New in-line engines from 9 to 18 litres Xchange engines are an economical and eco-friendly alternative to new engines DEUTZ Service Locator: quickly find contact details for DEUTZ dealers DEUTZ’s US subsidiary, DEUTZ Corporation, Georgia (USA), is exhibiting from 23 to 26 January at World of Concrete 2018 in Las Vegas. It will be joined at this annual trade fair for the global construction industry by 1,500 other exhibiting companies. Among the engines that DEUTZ will be showcasing this year from its extensive range are the TCD 2.9, TCD 3.6 and TCD 4.1 models, which have been big successes in the US market. The compact TD 3.6 Power Pack for mobile machinery will be particularly interesting to customers who prefer a ready-to-install solution. In addition DEUTZ will be extending its portfolio in the higher output range from 2019, with four new in-line engines from 9 to 18 litres capacity. The TCD 9.0 four-cylinder engine delivers 300 kW of power and generates 1,700 Nm of torque. The TCD 12.0 and 13.5 are six-cylinder engines producing, respectively, 400 kW of power and 2,500 Nm of torque, and 450 kW of power and 2,800 Nm of torque. The new TCD 9.0, 12.0 and 13.5 models share a common platform concept with a high degree of parts commonality, approaching 65 percent. This concept reduces the service and training complexity and simplifies spare parts stocking. The engines also share customer interface points, with identical front and rear configurations which simplify the integration and servicing of the engines considerably. At the top of the range, DEUTZ will be offering the TCD 18.0 six-cylinder engine with 620 kW and 3,600 Nm. This is targeted particularly at heavy construction equipment with high power and torque requirements. DEUTZ will also be presenting its reconditioned Xchange engines. DEUTZ Xchange engines undergo a thorough refurbishment, making them an affordable and eco-friendly alternative to purchasing a new engine. The engines and parts do not compromise on functionality or safety. In terms of quality, they have to meet the same standards as apply to the manufacturing of new engines. That is why DEUTZ offers an identical guarantee for its Xchange products. A further highlight will be the DEUTZ Service Locator app. This gives customers of the DEUTZ Corporation in the US a means of quickly finding the contact details of their nearest authorised DEUTZ dealer. Visitors to the DEUTZ stand will also be provided with all the information they need about genuine spare parts, lubricants and coolants and the DEUTZ Corporation’s value added services, which see the company provide rapid, customised drive solutions that are tailored to the specific needs of OEMs. “When we attend World of Concrete, we not only get a chance to connect with our customers, but we can also gain a sense of how well our engines are performing in the field,” said Robert Mann, DEUTZ Corporation president and CEO. “Getting product reviews and perspectives first-hand is key to improving our service network and ensuring proper support for our engines and the professionals who operate them.”
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Volvo Penta introduces the full line-up of its EU Stage V offer at Intermat. Volvo Penta will present its full range of EU Stage V solutions at Intermat, including D5, D8, D11, D13 and D16. Each solution features a high-performance engine and perfectly matched exhaust aftertreatment system (EATS), to comply with the next EU emissions level. The company’s Stage V range is optimized for tomorrow and keeps the highest focus on maximized uptime and fuel efficiency, along with ease of installation, operation and maintenance. The range offers power from 105 to 565 kW (143-770 hp). “Our Stage V diesel engine range provides manufacturers and operators with all they need to power their equipment with optimum performance,” says Johan Carlsson, chief technology officer at Volvo Penta. “We offer customers the benefit of an exceptional engine and exhaust aftertreatment system that together reduce fuel consumption and minimize emissions.” He adds: “All of our Stage V solutions are easy to install, easy to operate and easy to maintain, and are all optimized for our customers’ future needs.” Focus for the future Stage V regulations for Europe will be implemented in 2019, requiring new emission limits for diesel engines. The scope of the legislation is set to widen as engines below 19 kW and above 560 kW will be regulated for the first time. And although current Stage IV regulations limit the overall mass of particle emissions, Stage V will also constrain the number of particles emitted. In creating its Stage V range, Volvo Penta has focused on a number of benefits for OEMs and operators. Productivity: optimizing power to maximize customer use and provide good ROI. Uptime: ensuring that the engine is robust, reliable, and easy to service. Cost of ownership: minimizing fuel consumption and maintenance costs. Sustainability: reducing emissions for environment care and regulations compliance. D16 for the toughest applications Volvo Penta’s 16-liter diesel engine solution for EU Stage V offers a power of 565 kW (770 