Appraisal and Testing of Volvo Engine Appraisal and Testing Installation checks Installation recommendations regarding each subject are to be found in the previous chapter. Refer to the relevant section to retrieve information so that the installation achieves a satisfactory standard. While the preliminary cooling system design is based on calculations, the suitability of any given system must be determined by actual tests. The tests must correspond to the most difficult operational conditions that may arise during use. Optional equipment specified by the original equipment manufacturer must be clearly defined and taken into account during the tests. Moreover, the checks and tests must include, and be adapted to, such equipment. For high altitude operations, there will be additional costs for the original equipment manufacturer in regard to certain applications. Experience has however shown that if customers are not able to clearly define and check which areas the equipment will be used in, Volvo Penta recommendations to adapt the installation to the most difficult conditions are justified. International standardization is ever more common,especially within industrial and construction machinery. This opens up possibilities for manufacturers to ship machinery between various parts of the world. Because of this we strongly recommend that the cooling system be designed so that the machinery may be used anywhere without the need to alter the cooling system. Copies of all inspection documentation must be sent to Sales Engineering Industrial, AB Volvo Penta so that information may be registered for future reference and guidance for other departments within Volvo Penta. This request applies whether or not the applications have been approved. NOTICE! Information regarding inspections and tests are also available at Volvo Penta Partner Network under “Application Engineering Operating Procedures” Global ambient temperatures Set out below are maximum ambient temperatures for Volvo Penta-driven applications around the entire world. The world has been divided into the following temperature zones: A Northern Europe: 35 °C (95 °F). B Southern Europe: 40 °C (104 °F). C Scandinavia and Great Britain: 30 °C (86 °F). D North America, Canada, Central and South America, parts of Asia: 40 °C (104 °F). E Africa, Middle East, Far East, Australia and South Pacific: 50 °C (122 °F). The stated temperatures for the various parts of the world are based on the average of the highest monthly ambient temperatures in the shade registered over a number of years. It is the original equipment manufacturer's responsibility to ensure that the cooling system specification is suitable for the area in which the application is to be used. However, we must point out that cooling tests carried out according to the different stated levels do not guarantee against the occasional overheating of machinery in operational use. This applies especially to days that are hotter than average conditions, and when the application is used in direct sunlight and is exposed to heat radiation from the ground etc. We therefore recommend that the cooling system be designed with sufficient margin for these circumstances. Customers who export machinery and/or manufacture in different parts of the world are strongly recommended to implement a standardized cooling system that can be used throughout the world. This facilitates both spare parts warehousing and service. Installation Testing General The test procedures described in this section are intended to provide guidance when the various tests are performed as part of installation checks. One of the main objectives is to try to ensure that temperatures and other data are always registered at the same point. Some manufacturers offer optional cooling systems. In such cases cooling specifications must be clearly defined and separate tests carried out in order to confirm each specification before any coolant tests are performed. NOTICE! Every new or updated installation must be inspected and approved by a Volvo Penta representative. Volvo Penta Sweden uses advanced measuring and test equipment for this purpose, at registration points described in the Measurement points page 136 section. Air to Air Intercooled Engines In Volvo engine installations where the cooling system has not been supplied by Volvo Penta it is of the greatest importance that the pressure drop and temperature drop across the charge air cooler are within Volvo Penta specified values. Both the temperature and charge pressure sensors must be installed in the ducting before and after the charge air cooler. In many cases it is necessary to drill and tap holes in the ducting. A combined union for temperature and pressure is recommended in order to minimize the number of holes. NOTICE! Carefully remove all swarf after drilling and tapping. NOTICE! Calibrate the pressure sensor accurately, as the pressure differential across the CAC must not exceed 10 kPa (1.45 PSI). Cooling Tests of Volvo Diesel Engine Cooling Tests, General Glossary A number of terms are used to define cooling system capacity. Maximum ambient temperature. The maximum ambient temperature the machine may be used in without exceeding the permissible water temperature. Δt water (delta t) - the temperature differential between radiator inlet and outlet coolant. Δt air - the temperature differential between radiator inlet and outlet air. Cooling capacity A cooling system installation's cooling capacity is often measured using a reference temperature for coolant boiling point called ATB (Air To Boil). The ATB temperature is defined as the ambient temperature at which the coolant attains