To understand the start-up battery of diesel generator, the first thing is to understand the principles of the battery. Contents below explain the battery knowledge. Principle of Battery: battery is the combination of many battery individuals, including many metal sheets and electrolytes. Electrical energy is generated by biochemical reaction in the battery, and the reverse reaction is reversible, which means that the battery can be recharged and discharged. Electrolyte: These conductive liquids, called electrolytes, are diluted sulphuric acid solutions in an aluminate cell. It causes the metal sheet to react and become a conductive medium. Proportion: Specific gravity is a unit of measurement used to determine the concentration of sulfuric acid in the electrolyte, which compares the weight of the electrolyte to the weight of water. A charged battery at 25 degrees Celsius should have a specific gravity of 1.270, and the thinner the sulfuric acid solution, the lower the specific gravity. The chemical reaction reduces the specific gravity of sulfurous acid in the electrolyte when the battery discharges. Therefore, this measurement can be seen as a guide to battery charging. Densimeter: The hydrometer can be used to measure the specific gravity directly. The device is a spherical suction tube which draws the electrolyte from the battery hub and draws the glass buoy in the hydrometer column to scale out the specific gravity. Do not immediately measure the specific gravity of the battery after adding water to it. Charge the battery so that the water is mixed with the precipitated sulfuric acid so that the measured specific gravity is reliable. Also, the specific gravity of the battery is measured after a long period of time at the disposal of the starting machine, and its value is higher than its true value. Water formed by the motor during rapid discharge will have no time to mix with the electrolyte above the motor. High or low temperature: In tropical climates (often above 32 degrees), a full battery with a specific gravity of 1240 should be used, a medium strength electrolyte that prolongs the battery's life. If the cell is used in a low temperature environment, there will not be enough power to power it up because of lower sulfuric acid concentrations, but not in tropical climates. Batteries used in extremely cold climates need stronger electrolytes, and in some cases when the specific gravity of 1.290-1.300 increases, the ability to start cold will also increase. Temperature Correction: The scale of the hydrometer is corrected at 25 degrees, the specific gravity of the electrolyte is corrected with the temperature higher than the above reference temperature, the specific gravity is corrected accordingly, the reading of each increase of 5.5 degrees should be increased by 0.004 degrees and the number of degrees shall be reduced by 0.004 degrees when the temperature is reduced by 5.5 degrees compared to the normal temperature. The storage battery of diesel generator set is the power supply equipment to start the motor. When the diesel engine starts up, it is required that the battery can supply low voltage and high current to the starting motor in a short time (200 ~ 600A). The output voltage of the generator is insufficient or stopped when the diesel engine stops at low speed and the battery supplies the required current to the electrical equipment of the diesel engine. So how do batteries usually need to be maintained? Below are some tips for battery maintenance for diesel generator set. Check start switch of diesel generator set. 1. Battery in use, to install firmly, wiring clip and battery cable contact is good. Coat the connecting column with butter to avoid oxidation. 2. The starting time of diesel engine is not allowed more than 10 seconds, and the interval of the second start should be more than 2 minutes. Avoid the battery continuous discharge time too long because of thermal deformation, resulting in short circuit or material fall off, battery capacity reduced. 3. Check the exhaust hole on the seal cover to keep it open at any time to prevent battery burst caused by blockage. 4. Keep the storage battery surface clean and clean with distilled water or purified water when there is acid. 5. Batteries should be used for a long time with distilled water (do not add electrolyte or sulfuric acid) in order to prevent the plate from oxidation and affect the storage battery capacity. 6. When the diesel engine does not work for a long time, the battery should be charged by starting the diesel engine regularly or charging the battery with a special charger. 7. Regularly check the height of the electrolyte inside the battery. When the stick is inserted into a single cell to contact with the perforated plate, the height of the electrolyte should be 10 ~ 15m higher than that of the electrode plate when the stick is taken out to observe the electrolyte height. 8. Check the density of the electrolyte. When the densitometer rubber tube is inserted into the battery and the electrolyte is inhaled until the densitometer is just floating and the upper end is not held up, the scale of the densitometer aligned with the liquid level is the density of the electrolyte.
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Description of Marathon MP Series Generator Marathon MP series three phase AC synchronous brushless generator is a new generation brushless generator, which based on MAGNA PLUS generator of Marathon electric co. USA. MP generator may be combined with diesel engine (internal-combustion engine) to make fixed or movable electrical power. It is suited for commercial buildings, hospitals, factories, farms, fields, etc, as power and lighting. The generating set may be used for the prime power or stand by. MP series generators are of unique design, advanced construction, excellent performances, reliable operation, easy use, small volume and light weight. Features: 1. MP series generators are manufactured in accordance with NEM ODP type. It consists of main generator, AC brushless exciter, rotating rectifiers, AVR, conduit box, etc. 2. Class H or Class F insulation system. 3. The frame is made by steel plate. the design of stator lamination is unique. If necessary, 12 lead wires may be supplied. 