Technical Publication

MTU Gasengines for Stationary Applications Series 4000

Installation Guidelines

M060743/00E

Printed in Germany 2005 Copyright MTU Friedrichshafen GmbH Diese Verffentlichung einschlielich aller ihrer Teile ist urheberrechtlich geschtzt. Jede Verwertung oder Nutzung bedarf der vorherigen schriftlichen Zustimmung der MTU Friedrichshafen GmbH. Das gilt insbesondere fr Vervielfltigung, Verbreitung, Bearbeitung, bersetzung, Mikroverfilmungen und die Einspeicherung und / oder Verarbeitung in elektronischen Systemen, einschlielich Datenbanken und Online-Diensten. Das Handbuch ist zur Vermeidung von Strungen oder Schden beim Betrieb zu beachten und daher vom Betreiber dem jeweiligen Wartungs- und Bedienungspersonal zur Verfgung zu stellen. nderungen bleiben vorbehalten.

Printed in Germany 2005 Copyright MTU Friedrichshafen GmbH This Publication is protected by copyright and may not be used in any way whether in whole or in part without the prior written permission of MTU Friedrichshafen GmbH. This restriction also applies to copyright, distribution, translation, microfilming and storage or processing on electronic systems including data bases and online services. This handbook is provided for use by maintenance and operating personnel in order to avoid malfunctions or damage during operation. Subject to alterations and amendments.

Imprim en Allemagne 2005 Copyright MTU Friedrichshafen GmbH Tout droit rserv pour cet ouvrage dans son intgralit. Toute utilisation ou exploitation requiert au pralable laccord crit de MTU Friedrichshafen GmbH. Ceci sapplique notamment la reproduction, la diffusion, la modification, la traduction, larchivage sur microfiches, la mmorisation et / ou le traitement sur des systmes lectroniques, y compris les bases de donnes et les services en ligne. Le manuel devra tre observ en vue dviter des incidents ou des endommagements pendant le service. Aussi recommandons-nous lexploitant de le mettre la disposition du personnel charg de lentretien et de la conduite. Modifications rserves.

Impreso en Alemania 2005 Copyright MTU Friedrichshafen GmbH Esta publicacin se encuentra protegida, en toda su extensin, por los derechos de autor. Cualquier utilizacin de la misma, as como su reproduccin, difusin, transformacin, traduccin, microfilmacin, grabacin y/o procesamiento en sistemas electrnicos, entre los que se incluyen bancos de datos y servicios en lnea, precisa de la autorizacin previa de MTU Friedrichshafen GmbH. El manual debe tenerse presente para evitar fallos o daos durante el servicio, y, por dicho motivo, el usario debe ponerlo a disposicin del personal de mantenimiento y de servicio. Nos reservamos el derecho de introducir modificaciones.

Stampato in Germania 2005 Copyright MTU Friedrichshafen GmbH Questa pubblicazione protetta dal diritto dautore in tutte le sue parti. Ciascun impiego o utilizzo, con particolare riguardo alla riproduzione, alla diffusione, alla modifica, alla traduzione, allarchiviazione in microfilm e alla memorizzazione o allelaborazione in sistemi elettronici, comprese banche dati e servizi on line, deve essere espressamente autorizzato per iscritto dalla MTU Friedrichshafen GmbH. II manuale va consultato per evitare anomalie o guasti durante il servizio, per cui va messo a disposizione dallutente al personale addetto alla manutenzione e alla condotta. Con riserva di modifiche.

Impresso na Alemanha 2005 Copyright MTU Friedrichshafen GmbH A presente publicao, inclusive todas as suas partes, est protegida pelo direito autoral. Qualquer aproveitamento ou uso exige a autorizao prvia e por escrito da MTU Friedrichshafen GmbH. Isto diz respeito em particular reproduo, divulgao, tratamento, traduo, microfilmagem, e a memorizao e/ou processamento em sistemas eletrnicos, inclusive bancos de dados e servios on-line. Para evitar falhas ou danos durante a operao, os dizeres do manual devem ser respeitados. Quem explora o equipamento economicamente consequentemente deve coloc-lo disposio do respetivo pessoal da conservao, e disposito dos operadores. Salvo alteraes.

Table of Contents 1

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Table of Contents

1 General ....................................................................................................................................................3 1.1 Foreword ..................................................................................................................................................3 1.2 Safety references .....................................................................................................................................4 2 Transportation and Storage..................................................................................................................5 2.1 Transportation ..........................................................................................................................................5 2.2 Storage.....................................................................................................................................................5 2.3 Electric welding on engine and alternator ................................................................................................6 3 Erection Conditions ...............................................................................................................................7 3.1 Engine rom requirements,........................................................................................................................7 3.2 Foundation and attenuation of structure-borne noise ..............................................................................7 3.2.1 Foundation specifications.........................................................................................................................7 3.2.2 Foundation load........................................................................................................................................7 3.2.3 Attenuation of structure-borne noise........................................................................................................7 4 Starting System and Auxiliary Supply .................................................................................................8 4.1 Electric starter ..........................................................................................................................................8 5 Fuel System ............................................................................................................................................9 5.1 Description of Series 4000 L61 engine fuel system.................................................................................9 5.2 Series 4000 L61 engine fuel system schematic drawing.......................................................................10 5.3 Series 4000 L61 fuel supply system ......................................................................................................11 5.4 Installation of a gas system....................................................................................................................13 6 Lube oil System....................................................................................................................................14 6.1 Filtering...................................................................................................................................................14 6.2 Oil lines...................................................................................................................................................14 6.3 Oil pan/maintaining required oil quantity................................................................................................14 6.3.1 Oil level mesurement .............................................................................................................................14 6.3.2 Oil replenishment device........................................................................................................................14 6.4 Prelubrication .........................................................................................................................................16 6.5 Crankcase ventilation.............................................................................................................................16 7 Combustion Air System ......................................................................................................................17 7.1 Combustion air filters .............................................................................................................................17 7.1.1 Fitting combustion air filters ...................................................................................................................17 7.2 Engine room ventilation..........................................................................................................................18 8 Exhaust System....................................................................................................................................20 8.1 Exhaust pipe (after engine) ....................................................................................................................20 8.2 Gaskets for exhaust pipe .......................................................................................................................21 8.3 Expansion fittings (after engine outlet)...................................................................................................21 8.4 Exhaust turbochargers ...........................................................................................................................24 8.5 Installed exhaust components................................................................................................................24 8.5.1 Catalytic converter .................................................................................................................................24 8.5.2 Exhaust silencer .....................................................................................................................................25 8.5.3 Exhaust gas heat exchanger..................................................................................................................25 8.5.4 Exhaust chimney....................................................................................................................................25 9 Engine cooling......................................................................................................................................26 9.1 General...................................................................................................................................................26 9.1.1 Heat utilization via plate-core heat exchanger .......................................................................................26 9.1.2 Heat dissipation via fan cooler ...............................................................................................................27 9.2 Coolant lines...........................................................................................................................................29