hp). It is a robust unit with dual-stage turbo charging which provides high power density, low fuel consumption, and a broad power band with full torque from 1000 rpm. Its common rail injection produces low fuel consumption, low noise, and low emissions. The D16 is one of the most compact solutions in its range thanks to the well proven SCR-only aftertreatment system. The wide range of options and accessories enable robustness and ease of installation. As an example, Volvo Penta offers heavy duty wiring harnesses and cooling packages that allow it to withstand the rigors of the toughest applications. “Our D16 Stage V concept leverages the well-proven technology that has been developed through many industries that are catered for throughout the Volvo Group,” says Carlsson. “The 16-liter model is the most powerful in our Stage V range, and it is ideal for the harshest environments in construction and mining.” Maximizing uptime with smart engineering solutions As with the D16, the design philosophy for the D5, D8, D11 and D13 has been focused on maximizing the uptime and ensuring ease of installation, operation and maintenance. Fuel efficiency is achieved thanks to common rail fuel injection and fixed geometry turbo. Highly effective heat management is reached through the use of an air inlet throttle, together with uncooled exhaust gas recirculation (EGR), and the electrical exhaust pressure governor (EPG). This enables the system to function without the need to inject fuel into the exhaust stream to raise the temperature. With this approach, the exhaust gas has an optimal temperature when it passes through the EATS. The EATS includes: Diesel Oxidation Catalyst (DOC); Diesel Particulate Filter (DPF; for D5-D13 models); Selective Catalytic Reduction (SCR); and Ammonia Slip Catalyst (ASC). A regeneration strategy maximizing uptime The D5-D13 Stage V engines and EATS are designed to work together to maximize passive regeneration during normal operation. With Volvo Penta’s Stage V approach, there is no high-temperature regeneration due to the fact that sulfur regeneration in the SCR catalyst is not required; only soot regeneration is needed to clean the DPF. “With our EATS solution there is no need for daily stand-still regeneration,” says Carlsson. “Passive regeneration enables increased efficiency and maximizes uptime for customers. This has been a major driver in our product development in order to provide a solution that helps maximize productivity for the end-users of our products in all the different applications where they operate.” Carlsson adds: “With our Stage V solution, the engine interfaces, the electrical architecture and the different optional extras are compatible across different emissions levels, minimizing the need for OEMs to redesign their machines for different parts of the world. This helps OEMs and operators move forward to the new regulations as smoothly as possible.” Securing availability and low total cost of ownership Volvo Penta has a global dealer network of around 750 authorized centers. Technicians and engineers are on hand 24/7 for customers in any industrial setting, to provide support and enable maximum availability of our customers’ equipment. Volvo Penta is also able to leverage support from across the Volvo Group, where required. “Customers can be confident that our great products, along with our excellent servicing capabilities, will together provide them with an overall offer that can equip them for any jobsite requirement,” adds Carlsson. Volvo Penta will be at the Pre-Intermat media networking event in Paris from January 18-19, and at the Intermat trade show, from April 23-28. A diesel generator is a diesel powered machine capable of converting mechanical energy to electrical energy. It basically consists of a diesel engine, who's drive shaft is directly connected to something called an alternator. The job of the alternator is to convert the mechanical energy provided to it by the diesel engine to electrical energy. So the alternator consists of 2 windings called the stator winding and the rotor winding. During operation the stator winding is stationary while the rotor winding are performing circular motion (since they are connected to the drive shaft of the diesel engine). Working Of The Alternator: The rotor windings are excited by some DC current so that a magnetic field is produced around the coil. Since it is performing circular motion the magnetic flux linked with it also keeps performing circular motion at the same speed. This magnetic flux is intersected by the stator winding which is fitted around the rotor. According to Faraday's Law since the stator coil is subjected to change in magnetic flux,an E.M.F. is developed at the ends of the stator coil(which is our output). So basically the battery provides DC current to excite the rotor coil and create a magnetic field and hence generate electric energy. This current is supplied by slip rings which are on the rotor. At times a DC generator is connected to the end of the rotor coil to excite the coil. Such types of alternators are called self excited. Just a like a car, the diesel engine uses a closed loop liquid