSTAN PETROLEUM
Autoprun T 120
Rustop 274
INDIAN OIL CORPORATION
Servo Preserve 30 Servo RP 125 OR Servo ‘RUN-N’ oil 30
CASTROL INDIA
——
VEEDOL TIDE WATER OIL CO.
Veedol 30/40
Rustilo DW 904 OR DW 901
Using H.S.D. fuel, run the engine at approximately 70% of maximum rated speed with ‘No’ load for 5 minutes to warm up the engine ( in case of fixed speed engines like engine for Genset, it can be run at rated speed).
b)
After stopping the engine, drain lube oil from sump and refill with suitable preservative oil as mentioned above.
c)
Run the engine on ‘No’ load for 3 minutes. During this time the preservative will be circulated throughout the lube oil system of engine. Stop the engine and disconnect diesel fuel supply to fuel pump inlet. For engine speed refer point 7.2 (a).
d)
Prepare a solution Diesel + Preservative Oil (5:1 ratio) in a separate tank and connect fuel line from this tank, directly to fuel pump inlet ensuring gravity feed (by- fuel filter).
e)
Electrically crank the engine tilt it fires ( in case of purely hand start engine, hand - crank the engine using decompressor lever, till it fires) and let it run for 30 seconds. During this time the diesel in fuel pump gallery and high pressure pipes will be
D-60 D-4
Engine speed during above running z
In case of variable speed engine - 800 to 1000 rpm
z
In case of fixed speed engine - Rated speed at ‘No’ load. (Genset, Pumpset etc.)
f)
Close the air inlet manifold (for the air cleaner inlet) and crank the engine by starter for 5 to 10 seconds. (In case of purely hand start engine, it should be hand cranked using the decompressor lever). This will ensure coating of Diesel + Preservative oil on the combustion chamber surfaces.
g)
Drain preservative oil from oil sump, reinstall drain plugs and reconnect fuel filter into the fuel pipe line.
h)
Treat all unpainted external ferrous metal parts with two coats of suitable rust preventer as recommended in 7.1, allowing sufficient time for the first coat to thoroughly dry before applying second coat.
i)
All vents i.e. engine inlet pipe, exhaust pipe, air cleaner inlet, crankcase breather etc. to be carefully sealed with water proof paper and water proof adhesive tape.
j)
Dipstick on engine to be sealed in place, with water proof adhesive tape.
Veedol ruspro IT
7.2 Preservation Procedure a)
displaced by Diesel + Preservative Oil mixture. Stop the engine.
NOTE :
DO NOT ROTATE CRANKSHAFT AFTER ABOVE MENTIONED OPERATIONS.
k)
Loosen ‘V belts tension.
l)
Battery for engine starting, if provided, should be disconnected and stored in a cool, dry place after ensuring the electrolyte level, refill with distilled water, if necessary. It is recommended to recharge the battery every 30 days.
m)
Tag engine to indicate that it has been treated with preservatives, and should not be turned over until ready to run, due to possible reduction of protective film. The tag should show the date of treatment and validity date.
n)
It is preferable to warp the engine in polyethylene bag and store in dry shade. Periodically inspect the engine for rust or corrosion and take corrective action if any.
MANUAL - DIESEL ENGINES
o)
If the engine is to be stored unused for more than 12 months, repeat the above procedure completely, after every 12 months.
7.3 Commissioning of Preserved Engine a)
Remove all the sealing tapes / papers from various openings.
b)
Remove the Rust Preventive coating from those unpainted machined surfaces which are interfacing surfaces for the driven equipment. This can be done using NC Thinner.
c)
Fill recommended grade of lub. oil in the oil sump upto the ‘Top’ mark of the dipstick. For oil filling quantity see 2.4.4.
d)
Readjust the V-belt tension after checking the condition of V-belt (s), replace, if necessary (see 5.5 ).
e)
Reconnect a fully charged battery to recommended voltage and Amp-hr capacity ensuring correct polarity connection (where applicable). The engine is now ready for reuse. Follow the instructions given in section 3 before starting the engine.
7.2 TIGHTENING TORQUES To prevent faulty assembly, following information on tightening of high tensile bolts is important. The bolts are to be tightened in stages as specified in the table below. For connecting rod bolt and main bearing cap bolt use angle torque method with the help of goniometer. The tightening angles for these two bolts are particularly important, hence Fig. 7.1 indicates the various angles can be readily obtained by comparison with a clock face.
Fig 7.1 Tommy bar is to be clamped in the tool slot and specified angle is to be turned with reference to the initial graduation on outer dial of the tool or a relation of hex head of bolt can be referred. NOTE : 1. Lubricate threads and seating face of bolt with engine oil before it is assembled. 2. Screw the bolt by hand till it is engaged upto the seating face. 3. Apply initial torque and tighten the bolts according to the angles/torques in stages as specified in the “Tightening table”. 4. In case of replacing main and big end bearings/overhaul/piston seizures, fit new bolts for main bearing cap and connecting rod cap. 1 Nm = 0.102 kgm = 0.74 Ib.ft. D-61 D-5
MANUAL - DIESEL ENGINES
Table 8.0 TAPPET CLEARANCES (in cold condition only) Engine Type
Inlet
Exhaust
HA
0.15 mm
0.15 mm
R1040 / R1080
0.25 mm
0.30 mm
SL 90
0.45 mm
0.40 mm
TIGHTENING TECHNIQUES & INSTRUCTIONS TIGTHENING TORQUE BY ANGULAR METHOD FOR BOLTS ( SCREWS , NUTS) HA Series. - Annexure 1 Sr. No.
DESCRIPTION
SIZE
INTIAL TORQ.
1st Stage
2nd Stage
3rd Total Stage Angle
REMARK
30 Nm
45
45
45
165
Type 12.5 quality.
M12x 1.5x 55
30 Nm
30
60
-
90
Type 10.9 quality.
1
Cylinder head bolt
2
Connecting rod bolt
3
Bearing cap bolt
M14x110
30 Nm
45
60
-
105
Type 10.9 quality.
4
Intermediate gear bolt
M10x60
30 Nm
60
-
-
60
Not applicable
5
Balance weight bolt
M12x 60
30 Nm
30
30
-
60
Not applicable
6
Flywheel Bolt
M10x1x35
30 Nm
30
60
-
90
Type 10.9 quality.
7
Flywheel Bolt
M10x1x40
30 Nm
30
60
-
90
Type 10.9 quality.
8
Flywheel Bolt
M10x1x45
30 Nm
30
60
-
90
Type 10.9 quality.
9
Flywheel Bolt
M10x1x50
30 Nm
30
60
-
90
Type 10.9 quality.
10
Crank Pulley Bolt
M24x2x110
30 Nm
210
-
-
210
Type 10.9 quality.
11
Cooling Blower bolt.
M12x140
30 Nm
30
60
-
90
Type 8.8 quality.
12
Cooling Blower bolt ( HA 694)
M12x180
30 Nm
30
60
-
90
Type 8.8 quality.
13
Nut for fuel injector
M10x1.5
-
-
-
-
-
25 Nm
Note : In case of replacing main and big end bearings / overhaul / piston seizures, fit new bolts for main bearing cap and connecting rod cap. 1 NM
D-62 D-4
= 0.10197162 kgm = 0.73756215 ib.ft.
MANUAL - DIESEL ENGINES
Table 8.2 : TIGHTENING TORQUES FOR R1040 / R1080 ENGINE FASTENERS Sr. No.