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9.2.1 General...................................................................................................................................................29 9.2.2 Werkstoffempfehlung fr die Khlmittel-Rohrleitungen .........................................................................29 9.2.3 Flexible connections...............................................................................................................................29 9.2.4 Lines between engine and cooler or heat exchanger ............................................................................29 9.2.5 Vent lines................................................................................................................................................29 9.3 Diaphragm expansion tank ....................................................................................................................30 9.4 Safety valve............................................................................................................................................30 9.5 Low-coolant safety device......................................................................................................................30 9.6 Cooler erection above engine ................................................................................................................30 9.7 Coolant ...................................................................................................................................................31 9.8 Coolant preheating.................................................................................................................................31 9.8.1 Circulation ..............................................................................................................................................31 10 Mounting ...............................................................................................................................................32 10.1 General...................................................................................................................................................32 10.2 Natural frequency...................................................................................................................................32 10.3 Isolation efficiency..................................................................................................................................33 10.4 Engine and alternator mounting in conjunction with flangemounted alternator (one-mount or two-

mount version)........................................................................................................................................34 10.5 Choice or resilent mount elements for engine and alternator ................................................................35 10.6 Design of resilent mount elements.........................................................................................................35 10.7 Notes on installation for resilent mounts ................................................................................................36 11 Alternators and Couplings ..................................................................................................................37 11.1 Alternator type ........................................................................................................................................37 11.1.1 Two.bearing alternator, flange-mounted to engine ................................................................................37 11.1.2 Alternator requirements..........................................................................................................................37 11.1.3 Engine/alternator assembly....................................................................................................................37 11.2 Poer transmission/couplings ..................................................................................................................37 11.2.1 Torsional vibration analysis....................................................................................................................37 11.2.2 Coupling (between engine and alternator).............................................................................................38 12 Engine Management ............................................................................................................................39 12.1 General...................................................................................................................................................39 12.2 Engine-interface-switchgear cabinet (MIS) ............................................................................................39 12.3 Engine sensors ......................................................................................................................................39 12.4 SIAM 4000 and GW 4 CAN/CAN...........................................................................................................39 13 Sound Data ...........................................................................................................................................40 13.1 Explanation of sound spectra.................................................................................................................40 13.2 Engine surface noise (averaged free-field spectrum .............................................................................40 13.3 Undamped exhaust gas noise ...............................................................................................................40 14 Startup/Engine operation ....................................................................................................................41 14.1 Installation check....................................................................................................................................41 14.2 Initial operation .......................................................................................................................................41 14.3 Operation................................................................................................................................................41 15 Appendices ...........................................................................................................................................42 15.1 Appendix A .............................................................................................................................................42 15.2 Appendix B .............................................................................................................................................43 15.3 Appendix C.............................................................................................................................................44

General 3

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1 General

1.1 Foreword

This Guideline is intended to help system and plant design engineers and assembly companies to plan and carry out the installation of stationary MTU gas engines.

Note: This Guideline is applicable to the Series 4000 L61 gas engine of the current MTU delivery program for stationary applications.

The purpose of this Installation Guideline is to facilitate the correct and proper assembly of the plant.

The Installation Guideline does not however relieve the party responsible for the system of their personal responsi-bility for carrying out and checking all the necessary work in the correct and proper manner.

Legal disclaimer Failure to comply with the instructions and notes set out this Guideline will invalidate your warranty and exclude liability on the part of the manufacturer.

The applicable laws, statutes, ordinances and regulations cannot be discussed in greater detail here on account of their great variety, but must be observed and complied with.

Compliance with and performance of the specified maintenance work have a crucial influence on safety of opera-tion, reliability and long service life. It is therefore essential when planning and installing the plant to ensure ease of access for operation, maintenance and repairs.

4 General

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1.2 Safety references

The general safety regulations, safety legislation and accident prevention regulations must be observed.

This documentation contains, where necessary, specially highlighted safety references. These safety references must be observed without fail in the interests of avoiding personal injury and damage to property:

DANGER A reference of this kinds alerts the operator/user to a danger: Which may result in injury to persons Which may result in damage to the plant or parts thereof In addition to this Installation Guideline, the current relevant technical documentation listed below must be ob-served and complied with:

Engine installation drawings Schematic drawings Sound spectra Technical engine data Accessory drawings etc.

To order technical documentation, please contact us at the following address: MTU Friedrichshafen GmbH Department SGS D-88040 Friedrichshafen Fax: ++49 7541 90-8135 E-mail: Beate.Mueller@mtu-online.com

Transportation and Storage 5

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2 Transportation and Storage

2.1 Transportation

Only lift the engine with suitable lifting/suspension equipment. Lift the engine solely at the designated lifting eyes (see MTU engine installation drawing). The lifting eyes

are designed to accommodate the specified engine weight alone.

Suspend the engine in a straight line only or comply with the permitted inclination angles. Observe the engine or plant center of gravity (MTU installation drawing). If the engine is wrapped in special packaging with aluminum foil, lift the engine at the lifting eyes of the

bearing pedestal or transport the engine on a fork lift truck.

Lift the engine/alternator plant at the designated lifting eyes of the plant skid only. Before transporting the engine or plant, always install the crankshaft transportation lock and the engine

mount locks (refer to the MTU instructions here).

2.2 Storage

Preserve the engine/plant according to instructions (refer to the MTU Fluids and Lubricants Specification here).

Store the engine/plant in a dry, frost-proof (>5C) room on the original wooden stand or other suitable stands and cover with a tarpaulin.

If the engine/plant is wrapped in special packaging, do not damage the aluminum foil and regularly check the moisture indicator (inspection regulation for MTU special packaging).

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2.3 Electric welding on engine and alternator

Important precautionary measures for welding work on machinery plants with MTU engines:

Welding on the engine or mounted assemblies is not permitted. Never use the engine as a connection to ground.

(This prevents the electric ground from being directed through the engine and eliminates points of ignition and scorching at mounts, which may result in mount scoring).

Never lay the welding cable over or in the vicinity of wiring harnesses of MTU plants. (This could induce welding current in the wiring harnesses, which in turn could cause damage to the elec-trical system).

The ground connection of the welding apparatus must not be connected further than 60 cm from the weld-ing location.

If welding has to be carried out on parts adjoining the engine (e.g. exhaust pipe), these parts must first be removed from the engine.

It is not necessary to remove the plugs and connections from the engine and plant control systems for car-rying out welding work if the master switch for the power supply is set from On to Off and the cables are disconnected from the negative and positive terminals of the starter and control batteries.

Engine damage resulting from failure to observe the above-mentioned precautionary measures is not covered by warranty.

Erection Conditions 7

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3 Erection Conditions

3.1 Engine rom requirements,

The engine room should be of sufficient size to ensure that the plant can be easily operated and maintained.

There should be a gap of at least 1 m all round the plant. Starter batteries should be installed as closely as possible to the starter. Lifting gear capable of lifting the heaviest individual component of the plant should always be on hand in

the room.

Sufficient openings/apertures for accommodating the components should be catered for.

3.2 Foundation and attenuation of structure-borne noise 3.2.1 Foundation specifications

Designing the foundation and/or the bearing ceiling (planning, quality, reinforcement etc.) is not included in the services provided by MTU. We advise that this work be entrusted to an experienced architects and construction company.

The foundation should always be manufactured from high-quality concrete (if necessary reinforced concrete) in a single work operation without interruption. On completion the foundation surface should then be longitudinally and transversally skimmed with a straightening plate to spirit level standard but not surface-corrected. The bonding surfaces must be left free for possible spring elements.

3.2.2 Foundation load

All our engines have theoretically full mass balance.

According to our findings, which are based on measurements of the excursions at the engine, the dynamic force transmitted from the base skid to the foundation, which results from unbalance, is approx. 1 - 2 % of the static load.

Max. permitted height difference of the individual supporting surfaces:

Dowel mounting: 1 mm on 1 m foundation length Glued joint: 1 mm on 3 m foundation length 3.2.3 Attenuation of structure-borne noise

For attenuation of structure-borne noise, we recommend that the plant be mounted on resilient (elastic) plates.

The length and the number of plates are dependent on the permitted load of the mounting elements on the founda-tion.

8 Starting System and Auxiliary Supply

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4 Starting System and Auxiliary Supply

4.1 Electric starter

Electric starters are designed as standard as follows:

24 VDC Two-pole insulated Mounted on the engine ready for operation Electric starter cables must be laid so that they are protected against mechanical damage. Pay attention to

bending radii here.

Note: For information on special designs, please contact MTU. MTU recommendation: In order to keep the cross-section of the starter cable as small as possible, always install the battery close to the starter.

Use separate starter and control batteries on account of possible large voltage fluctuations during the starting pro-cedure. Otherwise the electronic engine control system may be affected.

Fuel System 9

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5 Fuel System

5.1 Description of Series 4000 L61 engine fuel system

The engine fuel system primarily consists of:

EGS microprocessor-controlled control unit Tecjet electronic gas-metering valve IC 900 ignition system Venturi gas mixer Air filter Turbocharger Mixture cooler Throttle valve

The Series 4000 L61 is equipped with an EGS control unit (Engine Gas-metering System), which controls mixture and engine speed and performs various monitoring functions. From the calorific value, gas volumetric flow and stored efficiency, the EGS control unit calculates the theoretical power, compares the result with the actual power and corrects the gas quantity for setting the desired air ratio by means of the Tecjet gas-metering valve.