4. Main rotor apply the single piece 4-pole salient pole lamination, coupled with die cast or welding damping winding, field winding to form a unirotor construction. The field winding is a layer wound with thermo settings epoxy for high mechanical and electrical integrity. Performance: 1. MP series generator may be operated continually at rated load under following conditions: a. Ambient: Air temperature ≤ 40℃, well ventilation, marine use, ≤ 45℃ b. Elevation ≤1000m over sea level 2. Electrical performances a. Steady voltage regulation ≤1.0% b. transient voltage regulations ≤+20%, -15% (60% in, cos= 0.4 lag) c. Adjustable Voltage range 95-105% Un d. Waveform distortion at no-load, ≤5% (line voltage) e. Starting motor ability, (no-load, three phase, 4p, cage motor Principle of Operation: MagnaPlus generators are a brushless, self excited, extremely voltage regulated, synchronous AC generator. The generator is made of six major components: main stator (armature), main rotor (field), exciter stator (field), exciter rotor (armature), rectifier assembly, and voltage regulator. In understanding the above terminology, note the following: stators are stationary, rotors rotate, a field is an electrical input, and an armature is an electrical output. The generator's exciter consists of a stationary field and a rotating armature. The stationary field (exciter stator) designed to be the primary source of the generator's residual magnetism. This residual magnetism allows the exciter rotor (armature) to produce AC voltage even when the exxciter and fed directly to the main rotor (field). As the generator shaft continues to rotate, the main rotor (field) induces a voltage produced by the residual magnetism of the exciter allows the automatic voltage regulator to function. The regulator provides voltage to the exciter resulting in a build-up of generator terminal voltage. This system of using residual magnetism eliminates the need for a special field flashing circuit in the regulator. After the generator has established the initial residual voltage, the regulator provides a controlled DC field voltage to the exciter stator resulting in a controlled generator terminal voltage. Stroage In the event that the generator is not to be installed on its prime mover immediately, it is recommended that the unit be stored in a cleaned, fry area which is not subject to rapid changes in temperature and humidity. In the event of long term storage, the generator should be tested cleaned and dried as required, before being put into service. See the maintenance section of this manual for further. Installation and adjustment 1. Generator must be mounted at the clean, dry and well ventilation place. The prime mover and generator should be installed on a public frame, never put them on the cement floor, and ensure the public frame underformed. 2. Single bearing generators. Single bearing units are provided a SAE flywheel housing adapter and flexible drive discs to match the engine. Close tolerances are maintained in the manufacture of the generator to promote ease of alignment. Special stell drive discs are bolted the shaft. In some case spacer are used to achieve the proper :XG" dimension. Holes are provided in the periphery of the coupling discs which correspond to tapped holes in the engine flywheel. The outside diameter of the drive discs fit in a rabbet in the flywheel so that concentricity is assured. CAUTION: Grade 12.9 place to the flywheel. Do not use split type lock washers, they will cause stress rises, and may result in disc failure. The SAE flywheel housing adapter and the engine flywheel housing are designed to match each other, with no further alignment necessary. Shims may be necessary under the generator feet to insure a solid mounting. Do not force the feet to an uneven mounting surface, serious problems could result. ENDPLAY TEST PROCEDURES: After the generator has been assembled to the engine, check for endplay of the assembled set. Using a suitable lever, force the engine flywheel forward so that the crankshaft is pressed against its thrust bearing. When force is removed, the engine crankshaft should remain in position. Apply force in the opposite direction forcing the crankshaft towards the generator, and observe if the crankshaft remains in the position after force has been removed, refer to the engine manual for proper or recommended endplay. If the crankshaft springs away in either direction after force has been removed. It is an indication that the generator shaft is not moving freely, and normal life of the thrust bearing could be impaired. Probably cause of this problem are: a. Improper "XG" dimension of either the generator or the engine flywheel, or both. Generator bearing may be bottoming out in its bearing bracket. b. Misalignment. a) Improper seating of generator drive discs in the engine flywheel. b) Improper mating of the generator frame to the engine flywheel housing. c) Set sub-base is not true. Generator and or engine feet repair shims. See mounting instructions. 3. Two bearing generators. If generator couples with engine by flange rabbet. It is easy to mount. If it coupled by other way, should pay more attention to installation, it may be necessary to shim the generator feet for proper support and alignment. Aligning the generator and engine as accurately as possible will reduce vibration, increase bearing life, and minimize coupling wear. Introduction The 4914090/4914091 governor is a high performance diesel engine speed governor which was developed based on environmental protection concept. As our previous generation products, it includes wide-supply-voltage adaptability, anti -interference ability, and protection ability for a variety of abnormal condition. It could reduce the emission and smoke during engine start. It is a diesel engine protection controller which is stable, reliable and safe. Technical Characteristics 1.1 Basic Functions It is suitable for N, M11, K, KV series Cummins diesel engine. Generator The 4914090 type is suitable for N, M11 series, K series engine (K19 or below capacity); The 4914091 type is suitable for KV series engine (K38 or above capacity). 1.1.1 Run/Idel mode, Remote Speed Adjust, Run speed and idle speed setting, Gain and Droop setting, Smoothly rising control setting. Working parameters Rated Voltage: 24V DC Maximum Output Current: 2.1A Speed Signal: Sinusoidal Signal, effective value not less than 1.7V Speed Adjustment Range: ±600RPM Work Environment Temperature Range: -40~+65℃ Relative Humidity: ≤90% Vibration Acceleration: ≤100m/S2 Shock Acceleration: ≤150m/S2 Operating Instruction Appearance and Installation Dimension: Connection mode Battery: 1# Terminal:Power+;2# Terminal:GND. Use 1mm2 or larger copper wire. Actuator: 3# & 4# Terminals: Actuator Use 1mm2 or larger copper wire. Do not short circuit the terminals to GND. Speed Signal: 5# Terminals: Speed Signal;6# Terminals: GND for Speed Signal Make sure the Common Ground Terminals are unified, when the speed signal source is common used by more than one equipment. Remote Speed Adjust: A potentiometer installed on the panel would be connected to 7#, 8# and 9# terminals as a Remote Speed Adjuster. The 47K- Ohm Potentiometer’s PN is 3035105. 2# pin should be connect to the 8# terminal of Control Governor. A 200K-Ohm resistor could be series connection in the wire in order to improve engine stability, if necessary. Keep the 8# and 9# terminals open if Remote Adjusting is not needed. Idel/Run Mode Switch: 10 # terminal is Idle / Run mode switch interface. A switch or relay could be connected between 7# and 10 # terminals. When the switch or relay is open, control governor will work in RUN Mode. When the switch or relay is connected, control governor will work in IDLE Mode. Common GND 11 # terminal is spare GND, and do not need to be connected. Do not attach the battery negative to 11 # terminal, the control governor may be damaged. A# and B# terminals are damping, it was needed when the oscillation of the coupling between engine and generator occurred, and do not need to be connected in general condition. Debugging and Use: Droop This Potentiometer is used to set the speed decline percent when the engine is loaded. Droop Potentiometer is used with Gain Potentiometer in order to keep the engine work stability. GAIN This Potentiometer