Description
Initial Torque kgm
Tightening Method Angle/kgm Torque
Total Angle /
1
Bolt for balance weight (M12 X 1.75X60 mlong 10.9)
3
Stage 1 30°
Stage 2 30°
Stage 3 -
60°
2
Bolt for Main bearing cap (M12 14 X 2 X 128 mm long 10.9)
3
60°
45°
-
105°
3
Bolt for Connecting rod (M 12X1.5X55 mm long 10.9)
3
30°
60°
-
90°
4
Bolt for crank pulley (M24X2 X 11 Ommlong 10.9) - With power take off . - Without power take off
5 5
25 25
50 48
73 -
73kgm 45kgm
5
Bolt for flywheel (M10 X 1 X 45 mm long 10.9
3
30°
60°
-
90° 8kgm
6
Bolt for flywheel housing (M12X1.75X40 mmlong 10.9)
-
-
-
-
5kgm
7
Nut for injector stud M 10
-
-
-
-
3kgm
8
Nut for fuel pump hub M 14
-
-
-
-
8kgm
9
Bolt for cylinder head (12 X 1.75 X m long 12.9) For sequence of tightening torque refer attached sketch
3
90°
75°
-
165°
10
All M8 X 1.25 screws/boIt 8.8
-
-
-
-
2.5kgm
11
AII M10 X 1.5 screws/bolts 8.8
-
-
-
-
3.5kgm
N.B. - For all series z z z z z
Apply initial torque & tighten the bolts according to the angles/torques in stages as specified in the tightening table above in annexure 1,2 & 3. Threads & seating faces of fasteners to be cleaned & wetted with engine oil , before assembly. In case of replacing main or C.R.Bearings /overhaul/piston seizures , replace new bolts for main bearing caps & connecting rod cap bolts. As per international standards all M8 x 1.25 screws/bolts of 8.8 quality must be applied torque of 2.5 Kgm. As per international standards all M10 x 1.5 screws/bolts of 10.9 quality must be applied torque of 3.5 Kgm. 1 NM = 0.10197162 kgm = 0.73756215 ib.ft.N.B - For all series
D-63 D-5
MANUAL - DIESEL ENGINES
Table 8.3 : TIGHTENING TORQUES TIGHTENING TABLE ‘SL 90 Series’ Fastener
Size
Initial torque (Nm)
Tightening method Torque wrench Angle of rotation Final torque (Goniometer)
Stage I
Stage II
Stage III
Stage II
Stage III
Stage IV
Cylinder head bolt - Short - Long
M14 X 139 M14 X 159
50 50
100 100
140+10 140+10
— —
— —
— —
Connecting rod bolt
M 16 X 1.5 X 73
50
210+10.5
—
65° + 5°
—
—
Main bearing cap bolt
M16 X 150
60
270+13.5
—
45°
30°
30° +10°
Intermediate gear bolt
M14 X 1.5 X 65
—
170+10
—
—
—
—
Balance weight bolt
M 16 X 50
—
258+8
—
—
—
—
Flywheel bolt
M16 X 45
—
240+10
—
—
—
—
Crank pulley bolt
M20 X 1.5 X 65
—
300+10
—
—
—
—
Fly wheel housing bolt
M12 X 55
—
105+5
—
—
—
—
Rocker bolt
M 10 X 80
—
60+10
—
—
—
—
Nut for exhaust manifold
M 10
—
50+10
—
—
—
—
Nut for fuel injector fork
M10
—
30+5
—
—
—
—
N. B. 1. Apply initial torque and tighten the bolts according to the angles / torques in stages as specified in the ‘Tightening table.’ 2. In case of replacing main and big end bearings/overhaul/piston seizures, fit new bolts for main bearing cap and connecting rod cap. 1 Nm = 0.102 kgm = 0.74 lb. ft. D-64 D-4
MANUAL - DIESEL ENGINES
SECTION E INDEX 1.
Alternator IIIustrations
5
2.
General Information
6
3.
Electrical Checks
8
4.
Standard Reference condition
6
5.
Do’s & Don’ts
6
6.
Maintenance
6
7.
Brushless - Exploded Illustrations
6
8.
Brushtype - Exploded Illustrations
7
9.
Part-List
8
10. Brushless - Exploded Illustrations
11
11. Brushtype - Exploded Illustrations
13
12. Patt List
23
E-3
MANUAL - ALTERNATOR
NOTES ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. E-4
MANUAL - ALTERNATOR
KIRLOSKAR GREEN ALTERNATORS 3
4
1
2
5
2
3
1
7
5
8
4
Fig. E-1
Fig. E-2
KG BRUSHLESS ALTERNATOR
KG BRUSH TYPE ALTERNATOR
1
Coupling Disc.
1
DE Shield
2
DE Vent Cover
2
Slotted surround cover
3
Terminal Board and
3
Shaft
4
Terminal Box Cover
4
Fan
5
Starter Assly.
5
Eye bolt
6
Terminal box with LID
7
Excitation (CX) Unit
8
Magnet Frame (Body)
6
NOTE : Depending on which alternator you have in your KGPI genset (please refer our sales office / service dealer) you must refer the illustrations of the same shown above. Only the serviceable parts are illustrated on the surface of both the alternators above.
E-5
MANUAL - ALTERNATOR
1.0 GENERAL INFORMATION The Kirloskar Green Alternators are manufactured using the most accurate methods of design, construction and test. Their characteristics, if properly used, ensure a continuous working and a very prolonged trouble free life. For the best use of Kirloskar Green Alternators. Please follow these instructions carefully. 1.1
z z z
1.5
SPECIFICATIONS : Kirloskar Green Alternators are self excited, self regulated and supplied with Electronic Voltage regulator. They comply with the following International/Indian Standards : z
ISO
:
9001
z
BS
:
5000
z
IS
:
4722 & 13364
z
CSA
:
Canadian Standard Association (1995)
1.2 MECHANICAL FEATURES z Low Weight. z Very Compact. z Steel Body & C.I. End Shields. z Life Lubricated Sealed Ball Bearings at both the ends. z Screen Protected: IP 20 (S). z Optional: IP 21 (S), IP 23 (S) & IP 44 (S) can be provided. z Self Ventilated. z Rotating Parts are Dynamically Balanced. 1.3 ELECTRICAL FEATURES z Single / Three Phase, 240 Volts / 415 Volts output at 50 Hz. z Class ‘F’ Insulation. z Steady State Voltage Regulation of ±1%. z Current Compounded Self Excitation System. z Lower Harmonic Content of less than 3%, at no load. z Power Factor 0.8 Lagging. z Phase Sequence is U-V-W when rotated Clockwise viewing from DE side. 1.4 NORMAL OPERATING CONDITIONS (AS PER IS 13364 & IS 4722) z Altitude Less than 1000 m. E-6
z
Less than 40° C. 0.8 Lagging. I500 r.p.m. Rated current value as mentioned in the nameplate of alternator
LIMITS FOR SAFE OPERATION : z z
2.0
Ambient temperature Power factor Speed on load Current
Over speed : 20% (1800 rpm for 50 Hz) Over load : 110% of rated value for one Hr.