The gas mixer operates according to the venturi principle: the gas is added to the combustion air at the narrowest point of a venturi tube.

The mixture is compressed by the exhaust turbocharger and then cooled in the two-stage mixture cooler. The first stage of mixture cooling as well as oil and cylinder cooling are integrated in the engine coolant circuit (HT circuit). The second stage must be integrated in an external cooling circuit (LT circuit).

Engine power is regulated by a map-controlled mixture and speed control system by way of the Tecjet gas-metering valve and the throttle valves located after the mixture cooler.

A microprocessor-controlled high-voltage ignition system ensures mixture ignition that is individual to each cylinder. The necessary ignition energy is automatically controlled as a function of the plug spark duration and the variable ignition point individual to each cylinder.

All the components described above are integrated as standard on the engine.

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5.2 Series 4000 L61 engine fuel system schematic drawing

Fig 1: Schematic drawing of Series 4000 L61 engine fuel system 1 Air filter 2 Venturi - gas mixer 3 Exhaust turbocharger 4 Mixture cooler, two-stage 5 Throttle valve 6 Gas engine 7 Alternator 8 EGS - control unit 9 Gas connection 10 Tecjet gas metering valve 11 IC 900 ignition system

Fuel System 11

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5.3 Series 4000 L61 fuel supply system

Every gas engine must be equipped with its own gas control system to ensure optimum engine operation. This control system must ensure that what is required of the fuel gas as set out in the MTU Fluids and Lubricants Speci-fication A001061/.. is maintained regardless of the effect of possible influencing variables.

A typical fuel supply system is described below. However, fuel supply systems that differ from the one described are possible while complying with the gas engine requirements.

Fig. 2: Example of a gas control system for Series 4000 Technical data: Nominal diameter Inlet pressure : 2 bar Inlet : DN 50 Outlet pressure : 0,12 bar Outlet : DN 80 Throughflow qn : 250 Nm3/h 1 Ball cock 9 Leak of gas quantity monitor 2 Pressure gauge 10 Safety blow-off valve 3 Gas filter 11 Ball cock 4 Min. pressure monitor 12 Solenoid valve 5 Gas-pressure control unit 13 ZIntermediate vent or 6 Pipe fitting leak-checking instrument 7 Pressure gauge 8 Ball cock

A filter designed in accordance with the limit values set out in the MTU Fluids and Lubricants Specifications must be fitted before the engine or within the gas control system.

A pressure gauge (2) and a gas pressure switch (4) for monitoring the minimum pressure must be fitted for check-ing the gas inlet pressure.

The outlet pressure must be regulated to a constant value by means of the gas pressure control unit (5) in the gas control system regardless of the effect of influencing variables such as inlet pressure and/or quantity variations.

The safety shut-off valve (SAV) combined with the gas pressure control unit (5) automatically shuts off the gas flow when the outlet pressure in the control system exceeds a specific response pressure.

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The safety blow-off valve (SBV) (10) blows off the gas to atmosphere as soon as the pressure in the control system reaches the set response pressure. This prevents an unwanted triggering of the safety shut-off valve (SAV) in the event of pressure surges caused by rapid closing of downstream shut-off elements.

The blow-off and vent lines must be routed to atmosphere.

An additional shut-off device with ball cock (11) is followed by two solenoid valves (12) as per DIN 3394, which shut off the gas flow after the operating voltage is switched off.

In accordance with TRD 412 the solenoid valves (12) must be equipped with an intermediate vent (13) or a reliable leak-checking instrument. The intermediate vent lines must be automatically held open as long as the solenoid valves are closed.

Fig. 3: Schematic drawing of a gas control system Fig 3 shows an example of a gas control system for Series 4000 L61.

Fuel System 13

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5.4 Installation of a gas system

Improperly laid fuel lines will leak.

Danger of explosion!

Danger Work must be carried out by a spezilized company.

It is essential to observe the regulations as set out in DIN, DVGW, TRD, PED etc. when installing and maintaining the gas system (line and components).

Refer among others to:

DIN 6280-14 Block-type thermal power stations with reciprocating internal combustion engines, principles, requirements, components, design and maintenance DIN 6280-15 Block-type thermal power stations with reciprocating internal combustion engines, testing DIN 3380 Gas pressure control units for inlet pressures up to 100 bar DIN 3381 Safety devices for gas supply systems with operating pressures up to 100 bar DVGW - G 490 Gas pressure control systems for inlet pressures up to 4 bar and DVGW - G 491 Gas pressure control systems for inlet pressures over 4 to 100 bar DVGW - G 495 Gas system maintenance DVGW - G 496 Pipes in gas systems DVGW - G 600 Technical regulations for gas installations TRD 412 Gas firing for steam boilers Notes:

The gas system must be installed by a specialist company in accordance with legal requirements. The corresponding connections on the engine must be taken from the engine installation drawing and the

RI flow diagram.

In the interests of ensuring stable control, the connecting lines between the gas pressure control unit in the fuel feed line and the engine connection must be minimized (max. 2m).

The engine connection must be connected free from strain to the plant-side gas control system or fuel line by way of a resilient, fuel- and flame-resistant tube. The manufacturers installation guidelines must be ob-served.

The fuel lines must be laid so that they are free from strain, scuffs and kinks. The requirements laid down in DVGW and TRD must be observed.

The requirements of blow-off and relief lines are defined in DVGW Guideline G496 as follows: Blow-off, relief and breathing lines in walled-in systems must be directed to atmosphere. The outlet open-ings of these lines must be arranged in such a way that ignitable gas mixtures cannot reach accessible ar-eas, adjoining rooms or the vicinity of ignition sources. They must be secured against clogging. Blow-off and relief lines must not be combined with breathing lines in a manifold. If several blow-off, relief or breathing lines are combined separately in manifolds, then the function of the connected devices must not be impaired.

The connecting line must incorporate outside the installation room at a safe point a manually operated shut-off device which can be quickly closed in the event of danger.

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6 Lube oil System

Operation of gas engines is only permitted with lube oil grades approved in the MTU Fluids and Lubricants Specifi-cation.

Only the designated connections on the engine for oil monitoring, draining and filling may be used.

Tampering with or modifications to the internal lube oil system are not permitted. If such action is absolutely neces-sary, they may only be performed by arrangement with MTU.

The gas engines have independent forced feed lubrication by means of gear-driven oil pumps.

6.1 Filtering

The oil filters installed as standard are designed for continuous duty and must be replaced at regular intervals in accordance with the Maintenance Schedule in the MTU Operation Manual.

6.2 Oil lines

It is important to ensure that no contaminants get into the oil circuit. Newly laid oil lines must therefore be cleaned and leak-tested prior to startup.

The engine must be connected by way of oil- and heat-resistant flexible hoses free from strain to the external oil lines. The manufacturers installation guidelines must be observed.

Neither copper- nor zinc-coated steel pipes may be used for the oil lines as zinc and copper have a harmful effect on the engine oil.

All the components and lines which are connected to the pressure side of the oil circuit must be designed for the relevant working pressure.

6.3 Oil pan/maintaining required oil quantity 6.3.1 Oil level mesurement

The oil level can be checked by means of the standard dipstick mounted on the engine and where necessary topped up.

Note: Bear in mind when designing the oil level monitoring facility that the oil level drops during engine operation in com-parison with engine shutdown on account of the oil circulating in the engine. If necessary, a plant monitoring facility must take this into account. 6.3.2 Oil replenishment device MTU recommendation: We recommend that the plant be equipped for continuous duty with an automatic lube oil replenishment device. This device ensures that the lube oil level in the engine oil pan is kept constant.

A fresh-oil tank complete with fresh-oil pump is recommended to supply the lube oil for consumption by the en-gines.

Both the fresh-oil and used-oil tanks should be of such dimensions as to limit filling and draining to 2-3 times a year.

Fig. 6 shows an example of an oil system with fresh-oil and used-oil tanks, fresh-oil pump and safety devices. The supply tanks are either of two-walled design with leakage monitoring or must be equipped with a drip tray. The relevant DIN and TRbF standards must be observed.