is used to set the sensitivity of speed adjustment when the engine’s load is changed. Gain Potentiometer is used with Droop Potentiometer in order to keep the engine work stability. RUN This Potentiometer is used to set the target Run-Speed. IDLE This Potentiometer is used to set the target Idle-Speed. SMOOTHLY RISING CONTROL This setting time is used to set the sensitivity of Smoke Control. The larger potentiometer set, the more smoke control. But too large setting time may cause difficult engine start. The potentiometer is usually arranged on the 10s point. Note: See details per Cummins publication 3379231. When generating set is working, what reasons cause oil pressure gauge and what solution is there? The principle of engine lubrication system produced by engine oil pump shows that the pressure of lubricating oil is mainly due to the resistance of oil flow in the pressure section of the system, and its pressure is related to the flow resistance of oil in the system. The oil pressure is high when the flow resistance of oil in the system is high, and the oil pressure is low when the oil flow resistance in the system. In addition, the oil pressure display device is abnormal and the oil pressure value is not correct (that is to say, the oil pressure is too high), so that it is mistaken for the high oil pressure in the lubricating system. Common causes of increased resistance to oil flow are as follow. 1 Excessive oil viscosity The oil viscosity indicates the internal friction resistance of the oil flow. Oil viscosity is related to engine temperature. When engine temperature is low, engine oil viscosity is large; conversely, engine oil viscosity is small. When the oil viscosity is high, the fluidity is poor, but the seal is good, and the leakage is less. If the oil viscosity exceeds the specified value, the oil flow resistance in the lubrication system will increase and the pressure will increase. It can be seen that when the engine temperature is low or the oil itself viscosity is high (because of improper selection of engine oil grade, that is, engine oil brand number is not suitable for ambient temperature, such as summer oil with high viscosity in winter), the oil pressure will be high.
The flow resistance of lubricating oil cycle loop is equal to the reciprocal sum of parallel branch oil flow resistance. The camshaft journal, connecting rod journal, crankshaft journal, rocker shaft and so on in the pressure lubricating position. If the gap between these lubricating parts is too small, the filter core of the fine filter is too dirty to block the oil circuit, and the pressure limiting valve adjusts the pressure too high, etc. Both will increase the flow resistance and pressure of the lubricating oil system. 3. Improper adjustment of pressure limiting valve Pressure limiting valves limit oil pressure by balancing springs and ball valves (or cone valves) so that the oil pressure does not exceed the specified value of the technical documentation. When the oil pressure exceeds the specified value, the spring elastic force overcomes the spring to push the valve open to release pressure into the system. When the oil pressure is lower than the spring elastic force, the valve closes under the action of the spring, thus limiting the pressure to the prescribed range. Therefore, the oil pressure of the lubrication system depends on the spring elasticity. If the spring elasticity is too large, the oil pressure in the system will be too high. Diagnosis and exclusion 1. In the case of a newly used or guaranteed engine, the oil pressure is obviously too high, indicating that the clearance between the journal and the bearing (tile) in the pressure lubrication position is too small, or the pressure limiting valve adjusts the pressure too high, The clearance between journal and bearing should be carefully checked. If the gap is too small, it should be adjusted or scratched to avoid burning out the matching pair because the gap is too small.
3. If the engine oil pressure is too high at low temperature, the engine oil pressure is normal when the engine temperature rises, which indicates that the reason of the high oil pressure is the low temperature of the diesel engine. 4. If the oil pressure is significantly higher after oil replacement, the engine oil number is not properly selected. For example, the use of high viscosity in winter oil, that is, the oil pressure will be too high, should be reshuffled seasonally. The higher the number of engine oil (the larger the number), the lower the viscosity, whereas the greater the viscosity of oil. General ambient temperature can be first used with HC-14 oil. HC-11 and HC-8 engine oils with low freezing point can be used in cold northern areas. Low oil pressure is one of the common faults of diesel generator set. The method of quick troubleshooting is helpful to solve the problem in time. 1. Check the oil pressure display device Use replacement method to check, that is to replace the oil pressure gauge or sensor. If the oil pressure display is normal after replacement, the oil pressure display device has trouble. If the oil pressure indicator is normal, the oil pressure is reduced, and the fault is in the lubricating part, the following method should be used to judge. Judging from the temperature of the oil If the oil temperature is too low and the oil pressure is low, but when the temperature rises, the oil pressure is normal, it indicates that the oil is too thick and the oil channel is not smooth. For example, although the original impurity blockage of the oil filter is affected to some extent and the oil pressure is also reduced, it is still within the prescribed range. When the oil viscosity is too large, the oil collector will further block up. As a result, the oil pressure decreases again and falls below the specified value, the oil pressure of some diesel engines is too low; the sensor of the oil pressure display device of some diesel engines is set at the end of the lubricating oil line, and when it is difficult to pass through the filter, the oil pressure decreases. When below the specified value, the oil pressure is too low. And then. It is necessary to further investigate the causes of oil thickening (whether the oil number is suitable for the season, oil deterioration, etc.) and the obstruction of the oil channel (such as filter joints, filters, air-cooled radiators, etc.). After ascertaining, should be excluded. If the oil pressure drops when the oil temperature is high, the oil viscosity is too small, or there is a large gap or leakage of friction parts in diesel generator set. The reasons for the decrease in viscosity (such as improper selection of engine oil grades, poor quality of oil, poor temperature stability of viscosity, or the mixing of diesel and oil to dilute the oil) should be further identified and observed to see if there is a leak, Or the matching parts (such as crankshaft and bearing, connecting shaft diameter and bearing) which have been used for a long time and pressure lubricated have too big clearance, which should be found out and be dealt with accordingly. As we know that a diesel generator is the combination of a diesel engine and a alternator (a synchronous AC generator) to generate electricity. It can be as prime power or backup power for electric power generation. Engine is as the core component of the diesel generator. If you want to run it well, carefully maintenance is necessary. Today, we will talk about “six steps” method for diesel engine maintenance. 