SAFETY REQUIREMENTS :
Before any cleaning, lubrication or maintenance operation, ensure that the genset is stationary and disconnected from the power supply. While stopping the gen-set, ensure the compliance with the procedure for stopping prime mover. The alternator, in fact has no emergency stop, but is controlled by the device arranged by the installer to stop the prime mover. Before installing the alternator, arrangements must be made to earth the machine in compliance with any relevant electrical regulations. This is the reason why installer must make sure that the grounding system is in good conditions and in compliance with the regulations of the country where the generators will be installed. CAUTION : THE FINAL INSTALLER IS RESPONSIBLE FOR THE INSTALLATION OF ALL THE PROTECTIONS (SECTIONING DEVICES; PROTECTION AGAINST DIRECT AND INDIRECT S, OVER CURRENT AND OVER VOLTAGE P R O T E C T I O N S , EMERGENCY STOP ETC.) NECESSARY FOR THE N.B. :
STOP
MANUAL - ALTERNATOR
MACHINE TO COMPLY WITH THE EXISTING INTERNATIONAL SAFETY REGULATIONS. For handing the unpacked alternators, always use the special eyebolts only, use ropes having a suitable carrying capacity and do not lift the alternator too much from the floor (max. 30 cm.) The operators in charge of the installations, operation and maintenance of the gen-sets must be skilled technicians who know the characteristics of the gen-sets.
No person must wear fluttering cloths (such as scarves etc.) near the machine and any such garment must be fastened with elastic bands at its ends. Alternator must never and for no reason be run with following guards removed : z z z
Terminal box cover Rear cover Fan ventilation guard
Alternators produce heat proportional to the output. Therefore do not touch it if you do not wear antiscorch gloves, and after switching it off, do not touch it until it has cooled down. The operator must always wear work gloves and safety shoes. In case the alternator or whole DG-SET must be lifted from the floor, the operators must wear a safety helmet. Make sure that the gen-set foundations and base frame are suitable to bear the combined weight of the alternator and prime mover.
Even if all machine components are protected, keep away from the gen-set. Do not lean or sit on the alternator for whatever reason. 2.1 DANGER OF SHORT CIRCUIT The degree of protection of the alternator is IP21. Short circuit may occur if liquids (e.g. water etc.) are split onto areas containing electrical parts. 2.2 STARTING AND STOPPING OPERATIONS: All the instrumentation for starting, running and stopping the system shall be provided by the installer.
The alternator should be securely connected and perfectly aligned with the prime mover, otherwise dangerous vibrations may occur resulting in alternator bearing failure.
THE STARTING, RUNNING AND STOPPING OPERATIONS MUST BE CARRIED OUT BY SKILLED PERSONNEL WHO HAVE READ AND UNDERSTOOD THE SAFETY INSTRUCTIONS AT THE BEGINNING OF THIS MANUAL. 2.3 CLEANING :
The machine has been designed to ensure the rated output when it is installed in a room having a max. temperature of 400C and at an altitude not exceeding 1000 meters; in case of deviations please make reference to our technical leaflets.
Prior to approaching or touching the alternator, ensure that it is not live and it is at room temperature; at this stage it is possible to clean it on the out side using compressed air. NEVER USE LIQUIDS OR WATER FOR INSIDE CLEANING. E-7
MANUAL - ALTERNATOR
N.B. : The alternator frame is provided with many fixing holes so that vibration - damping may be applied in the proper position to ensure the best trim of the gen-set. 3.0 MECHANICAL COUPLING : ALTERNATOR FOOT FIXING ON THE DE SIDE IS ON END-SHIELD FOOT. HENCE CARE MUST BE TAKEN WHILE CLOSING THE VENT COVER AFTER TIGHTENING THE BOLT THAT NO MATERIAL SHOULD BE LEFT OUT INSIDE, WHICH MAY CAUSE DAMAGE OF FAN UNDER OPERATION. 4.0 ELECTRICAL CHECKS 4.1 CHECKING THE INSULATION RESISTANCE If the alternator has been stored under damp conditions or has taken a lengthy time in shipment, the insulation resistance should be checked. For this purpose, all external connections and neutral to earth link if any should be removed. A Megger of not more than 500 Volts D.C. should be connected between any one AC output terminal and the magnet frame. In case the test reveals the insulation resistance to be less than 2.0 mega ohms (IR value at room temperature), identify the winding or the component by step by step isolation. CAUTION: IF THE INSULATION RESISTANCE IS LESS THAN 2 MEGA OHMS THEN THE ALTERNATOR SHOULD NOT BE OPERATED. 4.2
ELECTRICAL CHECKS :
tightened. z
The control protection equipment is correctly set.
z
There is no short circuit due to wrong connections either / or in between the terminals of the alternator and the power switch or breaker (this part of the circuit is not protected by the breaker). 5. SAFETY
• Basic safety precautions should always be followed to eliminate fire, electric shocks or personal injuries. • Always safety first. • Read and understand all the instructions. • Follow alt warnings, safety precautions necessary during the installation, operation & maintenance of the alternator. • Cleaning should be done only when the DG set is not running. • Do not use damp cloths for cleaning. • Do not use any liquid or aerosol cleansers. • Use only the eyebolt provided for lifting the alternator. Incorrect lifting or moving may result in equipment damage or personal injuries. • Do not overload the cables as it may lead to fires or electric shocks. • Never insert any objects inside the alternator as it may lead to fires or electric shocks. • Do not spill any liquid on the alternator. • Removing the cover of the alternator while it is running will expose you to the dangers of high voltages. • Incorrect reassembly can cause electric shocks when the alternator is subsequently used. • Ensure that the field pole fasteners are not loose. • The earthing for body of alternator and for neutral should always be as specified. 6.0 STANDARD REFERENCE CONDITIONS Al-Series AC Generator is designed to perform satisfactorily under the environmental conditions of 400 cen ambient and 1000 M altitued. However, for site conditions, please apply following deration factors.
Make sure : z
z
A suitable electrical protection device is fitted in the output circuit for safety reasons (in line with the codes of practice in force within the country where the alternator is installed) Ensure before start up that terminal nuts are properly
E-8
6.1 TEMPERATURE High ambient temperature results into excessive operating temperature of the alternator. These AC Generators are designed for an ambient temperature of 400 C. For marine and other applications where the ambient
MANUAL - ALTERNATOR
temperature is greater than 400 C, the alternators must be de-rated to ensure that the actual temperature does not exceed the spefified limits of thermal class of insulation.
Leading pf loads cause rise in terminal voltage which may subsequently harm the AVR and the loads. Please refer to works in case of leading pf loads.
Outputs are normally quoted at 40 Deg. C. These outputs must be multiplied by the following factors for higher ambient temperatures. TEMPERATUR DERATING FACTOR
Note : Capacitor bank (which is normally used for PF improvement) should not be left in the circuit at no load.
(0C)
6.4 HUMIDITY
45
0.96
Anti-condensation heaters (SPACE HEATER)
50
0.92
55
0.88
60
0.84
High humidity results into condensation on the windings. To maintain the winding temperature slightly above the normal ambient temperature, space heaters can be provide a more economic machine which still meets the specification.
