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    Petbow Installation Manual for Generating Sets

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    277 views124 pages

    Petbow Installation Manual For Generating Sets

    Uploaded by

    neoph138

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
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    \& Petbow installation manual for generating sets - Section H page H.1 Exhaust systems No internal combustion engine will operate efficiently unless its exhaust gases can be discharged easily andit is stressed that your exhaust system should conform as closely as possible to the following recommendations. General The exhaust system should be as short as site conditions and local regulations will allow it to be. A minimum number of bends should be used and those of the long radius type. Hot exhaust gases travel at high velocity and become very inflexible if their direction of flow is changed rapidly, back pressure builds up in the exhaust system preventing efficient scavenging, with a resultant loss of engine power. Keep the back pressure down as low as possible. See data sheet Where conditions increase the exhaust system length longer than 9m, the bore will have to be increased. ‘The amount of increase will depend on the total exhaust pipe length and number of bends. Details of the pro: posed pipe run, preferably a sketch, should be sent to, ‘our Installation Department for their recommendations. See Diagram Page H2. ‘The first section of exhaust from the engine manifold must include a flexible section of pipe or bellows unit. The next section of exhaust pipe should be supported to allow the flexible pipe movement without putting weight on the engine manifold. “The support bracket on the exhaust must allow for the pipe to expand or should be of the roller type. A short flexible or expansion bellows should be incorporated on long runs between fixing brackets. All pipework should have a minimum wall thickness: of 3mm, Sleeves: Where the exhaust pipe passes through walls a sleeve or wall plates should be fitted or allow a clearance hole otherwise cracking of the wall material will take place, it is also a’ safeguard against a fire hazard, Termination Care should be taken when deciding on the exhaust terminating point to atmosphere, that there are no air inlet grills or opening windows where the exhaust gas. can re-circulate into the building, also the terminating point should be so arranged to stop the ingress of rain. (On long exhaust runs a drain point or condensation trap should be fitted near the engine. Multiple Exhaust Systems: ~ Where more than one engine is installed each should have its own independent exhaust system as running more than one set into a common pipe can be dangerous and could cause damage to various parts, of the engine. Where the exhaust system is required to go into a disused boiler chimney this should be checked for gas tightness before proceeding with the system. An exhaust should not be discharged into a chimney that is in use as the engine pulsations will upset the operation of the boiler draught. Also there is a risk of an, explosion taking place through the ignition of unburnt gases. Silencers: Exhaust silencers, there are various types, these are the most common Normal industrial silencers: Used where noise is not critical Residential silencers: Used where noise is an important factor. Resonance or absorbtion silencers: Used at end of long exhaust runs. Spark arrestor silencers: Used in explosive gases areas. The exhaust system should be lagged, especially the internal pipework, and clad with metal sheeting to retain the lagging where possible as the exhaust gas temperature on most engines at full load is in a range ‘of 500-600”, at manifold, and this must be taken into account, when choosing a suitable lagging. Where ‘any part of the exhaust is in an area where personnel ean come in contact with it, it must be lagged or guarded. Do not use asbestos which is a health hazard. Section H page H.2 exhaust systems TYPICAL EXHAUST RUN Exhaust Systems pogeH3 Exhaust pipeline recommendations Pipe size recommendations* Exhaust outlet size Upto m to 12m 12m to 18m 18m to 24m |____ mm finches) 6m (2oft) (2010 40ft) (40 t0 60ft) 60 to Bon) mm (ins) mm (ins). | mm (ins) | mm (ins). | mm (ins) 50 (2) 80 (2) 63 (2) 78 (3) 76 (3) 7 3) 78 (3) 89 (314) 100 (4) yoo (a) a9 (3%) 89 (3%) 100 (a) 100 (4) 100 (a) 178) 1275) 160 (6) 150 (6) 200 (8) 150 (6) 150 (6) 150 (6) 200 (8) 200 (8) 200 (8) 200 (8) 200 (8) 254 (10) 254 (10) 254 (10) 254 (10) 254 (10) 305 (12) 305 (12) ‘Note. These sizes are for nce only. Specification and special silencer applications may affect the actual ine size. The following formula can be used to calculate the actual back pressure to the exhaust system for a given length and diameter. Lxsxa? Pipe length