cooling system. A pump turned by the engine pumps coolant through channels in the engine to collect heat. At the end of the loop is a radiator with many small tubes and fins to help it dissipate the heat. The radiator “radiates” the heat. A fan blows air through the radiator which moves the heat away from the radiator and the coolant. It’s fairly efficient system. Liquid coolants easily absorb heat from the heavy engine and use moving air to dissipate the heat, thus keeping the diesel generator cool. One of the inefficiencies of an internal combustion engine is the blow by of hot gasses during combustion. The pressure inside the cylinder rises dramatically as the fuel mixture burns rapidly. The pressure drives the piston down. The combustion chamber is sealed by the valves and by the rings on the piston. However, the piston rings and valves are an imperfect seal. Some of the hot gases blow by and enter the crankcase and valve cover. When these hot gases cool they turn into sludge, a thick byproduct of the combustion process. In early engines, nothing was done to combat sludge. Engines leaked oil and the sludge leaked with it through gaskets and bearings. Later engines incorporated a draft tube. As moving air passed over the tube, such as when a vehicle was moving, it created suction which pulled the blow-by gases from the crankcase. This didn’t work for stationary engines. Further, it was discovered in the 1950s that crankcase gases were major component of smog—unburned hydrocarbons. Positive Crankcase Ventilation was implemented on vehicles as a way to combat smog. A valve connects the crankcase to the air intake. Unburned hydrocarbons are routed back through the engine to burn instead of entering the atmosphere. This is where the “breather” comes into play. In order for the PVC valve to pull fumes from the crankcase (usually through the valve cover) it needs a source of fresh air. The “breather” is an inlet tube that connects the crankcase to the air filter. The PVC valve uses intake manifold pressure (suction) to pull fumes from the crankcase. You can’t suck air through a straw if your finger is over the end, but remove your finger and it’s easy to suck air through it. The breather tube is like taking your finger off the straw - it allows air to enter the crankcase so the PVC valve can suck the fumes out. When intake manifold pressure spikes, the PVC valve may close. The breather now acts in reverse. Pressure in the crankcase forces the unburned gases back through the breather tube to the air intake where they enter the fuel-air mixture and are burned. Breathers help keep the diesel generator engine clean and prolong the life of the oil. Cummins engineer Trent Berardi was in trouble. Usually frigid Fargo, North Dakota (U.S.A.), was too warm. With his team ready for two-and-a-half weeks of testing Cummins’ X12 engine under extreme winter conditions, Berardi had to quickly find cold temperatures close enough to his base in Columbus, Indiana (U.S.A.), to stay on time and budget. Then he got the good news: Idaho Falls, Idaho (U.S.A.), was having a cold snap. “Thankfully, we found the temperatures we were looking for relatively nearby,” Berardi recalled. Such is the life of a validation engineer, the last line of defense before a Cummins product like generator set reaches the customer. These engineers oversee final testing to make sure a new engine platform or another Cummins product works when installed in a truck or other equipment. The testing frequently includes a two-to-three week road trip to see what happens when the engine is stressed by extreme temperatures or elevation. Engineers say some things can only be discovered on the road. “You’re looking for gaps between systems,” said Berardi, a Senior Validation Engineer in the Cummins Engine Business. “It’s like playing chess on a three-dimensional board.” Validation testing takes place not only at Cummins facilities in the U.S., but in China, India, the U.K. and elsewhere. U.S.-based teams have traveled as far as Fairbanks, Alaska, and Death Valley, California, to find the ideal combination of temperature and grade. In the U.S., trips can include 8 to 10 vehicles, counting support vehicles, and as many as two-dozen engineers, some flying in to observe just part of the testing. Winter trips mean temperatures as low as 40 degrees below zero Fahrenheit (- 40° Celsius). Summer trips can include daytime highs up to 120°F (49° Celsius). Elevation testing usually takes place at 10,000 to 12,000 feet (3,048 to 3,658 meters) above sea level. A 17-hour day is pretty common and the most important hotel amenity is truck parking. Hotel parking lots are frequently used for emergency repairs. Despite the challenging conditions, validation engineers say they love the trips. “I think it’s the chance to really see how our products work,” said Jeffrey Friend, a Controls Performance Engineer based in Columbus who estimates he’s been on about 30 validation trips over 17 years with Cummins. “You’re out there with engineers who are experts in their field and there’s no phone calls, no meetings, you just focus on the product.” The testing usually involves traversing steep