6.2 ALTITUDE Density of air decreases with higher altitude which deteriorates the heat transfer properties of air and results into excess temperature rise. AC Generator rating is derated for higher altitued to avoid this temperature rise. ALTITUDES
DERATING FACTOR
1,500
0.96
2,000
0.92
2,500
0.88
3,000
0.84
3,500
0.80
6.3 POWER FACTOR Standard AC Generators are suitable for 0.8 pf lag to UPF loads. Power factor below 0.8 lag causes heating of the AC Generator. The Alternator output must be multiplied by the following factors for lower PF. PF (LAG)
DERATING FACTOR
0.7
0.95
0.6
0.91
0.5
0.88
0.4
0.86
0.3
0.85
0.2
0.84
0.1
0.84
0
0.84
7.0 GENERAL COMMENTS ON LOAD CONDITIONS: 7.1 It is advisable to forward a completed copy specification (if available) to the works for study of the actual requirement for which DG set is required. As a result of such an assessment it is sometimes possible to incorporate design changes to provide a more economic machine which still meets the specification 7.2 There are two basic conditions to check when sizing machines. i.
The steady state Condition.
ii.
The transient condition
Steady state condition is mainly concerned with normal operation of the machine within temperature rise limits for specified class of insulation. The transient condition refers to terminal voltage variations during sudden application of high current loads like Induction motor starting etc. It is essential thet both these conditions are checked, as sometimes a rating sufficient for the steady state condition is not large enough to meet motor starting or voltage dip requirements.
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MANUAL - ALTERNATOR
8.0 SELECTION OF AC GENERATORS FOR DIFFERENT LOAD APPLICATIONS DG set should be capable of supplying different types of loads which exists at different sites. For this suitable rating AC Generators selection is very important. The different types of loads which generally exists at differnt site can be broadly classified in to following four types 8.1 Linear Loads 8.2 Motor Loads (Part of linear loads, considered separately) 8.3 Non-linear Loads 8.4 Special loads
8.1.2 POWER FACTOR It is the nature of the applied load that dictates the system power factor. a) Unity Power Factor : The loads which operate at or very close to unity (1.0) power factor include most forms of lighting, heating elements, rectifier type loads. b) Lagging Power Factor : For all remaining load types, some knowledge on their operating power factor is required. For induction motors the operating power factor is lagging & it depends on their size and load conditions. c) Leading Power Factor : For Capacitor loads the operating power factor is leading.
8.1 LINEAR LOAD Linear loads can be identified from following characteris - Load impedance is always constant regardless of the applied voltage. - The load current increases proportionately as the voltage increases and decreases as the voltage decreases. Examples of linear loads are motor, incandescent lighting and heating loads. 8.1.1 SLEECTION OF ALTERNATOR FOR LINEAR LOADS To select the rating of AC Generator for linear loads, the maximum connected load and the base load which is always connected has to be considered. In arriving at a total load figure it is always advisable to select the standard rating larger than that estimated, despite the fact that all the loads may not be operating at the same time and hence a smaller machine could have been selected. Future operating conditions and future growth are very difficult to estimate. An allowance of 15% to 20% excess capacity designed into a set now is a small price to pay compared with the cost of completely new larger unit that may be required to drive additional loads in a few years time.
CGL standard AC Generators are designed for 0.8 lag operating power factor of the load. Also these AC Generators can perform satisfactorily at any power factor in the range of 0.8 p.f. lag to unity p.f., but care should be taken for Engine rating for pure resistive loads to operate the DG set on its full capacity, For operation at lagging power factors lower than 0.8 refer to derating factors as per cl. 7.3 Under leading power factor loads these AC Generators will not perform satisfactorily and the terminal voltage may shoot up / oscillate. Hence care should be taken to disconnect the power factor improvement capacitors or to compensate with inductive loads such that the overall operating power factor lies between UPF to 0.8 lag. 8.2 MOTOR LOADS Induction motors are most commonly used loads. During the starting of an induction motor, a very large current is demanded from the power source, which is known as the starting or locked rotor current. For sizing alternators which have to cater to motor loads, the following guidelines can be referred to. METHOD OF STARTING
STARTING CURRENT
Direct on Line (DOL)
6 to 7 Times full load current of motor. (lf starting current is not given starting kVA is 7 times Hp rating of the motor)
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MANUAL - ALTERNATOR
STAR / DELTA
2 to 2.5 times full load current of motor
ROTOR TRANSF ORMER STARTING 40 % TAPPING
1.2 Times full load current of motor
60 % Tapping
4 times full load current of motor
80 % Tapping
4.5 times full load current of motor.
For motor applications the following information should be furnished : a) Rating of the motor / motors.
8.3.2 EFFECTS OF NON-LINEAR LOADS a) Non-liner loads generate harmonics in their current waveform which in turn leads to distortion of the AC generator waveform. Resulting in excessive heating of magnetic cores because of heavy hysterisis and eddy current losses. b) Odd order harmonics cause overload of neutral conductors. c) It created problem of hunting of the terminal voltage which makes paralleling of generators difficult or impossible. d) It causes damage to the power factor improvement acitor.
b) Type of motor (slip ring / squirrel cage)
e) Correct measurement of electrical quantities like voltage, current etc. is difficult.
c) Method of starting
f)
d) Rated full load current e) Starting power factor f)
Any restriction on Transient Voltage Dip? (Details of the same)
g) Frequency of starting. h) Base load at the time of starting induction motor. i) j)
Any other load apart from the motor loads? (Details there of) Sequence of starting of motors.
Depending upon the degree of voltage waveform distortion this can lead to instability of the excitation system and impact on other loads being supplied by the generator.
8.3.3 GENERAL GUIDELINES ON DERATION FOR NON-LINEAR LOADS LOADS
DERATING FACTOR
a) Fluorescent
No derating required
b) UPS & Telecom load
Non linear load should
controlled by a
not exceed 90% of
8.3 NON-LINEAR LOADS
12 pluse Thyristor
Alternator rating.
Advancement in the field of power electronics, brought different types of loads such as Reftifiler loads, Thyristor controlled drives, UPS, Batter Chargers etc.
bridge plus a filter.
So care has to be taken in the sizing of the generators to ensure satisfactory performance.
c) UPS & Telecom load controlled by 6 Pluse
not exceed 66% of
Thyristor bridge
Alternator rating.
plus a filter. d) UPS & Telecom load
8.3.1 CHARACTERISTICS OF NON-LINEAR LOADS a) The load current is not proportional to the instantaneous voltage. Often the load current is not continuous. b) These are essentially electronic loads such as Computers, UPS equipments and variable speed motor drives etc.
Non linear load should
Non linear load should
controlled by 3 Pluse
not exceed 66% of
Thyristor bridge
Alternator rating.
plus a filter. e) Variable speed 6
Non liner should not
pulse Thyristor bridge
exceed 50 % Alternator
controlled drive.
rating. E-11
MANUAL - ALTERNATOR
The above precentage figures are guidelines. There may be a problem with electronic load, trying to cope with distroted waveform if distortion levels are unacceptable to the load. Better sizing of machine is possible on furnishing following information : a) Number of pulses of Thyrister drive : 3,6, or 12. b) Level of current distortion produced by the nonlinear load.
c) Details of other types of loads existing. 8.4.2 WELDING LOADS Welding loads draw heavy intermittent current from the AC Generator. Most of the welding loads are designed for single phase 415 V or 240 V. Welding loads stress the AC Generator because of their low power factor. For selecting suitable AC Generator for these loads following information should be furnished.
c) What is the maximum acceptable level of voltage distortion the Non-linear load can accept?
a) kVA rating (Name plate details)
d) Operating voltage and frequency.
c) Whether single phase (240v) or two phase (415 v)
e) If Non-linear load power requirement is stated in kW, then some guidance regarding operating power factor & system efficiency is required to establish the Alternator load.
d) Primary rated and transient current.