and elbows in fect, e-ee Q = Exhaust flow (CFM) Inside diameter of pipe (inches) S = Specific weight of exhaust gas (lb Jeu. ft.) Swill vary with the absolute temperature of exhaust gas as follows a S~ Geq-¥ exhaust temp. P = Back pressure (p.si.). Must not exceed max. allowable back pressure as shown in accompanying table. Some useful conversions Millimeters to inches ~ multiply by 0.03937, Metres to feet ~ multiply by 3.281 Cubie metres to cubic feet multiply by 36.31 Centigrade to Fahrenheit — multiply by (Cx 1.8) + 32 p.sii. to inches of water (H,0) - divide by 0.0361 Inches of water to mm of water ~ multiply by 25.4 Jeesonz eet _| ism [nota] fag | 0H EES eer 175 | 2006TGI | PRAI40A | 127 1 | 690} 625 | 6seTcA2 | Ewsoo | 150 681 227 | NTB55G4 | BNI82A | 150 | 1 1021 750 | KTA38G2 | CO600A | 150 1021 250 | 2006TWG | PRC200A| 127 | 1 690 | 920 | KTTA38G | CW736A} 150 1021 290 | NT855G6 | BM232A | 150 | 1 1021 1000 | KTASOG1 | CKSO0A | 127 1021 g Section! pagel.1 Cooling and Ventilation Cooling and ventilation of an engine room is very important. Provision must be maue for an adequate air flow through the room, to replace the air consumed by the engine, and air pushed out by the cooling radiator fan. ‘There are various types of cooling systems that can be adopted, the main ones being as follows, ‘Set mounted radiator. Remotely positioned radiator. Heat exchanger cooling, Cooling tower system. Radiator Cooled Sets: When a radiator is mounted on the end of the plant main frame, position the set so that the radiator is as close to the outlet vent as possible, otherwise recircula- tion of hot air can take place. The recommended maximum distance away fromthe outlet ventis 150mm. If the plant cannot be positioned as above an air duct ‘must be incorporated in the system, ‘The minimum cross sectional area of theducting must be the same as the cooling area of the radiator. Acanvas, duct with mating stee! flanges to suit radiator andoutput, louvres is normally adequate for this purpose. Ducting bends must be well radiused and where long runsare required the ducting mustbeenlargedtoredyce back pressure on the radiator. Sound attenuated ducts, require long runs and have tobe designed specifically for each building (see section on sound). ‘The air inlet and outlet apertures in a building are normally louvred or screened with mesh. The free area taken up by the louvring slats or mesh mustbetaken into consideration when calculating size of aperture. ‘The large volume of air required by a diesel engine for ‘cooling and combustion is not always appreciated and it isrecommended that the total area of incoming air vents should be at least double that of the engine radiator outlet. Al vents should be protected against the ingress of rain. In cold climates where sets are employed on ‘standby duty and only run occasionally, the room should be kept warm. Air inlets and radiator outlets should be provided with adjustable louvres that can be closed when the set is not in use. Thermostatically controlled immersion heaters are fitted in the engine coolant system on all Petbow automatic mains failure sets, as standard Remote Radiator Cooled Systems: ‘Where space in a below-ground level installation precludes the use of ducting a number of alternative ‘methods of cooling are available. ‘A.conventional small cooling tower which is reason- ably cheap, simple to install and maintain or a separate radiator system which can be constructed as shown in figure 3/4. The radiator in this system is separated from the engine and the fan driven by an electric motor. ‘The radiator with an electricdriven fancanbe supplied ‘a8 a totally enclosed unit for outside use, or an open type: for installation inside a building. When the radiator is mounted more than 3,0 metres higher than the set, on most engines abreak tank andan electric driven water pump is required. The size of the break tank depends on the capacity of the entire cooling system, The amount of pipework required, plus a similar amount of water for cooling. Water is circulated from the break tank through the radiator and engine by means of an electrically driven circulating pump. As the radiator electricfan motor andwater circulating pump are powered by the generator, this load requirement must be added to the total set power. ‘As thewater from the radiator will drain into the break tank when the setis atrest, the tank musthavesufficient ‘capacity to fill the entire cooling system when the set is running, and still retain enough coolant for it to circulate efficiently, Precautions Required with this System: 1. Against contamination of coolant water by foreign matter. 2. Water becoming oxygenated through turbulence in break tank 3. Avoidance of air locks in system, pipes should have vent points, 4. Carry out suitable water treatment to engine manufacturers recommendations. 