its maximum permissible coolant temperature. AOT (Air On Temperature) refers to the maximum permissible coolant temperature after the Volvo engine. It is defined as the temperature of the cooling air entering the charge air cooler. The difference between AOT and ATB temperatures is that the input cooling air temperature is used instead of the ambient temperature. The maximum permissible temperatures for each engine type are given in Technical data, in Sales Support Tool, Partner Network This concerns unpressurized cooling systems. If the system is fitted with a pressure cap or pressure valve the boiling point will rise according to the pressure setting value. Cooling Test Preparation Before the application is prepared for a cooling test it is extremely important to ensure that the installation in general is satisfactory. If any adjustments are necessary as a consequence of the tests, and which may affect cooling in particular, such changes must be made at this stage. It is also extremely important to have accurate and reliable instruments available, as well as other equipment and aids recommended for performing the cooling tests. Sometimes all the recommended equipment may not be available, but remember that the main objective is to ensure that the application is tested under a load cycle that corresponds to the most difficult conditions the application can be exposed to during use. If there is any uncertainty about how difficult the conditions the application will be exposed to will be, we recommend always to attempt maximum output at rated rpm. Measuring instruments must be installed at the recommended locations. All tests must be performed with a fixed open thermostat. A short test run must be made to check that all parts with temperature probes attached are functioning correctly. The test must be carried out in dry conditions with a wind speed that does not exceed 7 m/s (23 ft./s) and preferably with an ambient temperature above +5 °C (+41 °F). Before the cooling test is carried out, exhaust back pressure must be determined at rated rpm under full load. Air filter resistance must be determined with the engine at maximum rated rpm and load. Regardless of the type of application being tested, the maximum load condition expected during application use must be determined. One practical method of determining maximum load conditions is to check exhaust gas temperature. When the maximum load condition has been determined, the application must be run continually at this load until temperatures have stabilized. This usually takes 50 to 60 minutes. The installation checks must be concluded with a technical report that includes all test results, a detailed description of the installation and a conclusion. Description and Function of the Volvo System Components Description and Function of the System Components Anti-icing vessel The aim of the anti-icing device and the anti-icing vessel is to provide the compressed air with anti-icing fluid. The anti-icing fluid mixes with any moisture in the compressed air, prevents the fluid mixture from freezing and allows it to be drained off. Function When the compressor charges the braking system a partial vacuum is formed in the anti-icing vessel that allows it to draw air through an inlet in the vessel housing. This inlet air is led via a tube down into the anti-icing fluid. When the air rises through the fluid in the form of bubbles it carries with it evaporated fluid to the upper part of the vessel. The air and the evaporated fluid is then drawn through a pipe to the compressor inlet and thus enters the braking system. Single tower dryer, function Charging phase Air is forced from the compressor (1) to the air dryer inlet (2). From here, the air passes through the drying agent in the vessel (3). The drying agent comprises porous balls called zeolites that have the ability to remove moisture from air. The dried air is then forced through the outlet (4) to the dry tank (5) and then on to the primary tank (6). Cycle phase When the compressed air system has reached full operating pressure, the pressure regulator (7) opens in answer to an air impulse from the drain valve (8) in the air dryer. The dry air from the dry tank (5) then blows back to the air dryer through the drying agent and carries with it any condensate out through the drain valve (8). A check valve (9) prevents air in the primary tank from flowing back to the air dryer when it cycles. There is a heating coil around the drain valve controlled by a thermostat. The heating coil prevents ice from forming in the drain valve. Pressure regulator There are different types of pressure regulator depending on the type of air drying system and compressor used in the installation. In installations with an anti-icing system that includes an alcohol vessel, or installations where small air volumes are used, we recommended that a pressure regulator (1) with dump valve be installed. This is done to prevent air from recirculating back to the compressor (2) and being heated. This shortens compressor life. 1 Pressure regulator 2 Compressor 3 Anti-icing injector 4 Check valve 5 Wet tank 6 Safety valve 7 Drain tap 8 Safety valve NOTICE! If an air dryer is used in the installation, a dump valve is usually included in the air dryer system. Pressure regulator For use together with anti-icing injector: 1 Inlet from compressor 2 Outlet to wet tank 3 Dump outlet 4 Piston 5 Control impulse from wet tank 6 Check valve 7 Dump valve Safety valves The compressed air system must be equipped with a number of safety valves in order to protect the system against excess pressure (refer to the Design and Function of the Compressed Air