Lube oil System 15

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Refer among others to:

DIN 6616 Horizontal steel tanks DIN 6625 Steel tanks assembled at the place of destination TRbF 100/110/120/121/131/211/220/221/231

In the case of larger-sized tanks, we recommend a road tanker socket, which allows the tank to be filled from the tanker by connecting the tanks overfill protector to the tanker pump.

Abb. 4: Oil level mesurement with separate mesurement tank 1 Overfill protector ALARM 9 Overfill protector, fresh-oil tank 2 Min-Max contact oil replenishment 10 Max-contact fresh-oil tank 3 Min-contact ALARM 11 Min-contact Fresh-oil tank 4 Non-rerturn valve 12 Overfill protector, used-oil tank 5 Fresh oil pump 13 Max-contact, used-oil tank 6 Feed, soloniod valves 14 Vent/breather 7 Oil pan drain pump 15 Float content display, fresh-oil tank 8 Return, check vale 16 Float content display, used-oil tank Fresh-oil tank LS 9600 Alarm signal: FRESH-OIL TANK EMPTY LS 9601 Signal: FRESH-OIL TANK FULL LS 9602 Alarm signal: OVERFILL PROTECTOR FRESH-OIL TANK RESPONDED Used-oil tank: LS 9610 Signal: USED OIL TANK FULL LS 9611 Alarm signal: OVERFILL PROTECTOR USED-OIL TANK RESPONDED

An example of the tasks and monitoring functions of the oil system is described in the following:

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Operating state Engine running: If the oil drops below the working oil level, the consumed lube oil quantity is topped up by actuation of the fresh-oil pump on the fresh-oil tank and simultaneous activation of the solenoid valves.

Used-oil change The pump for drawing off the used oil from the engine oil pan is activated/deactivated by means of a (key-operated) switch. The pump is switched off after a freely parameterizable period of time.

Fresh-oil filling The fresh-oil pump is switched on and the solenoid valves ahead of the engine are opened. The fresh-oil pump is switched off and the solenoid valves are closed by means of the min/max contact (LS+/-) in the oil pan. The oil pan is prevented from being overfilled by emergency deactivation by means of the max contact (LSA+) and by addi-tional parameterizable runtime monitoring of the pump.

6.4 Prelubrication

Prelubrication of the Series 4000 gas engines is not necessary.

6.5 Crankcase ventilation

Our engines are provided as standard with sealed crankcase ventilation. Separate crankcase ventilation is there-fore not necessary.

Combustion Air System 17

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7 Combustion Air System

The power of an engine is primarily dependent on the following factors:

Quantity of combustion air taken in Air temperature Air pressure (erection height)

Combustion air is taken in in the course of engine room ventilation. In the event of increased dust, the incoming air openings of the engine room must be fitted with suitable prefilters (see Point 6.2).

7.1 Combustion air filters 7.1.1 Fitting combustion air filters

The MTU gas engines may only be operated with the factory-fitted dry-type single filters. These filters are secured directly to the engine with clamps (see engine installation drawing). The removal height for filter replacement must be taken into account here.

Combustion air can also be drawn in directly from atmosphere, but only after consultation with MTU and after its written consent has been obtained. However, the following points must be observed here:

The intake side for combustion air must be designed in such a way that

no hot air is taken in no exhaust gases get into the filters problem-free filter replacement is possible (provide sufficient room for removal) protection against water ingress is guaranteed the max. permitted pressure loss ahead of the air filters as per the TECHNICAL data is observed

The filter design also influences the engine noise level. Our sound spectra are based on measurements with the supplied dry-type single filters.

The intake air line between the filters and the engine must be absolutely leak-tight and must be as short as possi-ble in design. Longer lines must be closely supported on the engine and connected to the engine by means of resil-ient connections.

The resilient connecting parts (sleeves, hoses) must be resistant to fuel, lube oil and temperatures of up to +120 C. Dimensional stability against vacuum pressure is also required.

No materials which are tainted with soot, cinder or other deposits and which may cause premature engine wear are permitted to be used on the intake air side.

Filters must be arranged in such a way that no dust or objects can get into the intake area when they are replaced.

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7.2 Engine room ventilation

The installation room must be equipped with a ventilation system which

supplies the engine with combustion air regulates the temperature to a constant value of approx. 25C dissipates the radiant and convection heat of all the installed components

There are three different possible ventilation systems: 1. Overpressure ventilation (MTU recommendation)

The ambient air is drawn in from outside by fans and forced into the engine room. No fans are required on the outgoing air side on account of the overpressure.

2. Vacuum pressure ventilation The room air is drawn off by frequency-controlled fans from the engine room and forced outwards. The vacuum pressure in the engine room causes fresh air to flow in from outside.

3. Equal pressure ventilation (MTU recommendation) Ambient is forced into the engine room by fans and drawn off again on the outgoing air side by further fans. The air pressure in the engine room is virtually identical to the ambient pressure thanks to the suitable con-figuration of the fans.

Fig. 5: Engine room ventilation The building opening for incoming and outgoing air should preferably be equipped with protective weather grilles including protective small-animal grilles an electrically actuated shutter flaps. The incoming-air opening must be positioned in such a way as to preclude the possibility of foreign objects or nox-ious substances (exhaust gases, solvent fumes etc.) getting into the installation room. Suitable silencers must be designed for the incoming- and outgoing-air system in accordance with the sound re-quirements. The influence of other possible sound sources must also be taken into consideration here (exhaust chimney, table cooler, etc.)

Combustion Air System 19

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For safe and fault-free engine operation the combustion air temperature and thus the room temperature must be regulated to a constant value of between 25-30C. This can be done by means of frequency-controlled fans or recirculated-air flap control (hot outgoing air or room air is added to the incoming air. It is important to ensure that a minimum quantity of air ( combustion air quantity) continues to be supplied from outside in winter operation also.

The routing of air must be configured in such a way that the air can circulate uniformly in the engine room and no heat nests can arise at the components giving off heat. If the engine air filters are situated in areas where the air is already strongly heated, cold air must be fed directly to the air filters via separate air ducts.

The combustion air quantity and radiant and convection heat of the engine can be taken from the Operation Man-ual.

The required air quantity for the installation room is calculated with the following formula:

+= s

mhs

hkgCombustion N3

p /3600]/[quantityair

T c QV

Q [kW] Quantity of heat to be dissipated, sum total of:

engine radiant and convection heat alternator losses (difference between engine and alternator power) radiant heat of auxiliary operation (approx. 1% of engine power) radiant heat of plant components for heat utilization (exhaust gas heat exchanger, pumps, plate heat ex-

changer etc.), approx. 1% of the available heat [kg/m3] Air density, 1,293 kg/mN3 at 1,013 bar, 0C

cp [kJ/kg K] Spec. heat of the air, 1,001 KJ/kg K at 1,013 bar, 0C T Temperature difference between drawn-in and blown-out air. V Required air quantity [mN/s]

Conversion from standard cubic meters to operation cubic meters at a temperature of XC is performed according to the following equation:

KCXK

sm

VsmV N

27327333 +

=

Bear in mind when configuring the system that

the room temperature must not exceed approx. 40C or during engine starting drop below 15C (in opera-tion = 25C)

at intake temperatures of >32 C the room air or intake air is cooled in order to avoid an overdimensioned ventilation system

it will be necessary to prefilter the intake air in the event of dusty installation conditions The following air speeds can form the basis for dimensioning the ventilation system:

Inlet and outlet i.e. at protective weather grille: approx. 2-4 m/s (take into account flow-generated noise) Ventilation duct: approx. 10 m/s (take into account flow-generated noise) Silencer: approx. 6 m/s

The values given are only guide values. The entire layout and configuration of the ventilation system, especially the silencers, must be carried out by a specialist company depending on the permitted sound pressure level.

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8 Exhaust System

Exhaust gases are harmful to health.

Risk of smoke poisoning!

Danger Ensure that the engine room is well ventilated.

Repair leaking exhaust pipework immediately.

Condensates from exhaust lines pollute groundwater.

Environmental hazard!

Danger Provide suitable containers for use during work on exhaust lines.

Components are hot.

Risk of burning!

Danger Waer protective clothes and gloves.