5. Take precautions against freezing, 6, Engine runs virtually unpressurised. If the radiator is mounted at the same level as the engine and no break tank is required, an expansion tank should be fitted just above the radiator to allow for the expansion of the coolant water. Heat Exchanger Cooling: ‘Alternatively, a heat exchanger cooled engine can be ‘employed. This system requires less space than a break tankand the closed circuit means that replenishment of the coolant lost through evaporation can be made up ‘automatically with a ball valve in the header tank Fig. 6. Heat exchangers can be supplied on most types of engines, This system is used where the water is likely to be contaminated or to come fromacooling tower orlarge storage tank. After the water has been through a heat exchanger, it has to be treated as contaminated water and cannot be used for domestic purposes. Most Water Boards will not allow town mains waterto be used through the heat exchanger as it must be run to ‘waste after use. The water pressureonaheatexchanger can be about 20 lbs constant. Special Note: ‘When using @ remote radiator or heat-exchanger cooling system, allowance must still be made for aspiration of engine, ventilation of engine room, and ‘cooling of alternator. cooling and ventilation Section | page L2 Coolant Water Treatment: Its essential that water treatment be employed in all engine cooling systems as soon as an enginegoesinto service, irrespective of the quality of the basic water availabie. The cost is small compared to the cost of, damage resulting from lack of, or. inadequate treatment. Some inhibitors provide chemical protection (on PH control whilst others deposit a protective film on the waterside surfaces. The PH value of coolant is lakes precedence e.g. with soluble oil and some other inhibitors recently introduced where the inhibitor controls and determines the PH value. Anti freeze type B to B.S.3151 contains inhibitors, sodium Benzoate/sodium nitrite, and a minimum 20%, dosage should be maintained in order that these inhibitors are present in desirable quantities. ‘The instructions supplied with an inhibitor must be strictly adhered to, particularly in respect of dosage and sampling The following coolants are recommended For protection against frost and corrosion Clean drinking water containing inhibited anti- Ireeze to one of the following specifications British standards institution — 8.S.3150, 3151 or 3152, 1959, Proprietary US. anti-freeze. 2. For protection against corrosion only: Clean drinking water containing inhibitors similar in formulation and proportions to those used in any of the British Standards quoted. specification — Prestone Air Cooled Engines: Generating sets with air cooled diesel engines require 2 different approach to installation than water cooled engines. For a start, cool air is drawn in directly to the engine and hot air exhausted out vie a specially formed duct. It is recommended that the engine air intake at the front of the set be positionedas closely as possible to the fresh air inlet which can be double louvred doors with at least double the free air area of the engine air intake, or fitted louvres. Intake ducting is not essential. Hot air is exhausted at one side of the engine and specially built ducting fitted directly to the engine should extend outside the building to avoid any recirculation of hot air. It is imperative that hot air is prevented from recirculating within the room as such air if drawn in by the cooling system will cause engine overheating and loss of power if absorbed for combustion purposes, Note: Remote Radiators and Heat Exchanger Cooling Systems, Certain engines with turbocharging andair toair charge cooling are unsuitable for remote radiator installations. This applies particularly to the Rolls Royce range with outputs in excess of 160 kW. Engines with air to water charge cooling, mainly Cummins, M.AN. and Volvo are normally quite suitable With heat exchanger cooling some loss of power will cooling systems of the air to air type. Section | page 3 coo! g and ventilation COOLING WITH SHORT AIR DUCT ont aes ee ee FIG1 FIG2 ‘FLOW REQUIREMENTS NOON Ford airflow in cic feet per minute pai mower tal heat input to room in ST Uimnute AT. & Permianbleinereacein room temperature in dgreos front feat contrbuted bythe generar and coral panel in BTUNIN, can be estimated at 424 x gross engine pov COOLING AND AIR DUCTING Section | page L4 cooling and ventilation REMOTE RADIATOR COOLING re ypasunse rooruve_| fk V5 Section J page J.1 Fuel Oil Systems Unless otherwise requested, all diesel engines that we use on our sets are designed to run on Class A fuel tothe current 8.5.8. 