1. Running-in/Grinding-in This is the basis for prolonging service life. Both new and overhauled engines must be grinded according to the rules before they can be put into normal operation. 2. Clean fuel, water, air and machine body Diesel is the main fuel of the engine. If the diesel oil is not pure, it will make the precise matching body wear and tear, increase the matching body clearance, cause oil leakage, oil dripping, reduce the oil supply pressure, increase the gap, even cause oil path clogging and so on main failure. If there is a lot of dust in the air, it will accelerate the wear of the cylinder sleeve, piston and piston ring. If the cooling water is not pure, it will block the water scale of the cooling system, which will hinder the engine heat dissipation, result in poor lubrication condition and severe wear of the body. If the body appearance is not clean, it will make the surface corrosion and shorten the service life. 3. Enough diesel/oil, water and air If the supply of diesel and air is not timely or interrupted, there will be some problems, such as difficult starting, poor combustion, power coastdown, and the engine can not run normally. If the oil supply is insufficient or interrupted, engine lubrication will be poor, the body will wear seriously and even burning tile phenomenon. If the cooling water is not enough, the machine temperature will be too high, the power will decrease, the wear will be aggravated, and the service life will be reduced. 4. Make a regular inspection on fasteners for any loose condition The bolts and nuts are easy to loosen due to the influence of vibration shock and uneven load during the operation of the diesel engine. There are all parts of the adjustment bolts should be checked to avoid causing loosening and damage to the body. 5. Inspection and adjustment That is, diesel engine valve clearance, valve timing, fuel supply advance angle, injection pressure and ignition timing should be checked and adjusted, so as to ensure that the engine is always in good technical condition, only in this way can save fuel and extend the service life. 6. Proper use of diesel engine Before starting, make sure that all lubrication parts shall be lubricated. After starting, water temperature should reach 40 ℃ - 50 ℃ before putting into operation, long time overload or low speed operation is strictly prohibited. Before stopping, the load should be removed to reduce the speed. When the water temperature drops to 40 ℃ - 50 ℃ after the shutdown in winter, the engine with cooling water has been injected with antifreeze. The maintenance of the engine should be done regularly at ordinary times to keep the machine in good condition. Starlight Power - China's Largest Brand Engine OEM Cooperative Manufacturer Starlight Power has a management team with advanced consciousness, strong youth and proficient business, taking the establishment of high-tech innovation enterprises as the starting point, insisting on "high starting point, high technology, excellent service", and actively collecting and absorbing advanced technology and advanced products at home and abroad. Constantly update the products. In recent years, we have cooperated extensively with Swedish Volvo, American Cummins, British Perkins, Germany Deutz, Korea Doosan, Germany MTU, Ricardo, Shangchai, Yuchai, Weichai, Jichai, Tongchai, and Wudong and so on famous engine companies, and have become their OEM supporting factory and technology centers. Starlight Power - Outstanding Achievement Between 2010 and 2017, Starlight Cummins Series diesel generator won the National sales Championship for eight consecutive years, becoming Cummins largest OEM cooperative manufacturer in China. Besides, Starlight company has been working with Yuchai Power since 2015. So far, it has been the core OEM partner of Yuchai Power in China. Yuchai engine is China famous engine brand, In 1994, Yuchai became the first Chinese company to be listed on the New York Main Board (NYSE: CYD) Starlight company has been working with Shangchai Power for many years and has been the largest OEM cooperative manufacturer in China since 2009. Starlight Volvo Series generator set, top 3 sales in Asia Pacific, is the core OEM partner of Sweden's Volvo company in Asia Pacific region. VOLVO Engine Cooling System Volvo engine's internal cooling system makes sure the engine works at the right temperature. It is a closed system that must always be filled with a mixture of concentrated coolant and water in order to protect the engine against internal corrosion, cavitation and bursting due to freezing. Coolant of a suitable chemical composition must be used all year round. This also applies in areas where there is never any risk of freezing, to provide the engine of diesel generator set with full corrosion protection. The use of anti-corrosion agents alone is not permitted in Volvo Penta engines. Never use water alone as a substitute for coolant. The corrosion protection additives become less effective over time, which means that the coolant must be changed at regular intervals; refer to Maintenance Schedule. The cooling system must be flushed whenever the coolant is changed; Volvo Penta coolants have been prepared to work best with Volvo Penta engines and offer excellent protection against corrosion, cavitation damage, and bursts due to freezing. Only coolants of this quality are adapted to, and approved by, Volvo Penta. IMPORTANT! Volvo Penta engines are delivered with either Volvo Penta Coolant (green) or Volvo Penta Coolant VCS (yellow); both are available as concentrates and Ready Mixed. We recommend that the coolant supplied with the engine on delivery be used. Future warranty claims related to engine and accessories may be denied if an unsuitable coolant has been used, or if the instructions for coolant mixture have not been followed. Engines using yellow Volvo Penta Coolant VCS must have a yellow decal with the text VOLVO COOLANT VCS on the expansion tank. • The two types of Volvo Penta coolant may never be mixed with each other as this will affect the anti-corrosion properties. • Coolant filters may not be used together with Volvo Penta Coolant VCS. Ready Mixed The ready-mixed coolant protects the engine from corrosion damage, cavitation damage and bursts due to freezing down to -28 °C (-18 °F) Volvo Penta Coolant (green). -24 °C (-11 °F) for Volvo Penta Coolant VCS (yellow). Coolant, Mixing WARNING! All coolant is hazardous and harmful to the environment. Do not consume. Coolant is flammable. IMPORTANT: Different types of coolant must not be mixed with each other. The concentrated coolant must be mixed with pure water (distilled or deionized water) according to specifications; refer to Water Quality page 61. Mix: 40% concentrated coolant and 60% water This mixture prevents against internal corrosion, cavitation and bursts due to freezing down to -28°C (-18°F) Volvo Penta Coolant (green). -24°C (-11°F) Volvo Penta Coolant VCS (yellow). At 60% glycol concentration, the freezing point is lowered to -54°C (-65°F) Volvo Penta Coolant (green). -46°C (-51°F) Volvo Penta Coolant VCS (yellow). Never mix in more than 60% of the concentrated coolant. A greater volume of concentrate entails a reduced cooling effect with the risk for overheating and reduced anti-freeze protection. It is extremely important that the system be filled with the correct coolant concentration. Mix in a separate clean vessel before filling the cooling system. Make sure that the liquids mix. Coolant Level, Checking and Topping Up WARNING! Do not open the coolant filler cap when the engine is hot, except in emergencies, this could cause serious personal injury. Steam or hot fluid could spray out. Check the coolant level daily before starting. Top off with coolant as necessary. The level should be about 5 cm below the sealing plane of the filler cap or between the MIN and MAX markings if a separate expansion tank is installed. IMPORTANT! Topping off must take place using a mixture of the same type as that already in the cooling system. Filling a completely empty system Check that all drain points are closed. NOTICE! The location of drain and venting nipples is shown on the next page. Topping off must be done with the engine stopped. Fill slowly, to allow air to flow out through the venting nipples and the filler. If a heating unit is connected to the engine cooling system, the heat control valve must be opened and the installation vented during filling. IMPORTANT! Fill up with coolant to the correct level. Do not start the engine until the system is vented and completely filled. Start the engine and warm it up until the thermostats are fully open (about 20 minutes). Open any venting nipples a short while after starting, to allow trapped air to escape. Check the coolant level and top up as necessary. Drain/bleed cocks, Location Drain plugs (P) - beneath the radiator - next to cylinder #3 and cylinder 5 (on 4 and 6-cylinder engines) - beneath the coolant pump (does not apply to 420–733) - beneath the oil cooler Venting nipple (1): - on the coolant pump Cooling System, Cleaning Cooling performance is reduced by deposits in the radiator and cooling galleries. The cooling system should be cleaned out when the coolant is changed. IMPORTANT! Cleaning must not be done if there is any risk of the cooling system freezing, since the cleaning solution does not have any antifreeze properties. IMPORTANT! It is extremely important that the correct concentration and volume of coolant is added to the system. Mix in a separate clean vessel before filling the cooling system. Make sure that the liquids mix. 1 Empty the cooling system. Refer to Coolant, Draining. 2 Put a hose into the expansion tank filling hole and flush with clean water, as specified by Volvo Penta refer to section Water quality in Technical Data page 60 until the water draining out is completely clear. 3 If there should still be some contamination left after flushing for a long time, cleaning can be done with coolant. Otherwise, continue as in item 8 below. 4 Fill the cooling system with 15-20 % mixture of concentrated coolant. Use only Volvo Penta recommended concentrated coolant mixed with clean water. 5 Drain the coolant after 1-2 days of operation. Remove the filler cap and possibly the lower radiator hose to increase the speed of emptying. To prevent suspended material from settling back in the system emptying should be done rapidly, within the space of 10 minutes, when the engine has not been standing still for a long time. 6 Flush the system immediately and thoroughly with clean hot water to prevent dirt from settling in the inner areas. Flush until the water that runs out is completely clean. Make sure that any heater controls are set to full heating during emptying. 7 If contamination should still be left after a long period of flushing, cleanout using Volvo Penta radiator cleaner, followed by finishing-off with Volvo Penta neutralizer. Carefully follow the instructions on the package. Otherwise, continue as in item 8 below. 8 When the cooling system is completely free from contamination, close the drain taps and plugs. 9 Fill up with Volvo Penta recommended coolant. Want to know about Cummins engine protective measures and operation under cold weather? Don't know how to operate your engine in a right way? Don't worry, the following article will show you more. If you are interested, continue reading. Then you will find that it is not difficult thing to prolong the diesel genset service life Cold Weather Protective Measures
2. Drain the cylinder block and heads on all engines by opening the petcocks and removing the drain plugs as shown in Fig 1-4, heat exchanger or other “water cooled” accessory is used, open the petcock and drain. Failure to properly drain the engine and accessories may cause serious damage during freezing weather. 3. Immersion-type water and oil heaters are available for engines used in cold-weather operations and to maintain temperatures to permit the engine to operate at full load at start-up. Engine Operation in Cold Weather Satisfactory performance of a diesel engine operating in low ambient temperature conditions requires modification of the engine, surrounding equipment, operating practices and maintenance procedures. The colder the temperatures encountered the greater the amount of modification required and yet with the modifications applied, the engines must still be capable of operation in warmer climates without extensive changes. The following information is provided to engine owners, operators and maintenance personnel on how the modifications can be applied to get satisfactory performance from their diesel engines. There are three basic objectives to be accomplished: 1. Reasonable starting characteristics followed by practical and dependable warm-up of the engine and equipment. 2. A unit or installation which is as independent as possible from external influences. 3. Modifications which maintain satisfactory operating temperatures with a minimum increase in maintenance of the equipment and accessories. If satisfactory engine temperature is not maintained, higher maintenance cost will result due to the increased engine wear, poor performance and formation of excessive carbon, varnish and other deposits. Special provisions to overcome low temperatures are definitely necessary, whereas as change to warmer climate normally requires only a minimum of revision. Most of the accessories should be designed in such a way that they can be disconnected so there is little effect on the engine when they are not in use. The two most commonly used terms associated with preparation of equipment for low temperature operation are “Winterization” and “Arctic Specifications”. Winterization of the engine and or components so starting and operation are possible in the lowest temperature to be encountered requires: 1. Use of correct materials. 2. Proper lubrication,low temperature lubricating oils. 3. Protection from the low temperature air. The metal temperature does not change, but the rate of heat dissipation is affected. 4. Fuel of the proper grade for the lowest temperature. 5. Heating to be provided to increase the engine block and component temperature to a minimum of -25°F [-32°C] for starting in lower temperatures. 6. Proper external heating source available. 