8.1 Exhaust pipe (after engine)

The exhaust pipe must be designed in such a way that the exhaust velocity does not exceed 20-25 m/s. Flow-generated noise must also be taken into account here (for details, refer to VDI 3733).

The entire exhaust system including all the installed components such as silencer, catalytic converter and heat exchanger must be designed to be corrosion- and pressure-resistant.

It is necessary to carry out a resistance calculation of the exhaust system from the turbocharger to atmosphere while taking into account the sound requirements.

The maximum permitted exhaust backpressure after the turbocharger is 50 mbar. It is however desirable when dimensioning the exhaust system to aim for a low value of approx. 40 mbar.

The nominal diameter of the exhaust pipe is determined by:

Exhaust gas quantity Maximum permitted exhaust backpressure, configured to 40 mbar Sound requirements (guidance value flow velocity w approx. 20 - 25 m/s) Type of pipework (pipe lengths, elbow radius, installed components: silencer, catalytic converter, exhaust

gas heat exchanger, bypass valve etc.).

Additional requirements:

No moisture is allowed to get into the engine through the exhaust pipework. The exhaust outlet must be designed accordingly.

Drain facilities must be provided in the exhaust pipe. Condensate must be routed into a collecting tank and disposed of properly. Protective small-animal grilles must be fitted at the outlet.

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Adhere to a flow-optimizing design. Make sure in multi-engine plants that no exhaust gases can get into the exhaust system while the engine is

stopped. Danger of corrosion damage!

Provide a measurement fitting for measuring emissions after the catalytic converter or before the chimney inlet.

Configure the insulation so that the surface temperature does not exceed 70C. Also insulate the exhaust silencer as frequently a combination of reflection and absorption is used.

MTU recommendation: Provide a separate exhaust pipe for each engine.

8.2 Gaskets for exhaust pipe

The exhaust pipe must be designed to be exhaust-gas-tight.

MTU recommendation: For flanged joints use temperature-resistant, asbestos-free gaskets.

8.3 Expansion fittings (after engine outlet)

Thermal expansion of the exhaust pipe and operational movement of the resiliently mounted engine must be ab-sorbed by expansion fittings arranged immediately after the engine. Further expansion fittings may have to be in-stalled, depending on the length of the exhaust pipe.

The expansion fittings supplied as standard by MTU are multiwalled metal bellows (axial expansion fittings) and are primarily designed for axial expansion absorption (in the longitudinal direction). However, they are also suitable for low angular (bending) and lateral (shear) deformation. All forms of torsional strain are to be avoided.

Fig. 6: Possible deformation of expansion fittings Notes on installation: In accordance with MTU expansion fitting drawing. It is necessary to provide a (building) locating point directly after the expansion fitting in order to prevent unaccept-able forces caused by thermal expansion of the exhaust pipe from being transmitted via the expansion fitting to the engine.

Further expansion fittings must be installed depending on the thermal expansion that occurs.

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The thermal expansion of exhaust pipes can be taken from the following diagram.

Fig. 7: Diagram for calculating thermal expansion of exhaust pipes as function of temperature

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The expansion fittings must be pretensioned during installation. The relevant installation dimensions are to be taken from the engine installation drawing or the exhaust pipe expansion fitting drawing (see also Fig. 9)

Fig. 8: Expansion fitting installation

Usually two length dimensions are given in the expansion fitting drawings:

Expansion fitting nominal dimension or overall length

This dimension relates to the expansion fitting in a neutral, untensioned state and is used for checking purposes.

Expansion fitting installation dimension or installation length

During installation the expansion fitting must be pretensioned to the expansion fitting installation dimension or in-stallation length. The expansion fitting will then be predominantly load-free during operation. The pretensioning dimensions must be checked after the exhaust pipe has been installed.

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Follow the instructions set out below in order to avoid commonly encountered installation errors:

Check the expansion fitting prior to installation for possible damage caused e.g. during transportation. Neither the expansion capability nor the operational capability of expansion fittings may be compromised

during operation. This is particularly important with regard to insulating expansion fittings.

Do not damage the bellows do not allow any rough jolts or impacts do not throw. Do not route chains or cables past the bellows or allow such parts to rest against the bellows. Protect the bellows against welding splashes. Do not allow electric currents to pass through the bellows (short circuit by welding electrode, grounding ca-

ble, etc.) as they could destroy the bellows.

Keep the bellows free of foreign bodies (dirt, insulating material, cement, etc.) on the inside and outside. In the case of exhaust pipe expansion fittings with internal protective tubes, make sure that the internal

protective tube and the expansion bellows do not come into contact with each other during engine opera-tion.

Check the inside of the expansion fitting prior to installation and then the outside after installation. Remove tensioners, installation aids and transportation locks (if fitted) after installation.

Failure to comply with these instructions may result in costly damage to the exhaust turbochargers!

8.4 Exhaust turbochargers The exhaust turbochargers and the exhaust pipes routed along the engine must not be insulated.

8.5 Installed exhaust components

Follow the installation guidelines of the manufacturers when installing the exhaust components (silencer, heat ex-changer, catalytic converter, bypass valve, chimney, etc.).

8.5.1 Catalytic converter

It may be necessary to use an oxidizing catalytic converter in order to comply with the relevant emissions require-ments.

This can be either installed in a separate housing or integrated in the front section of the silencer or exhaust gas heat exchanger in the exhaust pipe.

Notes on installation:

Provide lifting eyelets, particularly if the catalytic converter is to be installed in the front section of the silencer or exhaust gas heat exchanger.

Use suitable inlet and outlet sections to provide a uniform exhaust gas flow as otherwise optimum pollutant conversion cannot be guaranteed and the catalytic converter may be damaged by overloading.

Catalytic converters must not be installed after silencers as small wool or damping particles may contaminate and permanently damage the honeycomb structure.

High temperatures are required by the catalytic converter to ensure optimum pollutant conversion, which is why the catalytic converter must always be installed before the exhaust heat utilization section.

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The exhaust gas temperature rises on account of the exothermic reaction in the catalytic converter. Because the surface temperature of the catalytic converter must not exceed approx. 650-700C, the temperature in and directly after the catalytic converter must be monitored. In the interests of protecting the catalytic converter, the engine must be shut down if the permitted value is exceeded.

8.5.2 Exhaust silencer

For the purpose of reducing engine exhaust gas noises to the permitted environmental limits, passive silencer sys-tems which reduce the individual frequency values in accordance with the absorption and reflection principle are usually used.

Depending on the permitted sound pressure level, it may be necessary to connect several silencers in succession. It is important when configuring the layout to ensure that the permitted exhaust backpressure is not exceeded.

The silencers must be designed by a specialist company. The following details are required for this purpose:

Exhaust gas type (exhaust gases from natural-gas-powered 4-stroke spark-ignition engine) Exhaust gas quantity Exhaust gas temperature Sound spectrum of engine (see TECHNICAL data) Residual sound pressure level, either total sound pressure level or frequency-dependent If necessary, geometric specifications (e.g. axial inlet and radial outlet) Vertical or horizontal design

8.5.3 Exhaust gas heat exchanger

The exhaust heat can be utilized by a heat exchanger (fire-tube or water-tube boiler). A specialist company will require the following details to design/configure such a heat exchanger:

Exhaust gas type (exhaust gases from natural-gas-powered 4-stroke spark-ignition engine) Exhaust heat quantity incl. tolerance (see TECHNICAL data) Exhaust gas temperature after engine (see TECHNICAL data) Desired heating water temperatures Heating water pressure If necessary, geometric specifications (e.g. axial inlet and radial outlet) Vertical or horizontal design

8.5.4 Exhaust chimney

The chimney is intended to ensure an unimpaired discharge of exhaust gases to atmosphere.

In accordance with the German Immission Protection Law, the environment (buildings, further chimneys, moun-tains, etc.) must be taken into consideration as well as emissions and exhaust gas temperature when determining the minimum chimney height.

MTU recommendation: Have the design drawn up by a specialist agency (TV, DEKRA etc.).

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9 Engine cooling

9.1 General

The Series 4000 L61 engines are liquid-cooled and equipped as standard with exhaust turbochargers and sepa-rate mixture cooling.