With the information, guidance should be sought from the factory regarding Alternator sizing for compatible equipment opration.
9.
b) Rated power factor.
e) Details of other voltage sensitive loads if any. DO’S and DON’T’S
DO’S 1.
Tighten the foot mounting bolts.
2.
Ensure that the alternator is properly grounded.
8.4 SPECIAL LOADS
3.
Ensure the tightness of the terminal bolts.
Apart From the linear and non-linear loads there are certain types of loads which needs consideration during AC Generator Selection. These are :
4.
Ensure the crimping of lead wires.
5.
Check the fuse if provided.
6.
The body and neutral earthing should be perfect.
7.
All protection gears should be used as required.
8.
The rating of generator should match the load.
9.
Ensure that the brushes are fully bedded centrally on the slipring.
10.
Check the free movement of the generator shaft by lifting the brushes.
8.4.1 COMPUTER LOADS Computer loads are very sensitive to the characteristics such as voltage varition, frequency variation, harmonic contents, voltage unbalance etc. of power supply. If these characteristics does not match with the stipulated figures, malfunctioning of computers may result. Because of this reason selection of AC Generator for this application requires careful study. It is advisable to have separate DG set for computer loads.
11 . Check the spring pressure. 12.
Check the voltage during commissioning.
13.
Check the phase sequence during installation.
14.
a) Total KVA of computer load and its operating power factor.
All covers and guards should be fitted before starting the generator.
15.
b) Acceptable steady state and transient state voltage and frequency variation.
After servicing the generator, make sure the connections are as per connection diagrams.
16.
If the lifting of the alternator is necessary then lift using eye bolts only as shown in the figure.
Following information should be supplied for selecting the suitable AC Generator for this application.
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MANUAL - ALTERNATOR
17.
Maintain and operate the generator correctly.
18.
Run the DG set daily for at least 5-10 minutes on no load.
10.0 VOLTAGE SETTING AND ROTATING SPEED : The output voltage of the alternator should be checked at rated speed 1500 R.P.M. WARNING : FOR THE ALTERNATOR GOOD WORKING IT IS ADVISABLE NOT TO DEVIATE FROM THE NOMINAL VOLTAGE MORE THAN 5% 10.2 ELECTRICAL FAILURE TROUBLESHOOTING When an electrical failure occurs, check for trouble as explained below : 1)
Fig. E-3
DON’T’S 1.
Don’t operate the machine with higher current than the nameplate current
2.
Don’t operate the machine at less than 0.8 power factor within deration
3.
Don’t start the machine with load.
4.
Don’t operate the generator without the covers.
5.
Don’t block the air inlet and outlet of the machine.
6.
Don’t have excessive wiring lengths at the application end.
7.
Don’t expose the generator to moist condition.
8.
Don’t use low grade cables.
9.
Don’t operate the alternator if the IR value is found to be less than 2 mega ohms.
10.
Don’t apply capacitive loads.
12.
Don’t run the machine with the field pole fasteners loose.
In order to find out if the failure has happened in the alternator itself or in the regulation system one has to test the alternator at no load (at nominal speed) exciting the exciter stator directly, using an external dc source. When applying the voltage to the exciter stator one has to comply with polarities : apply the negative polarity of the auxiliary source to the negative terminal and positive terminal to the positive terminal of the exciter fields. that : A)
When feeding the winding according to the excitation data at no load (listed in the table) the voltage supplied by the alternator is almost the rated one
B)
After the localization of fault, repair properly.
11. MAINTENANCE 11.1 GENERAL The machine should be completely isolated from all electrically live wires before any electrical or rotating part of it is touched. The frequency of maintenance depends largely on the site conditions. Frequent maintenance of approximate once a week should be practiced at first and the period extended as experience is gained.
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MANUAL - ALTERNATOR
11.2 CLEANING
11.4 SLIPRINGS (For Brushtype only)
The generator and excitation unit should be cleaned internally by blowing out with a jet of dry air and by wiping away any deposits of grease and carbon dust with a clean dry cloth. All fasteners especially the connectors should be inspected for tightness at less frequent intervals.
Satisfactory electrical operation of the generator depends principally upon maintenance of good working condition of the sliprings. During normal running the rings should have a dark burnished appearance without grooving or uneven wear. During periodic maintenance the sliprings and the grooves between them should be cleaned. If any signs of wear or blackening are observed the spring pressure should be checked and readjusted if required. If blackened badly, the rings should be polished by running the machine and using a fine carborundum or emery paper. This operation is to be carried out with the brushes lifted.
11.3 BRUSHES (For Brushtype only) The brushes should be closely examined after every 500 hours of operation to establish that they are bedded properly and are not sticking in their holders and that the correct brush pressure is being maintained. Brushes should be replaced with genuine spares before they wear down to 10mm in length. New brushes must be bedded by placing a piece of fine carborundum cloth between the brushes and the slipring with the abrasive side towards the brushes and high application of spring pressure. The cloth should be drawn forward and backward under tension so that it follows the curvature of the slipring. This operation should be finished by several strokes in the direction of rotation, lifting the brushes during the return stroke. It is essential that all carbon and abrasive particles be removed by a jet of dry air and by wiping with a clean and dry cloth. During bedding the adjacent winding should be masked to prevent entry of carbon dust. The pressure on each brush should be checked and adjusted to 200-250gms per square cm. Note: Emery paper or any other abrasive should never be used to clean bedded brushes.
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If pronounced flats have developed the rings must be skimmed, brushes bedded and the machine cleaned out by blowing compressed air before it is put back in to service. The brush holders should be positioned on the spindle so as to let the brushes ride on the centre of the width of the sliprings. WARNING : The field connections Fl & F2 should be removed before working on the sliprings. 11.5 BEARINGS The bearings used in the machine are from reputed manufacturers and are of sealed type thus requiring no greasing. The bearings are designed for approximately 40,000 hours of use and should be replaced after that. However in case high bearing noise is observed or leakage of grease noticed it is strongly recommended that the bearing be checked and replaced immediately to prevent failure during running as this could cause irreversible damage to the generator.