System page 120 section in this chapter). Safety valve opening pressures vary depending on the parts they are protecting and the type of compressor the vehicle is equipped with. The objective of the valve (9) is to protect the compressor from excess pressure. Valve 9a is installed on the primary tank. Safety valve, function Pressure from the part of the system the valve protects reaches the safety valve via the inlet (1). When pressure exceeds valve opening pressure a passage between the inlet (1) and the outlet (3) is opened by a ball (2) that compresses a spring (4) and allows excess pressure to escape to atmosphere. Drain valve for compressed air tank All compressed air tanks must be fitted with manual drain valves to allow condensate to be drained. The tanks must be drained regularly in order to check air dryer function and to avoid any moisture ingress in the braking system. Condensate must be drained daily on vehicles with anti-icing devices. Compressed air tank Air from the compressor is stored in compressed air tanks and is delivered from the tanks to the various parts of the regulator system. Braking system tanks may be manufactured in aluminum alloy or steel and have a maximum pressure of around 10 bar (145 PSI). Check valve The function of the check valve is to ensure flow in one direction. Check valves are used in the delivery system. The check valve (No. 8 on the primary tank, refer to Design and Function of the Compressed Air System page 120 section in this chapter) prevents air from flowing from the primary tank through the drain valve in the air dryer when the compressor is idling. Cooling Coil and Pipe Dimensions In order to cool compressed air from the compressor there must be a cooling coil or sufficiently long pipe in the delivery system installed immediately after the compressor air outlet. The cooling coil should be located in a well-ventilated space; pipe length is governed by how well ventilated the space is once the coil is installed. If an inner pipe diameter of 16 mm (0.63") is used in the supply system from the compressor, a 4 m (13.1 ft) long cooling coil will be necessary. If an inner pipe diameter of 22 mm is used, the cooling coil need only be 2.5 m (8.2 ft) long. A cooling coil is used because the dump valve in the pressure regulator or air dryer has a maximum operating temperature limit. Volvo Penta provides pressure regulators to D9 - D16 Volvo engines as accessories that have an operating temperature of maximum + 50 °C (100 °F). If the cooling coil is not installed on the engine, a flexible hose must be installed between the compressor and the cooling coil. The flexible hose must be oil resistant and suitable for hydraulic fluid in order to withstand the pressure. Rear Engine -Mounting Flywheel The engines can be fitted with different flywheels for connection to a torque converter and transmission or a fixed or flexible coupling. Refer to Sales Support Tool, Partner Network. The flywheel stores energy created during the power stroke and releases it during the rest of the cycle, which reduces speed variations in the crankshaft and timing during the cycle. It is especially important that the flywheel has sufficient inertia to provide good starting characteristics at low temperatures. Inertia A given minimum rotation inertia is necessary to maintain a sufficiently high piston speed during the compression stroke in order to provide enough compression heat for the injected fuel to ignite. Even if the average initial cranking speed is the same on flywheels with different inertias, the cyclical speed variation can vary significantly (see illustration). Low inertia flywheels are preferable in vehicular applications where relatively high engine speeds prevail and where fast acceleration and deceleration is required. Higher inertia flywheels are required for many industrial applications with constant revolutions or medium loads in order to reduce engine or driven equipment cyclical unevenness. They also reduce temporary Volvo diesel engine speed changes due to loads suddenly being removed or applied. Flywheels with the highest possible inertia must be used on electrical generators and other engines with relatively low or constant rpm that require fine adjustment, where cyclical unevenness must be kept to a minimum. They are also suitable for applications with large loads where as much assistance as possible is required from the flywheel so that the engine does not stop when sudden loads are applied. Flywheel ring gear On certain applications where engine rpm is sensed via the flywheel ring gear by magnetic sensors, it is necessary to know the number of teeth. Please contact Volvo Penta, Sales Engineer Industrial Flywheel Housing General SAE measurement recommendations must be followed when manufacturing flywheel housings and flange couplings (for driven units). The table below details the most important measurements for the SAE number concerned. Spacer Ring (Flywheel Housing/Flange Connection) If the flywheel housing and the driven unit have different SAE numbers, they may be coupled using special spacer rings. The following spacer rings are available as accessory equipment. 