grades, or going from zero to 60 miles-per-hour (97 kilometers-per-hour) as rapidly as possible – commonly referred to as “drag racing” by validation engineers. The fun really begins, they say, when they “break something” – a catchall term that could involve just about anything limiting performance. Then the team has to figure out how to make improvements. “That’s when you get a chance to find something you can improve on before our product gets in the hands of the customer,” said Beth Wendel, a Validation Group Leader in the Engine Business. “That can be very exhilarating.” TALES FROM THE ROAD After a 6-month college internship on an oil tanker crossing pirate-infested waters off the coast of West Africa, Chitresh Sharma rarely gets car sick even going up and down mountain roads looking at data on his laptop. But the Senior Engineer in Product Validation at Cummins vividly remembers his time in a truck making run after run to test a Cummins engine in the desert outside Las Vegas, Nevada (U.S.A.). He asked the technician driving the truck they shared to turn off the air conditioning and roll up the windows to reduce drag as much as possible. Sharma will soon be taking a new position in Cummins’ supply chain organization, but he says “I know I’ll miss this job, and I think I’ll end up missing these trips most of all.” Friend recalls how one team he was with solved the lack of suitable restaurants in Death Valley by storing deli trays in a refrigerated truck they were testing, and during a break in the desert backing it up to another truck, creating a cool area to eat. “Problem solving is really central to all aspects of these trips,” he said. Perhaps no one has more stories about validation testing than Greg Sitzman, a Mechanical Engineering Associate based at the Cummins Technical Center in Columbus. He estimates he’s been on 50 validation trips over 10 years with the company. Sitzman has been to Alaska five times, Death Valley, International Falls, Minnesota, and many other locations. He’s driven the Alcan Highway dividing Canada and Alaska, and put chains on a test truck to keep it from sliding through the Rocky Mountains. Once he even made a repair near Yellowknife in Canada’s Northwest Territories parked on a frozen lake. That enabled him to easily slide under the truck. But he says what he likes best about the trips is the camaraderie. On December 13, the 19th Ceremony for the WIPO-SIPO Award for Chinese Outstanding Patented Invention & Industrial Design, jointly hosted by State Intellectual Property Office and World Intellectual Property Organization, was held in Beijing. An officer from State Intellectual Property Office announced the names of prize-winners, among which was the fence cylinder cap for high speed diesel engine for boats invented by Yuchai Group, winning the Prize for Chinese Outstanding Patented Invention.
This was the third time for Yuchai Group to win the prize. Earlier, Yuchai Group also won the same prize for its unload groove on cylinder cap of four valve diesel engine in the 10th Ceremony for the WIPO-SIPO Award for Chinese Outstanding Patented Invention & Industrial Design and for its engine cylinder block in the 17th. These prized embody the achievements of the company’s strategy of attaching equal attention to the number and quality of patents and paying special attention to key patents. It is learned that the WIPO-SIPO Award for Chinese Outstanding Patented Invention & Industrial Design is the only national prize for patent owners. Recognized by World Intellectual Property Organization of the United Nations (WIPO), it is influential internationally. Yuchai Machinery Witnesses the Establishment of First Service Exclusive Shop in Myanmar As Yuchai engine has constantly increased its market share in Myanmar, establishing the brand of Yuchai to manifest its quality and building the image of Yuchai to unveil its service highlight the increasing importance. For the purpose of enhancing the image of Yuchai in Myanmar, recently, the first service exclusive shop of Yuchai, which is jointly constructed by Yuchai and service agent Aung Kanbo, has been established. Due to the explosively growing share of Yuchai engine in the public transportation market of Myanmar, main engine plants, dealers and terminal customers raised their doubt for Yuchai in providing standard service for Myanmar. Therewith, the office of Yuchai in Myanmar has exerted great efforts on such fields as storage of spare parts and pre-deployment of service station. Within the enterprise, it has vigorously improved the repairing skills of service station; facing the market, it has established service exclusive shop. The construction of the service exclusive shop has allayed the misgivings of clients, moreover, laid a solid foundation for Yuchai to be the prior engine choice of market in Myanmar in the future. Gensets Help National Grid To Ensure Secure Supplies Of Power The role that gensets play as peaking plant is important, as it helps National Grid to ensure secure supplies of power (although there are many other options available for providing the same service). However, the proliferation of diesel is affecting