7. Electrical equipment capable of operating in the lowest expected temperature. Arctic specifications refer to the design material and specifications of the components necessary for satisfactory engine operation in extreme low temperatures to -65°F [-54°C]. Contact Cummins Company, Inc., or the equipment manufacturer to obtain the special items required. For additional information on cold weather operation, obtain Service Bulletin No. 3379009 “Engine Operation in Cold Weather,” from the nearest Cummins Distributor or dealer. Caution: “Anti-leak” antifreeze are not recommended for use in Cummins Engines. Although these antifreeze are chemically compatible with DCA water treatment, the “anti-leak” agents may clog the coolant filters and render them ineffective. If you don’t know how to do commissioning after a diesel generator set is installed, this article will guide you to learn more. Before the generating set is put into operation, a comprehensive inspection must be carried out. Diesel engine unsealing In order to prevent the diesel engine from rusting, when the product leaves the factory, both inside and outside is sealed with oil. Therefore, after the new unit is installed and meets the installation requirements, it must be unsealed before it can start. Otherwise, it will cause the danger. So it should be taken seriously. The steps to remove the oil seal are as follows: 1) Heating the diesel above 45 ℃ to 56 ℃for cleaning and removing the external anti-rust oil. 2) Heating water aover 90 ℃, then continuously pouring water through the water jacket outlet, flowing out from the plug assy Irain (or water pump inlet) on the side of the cylinder body, continuously for 2--3 hours, and rolling the crankshaft discontinuously to make the anti-proof oil of piston top, cylinder liner surface and elsewhere dissolves and flows out. 3) Clean the oil sump with clean diesel oil and replace it with new oil. Cooling and fuel system, fuel injection speed regulation system, water pump and starting drive system should be cleaned and checked in accordance with the requirements of the instructions, and sufficient clean cooling water should be added, starting batteries should be fully charged, and preparations should be made for the start up of the machine. Inspection before the genset has a test 1. Inspection procedures 1) Check whether the surface of the unit is clean. The anchor nut, flywheel screw and other moving parts are not loosened. It must be fastened if any problems found. 2) Check whether the clearance of each part is correct, especially check the intake & exhaust valve clearance to make sure it meets the requirements. 3) Put each cylinder in the pressure reducing position, rotate the crankshaft to check if there is any abnormal sound in the operating sound of the cylinder parts, and whether the crankshaft rotates freely. At the same time, pump the engine oil into the friction surface. Then, close the pressure - reducing device, shake the crankshaft, and check the cylinder for air leakage. If the crankshaft is very difficult to shake, it indicates that the compression is normal. 4) Check fuel supply system, steps are as follows: ① Check whether the venthole on the fuel tank cover is smooth and clean if there is dirt in the hole. Whether the diesel added meets the required brand number, whetehr oil mass is adequate, and turn on the oil circuit switch. ② Open the mechanism of decompressor to shake the crankshaft. If each cylinder has a clear injection sound, it indicates that the injection is good. Whereas, there may be air in the oil line. This moment, you should rotate the fuel filter and injection pump air bleed screw to eliminate the air in the oil line. ③Check whether there is oil leakage in the oil pipe and joint, and deal with the problems in time if found. 5) Check water cooling system, procedures are as follows: ①Check whether the cooling water in the tank is sufficient. If the water is insufficient, clean soft water should be added. ②Check whether there is water leakage in the joint pipe and solve the problem in time. ③Check that the impeller rotation of the cooling water pump is flexible and the belt is tight and appropriate. When checking whether the belt is tight, push the middle of the driving belt. It is suitable if the driving belt is pressed down 10-15mm. 6) Check lubricating system ①Check the oil pipe and pipe joints for oil leakage and solve the problem in time ②Check the oil mass of the oil pan, draw out the oil dipstick next to the crankcase, observe whether the height of the oil surface is in accordance with the rules, otherwise, add oil to the diesel engine, add No.8 or 11 engine oil in winter, and add No.14 oil in summer. Check again, if found that the oil surface height is above the normal, should be carefully analyzed the reasons for the increase in oil, usually there are three reasons. a. Add too much oil b. Diesel oil leaks into the crankcase and dilutes the oil. c. The cooling water leaked into the oil. 7) Check starting system a. First, check whether the specific gravity of starting system is within the range of 1.240 ~ 1.280. If the specific gravity is less than 1.180, it indicates that the battery power is insufficient. b. Check whether the power line is correct. c. Check whether there is contamination or oxidation on the battery terminal, it should be cleaned up. d. Check whether the electric contact of starting motor and electro-magnetic control is good. Installation and inspection procedures of ac generator are as follows: 1) The coupling between alternator and diesel generator requires that the parallelism and concentricity of the coupling are less than 0.05 mm. In actual use, the requirements may be slightly lower, about within the 0.1mm, over the assembly affects the normal operation of bearing, resulting in damage, good coupling should be fixed with positioning pin. The coupling should be re-tested before installation. 2) When a sliding bearing generator is coupled, the height of the generator center should be adjusted slightly lower than the center of the diesel engine, so that the weight of the flywheel on the diesel engine will not be transferred to the generator bearing. Otherwise, the generator bearing will bear extra weight of the flywheel, which is not conducive to the formation of oil film of the sliding bearing, resulting in heat and even burning of the bearing. The couplings of such generator are not allowed to carry any weight. 3) When installing the generator, make sure that the cooling air is free from the entrance, and avoid the release of hot air into the generator. If there is shutter on the ventilation cover, the window should be down to meet the protection level requirements. 4) The mechanical coupling of single bearing generator should pay special attention to the uniform air gap between stator and rotor. 5) According to the schematic diagram or wiring diagram, select the appropriate power cable, use copper joint to connect, copper joint and busbar, busbar and busbar after fastening, the local gap is less than 0.05 mm, the distance between the conductors is less than 10 mm, and the necessary ground wire should be installed. 6) The terminal head of the generator outlet box is marked with U, V, W, N, which does not mean that the actual phase sequence but depends on the direction of rotation. UVW is printed on the certificate to indicate the actual phase sequence in clockwise rotation, VUW represents the actual phase sequence in counterclockwise rotation. 