1 Spacer ring SAE No. 1-1 2 Spacer ring SAE No. 1-2 3 Spacer ring SAE No. 1-3 4 Spacer ring SAE No. 2-3 The spacer ring acts as an intermediary connection between the flywheel housing coupling flange and the torque converter coupling flange. A spacer ring can also be used as an adapter from the flywheel housing to a smaller flange. Measurement A Flywheel housing guide B Inner diameter, spacer ring C Partition diameter, hole for torque converter housing D Partition diameter, hole for flywheel housing E Spacer ring extension Power Transmission Volvo Penta engines can be equipped with different power take-off couplings depending on the application the engine is used for. WARNING! When engines are delivered without protection all rotating parts must be protected if it, after being built into the respective application, is necessary for personal safety. Disconnectable Power Take-off Disengageable power take-offs are required in cases where load exists at start and where the load is required to be disengaged while the engine is running. The over center eccentric effect means that engagement proceeds smoothly and progressively, and that the power take-off is locked securely in drive mode. NOTICE! In order not to overload the power take-off bearings, the side load (L) may not exceed given values. Refer to the table two pages ahead in this manual. The side load can be reduced by using a larger belt pulley (B). In this case the driven belt pulley diameter must naturally also be changed in order to maintain a constant relationship. Always try to install the belt pulley hub as close to the power take-off housing as possible. The belt pulley may under no circumstances be installed with its center further from the shaft than half the length of the free shaft. The belt pulley must be bell shaped as illustrated. This type of belt pulley may be located so that part of the disc covers the bearing housing thus reducing the x-value, which in turn allows the side load to be increased. Flexible Coupling Flexible couplings are used for direct coupling to generators etc. Torsional oscillations must be calculated when couplings with different inertias are used in order to ensure the couplings are suitable. Contact Volvo Penta for further information. The couplings can handle normal, transient torque. Where extreme torque may occur, steel couplings or couplings with overload protection must be used. General Synthetic engine oils have very good flow characteristics in cold conditions. The characteristics of many chemical products have been studied in regard to the manufacture of synthetic oils in order to determine their suitability as lubricants. The most common chemical products are hydrocarbons, esters, polyglycols, phosphate esters and silicon etc. The oil companies have since chosen a suitable basic product for further development, e.g. poly-α-olefins, diesters and polyol esters A study of different synthetic fluid characteristics in comparison to paraffin-based mineral oils shows that no product has excellent characteristics across the whole spectrum. The most common areas of use for the above-mentioned synthetic oils are: Poly-alpha-olefins: Engine oils, gear lubricants, turbine and compressor lubricants, grease and hydraulic fluids. Organic esters: Same as above and also gas turbine oils. Polyglycol och phosphate esters: Fire resistant hydraulic fluids. Installation, Lubrication System4 Oil Change Intervals Change interval Engine lubricating oil protects components from mechanical wear, deposits and chemically-related damage. In order for an oil to perform satisfactorily it must be composed of a high-quality base oil with a number of chemical additives. The base oil gradually decomposes, the additives are consumed and the oil ceases to provide the necessary protection. Operating time, or the time during which an oil fulfills its function satisfactorily, varies depending on lubricating oil quality and fuel sulfur content. Oil drain intervals may vary depending on fuel sulfur content and oil grade. Follow the oil change intervals according to the instructions for the engine concerned in Sales Support Tool, Partner Network, Technical Data or in the Operators Manual. NOTICE! Oil drain intervals may never exceed 12 months. Engine oil - Volvo Drain Specification In order for extended oil change intervals to be approved for Volvo Penta diesel engines the lubricating oil must fulfill the requirements specified in Volvo Drain Specification (VDS). It is the responsibility of individual oil suppliers to state whether their oil fulfills VDS requirements in their specifications. NOTICE! Volvo has provided the oil companies with the requirements oils must fulfill for extended oil change intervals to be approved. We would like to point out that it is the responsibility of the oil companies to ensure that their products meet the requirements issued by Volvo. AB Volvo Penta bears no responsibility for this or for any consequences arising from changes in product designations. Viscosity Select the viscosity according to the table. The temperature values refer to stable ambient temperatures. * SAE 5W/30 refers to synthetic or semi-synthetic oils. Oil Temperature and Oil Filter Oil temperature Lubricating oil temperatures for Volvo Penta engines depend on operational circumstances. Check technical data in Sales Support Tool, Partner Network for each engine. Full flow filter Volvo Penta engines are equipped with full flow lubricating oil filters as standard. These filters are specially designed for diesel engines in order to cope with flows, temperatures and pressures in a satisfactory manner and to provide the necessary filtration capacity. If filter types other than those originally installed are to be used, they must first be approved by Volvo Penta. Remote filters If the regular filter location in the installation is unaccessible, a remotely-located filter may be used. It can be ordered as a pre-mounted accessory when purchasing a new engine. Ask Volvo Penta for advice before relocating filters. This is especially applicable where filters of a model other than the original are to be used. Take care with the cylinder