the dynamics of the capacity market such that longer-term security of supply may be harmed. The low capital costs of gensets, coupled with the access to cheap investment capital through EIS funds, has meant that they are able to bid into the capacity market at low prices and thus bring down the price that the market clears at. This has contributed to a lower-than-expected clearing price, which in turn has meant that new-build CCGT has been priced out (Stokes and Spinks 2015). The government has made clear that they want to see investment in large amounts of gas capacity in order to ensure security of supply, but at present this is being undermined by an increasing amount of diesel capacity befitting from the capacity market – the very mechanism designed to incentivise new CCGTs. Removing diesel from the capacity market would mean the market clears at a higher price. Although this increase would fall on consumers, it would make it more likely that the government would be supporting the investment they want to see in new-build CCGT. It would also give providers of demand-side services a much better chance of securing capacity contracts (although they are additionally disadvantaged because they cannot access the 15-year contracts available to generators). In early 2016 IPPR will publish a report on the potential of demand-side resources and how that potential can be realised. ? This briefing seeks to highlight three significant concerns about the proliferation of diesel gensets. In terms of the cost to consumers, diesel gensets are not providing good value for money. Returns of 23 per cent are higher than those permitted in other parts of the sector, including for renewable technologies, which have recently seen tariffs cut or removed entirely. Although access to EIS funding has now been stopped, this has allowed a proliferation of double-subsidised gensets at the expense of the taxpayer and billpayer. In terms of decarbonisation, diesel does not pose a significant threat to carbon budgets if it runs at the levels that are currently expected, but there are few constraints in place to prevent that usage climbing in the future. There are alternatives available to National Grid to manage the fluctuations in supply and demand that would emit far less CO2. In terms of security of supply, gensets are pricing out both the new CCGT generation that the government wants to see built and the demand-side load-shifting and load-reduction alternatives, which have great potential. Our view is that the level of diesel generation being constructed in the UK and the returns that investors have been able to secure are having a negative impact in terms of the wider objectives of energy policy: affordability, decarbonisation and security. It is an unexpected development that results from the design of the capacity market and loopholes within tax relief schemes. We recommend that diesel gensets should be prevented from entering the capacity market, and that constraints should be placed on those that already exist or have secured capacity contracts. To achieve this, the government should introduce an amendment to the Energy Bill – which will return for its second reading in the House of Commons in the new year – that prevents any generator with an instantaneous carbon intensity over 450gCO2/kWh from accessing 15-year contracts. This change is technology-neutral but aligns the capacity market with the government’s decarbonisation objectives. Units that have already received 15-year contracts should be subject to the following: a requirement to fit best-available technologies to mitigate air pollutants, in line with European standards for medium combustion plants (EC 2015) the emissions performance standard, as established in the Energy Act 2013. This should also be tightened over time for units over 450gCO2/kWh to ensure that running hours are restricted. Few people within the energy sector expected diesel capacity to increase at the rate that it has. By taking the steps above, government could prevent its further proliferation, limit the distorting effect it has on the capacity market, and protect billpayers from excessive costs. You might think that engine oils are all the same. In fact oil quality varies greatly. Lower quality oil has a shorter working life. Its impact on your engine will be higher fuel consumption and ultimately it will shorten your engine’s life. Using a good quality oil is genuinely better for your engine, as it will maximize engine life, control emissions and reduce the cost of maintenance. The correct oil will give you significant benefits such as smoother running, longer engine life and better return on your investment. To address our customer’s needs in the USA, Canada and Mexico, we’ve launched a new Perkins diesel engine oil (DEO), the only oil formulated specifically to match the conditions in Perkins engines. Oil’s key role is to lubricate the engine and remove heat. With increasing emissions standards and demands for power efficiency, engine oil has to work harder than ever to protect your diesel engine. Ever more sophisticated engine design and demands for reduced emissions means smaller working