2869 With al fuel oil installations local regulations have to be checked, most local regulations allow fora storage of 200 litres stored in one room with precautions, The G.LC. Department of Architecture and Civic Design approval under the London Bullding Acts 1930-1978 and/or the London Building (construction) by-laws, 1972-74 states as follows: “Note: no objection will be raised to the inclusion within the chamber of a diesel oll storage tank or tanks. having an aggregate capacity not greater than 900 litres (198 gallons) Where the storage capacity is between 180 ftres (40 gallons) and 450 litres (100 gallons) foil the encosing Walls and floors of the chamber shall have a standard of fire resistance of not less than two hours and the access doorway shall be fitted with a Class C door. Where the storage capacity exceeds 450 litres (100 gallons) the enclosing walls and floors shall have a standard of fie resistance of notless than fourhoursand the Class Caccessdoor shallbeofatype incorporatingan insulating material to limit the transmission of heat In each case a’ suitable catchpit shall be formed beneath the tank, or tanks, having a capacity not less than ten per ent greater than the capacity of the tank, or tanks.” “The capacity ofthe fuel oil anks must be based on the size of set etc., as a guide for assessment purposes only take 0.3 litres of fuel per kilowatt hour, at full load is a general rough guide for sizing bulk ‘storage tanks. Actual fuel consumption figures given on request (see Section A). Fuol Lift Pumps: When positioning the daily service tank awayfromthe set, care must be taken that the engine fuel lft pumps can supply the fuel pump. Most engine lift pumps will draw the fuel up 1.2m maximum lift, also the spill return, from the filters and injectors should not rise more than, 2.4m and return into the bottom of the tank. The above ‘would apply if the fuel was drawn directfrom abulktank Bulk Storage Tanks: ‘Where bulk storage is required, the most simple and economical method is to install the tank adjacent to the. engine room. On gravity feed systems transfer of fuel oil from the bulk storage tank to the service tank should be via a float switch and solenoid valve asa safety precau- tion against the bulk tankbeing commonedtotheservice tank, The overflow/vent pipe should be taken back tothe bulk tank ensuring that itis routed back above the height ‘of both tanks with a fall to the bulk tank. ‘Where the bulk tank is lower than the service tank, a ssemi-rotary hand pump can be used, orifthefuelstorage tanks are sited t00 far from the service tank for a semi: rotary pump to operateefficiently anelectricfueltransfer pump can be used, this can be fully automatic and work off afloat switch in the service tank. Werecommendihat, the pump be positioned at the bulk tank, thereby pushing {as against lifting the fuel oil. Again on this system an, fuel oil systems overtiow/vent shouldbe installedasasafeguardagainst ‘overflowing and of pressuring the service tank in the event of float switch failure, Bulk storage tanks should have a sludge cock at the lowest point for drawing off sludge and water. The fuel supply take off shouldbe atleast 75mmabovethe sludge ‘cock preferably at the other end of the tank. Fitter Precautions should be taken against the ingressof dirt ‘and water into the tank anda Tiler shouldbe fittedon the ‘draw off line, this should be a mesh type and not coarser than 120 mesh, Fire Regulations: ‘Where bulk fuel storage tanksare installedin business premises, the Local Council fireprotection requirements usually insist on the fitting of freefall fire shut-off valves tothe tank outlet pipes andthe erection of anoiltight spill wall around the tank to retain its contents in a controllable area should damage to the tank occur. Insome instances ocalauthoritiesalsorequirethatan ‘automatic warning system be fitted to indicate when the. tank is full during re-fuelling. Provision should always be made for cleaning out the bulk fuel storage tank when necessary. ‘We strongly recommend inall instances that the local District Surveyors advice be sought before installation begins. Section J page J.2 Typical Specification for Bulk Storage Fuel Tanks Tanks are manufactured in accordance with B.S,2594 and are fabricated in accordance from good commercial quality mild steel plate of 6mm thickness. Enddishedand flanged. electrically welded throughout and spatter removed, Fitted with one 450 mm (18") dia raised manhole with joint and 9mm thick bolted on cover. BS.PT. connections are provided for:— Fill, Vent, TYPICAL DIMENSIONS OF BULK FUEL STORAGE TANKS {CYLINDRICAL TYPE} & sue ry Note: For standby generators free standing ar set mounted fuel tanks are recommended and should be installed sufficiently high enough to provide a head at the engine fuel lift pump. This will improve the reliablity of fuel supply. SUGGESTED INSTALLATION FOR BULK AND SET TANKS FIG.1 say Section J page J.3 fuel oil systems GRAVITY FEED FUEL TRANSFER SUPPLY SYSTEM FIG.2 FIG.3 REMOTE FUEL TRANSFER SYSTEM- | FL eit fuel oil systems Section J