block, adapters and pipe runs so that flow directions through the filter head are correct. Steeply inclined engines Refer to the Industrial Sales Guide for more detailed information. NOTICE! The inclines specified in the Industrial Sales Guide are applicable on the condition that the engine is installed vertically and that the oil volume is between the min and max values. Contact Volvo Penta if the engine is to be installed on an incline. Oil Analysis General It is important both technically and economically to choose the right oil for each individual application. The requirements for a lubricating oil depend not only on the part of the vehicle in which it is to be used, but also on design and operational conditions. Rapid developments within engine technology have resulted in a great number of engine oil specifications. It is the responsibility of the oil producers to ensure that their products fulfill different engine specifications. We therefore only recommend the use of wellknown brands of oil. Analysis of lubricating oil from diesel engines An oil analysis program is offered by a number of companies and they can be used to check wear in e.g. engines and transmissions, and also to check oil condition. The analysis is carried out at a laboratory where the content of wear metals and other contaminants is determined. Such oil analyses may only be used as a supplement to service and maintenance. Some points to observe regarding the analysis of engine oils: The company performing the analysis supplies information that must be checked and evaluated before any Volvo diesel engine repair work is begun. Why? - It is necessary to determine where the particles (content) come from. Refer to "Tracing particles" in the Sales Support Tool, Partner Network, Service Bulletin, SB 18-8.8 - Analysis values for comparison must always come from the same engine. - A more detailed evaluation must be based on the internal relationship between the different partial results (metal content). Recommended oil sampling technique: 1 The sample is taken from a valve in the main oil gallery. 2 The sample is taken with the aid of an oil sampling kit (syringe, plastic tube and bottle etc.) provided by most oil companies. Insert the pipe into the oil dipstick tube down to around the center of the oil volume. NOTICE! Do not push the pipe all the way down to the sump bottom and always use clean sampling equipment (syringe, tube etc.). NOTICE! Do not take samples from a cold engine. Volvo Engine Piping and Lubrication System Piping Fuel Line Installation Fuel lines that are connected to the engine may not be of metal or have metal reinforcements. Metal can cause fuel leakages as static electricity may creep through the it and cause holes in the fuel line. The fuel lines must be run so that fuel is not heated by Volvo diesel engine heat radiation. Refer to the technical data for the engine concerned for maximum fuel temperatures. The lines must be run as straight as possible without sharp bends. Make sure the lines are protected from mechanical wear and that they are securely fastened to avoid vibration damage. It is important that there are no leaks on either the suction or return line installations. Use approved materials in the fuel lines that tolerate biodiesel (FAME) such as: Rubber - Fluoro rubber FPM Plastic - Polyamide 6, PA6 - Polyamide 11, PA11 - Polyoxymethylene, POM - Polyethylene MDPE or HDPE Other approved materials are Teflon, Nylon and Viton (FPM). We recommend the use of flexible fuel hoses between the engine and fuel pipes. These must always be used if the engine is installed on flexible engine mounts. The fuel lines must have a sufficient inner diameter in relation to the pipe length so as not to exceed maximum permissible pressure drop. Refer to the technical date for the engine concerned in the Sales Support Tool, Partner Network. The fuel return line must be run to the upper part of the fuel tank and may not be connected to the suction line. The return line must always discharge below tank minimum fuel level. D9, D11, D13 and D16 engines are delivered with hose connections in the following standard dimensions: - Suction hose from tank; 3/8'' or 9.5 mm - Return hose to tank; 1/4'' or 6.35 mm Nipples for male connections with the following imperial threads are supplied as options: - Supply: NPSF 3/8'' - Return: NPSF 1/4'' Volvo Penta can provide information regarding approved fuel hoses available for connection between the engine and fuel pipes or between the engine and tank. Lubrication System General Engine oil is a common name for lubricating oils intended for use in internal combustion engines. No intrusions or changes may be made to the engine lubricating oil system other than with Volvo Penta approved accessories. Engine oil comprises base oils and various additives. It must meet the following requirements: Good lubrication qualities The main function of engine oil is to reduce friction and wear by creating a durable, protective film between the moving parts of an engine. High temperatures in cylinders and bearings place especially high demands on the oil film. Good resistance to oxidation This is necessary for reliable function, as oxidation easily occurs at high temperatures and causes damage e.g. through resin layers on vital engine parts. Good detergent qualities Harmful coatings are avoided, as soot and other combustion deposits are held in suspension by a dispersing agent added to the oil. Detergents also help to keep engine parts clean. Corrosion protection Engine oil must protect cylinder liner surfaces, bearings and other components against corrosion that would otherwise easily occur because of