MANUAL - ALTERNATOR
TROUBLE SHOOTING CHART BRUSHLESS ALTERNATORS FAULT
CAUSE
REPAIR
No voltage build - up
1) 2) 3) 4)
1) 2) 3) 4)
Insufficient residual voltage Improper connection Low speed Faulty Winding
5) Rotating rectifier failure 6) Faulty AVR
Excite the rotor using a battery Correct the connection Reset the speed to the nominal Check the winding resistance and rewind if required 5) Replace the rotating rectifier 6) Replace the AVR
Low no - load voltage
1) Low speed 2) Faulty Rotating rectifier 3) Faulty Winding
1) Reset the speed to the nominal 2) Replace the rotating rectifier 3) Check the winding resistance and rewind if required
Low voltage on load
1) Low speed at full load
1) Set the rated speed of the prime mover 2) Change AVR
2) AVR faulty 3) Faulty rotor winding 4) Over load on alternator High voltage on load
1) Capacitors on the load side 2) Faulty AVR setting or AVR is faulty
3) Check the rotor winding resistance and if faulty, rewind it 4) Operate on specified load 1) Disconnect the PF improvement capacitors 2) Correct the setting / Replace AVR
Too high no - load voltage
1) Excessive speed 2) Correct the setting Replace AVR
1) Adjust the revolving speed Correct the setting Replace AVR
Voltage oscillations
1) Incorrect AVR setting 2) Thyristor load more than specified limits 3) Insufficient engine flywheel
1) Set the AVR stability pot 2) Reduce the Thyristor load
Unbalance Voltage
1) Unbalance load 2) Loose connections 3) Stator winding faulty
1) Correct the load 2) Tighten the loose connections 3) Check winding resistance & rewind if required
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MANUAL - ALTERNATOR
TROUBLE SHOOTING CHART BRUSHLESS ALTERNATORS FAULT
CAUSE
REPAIR
Excessive overheating of one or both bearings (temp. of bearings over 800C) (with or without noise)
1) Set misalignment 2) Bearing loose in end shield housing
1) Align the set properly 2) Replace the faulty End shield
Excessive overheating of alternator frame
1) Air flow (inlet - outlet) partially clogged or hot air is being circulated either from alternator or prime mover 2) Alternator operating at high Voltage at load 3) Alternator overloaded 4) Load PF less than 0.8 lag
1) Check air inlet - outlets of the alternator
Excessive vibrations
Defective mounting or play in the coupling
Replace the coupling & check the alignment Reset the speed to the nominal
Excessive vibration and humming noise coming from the alternator
1) Three phase alternator is single phase loaded in excess of acceptable limits
1) Check and correct the load
2) Start up with no-load : if humming persists - faulty alternator stator winding
2) Rewind stator
Smokes, spark or flames Short circuit in the external circuit coming from the alternator (including wiring between alternator and control board)
2) Set the voltage to rated value 3) Operate at specified load 4) correct the load power factor
Stop the set immediately
Object fallen into the machine short circuit or flash in the stator winding Alternator damaged by a significant impact which is followed by humming and vibration
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Short circuit in external circuit Faulty parallel connection (out of phase) Break or deterioration in the coupling Break or twist in shaft extension Shifting or short circuit of main field winding Bursting or unlocking of the fan Diode burnt, rectifier bridge damaged
Stop the gen-set immediately
MANUAL - ALTERNATOR
TROUBLE SHOOTING CHART BRUSHTYPE ALTERNATORS
FAULT
CAUSE
REPAIR
No voltage from alternator
Open circuit in excitation unit
Check the continuity of excitation transformer windings Check rectifier Connections.
Wrong field connections
Check the positive terminal of the rectifier (red wire) connected to F1 and the negative terminal (black wire) to F2.
Open circuit in field winding
Check the continuity of the field winding, if open connected the t that have been broken
Loss of residual magnetism
Check the residuaal voltage at the alternator terminals. This should be about 10 volts and balanced between all the three lines.
Fault rectifier
After charging check voltage at the terminals F1 & F2. If there is no D. C. Voltage replace the rectifier (if in doubt)
Faulty surge suppressor unit
Check the connections. F1 to positive terminal (red) and F2 to negative terminal (black)
Defective excitation capacitor
Check for short circuit or open circuit of the capacitor, if faulty replace it.
Short circuit or open curcuit in armature winding
Armature rewinding is necessary
Brushes not bedding properly
Check if the brushes are sticking in boxes or if bedding is short proper. If the brushes are found tight in the box, just polish the faces of the brush with emery cloth.Check if brush holder leavers are in locked position and the spring pressure is even.
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MANUAL - ALTERNATOR
TROUBLE SHOOTING CHART BRUSHTYPE ALTERNATORS FAULT
CAUSE
REPAIR
Low or high voltage from alternator on no load
Incorrect tappings (shunt) connected
Select tappings to get correct voltage if voltage and regulation are not satisfactorily obtained.
Incorrect speed of prime mover
Check the speed and adjust the speed to 1560 rpm on no load and 1500 rpm on load
Unbalanced currents in excitation transformer windings
Reset the excitation unit as per the instructions given.
Faulty rectifier excitation unit windings are balanced
Check the rectifier unit, if current in and if the input voltage to the rectifier unit is unbalanced, replace the rectifier.
Voltage regulation is unsatisfactory
E-18
Turns shorted in the field coil
Check the faulty coil and replace it.
Incorrect speed of the prime mover
Adjust the speed of the prime mover to correct value on no load and full load. The speed should be 1560 rpm on no load. On load the speed should be uniform at 1500 rpm (Full load)
Load current are not balanced and within the rated current
Adjust and reduce the load.
Open or short circuit in capacitor
Check the capacitor and replace if necessary
Series winding of excitation unit are reserved
If voltage falls excessively low when load is applied, a possible reason is that the series winding are reversed Check the voltage at the terminals and slipring unit, if there is a large difference reconnect properly
Air gap of excitation unit transformer not correct
If the regulation is marginally outside the limits + 5% then adjustments in air gap to be made.
Machine over loaded
Check the load current with the rated current mentioned on the nameplate. Reduce load if necessary.
MANUAL - ALTERNATOR
TROUBLE SHOOTING CHART BRUSHTYPE ALTERNATORS
FAULT
Over heating of alternator
Over heating of bearing
Over heating of armature
Over heating of field coils
High vibrations
CAUSE
REPAIR
Low power factor of the connected load
Check power of the load. Power factor equipment is necessary if the power factor is lower than rated p.f.
Over heating may be generally due to excessive ambient temperature or altitude
Reduce load so that allowable temperature are not exceeded
Re-circulation of hot air in the vicinity of the alternator
Avoid re-circulation by erecting external baffles
Blocking of inlet ventilation louvers
Clean for free air intake
Misalignment
Check the alignment and readjust it
Overloading of machine
Check the load and current with nameplate ratings
Low speed/frequency incorrect, reassembly of worn out bearings
Correct the speed, assemble correctly and replace the bearings
Misalignment/Loose coupling bolts
Check and correct the misalignment Tighten the coupling bolts
Over loading
Adjust load on the alternator
Internal short circuit
Rewind the armature
Over heating of alternators
Check the load current and reduce the load of capacitors
Load power factor low
Improve power factor with connection of capacitor
Internal short circuit
Replace field coils (shorted)
Loose/Broken Coupling, Loose Foundation Bolts, Damaged Bearings
Tighten or replace the component
Misalignment
Correct the alignment
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MANUAL - ALTERNATOR
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MANUAL - ALTERNATOR
PART LIST FOR SIGNLE BEARING KG BRUSHLESS AC GENERATOR Reference
Quantity
Description
1
1
Stator Assembly
2
1
Rotor Assembly
3
1
Exciter Rotor
4
1
Exciter Stator
5
1
End Shield NDE
6
1
Terminal Box
7
1
NDE Bearing
9
1
End Shield DE
10
1
Slotted Surround
11
6
Disc
12
6
Shim
13
1
Pressure Plate
14
4
Lock Washer
15
1
Fan
16
1
Coupling Hub
17
2
Feet Rib
18
2
Circlip
19
3
Key
20
1
Terminal Box Top Cover
21
1
Terminal Box Front Cover
22
3
Gasket
23
3
Gland Plate
24
4 Set
25
2
Terminal Bar
26
1
Automatic Voltage Regulator
27
4
Bush
28
6
Diode
29
1 set
30
1
Locking Cup
31
4
Hex. Stud
32
6
Main Stator Output Leads
33
4
Hexagonal Head Bolt
34
2
Earthing Bolt
Insulation Washer
Rotating Rectifier Assembly
E-21
MANUAL - ALTERNATOR
CONSTRUCTIONAL FEATURES OF THE KIRLOSKAR GREEN BRUSH TYPE ALTERNATORS
Fig. E-5
E-22
MANUAL - ALTERNATOR
9.1
PARTS DESCRIPTION (Please refer Fig. C-5)
PART NO.