The engine cooling system of the Series 4000 gas engines is described in the following (see also Fig. 10):

Two cooling circuits are required to cool the engine.

1. Engine coolant circuit (high-temperature cooling circuit, abbreviated to HT circuit, temperature level >75C)

The engine coolant circuit has complete internal pipework so that even the lube oil heat and the first stage of the mixture cooling heat are transferred via the coolant to an external sealed pressure relief system with an external electric circulation pump via a plate-core heat exchanger or fan cooler.

2. Mixture coolant circuit (low-temperature circuit, abbreviated to LT circuit, temperature level approx. 40C)

The main component of the mixture coolant circuit is the mixture cooler located on the engine. The mixture is cooled by this water-pressurized cooler and the heat is transferred to an external sealed pressure relief system with an external electric circulation pump.

Because of the low temperature level of approx. 40- 43C this heat cannot usually be utilized and is therefore dis-sipated via a fan cooler.

Cooling is usually effected with heating water (see 8.1.1 Heat utilization via plate-core heat exchanger) or air (see 8.1.2 Heat dissipation via fan cooler).

The design of both cooling circuits must take into account the following points:

Treated water complying with the MTU Fluids and Lubricants Specification must be used as coolant. It is recommended to provide a filling point and a drain point at the lowest point of the cooling system.

It is important to ensure that no residual quantities remain in the cooling system after the coolant has been drained.

The cooling system must be designed as a sealed pressure relief system and equipped with a diaphragm expansion tank and a safety pressure valve.

The temperatures and pressures listed in the Engine Operation Manual must be observed. Note: The use of zinc in water-carrying components is not permitted. 9.1.1 Heat utilization via plate-core heat exchanger

The transfer of engine heat to a heating water system must take into account the following points:

To keep the engine temperature constant, it is necessary in addition to controlling the heating water tem-perature to install a mechanically operating thermostat (expansion-element controller, not an electric con-troller) in the engine coolant inlet. The control range of the thermostat is 66 - 74C.

The max. rate of temperature change in the heating water circuit must not exceed 10 K/min. The heating water return temperature must be min. 55C.

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The requirements of the heating water laid down by the plate-core or exhaust gas heat exchanger manu-facturer must be observed.

The heating circuit must be equipped with a safety device in accordance with DIN and TRD regulations. It is necessary here to observe the guidelines in accordance with the following classifications:

1. Heating water temperature max. 100C = DIN 4751-2 2. Heating water temperature greater than 100 & max. 120C = TRD Group II, see TRD 702 3. Heating water temperature greater than 120C = TRD Group IV, see TRD 604

However, the conditions laid down by the approval authority are the decisive factors!

If the heat exchanger is not supplied by MTU, it must be designed by a specialist company. The following values must be known for this purpose:

Engine coolant heat incl. tolerance (see TSD data)

Engine coolant inlet and outlet temperatures (see TSD data) Proportion of corrosion inhibitor in coolant in per cent by volume (vol. %) Maximum permitted pressure loss of heat exchanger

(must be taken into account in the design of the circulation pump)

Working pressure, max. permitted pressure Contamination reserve

Note: Please contact MTU for detailed information.

9.1.2 Heat dissipation via fan cooler

To keep the engine temperatures constant, it is necessary to incorporate a mechanically operating thermostat (ex-pansion-element controller) in the engine coolant inlet.

If the cooling system is not supplied by MTU, it must be designed by a specialist company. The following values must be known for this purpose:

Engine/mixture coolant heat incl. tolerance (see TSD data) Engine coolant inlet and outlet temperature (see TSD data) Mixture cooler inlet temperature (see TSD data) Mixture coolant volumetric flow (see TSD data) Proportion of antifreeze in coolant in per cent by volume (vol. %) Maximum permitted pressure loss of fan cooler

(must be taken into account in the design of the circulation pump)

Working pressure, max. permitted pressure Contamination reserve Installation height, intake/ambient temperature and other conditions at installation site (saline atmosphere,

sandy, extreme snowfall, etc.)

Sound emission values to be observed

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1 9

2

5

4

3

8

10

11

12

6

13

14

15

16

7

79C

90C

12 - 16 V 4000 L61

Fig. 9: Series 4000 L61 coolant schematic drawing with water mixture cooling, external 1 Mixture cooler, high-temperature stage 2 Oil cooler 3 Safety valve with vent/breather 4 Throttle valve (engine coolant circuit) 5 Plate-core heat exchanger or fan cooler 6 Warm-up thermostat 7 Expansion tank ( engine coolant circuit) 8 Circulation pump(engine coolant circuit) 9 Mixture cooler, low-temperature stage 10 Safety valve 11 3 - way valve with limit switch 12 Vent/breather 13 Cooler (mixture coolant circuit) 14 Expansion tank (mixture coolant circuit) 15 Circulation pump (mixture coolant circuit) 16 Throttle valve(mixture coolant circuit)

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9.2 Coolant lines 9.2.1 General

All pipes must be cleaned and free of residues before the coolant circuit is started up for the first time.

The inside diameters of the coolant pipes must correspond at least to the cross-sections of the engine connections (the flow rate in the pipe should not exceed 1.5 m/s).

In the case of larger pipe lengths, it will be necessary to re-calculate the necessary cross-section.

For necessary design values for pipes, refer to TSD data.

The pipes must be secured at sufficiently narrow distances.

Make sure when laying pipes that air pockets cannot be created.

9.2.2 Werkstoffempfehlung fr die Khlmittel-Rohrleitungen

Steel (as per DIN 2448, DIN 2391, ISO 4200) Zinc-coated pipes or tanks are not permitted

9.2.3 Flexible connections

The engines must be connected on the coolant side with the factory-preinstalled rubber expansion fittings to the external system. The installation regulations set out in MTU Drawing No. 0002034983 must be observed here.

Make sure that no unacceptable forces caused by vibration and thermal expansion act on the engine.

9.2.4 Lines between engine and cooler or heat exchanger

It is important for the coolant lines to be as short as possible and to be laid without sharp pipe bends so as to keep the flow resistance as small as possible.

Please refer to the TSD data for the max. permitted pressures.

In the event of large height differences between the engine and fan cooler, it may be necessary to use an interme-diate heat exchanger.

9.2.5 Vent lines

Vent lines issuing from the connections on the engine side must be provided with reliable, automatically operating vents.

To vent the systems fully, it will be necessary to connect at all the designated points on the engine and the mixture cooler vents or vent lines which are routed to a common vent.

Important: Make sure that the installed components such as cooler, preheater, etc., are adequately vented.

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9.3 Diaphragm expansion tank

Both of the coolant circuits (engine and mixture) must be equipped with a sealed diaphragm expansion tank in accordance with DIN 4807, which:

accommodates the coolant that has expanded due to heating makes coolant reserves available in the event of leakage losses (water seal) builds up maintains the working pressure of the cooling system

The tank is installed on the suction side of the pump.

ZVH Guideline 12.02. can be used as the basis for the design, whereby it is necessary to make sure that a possi-ble pressure loss in the lines and installed components between expansion tank and safety valve must be sub-tracted from the final system pressure.

MTU recommendation: Have the tank designed by MTU. The following details are required for this purpose:

Water content of components (heat exchanger, fan cooler, etc.) Pipe lengths and diameters Proportion of corrosion inhibitor or antifreeze in coolant in per cent by volume (vol. %) Response pressure of safety valve (max. 3 bar) Pressure loss at rated throughflow of line and installed components between safety valve and expansion

tank

Height difference between the expansion tank connection and the highest point of the system

9.4 Safety valve

The sealed coolant circuits must be protected by at least one safety valve against the permitted working pressure being exceeded (see TSD data).

In the case of indirectly heated heat generators (engine/mixture cooling circuits and heating circuit without exhaust gas heat exchanger), the safety valves are only to be designed for the volumetric flow of the expansion water (see also DIN 4751-2).

9.5 Low-coolant safety device

To protect the gas engine against unacceptable heating in the event of low coolant, it is essential to equip both of the cooling circuits with a low-coolant safety device, which shuts down the engine if the coolant level drops below the minimum level.

This device must be installed at a minimum distance of 100 mm above the engine.