the moisture and acids formed during fuel combustion. Anti-foaming characteristics Oil that splashes around in the crank case forms a foam of air bubbles that can prevent lubrication if they are allowed to reach lubrication points. Anti-foaming agents make sure that the bubbles burst when they reach the surface in the oil bath. Low temperature characteristics The oil must have characteristics suitable for low temperatures in order to prevent cold start wear and to ensure that the engine starts without problem at low temperatures. Heat conductivity The oil must be able to carry heat away from hot engine components. Sealing characteristics An engine requires high compression to provide maximum power. One of the functions of engine oil is to form a sealing film between the pistons and the cylinder walls. Suitability for all operational conditions Engine oil requirements vary depending on the type of engine and its operational conditions. Engine Oil Specifications The right lubricating oil It is important both technically and economically to choose the right lubricating oil for each individual application. The requirements for the right lubricating oil type depend not only on the part of the vehicle in which it is to be used, but also on vehicle design and operational conditions. Presented below are VDS standards based on the requirements placed on lubricating oil quality. Volvo Drain Specification (VDS) VDS quality has requirements for certain oil specifications based on Volvo truck field tests. The first VDS category was introduced in 1982 and has been successively adapted to the latest engine designs ever since. VDS-2 was introduced in 1992, revised in 1995 and followed by VDS-3 in the year 2000, revised in 2002. The chief test parameters are piston deposits and cylinder bore polishing, but other parameters such as piston ring and bearing wear, engine cleanliness and oil decomposition are also analyzed. VDS field tests were carried out on F12 trucks (TD121 and TD122 engines) at 50,000 km change intervals. The lowest comparable oil grade is API CD. VDS II field tests were carried out on FH12 trucks (D12A engines) at 60,000 km change intervals. The lowest comparable oil grades are ACEA E3 or API CG-4. VDS III SAE 10W-40 was developed in 2002 to take care of an increasing soot content and acidity formed with EGR (a certain exhaust return to combustion). Quality grade are API CI-4/CH-4 or ACEA E7 VDS IV SAE 10W-30, SAE 15W-40. Quality grade are or API CJ-4/ACEA E9 Engine Fuel System of Volvo Penta Fuel System General A diesel engine requires that fuel injection components be supplied with clean fuel at the right temperature and pressure, and which is free from air and water. Diesel Fuel Quality and Function General Diesel fuel quality is crucial for engine function, service life and emissions. Volvo Penta's views concerning diesel fuel quality can be found in Sales Support Tool, Partner Network. Additives Volvo Penta's view concerning additives and alternative fuels can be found in Service Bulletin SB 18–8.8 Volvo Penta approves of a certain admixture of biodiesel (FAME), which places high demands on pipes, hoses and gaskets. For example, methyl esters in FAME are aggressive toward rubber products. Generally speaking, this aggressive effect increases with an increased admixture of FAME in diesel. As an example, soy-based methyl ester (SME) is more aggressive than rapeseedbased methyl ester (RME). Volvo Penta does not approve of additives that are mixed directly in the fuel tank, with the exception of kerosene. Fuel Filters Modern Volvo diesel engines with electronically controlled fuel injection require extremely clean fuel. Not even the smallest foreign particle or water droplet may be present. All industrial engines are equipped with enginemounted fuel filters as standard. There is a water separator in the filter, often with a sensor that warns of water in the fuel. For filter categories, refer to technical data in the Sales Support Tool, Partner Network. Water separating primary filters are engine-mounted on D9, D11, D13 and D16 engines as standard. The filters 4, 5 and 6 have replaceable filter cartridges and water-in-fuel alarms. On D9 and D16 engines, water can be drained through the valve in the bottom of the water separator. Filter category 30 microns. There is a water separating pre-filter without a waterin- fuel alarm available as an accessory for engines in the series with mechanical injection pumps. Filter category 30 microns (figure 7). Modern common rail engines Some common rail engines uses this filter. For filter categories, refer to technical data in the Sales Support Tool, Partner Network. Fuel Cooler If the fuel temperature exceeds the maximum applicable temperatures specified in technical data, a suitablydesigned fuel cooler must be installed on the engine return line. This is to avoid unnecessary fuel tank heating and an increased pressure drop on the suction side. Heat can only be conducted away from fuel satisfactorily and in controlled circumstances by using a suitably- designed fuel cooler. Such fuel coolers should preferably be built into the engine cooling system (air side) and be fed with return fuel. Recommended maximum flow resistance on the fuel side of the fuel cooler is <0.15 bar at a fuel flow of 7-10 l/min. Fuel Hand Pump TAD520 – TAD760 We recommend the installation and use of a manual fuel pump. Manual fuel pumps must always be installed if tank average fuel level is below the fuel pump. The manual fuel pump should always be installed in an easily accessible place between the tank and the fuel filter inlet. The fuel pump must always be installed upright (refer