page Ja STANDARD PETBOW FUEL TANKS FIG.4 FIG.5 FREE STANDING DAY TANKS. Interconnecting Cables ‘The cross sectional area of interconnecting cables between the set and the change over (or transfer) cubicle ‘or the customers distribution panel is governed by the capacity of the set and must be adequate to carry out the full rated continuous output of the alternator. We recommend the use of mult-cored P.V.C. SWA. PV.C. cable between the set and panel, but the final connection to the altemator terminal box must be in flexible cable. We recommend that a separate terminal box be mounted close to the set into which the PV.C. SW.A. PC. cable/s are terminated, short flexible cable tails are then installed to the alternator. \Where trunking or conduit is preferred care should be taken that a short flexible piece is connected to the alternator to allow for movement of the set on its resilient mountings. Mains failure — set mounted panel (system 2) (On sets where the control panel is mounted on the set all control and power cables are cabled in and only require the customer to supply the mains input and load output cables to the terminals provided in the panel. The change ‘over contactors and ail the auto start equipment and batteries are supplied on a standard set. Cable entry is, through the bottom of the panel and either armoured or flexible cable can be used. Mains failure — free standing panel (system 3) On sets where there is a free standing control panel the cable work required by the customer is from the terminal box on the alternator to the control panel Control cables also originate from this terminal box and, are normally run in muiti-core cables. ‘Care should be taken not to run A.C. and D.C. in the same multi-core cable. The output cable is run from the altemator terminal box to the control panel terminals. IfPV.C. SWA. PX.C. armoured cable is to be used a ‘separately mounted load terminal box must be included. Flexible cable from the alternator box to the load box must be used and the armoured cable terminated in the same load box. ‘Mains Failure Sets should have an isolator switch in the ‘company mains supply to the sets control cubicle ingoing terminals as no maintenance engineer can be expected to work on a set that is partially live. By-pass Switches ‘Special By-Pass Switches can be provided that will enable the mains supply to be isolated from the control cubicle and connected direct to the protected load, to avoid the necessity for a shut down during maintenance periods, The switches are available in two forms. The first is a rotary three or four pole type housed either in a wall mounting Flexible cables from alternator box to load connection boxes on 1.5 m W sets. Flexible cables feed straight into alternator terminal box on 200 Kw sets. Interconnecting Cables Section K Page K2 sheet steel box or installed in the Petbow mains failure control cubicle. These are normally used with automatic, ‘mains failure sets with outputs of up to 400 amps. ‘The second is a flush mounted three pole or four pole type ‘switch (or two/three pole with neutral) with interlocks and housed in a separate free standing sheet steel cubicle attached to the Petbow mains failure control cubicle. These are generally used on mains failure sets-of outputs above 400 amps up to 1200 amps. Heater and battery charger connections ‘A small and separate terminal box mounted on the side of the generator houses these connections. A mains supply of normally 220-230 volts is required. Cable entry Except where otherwise shown all cable entries are routed in through the base of the control cubicles (applicable to systems 2 & 3). Where underfloor cable runs are impracticable the cables can be run overhead and brought ‘down to the bottom of the panel. Alternatively special provision can be made for the top entry but will usually result in a large control cubicte. Mains failure free standing control panel and by-pass switch. Typical mains failure systems. ZZ ieee? a! — es seses O BWBaror CB faa be sis Cable mains failure or : electric start Section K connections — systems. Page K3 Flexible cable must be used between Joad box and alternator terminal box. faq Electric start or mains Free standing Lae mney mains failure oo control cubicle with changeover coneaix 130 0) nce terminal box. |X’ . customers load distribution board. System 1: = Tey 1 Note: Toad terminal box must bé"| [TESST TT Iflexible cable Is used between “used if connecting cable Is:-> : aes ‘mains failure contro! cubicle/ PVC swa PVC. & sor distribution board and generator, a eb load terminal box is un-necessary. ‘Customers distribution board. ‘Aulomatic i mains failure contro! system| with changeover cubicle, = System 2: Mains failure systems with set S mounted control and changeover : cubicles. Cable can be flexible or armoured.

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