7) If the neutral point of each generator in the power supply system is connected with each other, or when the neutral point of the generator is connected with the transformer and its load neutral point, the neutral line current of 3 times the frequency of the neutral line will be produced during the operation of the unit. Therefore, it is necessary to measure the midline current of the generator under various load conditions that may occur in operation. In order to keep the generator from overheating, the midline current shall not exceed 50% of the rated current of the alternator. If the midline power is too large, the central line reactor should be installed. Installation Guidance of Volvo Power Generator System Information of Volvo Power Generation/Engine EMS (Engine control system) EMS 2 stands for “Engine Management System” and is an electronic system with CAN communications (Controller Area Network) for control of diesel engines. The system has been developed by Volvo Penta and includes fuel control and diagnosis function. The system consists of a control module, six unit injectors, a number of sensors that supply the control module with measurements, sockets for diagnosis and functional checks. The engine can be connected to a communication interface comprising a CAN-link and a serial link. CAN (Controller Area Network) The CAN J1939 link handles all communication between the engine control module EMS 2 and the CIU, in addition to the diagnostics that are handled by the so called J1708/J1587 link. The CAN link is much faster than the J1708/J1587 link. The CAN link has been prepared to connect to other components with SAE J1939 protocol such as instrument panels and transmissions. If, for some reason, a fault develops on the CAN link, signals for the rpm-potentiometer and the start and stop knobs are taken over by the J1708/J1587 link. However, instrument and indicator lamps are completely turned off. If a fault occurs on both links, GE engines maintain engine speed, while VE engines go to idle. The only way to shut off the engine in this case is to use the auxiliary stop (AUX-STOP) placed on the engine’s left side. CIU (Control Interface Unit) The CIU is a “translator” between the CAN bus and the customer’s own control panel. This unit has two serial communication links, one fast and one slow. The fast one is a CAN link that features a bus speed of 250 Kbit/ s. All data regarding instruments, indicator lamps, contacts and potentiometers are controlled by this bus. The slower J1708/J1587 link handles diagnostic information for, among other things, the flashing code. The diagnosis tool VODIA also uses the J1708/J1587 link to communicate with the system. Fuel control The engine’s fuel requirement is analyzed up to 100 times per second (depending on engine rpm). The engine’s injection amount and injection timing is controlled electronically via fuel valves on the unit injectors. This means that the engine always receives the correct volume of fuel in all operating conditions, which offers lower fuel consumption, minimal exhaust emissions etc. The control module checks and controls the unit injectors so that the correct amount of fuel is injected into each cylinder. It calculates and sets the injection angle. The control is primarily performed using the speed sensors and the combined sensor for boost pressure/charge air temperature. The control module affects the unit injectors via an electronic signal to the unit injectors’ electromagnetic fuel valve, which can open and close. When the fuel valve is open, fuel flows through the unit injector hole and out through the fuel channel. Fuel is not sprayed into the cylinder in this position. When the fuel valve closes, pressure starts to build from the unit injector’s mechanically operated pump plunger. When sufficient pressure has developed, fuel is injected into the cylinder via the unit injector’s injector section. The fuel valve is re-opened and pressure in the unit injector decreases at the same time as the fuel injection to the cylinder stops. In order to determine when the fuel valve shall open or close, the control module has access to signals from sensors and switch contacts. Calculating fuel quantity The amount of fuel that is sprayed into a cylinder is calculated by the control module. The calculation determines the time that the fuel valve is closed (when the fuel valve is closed fuel is sprayed into the cylinder). The parameters controlling injected amount of fuel are: • Requested engine speed • Motor protector • Temperature • Boost air pressure Altitude correction The control unit is fitted with an atmospheric air pressure sensor and an altitude correction function for engines operating at high altitudes. This function limits the fuel volume in relation to ambient air pressure. This is to prevent smoke, high exhaust temperature and to protect the turbocharger from over-speeding. Diagnosis function The task of the diagnosis function is to detect and locate disturbances within the EMS 2 system, to protect the engine, and to provide information about problems that have developed. If a malfunction is dis-covered, this is announced by warning lamps, a flashing diagnostic lamp or in plain language on the instrument panel, depending on the equipment used. If a fault code is obtained as a flashing code or in plain language, this is used for guidance in any trouble-shooting. Fault codes can also be read by Volvo’s VODIA tool at authorized Volvo Penta workshops. In case of serious malfunctions, the engine is shut down completely, or the control unit reduces the power output (depending on application). A fault code is set as a guide when fault tracing. In- and out signals Information from the sensors provides accurate information regarding operational conditions and makes it possible for the control unit processor to calculate the correct injection amount, injection timing and engine condition, among many other things. Input signals The control unit receives input signals regarding engine operational conditions along with information from the following components: - Coolant temperature sensor - Charge air pressure/charge air temperature sensors - Crankcase pressure sensor - Position sensor - Camshaft - Engine speed sensor - Flywheel - Piston cooling pressure sensor - Coolant level sensor - Oil pressure sensor - Oil level and oil temperature sensors - Fuel pressure sensor - Water-in-fuel sensor - Air filter pressure sensor - Air temperature sensor - Fan speed Output signals The control unit uses the input signals to control the following components: - Unit injector - Start motor - Alternator - Main relay - Preheat relay - Internal EGR (TAD1350-1355GE only) - Waste gate - Electronic fan control Instruments DCU (Display Control Unit) DCU is a digital instrument panel that communicates with the engine control unit via the CAN-link. DCU has several functions, such as: Engine control - Start, stop, rpm regulation, preheating, etc. Monitoring - Shows engine speed, charge pressure, charge temperature, coolant temperature, oil pressure, oil temperature, engine hours, battery voltage, instantaneous fuel consumption and