to illustration) so that fuel is fed from below. Fuel Tanks Fuel Tank Design Preferably, the fuel tank should be manufactured in HDPE polyethylene, stainless steel or sheet steel, and may not be painted or galvanized internally. Copper sheet, galvanized or hot-dip zinc sheet metal and aluminum are not suitable as fuel tanks for today's diesel standard with admixtures of FAMA type biodiesel. Sheet metal tanks must be welded, and on mobile installations they must be fitted with baffles to prevent fuel sloshing around in the tank. The baffles also act as supports. See adjacent illustration. Engine Insulated Exhaust Systems CAUTION! When engines are delivered without protection all hot surfaces must be protected if it, after being built into the respective applications, is necessary for personal safety. Because of the high temperatures that occur in dry exhaust pipes around 500 – 600 °C (850 – 1030 °F) it is sometimes necessary to insulate them. In this way the temperature in the engine compartment can be kept low and burn injuries through contact can be avoided. The insulation also contributes toward keeping noise levels low. Manifolds and turbochargers may however not be insulated due to the risk of overheating with the destruction of bolted joints and gaskets as the result. Long exhaust lines affect exhaust back pressure negatively and in such cases exhaust pipe diameter must be increased. Check the exhaust back pressure for every installation. Exhaust outlet location The exhaust pipe outlet must be designed such that rainwater cannot get into the exhaust system. Install a bend, cover or self-closing cap at the end. The exhaust outlet must be located so that there is no possibility for hot gases to get into the air inlet opening. NOTICE! The exhaust manifold (2) and turbocharger (3) may not be insulated owing to the risk of overheating with permanent damage to bolted joints and gaskets as a result. Spark Arrestor As a matter of best practice or legislation, spark arrestors are used in certain environments where the risk for fire is great. Spark arrestors limit the release of hot soot particles from the exhaust pipe. The stainless steel spiral causes the exhaust gases to rotate, which throws the hot soot particles against the outer casing where they are cooled before being released; see illustration. The process is similar to that of a turbocharger, where exhaust gases are also thrown against the inside of the turbine housing. Modern turbocharged diesel engines usually have very low particle emissions. The exhaust turbo acts almost like a spark arrestor in that the fast rotation and high temperature of the exhaust gases breaks up the soot particles. The requirement for spark arrestors is reduced on modern Volvo diesel engines. NOTICE! Check the exhaust back pressure when adding parts in the exhaust system. Exhaust Brake An exhaust brakes is the cheapest form of extra braking power for road vehicles. It comprises a damper in the exhaust pipe downstream from the turbo. The pressure that builds up in the exhaust gases when the damper is closed brakes the engine through the transmission so that the vehicle slows down. Important information: When the brake is activated and the damper is closed, the engine must be at idle. Installation requirements and other dimensions are described in Sales Support Tools, Partner Network. The illustration shows an exhaust brake with a pneumatic control cylinder. Exhaust Gas After Treatment There are a number of devices that can be installed in the exhaust line to reduce exhaust emissions. One common characteristic is that they increase system back pressure significantly, and this must be taken into account when calculating total system back pressure Catalyzer (oxidator) The exhaust catalyzer works through the catalytic oxidation of carbon monoxide (CO), hydrocarbons (HC), aldehydes and ketones in the exhaust gases. The catalyzer has no reducing effect on oxides of nitrogen (NOX) from diesel engines owing to the large oxygen content of the exhaust gases. Oxidators also produce particulates mostly from sulfur in the fuel. The cleaning element is normally a platinum-plated matrix located in a cylindrical stainless steel container; see illustration on the next page in the "Particulate filter" chapter. The container is installed before the silencer in the exhaust pipe. Because catalyzers are usually more efficient at high temperatures they must be installed as close to the exhaust manifold outlet flange as possible. Exhaust catalyzers are inefficient at exhaust temperatures below 250 °C (482 °F) without additional system solutions. Catalyzers are not recommended for applications that operate with light loads and long idle periods. Exhaust scrubber Diesel engine vehicles used underground or in confined spaces usually require a device that cools and cleans exhaust gases. Exhaust gases are led through a special container filled with water where the gases are cooled and their soluble constituents and some odors removed. However, passing exhaust gases through water has little effect on the following gases: Carbon monoxide CO Carbon dioxide CO2 Nitric oxide NO Nitrogen dioxide NO2 The gases that exit the scrubber are therefore still toxic and the driver must be made aware of the danger of operating an engine in a confined space. Particulate filter Particulate emissions are unavoidable in the diesel engine combustion process. Particulates comprise solid and volatile elements from the fuel and lubricating oil. Particulates are generally very small (< 10μm) and act as bearers of harmful hydrocarbons. Exhaust System of Volvo Diesel Engine Dry Exhaust Line Silencer In general there