tolerances inside the engine, so the quality and performance of the oil becomes more important. Perkins Diesel Engine Oil Engines benefit from good quality oil – Perkins Diesel Engine Oil The oil also reduces engine wear by preventing the build-up of deposits and sludge. With lower-quality engine oils, the levels and quality of additives can be significantly lower, dispersant levels may mean ash and deposits may not be kept in suspension, allowing them to stick to piston and rings. These deposits can attach to pistons and rings, causing cylinder wear, resulting in reduced performance, increased fuel consumption and potentially increased emissions. Perkins custom formulation Perkins DEO has been formulated specifically for the long operating life, and performance of Perkins engines. Resulting from more than 28 years of experience from across our wider business, thousands of hours in the field and many hundreds of hours testing. This unique engine oil is comprised of a mix of additives, designed specifically to prevent the build-up of conditions which can impair the oil performance, reduce operating life and potentially damage engine components “We’ve created Perkins DEO to give you unbeatable protection and unrivalled engine performance and the results have been proven in elevated condition testing” Julian Wood, parts marketing manager Made up of three base oils that deliver the right viscosity across the working temperature ranges, Perkins DEO includes a combination of 12 beneficial additives, such as: Viscosity stabilizers to ensure a long and stable operating life Dispersants and detergents to prevent the build-up of sludge and ash Anti-wear agents and friction modifiers to ensure good lubrication and prevent wear A custom formulation specially designed to meet the needs of our hard working off-highway engines, Perkins approves and recommends Perkins DEO 15W-40 API CI-4 as the only oil to use in Perkins engines, EU Stage IIIA/U.S. EPA Tier 3 equivalent and below. The formulation of Perkins DEO is unique to Perkins. Available in 20 or 208 liter quantities, Perkins DEO is now available from your local Perkins distributor. System health and reliability are critical to backup and prime power solutions for any installation—from mission critical data centers to neighborhood grocery stores. While power systems vary in operation, application and load profile, they’re all designed to provide reliable power and maximized efficiency. The generator set is a key piece of the power system that requires special attention for long-term system reliability, availability and uptime. To achieve these, it’s important to understand system operation, load profile and required maintenance. This blog will focus on generator set operation in low-load scenarios, and what can result if they are used outside of specific parameters. First, it is important to understand that generator sets are designed to run with load. This may seem trivial, but loading a generator set properly is essential to availability and a long engine life. Manufacturer service intervals and projected component life are based on operation in load ranges to deliver an ideal mix of product performance, power density and long-term operational life. Incorrect generator set operation can result in reduced output, component damage, reduced lifecycles, and unscheduled downtime. The ideal operation targets of each generator set will depend on the application and rating. Underloading Diesel Generator Sets Generally speaking, standby- and prime-rated diesel generator sets are designed to operate between 50 and 85 percent load, while continuous-rated diesel generator sets optimize between 70 and 100 percent load. Operating diesel generator sets at loads less than 30 percent for extended periods can impact uptime and engine life. The most prevalent consequence of underloading is exhaust manifold slobber, or wet stacking, which is the black oily liquid that can leak from the exhaust joints when the engine does not reach minimum temperatures and pressures. Visible engine slobber doesn’t necessarily indicate a problem, but it signals possible underloading concerns, low ambient temperatures or jacket water temperatures that are too low. Additionally, long periods of light loading can lead to deposit build-up behind the piston rings or inside the cylinders, which can cause power loss, poor performance, accelerated wear and in extreme cases, cylinder liner polishing. Underloading Gas Generator Sets Natural gas and biogas generator sets, independent of application and rating, are typically designed for operation between 60 and 100 percent load. Without enough cylinder pressure to maintain oil control at low loads, gas engines can develop ash deposits, a reduced detonation margin and damaged engine components. Similar to diesel generator sets, deposit build-up on valves, spark plugs and behind piston rings can occur—which may cause cylinder liner polishing, power loss, poor performance and accelerated component wear—ultimately increasing the likelihood of higher maintenance costs and downtime. Managing Low Load If maintained properly, diesel and gas generator sets can operate at