fuel consumption (trip fuel). Diagnostic - Shows fault codes in text. Lists previous faults. Parameter setting - Idle speed, alarm limits for oil temperature/coolant temperature, regulation mode (speed droop/isochronous). Special Technology Used in 16V165RQ Gas Engine 1. Shunt cycle cooling technology The 16V165RQ gas engine adopts the TE cooling cycle system of 396 diesel engine, which adopts a new concept of shunt circulating cooling structure, one of which cooling circuit is moderately cooled to the pressurized air according to the changing state of power. Therefore, the cooling water discharged from the engine is divided into two cycles of "high temperature cycle" and "low temperature cycle". About 2/3 cooling water goes back to the intake side of the engine pump directly through the high temperature cycle, and the rest is introduced into the low temperature loop controlled by a temperature regulator. In the empty and low load conditions, the regulator controls the high temperature cooling water from the diesel engine to bypass the circulating cooler and directly into the supercharged air cooler through the bypass line. And in which the pressurized air is heated to prevent the engine from emitting white smoke. The annular slide valve of the thermostat stops on the base before the thermostat is heated by the cooling water which is heated by the increase of power. Because the heat sensitive element tube is heated the slide valve starts to move and gradually closes the bypass port and correspondingly causes the cooling water to flow through the circulating cooler. As a result, the cooling water temperature into the intercooler decreases, thus providing high air flow and maximum engine power. The flow of low temperature circulating water flows through the intercooler and the oil heat exchanger to confluence with the high temperature system flow, so that all the cooling water can reach the appropriate temperature before entering the engine. The 165TE shunt cycle system ensures that the engine has optimal performance throughout the power range. During no-load operation, the system increases the pressurized air temperature so that the fuel is fully burned. In the medium power range and full load condition, it creates favorable conditions for the engine to output high power while maintaining the lower thermal stress of the components. 2, 3-layer water-cooled heat insulation exhaust system The 16V165RQ gas engine retains the three-layer exhaust system of 396TE diesel engine, which deals with the function of exhaust diversion and exhaust heat insulation separately, and obtains the operational reliability which can not be achieved by direct cooling or heat insulation exhaust pipe. The high temperature and water cooled components in the exhaust pipe are connected to the heat expansion demand. Here, the high temperature exhaust is discharged through the segmental exhaust manifold made of heat-resistant alloy plates. The design and arrangement of these components make the thermal stress at the lowest level. Some of the advantages of the three-layer exhaust system are good exhaust sealing and low surface temperature of exhaust pipe and supercharger. The special design of the exhaust system ensures high efficiency booster and eliminates the need for wear and maintenance. The seal of the exhaust system is located in the water-cooled exhaust manifold. A double-wall water-cooled sheath completely seals the high-temperature components of the exhaust guide to provide an airtight seal. Therefore, the outer layer of the water jacket will not reach a temperature higher than that of the starting cooling water, and it will no longer be necessary to use expensive and heavy heat insulation equipment as a protective measure against accidental contact and explosion. Like the exhaust pipe, the exhaust turbine is enclosed by a sealed jacket, thus completely eliminating the risk of exhaust passing through any part of the system into the engine room. As a result of the indirect cooling of the exhaust pipe at high temperature, the exhaust heat is lost very little, which provides a favorable supercharging condition and improves the efficiency of the engine. 3, heat resistant and corrosion resistant piston and valve and other combustion system parts According to the working characteristics of the gas engine, the compression ratio is 11: 1, the piston is composed of a steel top aluminum skirt, the top of the piston is a basin structure, the top of the piston is chrome plated, and the top of the piston is cooled by oil injection. Can improve the piston heat resistance, corrosion resistance. Valve and valve seat ring using special materials to improve corrosion resistance. 4. High efficiency medium cooling system The 16V165RQ gas engine adopts high efficiency intercooler with large heat dissipation area and good cooling effect, which can effectively guarantee the inflatable coefficient of gas engine. Tin plating on the fin surface can effectively prevent the corrosion of impurities in gas. 5, Control cabinet of 1100GFRQ gas generator set The control cabinet is designed as a floor cabinet structure, intelligent control screen, using American WOODWARD Easy3000 intelligent controller, intelligent automatic air circuit breaker for Schneider 2500A, other components are imported, such as: OMRON Company, Siemens Company and other products. In order to operate the cabinet conveniently, the imported automatic parallel control module can be automatically monitored and synchronized, and the manual and automatic parallel operation can be satisfied. When several units are running in parallel, the automatic load distribution function can be realized, and the grid-connected and parallel operation conditions can be satisfied. In a word, the 1100GFRQ gas generator set has solved the problems of low grade, high management difficulty, low long-term operation power and unsafe fire and firing in intake and exhaust pipe. 6,1FC2561-4 generator 1FC2 451-4 / 561-4 generator is a three-phase brushless AC synchronous generator produced by Siemens technology in Germany. The machine saves the traditional slide-ring carbon brush device, realizes the brushless excitation and greatly reduces the radio interference. The phase compound excitation structure of the generator has good self-excitation constant voltage performance, easy voltage construction, small waveform distortion rate, high voltage regulation accuracy, convenient maintenance, and stable operation does not easily cause the electromagnetic oscillation of the power supply system. With 100% unbalanced load capacity, can withstand 2 minutes 50% overload (H class), every 6 hours overload 10% continuous running for one hour. This series of generators is especially suitable for long-term continuous operation under harsh conditions, and the generator does not produce any harmful changes. Compared with the similar motors, the machine greatly simplifies the excitation system. The grid-connected module is Basler DECS-100, which is the fifth generation automatic excitation regulator based on microprocessor. It is suitable for distributed generation, centralized generation and peak-shaving. Make maintenance and routine inspection easier. Provide high quality backup power to users. |
作者
dieselgenerator 存档
July 2022
类别 |