DESCRIPTION
QTY.
1
MAGNET FRAME (BODY
1
2
POLE BRICKS
4
3
FIELD COILS
1 SET
4
EYE BOLT
1
5
EARTHING SYMBOL PLATE
2
6
ROTOR
1
7
ROTOR COILS
1 SET
8
ROTOR END PLATES
2
9
SHAFT
1
10
FAN KEY
1
11
SLIPRING ASSEMBLY
1
12
BRUSH HOLDER WITH BRUSHES
4 SETS
13
FAN
1
14
EXTENSION KEY
1 NO.
15
CIRCLIP
1
16
DE BEARING CAP
1
17
DE BEARING
1
18
DE SHIELD
1
19
SLOTTED SURROUND
1
20
BRUSH HOLDER SPINDLE
4
21
NDE BEARING CAP
1
22
NDE BEARING CAP
1
23
NDE SHIELD
1
24
VENTILATION GIRDS
2
25
TERMINAL BOX WITH LID
1
26
EXCITATION (CX) UNIT
1 E-23
MANUAL - ALTERNATOR
PART LIST KIRLOSKAR GREEN BRUSHLESS ALTERNATOR SR. NO.
PART NO.
PART DESCRIPTION
KVA ( PHASE )
FRAME SIZE
1
02.804.11.0.00
AVR
15 kva to 125 kva ( 3 ph )
2
02.812.02.0.00
AVR ( Single Phase )
For single phase Alternators
3
02.804.12.0.00
Diode
15 kva to 30 kva ( 3 ph )
“160,180”
4
02.804.13.0.00
Diode
15 kva to 30 kva ( 3 ph )
“160,180”
5
02.804.14.0.00
RRA
15 kva to 30 kva ( 3 ph )
“160,180”
6
02.804.15.0.00
Exciter Rotor
15 kva to 30 kva ( 3 ph )
“160,180”
7
02.804.16.0.00
Exciter Stator
15 kva to 30 kva ( 3 ph )
“160,180”
8
04.805.11.0.00
AVR
140 kva to 250 kva ( 3ph )
9
04.805.12.0.00
Diode
35 kva to 125 kva ( 3ph )
“200,225”
10
04.805.13.0.00
Diode
35 kva to 125 kva ( 3ph )
“200,225”
11
04.805.14.0.00
RRA
35 kva to 125 kva ( 3ph )
“200,225”
12
04.805.15.0.00
Exciter Rotor
35 kva to 125 kva ( 3ph )
“200,225”
13
04.805.16.0.00
Exciter Stater
35 kva to 125 kva ( 3ph )
“200,225”
14
04.805.17.0.00
Exciter Rotor locking plate
35 kva to 125 kva ( 3ph )
“200,225”
15
02.804.18.0.00
Fan
15 kva to 30 kva ( 3 ph )
“160,180”
16
04.805.18.0.00
Fan
35 kva to 55 kva ( 3 ph )
200
17
06.825.02.0.00
Fan
63 kva to 125 kva ( 3 ph )
225
18
02.804.21.0.00
Terminal Block
15 kva to 30 kva ( 3 ph )
“160,180”
19
04.805.21.0.00
Terminal Block
35 kva to 55 kva ( 3 ph )
200
20
04.805.21.0.00
Terminal Block
63 kva to 125 kva ( 3 ph )
225
21
02.804.28.0.00
DE Adaptor SAE 2
15 kva ( 3 ph )
160
22
2H.802.03.0.00
DE Adaptor SAE 3
20 kva to 30 kva (3 ph )
180
23
04.805.25.0.00
DE Adaptor SAE 3
35 kva to 55 kva ( 3 ph )
200
24
06.825.05.0.00
DE Adaptor SAE 3
63 kva to 125 kva ( 3 ph )
225
25
02.804.24.0.00
HUB
15 kva to 30 kva ( 3 ph )
“160,180”
26
04.805.27.0.00
HUB
35 kva to 55 kva ( 3 ph )
200
27
06.825.06.0.00
HUB
63 kva to 125 kva ( 3 ph )
225
28
02.804.31.0.00
NDE shield
15 kva ( 3 ph )
160
29
2H.802.06.0.00
NDE shield
20 kva to 30 kva (3 ph )
180
30
04.805.32.0.00
NDE shield
35 kva to 55 kva ( 3 ph )
200
31
06.825.12.0.00
NDE shield
63 kva to 125 kva ( 3 ph )
225
32
04.804.22.0.00
Bearing
15 kva to 30 kva ( 3 ph )
“160,180”
33
04.805.22.0.00
Bearing
35 kva to 125 kva ( 3ph )
“200,225”
34
F6.819.12.0.00
AVR R-438
250 to 275 KVA
43
35
KV2.801.11.0.00
AVR R-448
320 to 600 KVA
52 AND 62
E-24
MANUAL - ALTERNATOR
SR. NO.
PART NO.
PART DESCRIPTION
KVA ( PHASE )
FRAME SIZE
36
F6.819.02.0.00
Varistor
250 to 275 KVA
43
37
KL6.802.02.0.00
Varistor
320 to 600 KVA
52 AND 62
38
F6.819.09.0.00
Rectifier Assembly
250 to 275 KVA
43
39
KL6.802.09.0.00
Rectifier Assembly
320-500 KVA
52
40
KV2.801.08.0.00
Rectifier Assembly
600 KVA
62
41
F6.819.11.0.00
NDE Bearing
250 to 275 KVA
43
42
KL6.802.11.0.00
NDE Bearing
320 to 500 KVA
52
43
KV2.801.09.0.00
NDE Bearing
600 KVA
62
44
F6.819.06.0.00
Cooling Fan
250 to 275KVA
43
45
KL6.802.06.0.00
Cooling Fan
320 t0 500KVA
52
46
KV2.801.05.0.00
Cooling Fan
600KVA
62
47
F6.819.05.0.00
N.D.E. Bracket
250 to 275KVA
43
48
KL6.802.05.0.00
N.D.E. Bracket
320 t0 500KVA
52
49
KV2.801.04.0.00
N.D.E. Bracket
600KVA
62
50
F6.819.07.0.00
D E Cowling / D.E. Vent. Cover
250 to 275KVA
43
51
KL6.802.07.0.00
D E Cowling / D.E. Vent. Cover
320 t0 500KVA
52
52
KV2.801.06.0.00
D E Cowling / D.E. Vent. Cover
600KVA
62
53
F6.819.08.0.00
Terminal Box Cover(TOP)
250 to 275KVA
43
54
KL6.802.08.0.00
Terminal Box Cover(TOP)
320 t0 500KVA
52
55
KV2.801.07.0.00
Terminal Box Cover(TOP)
600KVA
62
56
F6.819.04.0.00
Exciter Stator
250 to 275KVA
43
57
KL6.802.04.0.00
Exciter Stator
320 t0 500KVA
52
58
KV2.801.03.0.00
Exciter Stator
600KVA
62
59
F6.819.03.0.00
Exciter Rotor
250 to 275KVA
43
60
KL6.802.03.0.00
Exciter Rotor
320 t0 500KVA
52
61
KV2.801.02.0.00
Exciter Rotor
600KVA
62
E-25
MANUAL - ALTERNATOR
KIRLOSKAR GREEN BRUSHTYPE ALTERNATORS SR. NO.