light loads for long periods without harmful effects. After underloading, the generator sets should run at increased load to raise the cylinder pressure and temperature, which will clean the deposits from the combustion chamber. Regular low load operation requires a more aggressive maintenance plan to reduce excessive component wear and may require engine modification. Diesel engines should run at a minimum of 30 percent load for about 30 minutes for every four hours of light-load operation, and operators should measure exhaust temperature prior to the turbo for analysis. Natural gas engines are more sensitive to low loads, so there are specific underloading time limits required to maintain optimal performance, see the chart above. After the time limit has expired, the engine should run at a minimum of 70 percent load for at least two hours. Power system underloading impacts individual components as well as overall performance, so it should not be taken lightly. While the simple solution is to operate generator sets at a load that meets design requirements, the reality is that system needs sometimes change. This makes underloading common in the realm of power generation—especially in standby applications. However, the effects of underloading can be minimized with a thorough operation and maintenance plan to preserve system health and avoid extra costs down the road. 1. Products have compact structures, reasonable design, excellent and reliable performance, long service life and low usage cost. 2. From the view of product structures, the generators have three product platforms: C, E, D products,with the power range covering 85~340 horsepower.There are more than 300 kinds of products with various forms and adaptability, and these can provide power products with higher technology level and stronger specialization degree for those fields with different demands, such as medium-duty trucks, light vehicles, buses and engineering machiner. 3. Generator products have a series of significant advantages such as advance, efficiency, readability, energy saving and environmental protection. 4. With functions of backflow, well adapt to the plateau and high altitude regions. 5. Starlight series DEUTZ Gensets are the officially authorized products of DEUTZ company. With better performance, better quality and more guaranteed services compared with similar products, they are products recommended by the Diesel Genset Department. Product overview of DEUTZ gensets 1, DEUTZ engine have advanced technology, reasonable design, excellent and reliable performance and long service life. 2. The emissions of DEUTZ diesel gensets have reached the Europe | | or | | | standard. 3. Equipped with a new type of supercharger, with functions of backflow, well adapt to the plateau and high altitude regions 4. DEUTZ company provides quality assurance for all series of products. 5. DEUTZ company has built a professional service network all over the country, which provides after-sales services and supply spare parts for 24 hours a day. Instructions for DEUTZ generator set maintenance 1. We should discharge water in oil-water separator and check the level of the start-up battery electrolytic liquid after DEUTZ gensets runs for every 50 hours; 2. We should check the valve clearance and check the fuel injectors after DEUTZ’s new generators run for 200~300 hours,; 3. We need to check and adjust the transmission belt, replace them when necessary, check and clean the radiator chips and discharge the mud in fuel tank after DEUTZ gensets run for every 50 hours; 4. We need to replace lubricating oil and lubricating oil filter after DEUTZ gensets run for every 600 hours or at least every 12 months; the frequency of replacing the lubricating oil depends on the quality of the lubricating oil, the content fuel sulfur and consumption of lubricating oil by the generating unit. 5. We need to replace the oil-water separator and fuel filter, check whether the supercharger is leak, check whether the air inlet pipeline leaks, check and clean the fuel pipe after DEUTZ gensets run for every 800 hours; 6. Adjust the valve clearance after DEUTZ gensets run for every 1200 hours; replace the air filter and cooling fluid, thoroughly clean the water tank radiator chips and channels after DEUTZ gensets run for every 2000 hours; 7. Check the fuel injector, wash the turbocharger overhaul and overhaul engine equipment after DEUTZ gensets run for every 2400 hours. Application of DEUTZ gensets The installed capacity of Deutz engines has achieved rapid development in China. The application scope of DEUTZ engines is broad, including the commercial vehicles, engineering machinery, forklifts, agricultural machinery, compressor and ship, etc. Installation and chamber design of DEUTZ generators 1. DEUTZ gensets are installed on the concrete floor. 1) We should pour a reinforced concrete base over the floor. 