are two types of silencer: absorbing and reactive. Absorbing silencers These silencers work according to the principal of absorbing sound with the aid of an absorbent lining inside the silencer. They usually provide silencing over a broad frequency range. They are generally of straight-through construction and only offer a marginally higher back pressure than a straight pipe of the same length. Expansion silencers (reactive) These silencers work according to the principal of reflecting sound and thereby retaining it inside the silencer. The silencer has internal baffle plates that divide it up into sections that can be adjusted individually to a given frequency. A reactive silencer creates a relatively high back pressure owing to the meandering route of the gas flow, i.e. past the baffles that redirect the flow. Volvo Penta HD silencers combine reactive and absorbing silencing. Silencer location Reactive silencers are located as close to the exhaust manifold as possible (to impede sound from the manifold) or at the end of the system. The absorption unit is generally located in line directly after the reactive unit. There must only be a short end pipe (≈ 1 m) after the silencer if it is installed at the end of the exhaust line. Insulation of long exhaust lines affects exhaust back pressure and exhaust pipe diameter must therefore be increased. General points for consideration The exhaust system must be planned from the beginning of the installation. The main objectives are to: A ensure that back pressure in entire system is below the max limit set by the engine manufacturer. B reduce strain on the manifold and turbocharger by supporting the system. C provide space in the correct directions for heat expansion and contraction. D provide flexibility if the Volvo engine is fitted with vibration dampening mounts. E reduce exhaust noise. The illustration on the right shows a typical installation. IMPORTANT! Exhaust gases from multi-engine installations may not be led together in a common system, as this can be very dangerous and cause engine damage. The reason for this is that if one engine is at rest while the other is running, exhaust gases, condensate and soot will be forced into the resting engine's exhaust system and on into the cylinders, which may cause corrosion. If a good quality butterfly valve is installed in every exhaust line close to the duct, common exhaust lines may sometimes be approved. Use the following formula for calculating the total diameter of the common exhaust pipe: DTOTAL = D x K D = exhaust pipe diameter for one engine. K = factor (refer to the table). Back Pressure The exhaust system will give a certain resistance to exhaust gas flow. This resistance (back pressure) must be kept within given limits. Excessive back pressure causes: - Loss of power - Poor fuel economy - High exhaust temperature Such conditions will cause overheating and excessive engine smoke, and will reduce valve and turbocharger service life. Maximum permissible engine pressure values for Volvo Penta engines are specified in the Sales Support Tool, Partner Network. A manometer is used to measure exhaust back pressure at maximum rated power. It may be difficult to use a flange in many installations because of a lack of space. If a hole must be drilled specially for the pressure test it is important that the hole is small max Ø 2 mm (0.08") and located on a straight pipe section. Make sure the hole is free from swarf. The distance from the hole to pipe bends and tapered sections must be at least 100 mm (4"). Calculation of Back Pressure Calculation of back pressure for HD silencers For the purpose of calculating back pressure on Volvo Penta silencers exhaust flows and temperatures are specified in an Excel-based system in the Sales Support Tool, Partner Network. NOTICE! The application for calculating exhaust system back pressure is based on a worst case, namely an insulated exhaust pipe at its full length. This means that the calculated exhaust back pressure is somewhat excessive for uninsulated exhaust systems. The calculation application is also based on system pipe bends having a radius of 2.5 times the pipe diameter. Silencer back pressure used in the application is only applicable to Nelson-Burgess DDA type silencers. These silencers are described with their diameters in inches followed by HD in the Industrial Sales Guide. Installation Flexible connection pipes The exhaust pipe is isolated from the engine with flexible connection pipes. The flexible connection pipes are located close to the engine exhaust outlet and have three functions: 1 Isolating vibrations and exhaust pipe weight from the engine. 2 Compensating exhaust pipe expansion. 3 Compensating sideways motion when the engine starts or stops when the engine is attached to vibration dampening mounts. The flexible pipe is able to absorb small radial movements, but no twisting or axial movements. The flexible unit can be installed in different positions, but should preferably be installed vertically and not be bent. In the calculations, consideration must be given to exhaust pipe heat expansion to avoid excessive strain on the supporting structure. For every temperature increase of 100 °C (212 °F) one meter of steel pipe will expand around 1.2 mm (0.047"). It is therefore important to locate the holders such that the pipe is able to expand away from the engine to avoid straining and twisting connected equipment. Furthermore, equipment must removable without additional support. Long pipes are divided into sections using expansion joints. Each section is fixed at one end and is able to expand at the other. |
作者
dieselgenerator 存档
July 2022
类别 |