PART NO.
PART DESCRIPTION
KVA ( PHASE )
FRAME SIZE
1
04.801.21.0.00
Excitation wound bobbin
30 kva ( 3 phase )
200
2
04.801.22.0.00
Excitation wound bobbin
50 kva( 3 ph)
200
3
04.801.23.0.00
Excitation wound bobbin
35 kva( 3 ph )
200
4
04.801.24.0.00
Excitation wound bobbin
40 kva ( 3 ph)
200
5
04.801.25.0.00
Excitation wound bobbin
45 ( 3 ph )
200
6
06.805.21.0.00
Carbon brush
“63 kva to 82.5 kva (3 ph),40kva(1 ph) “
“225 , 200”
7
06.805.22.0.00
Brush holder
“82.5 kva (3 ph ),40 kva ( 1ph ) “
“225 , 200”
8
06.805.23.0.00
Brush holder spindle
“82.5 kva (3 ph ),40 kva ( 1 ph ) “
“225 , 200”
9
06.805.24.0.00
Slipring assembly
63/75/82.5 kva (3 ph)
225
10
06.805.25.0.00
Fan
“30 to 55 kva(3ph),20/25/30/40 kva(1ph)”
200
11
06.805.26.0.00
DE shield
“30 to 55 kva(3ph),20/25/30 kva(1ph)”
200
12
06.805.27.0.00
NDE shield
“63 to 82.5kva (3 ph ) , 40 kva (1ph)”
“225 , 200”
13
06.805.28.0.00
Excitation wound bobbin ( old)
63 kva( 3 ph )
225
14
06.805.30.0.00
NDE shield
“30 to 55kva( 3ph),20/25/30kva(1 ph)”
200
15
06.805.31.0.00
Excitation wound bobbin (new)
63 kva( 3 ph )
225
16
06.805.32.0.00
Slipring assembly
63/75/82.5 kva ( 3 ph)
225
17
38.236.21.0.00
Excitation wound bobbin
20 kva (3 ph )
180
18
38.236.22.0.00
Excitation wound bobbin
15 kva ( 3 ph )
180
19
38.236.23.0.00
Excitation wound bobbin
25 kva ( 3 ph )
180
20
38.238.21.0.00
Carbon brush
15 to 55 kva ( 3 ph and 1 ph )
“180, 200”
21
38.238.22.0.00
Brush holder
15 to 55 kva ( 3 ph and 1 ph )
“180, 200”
22
38.238.23.0.00
Surge supressor
All rating ( 3 ph and 1 ph )
All frame.
23
38.238.24.0.00
Bridge rectifier
All rating ( 3 ph and 1 ph )
All frame.
24
38.238.25.0.00
Capacitor
All rating ( 3 ph )
All frame.
25
38.238.26.0.00
Brush holder spindle
15 to 55 kva ( 3 ph and 1 ph )
“180, 200”
26
38.238.27.0.00
Rapid terminal block
15 kva to 82.5 kva ( 3 ph and 1 ph )
All frame.
27
38.238.28.0.00
Terminal bar
15 kva to 82.5 kva ( 3 ph and 1 ph )
All frame.
28
38.238.29.0.00
Carbon brush
15 kva ( 3 ph )
160
29
38.238.31.0.00
Slipring assembly
15 kva to 55 kva ( 3 ph )
“180, 200”
30
38.238.32.0.00
Fan
“15 kva to 25 kva(3ph),15kva(1ph)”
180
31
38.238.33.0.00
DE shield
“15 kva to25kva(3ph),15 kva (1ph )”
180
32
38.238.34.0.00
NDE shield
“15 kva to 25 kva (3 ph),15 kva(1ph)”
180
33
38.238.35.0.00
E- core
All rating ( 3 ph and 1 ph )
All frame.
34
38.238.36.0.00
Brush holder
15 kva ( 3 ph )
160M
35
38.238.37.0.00
Brush holder spindle
15 kva ( 3 ph )
160M
36
38.238.38.0.00
Rapid terminal block
15 kva ( 3 ph )
160M
E-26
MANUAL - ALTERNATOR
SR. NO.
PART NO.
PART DESCRIPTION
KVA ( PHASE )
FRAME SIZE
37
38.238.39.0.00
Terminal bar
15 kva ( 3 ph )
160M
38
38.238.41.0.00
Slipring assembly
15 kva ( 3 ph )
160M
39
38.238.42.0.00
Fan
15 kva ( 3 ph )
160M
40
38.238.43.0.00
DE shield
15 kva ( 3 ph )
160M
41
38.238.44.0.00
NDE shield
15 kva ( 3 ph )
160M
42
38.238.46.0.00
Excitation wound bobbin
15 kva ( 3 ph )
160M
43
38.244.01.0.00
Capacitor
15 kva to 25 kva ( 1 ph )
“180, 200”
44
38.244.02.0.00
Capacitor
30 kva to 40 kva ( 1 ph)
200
45
38.244.03.0.00
Slipring assembly
15 kva to 25 kva ( 1 ph )
“180, 200”
46
38.244.21.0.00
Excitation wound bobbin
15 kva ( 1 ph )
180
47
3H.801.21.0.00
Excitation wound bobbin
25 kva ( 1 ph )
200
48
3H.807.21.0.00
Excitation wound bobbin
20 kva ( 1 ph )
200
49
3H.808.21.0.00
Excitation wound bobbin
30 kva ( 1 ph )
200
50
3H.808.25.0.00
Slipring assembly
30 kva (1 ph )
200
51
4H.814.21.0.00
Fan
63 kva to 82.5 kva (3 ph )
225
52
4H.814.22.0.00
DE shield
“63 kva (3 ph ) , 40 kva ( 1 ph)”
“225 , 200”
53
4H.814.23.0.00
Excitation wound bobbin ( old )
75 kva ( 3 ph )
225
54
4H.814.24.0.00
DE shield (new )
75 kva ( 3 ph )
225
55
4H.814.25.0.00
Excitation wound bobbin (new)
75 kva ( 3 ph )
225
56
4H.815.22.0.00
DE shield ( old )
82.5 kva ( 3 ph )
225
57
4H.815.23.0.00
Excitation wound bobbin ( old )
82.5 kva ( 3 ph )
225
58
4H.815.24.0.00
DE shield ( new )
82.5 kva ( 3 ph )
225
59
4H.815.25.0.00
NDE shield
82.5 kva ( 3 ph )
225
60
4H.815.26.0.00
Excitation wound bobbin (new)
82.5 kva ( 3 ph )
225
61
02.808.01.0.00
Excitation wound bobbin
15 kva ( 1 ph )
160
62
02.808.02.0.00
Slipring
15 kva ( 1 ph )
160
63
02.808.03.0.00
Brush holder with carbon brush
15 kva ( 1 ph )
160
64
02.808.04.0.00
Bridge Rectifier
15 kva ( 1 ph )
160
65
02.808.05.0.00
MOV
15 kva ( 1 ph )
160
66
02.808.06.0.00
Capacitor
15 kva ( 1 ph )
160
67
02.808.07.0.00
Sealed Ball Bearing
15 kva ( 1 ph )
160
E-27
MANUAL - ALTERNATOR
NOTES ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................. ............................................................................................................................................................ ............................................................................................................................................................. E-28
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