2) The concrete base should pass one month pressure test of over 173 kpa. 3) The concrete base should be at least 150 mm above the floor, with an extension of at least 150 mm per side along the chassis of the set, 4) The cement base should be embedded with the "J" or "L" type anchor bolt. 2. DEUTZ gensets are fixed on the chassis type fuel tank: 1) The shock absorber must be equipped between engine and fuel tank. 2) The structure and strength of the tank must be able to support static load and dynamic load of the sets. 3) We must keep a certain distance between the bottom of the tank and the ground, so as to facilitate the maintenance. Chamber design of DEUTZ gensets 1) The sets should be in horizontal layout, and they can be in longitudinal layout when they are limited by the building site. 2) When the chamber is adjacent to the control chamber, the outlet end of the generator and the cable trench should be close to the transformer chamber. 3) The battery should be close to the side of the start-up motor 4) The chamber should have enough inlets for fresh air. The duct of the hot air and smoke should be stretched out to the outdoor, air inlet should be placed by the side of the motor, and the air outlet should be installed in the side of the tank. 5) The chamber should adopt comprehensive control measures for the noise removal of sets and sound insulation of chambers. Cummins Generator Technologies’ newly launched STAMFORD S-Range family of alternators is not only a hotly anticipated refresh of its most popular machines but also represents a further development in the fight against fake products. The new range – from 7.5 to 5,000 kVA – sees Cummins Generator Technologies leading the industry wide battle to protect end users and customers from the perils of counterfeit machines. It is estimated that counterfeiting is a $600 billion problem that effects manufacturers in almost every industry across the globe. Counterfeit alternators continue to flood the international market posing risks to user’s reputation, finances and employee safety. These counterfeits are un-tested, non-compliant, and not designed to work in harsh environments such as parts of the Middle East and Africa. Poor design and flawed assembly often leads to serious mechanical faults which include the cracking and break-off of cooling fans, casting defects on hubs, haphazard rotor over-coats and even loose wiring, all of which pose a danger to individuals working near to the machines. Trevor French, Director - Global Marketing and Sales Strategy at Cummins Generator Technologies said: “Although it is often the case that end users aren’t even aware machines they are using are counterfeit alternators, the consequences can be very severe. “Put simply, counterfeit products result in poor fuel economy, reduced generator life and of course the financial implications of unforeseen down time. Most importantly, loose wiring, poor assembly and mechanical faults lead to counterfeit products posing a significant threat to personnel.” So what is the industry doing to protect customers from the threat of counterfeit? Cummins Generator Technologies’ STAMFORD brand of alternators have been the industry standard for over a century so it is unsurprising that the brand is a favourite of counterfeiters who aim to benefit from its reputation for robustness. The new S-Range of alternators incorporates new patented technology, as well as the visual markers of a genuine product. “We adopt a zero tolerance approach to counterfeiters in order to protect our customers from what has become a global threat” said Trevor. “This involves significant investment in implementing a global anti-counterfeit strategy and to pursue counterfeit manufacturers in order to break the supply chain.” Protection A key component of the Cummins Generator Technologies’ counterfeit crackdown strategy is ensuring that the maximum legal protection is given to its alternators. This is achieved through the extensive registration of trade marks in all major markets, patenting new technologies, such as its latest CoreCooling™ innovation on the new STAMFORD S-Range family and making sure that the STAMFORD brand is visible on all its equipment. Prevention Although the STAMFORD brand is legally protected, this does not always stop the most motivated counterfeiters. In order to give customers the chance to see if a potential alternator is indeed genuine, all Cummins Generator Technology machines have an unique high security 3D hologram affixed to its casing. This gives customers a clear visual confirmation that the product is a genuine product. Moreover, each of its alternators has a unique serial number that can be verified online which gives an instant ‘valid or invalid’ response. Action Aside from protecting customers and preventing counterfeiting, Cummins Generator Technologies also aims to raise awareness of the danger of counterfeiting and promote the benefits of using genuine equipment. For example, customers are encouraged to report incidents of suspected counterfeit by emailing report. “The fight against counterfeiting will continue across the manufacturing industry and its many sectors” said Trevor. “However, it is up to businesses to protect customers from criminal behaviour by giving them the tools to discover counterfeit products. After all, it is not only manufacturer’s reputations which are damaged by counterfeit products.” |
作者
dieselgenerator 存档
July 2022
类别 |