9.6 Cooler erection above engine

To protect the gas engine against unacceptable heating in the event of low coolant, it is essential to equip both of the cooling circuits with a low-coolant safety device, which shuts down the engine if the coolant level drops below the minimum level.

This device must be installed at a minimum distance of 100 mm above the engine.

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9.7 Coolant

The coolant must be mixed from suitable freshwater and an MTU-approved coolant additive (antifreeze, corrosion inhibitor). Please refer to the Fluids and Lubricants Specification for details of the requirements, mixture ratios and replacement intervals.

Important: The coolant must be prepared before it is added to the engine. When preparing the coolant, make sure that the water and coolant additive are well mixed.

Coolant containing corrosion inhibitor/antifreeze must be collected in a separate container and if necessary dis-posed of.

Operating fluids and materials.

Environmental hazard!

Caution Dispose of operating fluids and materials in accordance with the regulations which apply locally and on-site.

9.8 Coolant preheating

The engine coolant circuit must be equipped with a suitable preheater which preheats the engine to min. 40C when it is stopped.

Please refer to the TSD data for further information.

Normally it will sufficient to preheat the engine circuit only. In extreme application conditions it may be necessary to include the mixture cooling and oil circuits in the preheating process.

Note: For individual cases, please consult MTU.

9.8.1 Circulation

The preheating circuit must be circulated with a pump (thermosiphon effect is not sufficient for safe and effective preheating of all the parts). It is important to ensure that circulation is effected by the engine and not by the system.

It is essential for the preheater to be properly vented.

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10 Mounting

10.1 General

The Series 4000 L61 engines are resiliently mounted as standard.

The resilient mounting system has the following functions:

Isolation of mechanical vibrations and structure-borne noise Isolation of impulsive and transient excitations (e.g. explosions and earthquakes) Compensation of engine thermal expansion Compensation of manufacturing and installation tolerances

10.2 Natural frequency

The natural frequency of the plant is dependent on the static deflection of the resilient mounts and is calculated for a linear characteristic of the mount elements as follows:

The stiffening factor is dependent on the Shore hardness and can be taken from the following table:

Shore hardness V (stiffening factor) 45 1.23 50 1.26 55 1.3 60 1.34 65 1.38 70 1.425

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Note: A good effect of the resilient mounts is achieved if the natural frequency of the plant is significantly below the ex-citer speed (engine speed).

10.3 Isolation efficiency

The quality of vibration isolation is determined by the isolation efficiency.

The isolating efficiency is the ratio of the exciter frequency (engine speed) to the natural frequency of the plant (resonance speed). The lower the natural frequency, the better the isolating efficiency, i.e. the greater the ratio of the exciter frequency to the natural frequency.

If the calculated isolating efficiency i is e.g. 85%, this means that of the exciter disturbance forces that occur only 15% is transmitted to the foundation.

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10.4 Engine and alternator mounting in conjunction with flangemounted alternator (one-mount or two-mount version)

The engine and alternator are effectively accommodated on a common base skid. The choice of suitable mounts between engine/alternator and base skid is primarily dependent on the alternator construction type and the vibra-tion requirements of the plant.

In this plant version the engine together with the flange-mounted alternator must be resiliently mounted on the base skid.

Fig. 10 : Diagram of resilient engine and alternator mounts with flange-mounted alternator Item Designation Remarks 1 Resilent engine mount KGS Standard for Series 4000 L61 2 Resilent engine mount KS Standard for Series 4000 L61 3 Resilent alternator mount Number of elements is dependent on alternator weight load

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10.5 Choice or resilent mount elements for engine and alternator

First the type of resilient mount elements must be established.

The following types are possible:

Rubber elements Features:

High resilience High damping properties Available in different Shore hardnesses Competitively priced Low oil resistance Limited temperature resistance (-20 C to +70 C)

Steel-spring elements Features:

No wear Possibility of obtaining lower natural frequencies Long service life Resistant to oil, ozone, greases Temperature-resistant Lower damping properties with steel springs Good damping properties with helical cup springs

MTU recommendation: We recommend that you purchase the mount elements from MTU.

10.6 Design of resilent mount elements

After selecting the type of mount (rubber or spring), it is then necessary to establish the number and the Shore hardness of the elements required and to check the permitted weight load while taking into account uniform deflec-tion.

The number of MTU bearing elements and their position under the engine are determined by the type (see MTU installation drawings).

Rubber mounts are also available in further Shore hardnesses in addition to the standard Shore hard-nesses.

Note the following when designing the mount elements: Determine the total weight and the overall center of gravity of the mass to be supported

(engine, filled + coupling + alternator + mounted accessories).

For engine and alternator mounts use an identical version and Shore hardness as far as possible.

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Choose the number and position of resilient mount elements under the engine and alternator in such a way as to achieve a uniform static deflection of the mounts.

Optimum range for MTU mounts Static deflection: 3 to 5 mm tolerance 2 mm The natural frequencies and isolating efficiencies obtained for rubber mounts can be taken from the following table:

Exciter frequency 1500/ min 25Hz 1800/min 30Hz Static deflection 3mm 4mm 3mm 4mm

Shore hardness 55 60 55 60 55 60 55 60 Natural frequency [Hz] 10.4 10.6 9.0 9.2 10.4 10.6 9.0 9.2 Isolating efficiency [%] 79 78 85 84 86 85 90 89 Guidance values

10.7 Notes on installation for resilent mounts

Bear in mind the following points:

The base skid contact surfaces must be sufficiently level to avoid non-uniform deflection of the resilient mounts.

Satisfactory functioning of the plant is safeguarded when the deflection of the individual mount elements between each other differs by no more than 2 mm. These specifications apply to the engine when filled with the recommended fluids and lubricants.

Check that the deflection area of the mounts is not blocked by attached components. Once the plant has been erected, check the permitted deflection again prior to startup.

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11 Alternators and Couplings

11.1 Alternator type

The MTU Series 4000 L61 gas engines are designed as standard for use with flange-mounted two-mount alterna-tors.

The engine connection dimensions conform to the SAE standard:

Flywheel housing: SAE 00 Flywheel: 21 11.1.1 Two.bearing alternator, flange-mounted to engine

Two-bearing alternators have alternator shaft bearings at the drive and non-drive ends.

The alternator shaft weight is supported by these two bearings; the bearing at the alternator drive end is to be de-signed as a locating bearing and the bearing at the non-drive end as a non-locating bearing.

A torsionally resilient coupling is required in order in addition to effecting torsionally resilient damping to compen-sate the tolerance-dictated axial, radial and angular offset between alternator shaft and crankshaft.

Important: The ventilation openings on the alternator must not be obstructed. 11.1.2 Alternator requirements

The alternator bell housing (engine/alternator connection) must be of sufficiently rigid design.

Sufficiently dimensioned installation openings for coupling mounting must be taken into consideration.

Torsional vibration analysis (see Point 11.2.1) must be used in advance to verify that the alternator is suitable for use.

11.1.3 Engine/alternator assembly

The flange-mounting dimensions of the engine, coupling and alternator must be checked prior to en-gine/coupling/alternator assembly. Make sure that there is sufficient clearance between the engine flywheel profile and the coupling profile including the end of the alternator shaft.

The engine/alternator bolted connection is governed by MTU Regulation 526 000 16 25.

When installing the clutch, observe the installation and alignment instructions of the alternator and coupling manu-facturers.

11.2 Poer transmission/couplings 11.2.1 Torsional vibration analysis

In order to avoid damage to the engine power plant and to the alternator shaft caused by unacceptable torsional vibration strain, it is necessary for a torsional vibration analysis to be conducted by MTU which takes into account the entire rotating shafting (engine coupling alternator).

The following information/documents are required for this purpose:

Alternator shaft dimension drawing with indication of position and size of the individual mass moments of inertia, and with dimensioned alternator shaft

Coupling drawing with indication of the individual mass moments of inertia and weights for the primary and secondary sections, and the center-of-gravity distance of the primary section

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Technical coupling data such as: permitted rated and pulsating torques, dynamic coupling stiffness, damp-ing, influencing factors by temperature.

11.2.2 Coupling (between engine and alternator)

General

Use elastomer couplings with linear torsion spring stiffness. Design the elastomer components of the coupling for the relevant temperature in the alternator bell hous-

ing.

Have a torsional vibration analysis (see Point 11.2.1) carried out in advance to verify that the alternator is suitable for use.

Provide sufficiently dimensioned ventilation openings in the alternator bell housing to prevent heat accumu-lation in the coupling space.

Depending on the requirement, provide an installation or inspection opening for coupling installa-tion/removal at a suitable location.

A 1-cylinder misfire-proof coupling is recommended. Coupling installation and removal is governed by the installation and alignment instructions of the relevant

coupling manufacturer

Take into consideration the MTU regulations (see MTU drawing 5260001625) when mounting the alterna-tor to the engine.

Balance coupling components or safeguard the balance quality through a choice of suitable materials and production methods.

Use suitable precautionary measures to prevent accidental contact with couplings and all rotating parts. Tighten the connecting bolts with a torque wrench to the specified tightening torque. Make sure by choosing suitable bolts, nuts, washers, materials and contact surfaces that bolt pretension is

fully maintained even under operating conditions.

For coupling parts made of aluminum, use larger-sized washers required for material strength. Spring washers are not suitable for these bolted joints. Before installing a coupling, clean the flange-mounting surfaces and bolt contact surfaces, examine for

transportation damage and level if necessary.

Prior to installation, check the installation dimensions of the coupling, engine and alternator/machine.

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12 Engine Management

12.1 General

The Series 4000 L61 engines are equipped as standard with an engine interface switchgear cabinet (MIS).

The MIS has primarily the following components/functions:

Component Series 4000 GECON Engine monitoring

Communication

IC 900/TIS910 Ignition system

EGS01 Governor Mixture control

ProAct Throttle valve activation

A SIAM 4000 (plant control (start/stop sequence, genset monitoring and synchronization)) and a data bypass (GW 4 CAN/CAN) are also supplied.

The engines are supplied with an engine interface switchgear cabinet including wiring and sensors.

No alterations are permitted to be made to the engine management system. Please refer to the MTU Standard Documentation for detailed technical information on the engine management components.

12.2 Engine-interface-switchgear cabinet (MIS)

The MIS can be mounted on the plant skid (to the side of the alternator) or next to the plant skid on the floor. The side U-shaped sections of the MIS have a prepared footplate with corresponding bore holes for this purpose. In the case of floor mounting, it is essential to ensure that the MIS is securely anchored.

The switchgear cabinet and the electronic components housed inside are designed for ambient temperatures < 50 C.

12.3 Engine sensors

The cables ahead of the individual sensors are provided with cable markers for rapid identification of the sensors. The corresponding MTU electrical markings are featured on these cable markers. The sensors should be freely accessible to facilitate their replacement if necessary. The sensor cables are brought together into wiring har-nesses and routed in Wellflex tubes to protected them against mechanical damage.

When connecting the sensor plugs, make sure that the contacts engage correctly and when the knurled nuts are closed the contacts are not damaged (shorn off).

12.4 SIAM 4000 and GW 4 CAN/CAN

The basis scope of supply (as at 2004) includes the SIAM 4000 genset control system and the GW4 CAN/CAN gateway (data bypass).

The SIAM is prepared for installation in the switchgear cabinet door (plant control). A front opening with the dimen-sions (W x H) 138 x 138 mm is required for this purpose. The SIAM is inserted at the front through the opening and screwed to the rear wall with the screw-type/clamp-type terminals provided.

The gateway is installed in the switchgear cabinet. The device is prepared as standard for mounting on a top-hat rail.

40 Sound Data

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13 Sound Data

MTU supplies specific sound spectra for engine surface noise (including intake noise) and exhaust gas noise for the purpose of designing sound insulation.

13.1 Explanation of sound spectra

This publication shows third and octave spectra, the reference variable is 2 x 10--5 Pa, therefore the spectrum in this case is a sound pressure spectrum (unlike a sound power spectrum with the reference variable 1 x 10--12 W). The spectra are shown unweighted in dB in accordance with the standard.

Tolerance: +5 dB for individual value upper deviation +2 or +3 dB for average upper deviation. Note:

Some engine manufacturers publish A-weighted spectra. When comparing with MTU engines, it is absolutely es-sential for the spectra to be available in the same form.

LA stands for the A-weighted sum level in dB(A), L for the unweighted (shown spectrally in the diagram), i.e. merely logarithmically added level of the spectrum in dB.

13.2 Engine surface noise (averaged free-field spectrum

The spectra shown are energetically averaged spectra from a number of measuring points dependent on the size of the engine. The measuring distance, i.e. the distance between the microphone and the engine reference surface during the measurement, is 1 m. The term free-field spectrum means that the levels determined in the test bay are mathematically reduced by the share of extraneous noise (if present) and by the share reflected by the test bay walls. Only in this way can such spectra of different engine manufacturers be compared.

The spectra are based on measurements with MTU standard air filters, i.e. the measured values already contain the intake noise. This usually corresponds to the standard erection conditions for plants. If other air filters are used, deviations in the entire engine noise spectrum are possible.

Note: Some engine manufacturers determine the engine surface noise without intake noise (intake from outside). This results in lower levels. This must be taken into account when comparing with MTU engines and in project planning.

13.3 Undamped exhaust gas noise

Because the exhaust gas noise is measured (without silencers) outside the test bay, i.e. in the open air, there is no room level correction the free-field spectrum is already recorded. The spectrum is energetically averaged from measured values at 2 points at a distance of 1 m from the outer edge of the pipe under an angle of 90 to the pipe centerline.

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14 Startup/Engine operation

14.1 Installation check

In order to eliminate any installation flaws, it is necessary after erecting the plant to check the installation by means of visual inspections and measurements.

14.2 Initial operation

Initial operation (commissioning) may only be performed under the supervision of an experienced specialist in plant construction.

Before the plant is put into operation, the following preconditions must be satisfied:

All work on the plant must have been completed. Check to ascertain correct and proper design. All safety devices (protective grilles, etc.) must be fitted. There must be no tools or other non-regulation parts left in the working area of the plant. The Initial Operation section in the Engine Operation Manual has been read and fully digested. The fluids and lubricants approved in the MTU Fluids and Lubricants Specification such as fuel, oils,

greases, coolant, corrosion inhibitor and antifreeze have been used.

14.3 Operation

Read and comply with the relevant operating instructions for the purpose of operating the plant.

MTU recommendation: We recommend that you keep an operation log as a record of the maintenance and repair work carried out and of the fluids and lubricants used.

42 Appendices

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15 Appendices

15.1 Appendix A List of abbreviations Note: The following list of abbreviations contains no standard German abbreviations.

C Degree Celsius % Per cent a Acceleration A Ampere CE Conformit Europenne, European Conformity (certifikation marks of the European Union) cm Centimeter dB(A) Decibel, logarithmic unit of sound pressure A-weighted dB Decibel, here: logarithmic unit of sound pressure DIN German Institute for Standardization; formerly: Greman Industrie Standard DN Nominal diameter ECU Engine Control Unit EMC Elektromagnetic combatibility EN European Standard (standard of the CEN) f Frequency g Gravity acceleration constant, acceleration due gravity (9,81 m/s2) H Height Hz Hertz IEC International Electrotechnical Commission, standardization body kg Kilogram KGS Free end KS Driving end L Length LA A-weighted sum level in the sound spectrum L Unweighted sum level in the sound spectrum m Meter mA Milliampere min MInute mm Millimeter ms Millisecond Pa Pascal, Unit of pressure TECHNICAL

Technical Sales Document (engine data)

V Volt W Watt

Appendices 43

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15.2 Appendix B Designation of engine sides and cylinders

For the purpose of side designation, the engine is always viewed from the driving end (KS).

For the purpose of cylinder designation (as per DIN ISO 1294), the cylinders on the left side of the engine are des-ignated A and the cylinders on the right side B.

Each cylinder is numbered consecutively, starting at the driving end of the engine with no. 1.

Consecutive numbering of other components also starts at the driving end f the engine with no. 1.

Fig. 11 : Designation of engine sides and cylinders KGS = Free end KS = Driving end links = left engi