InstallGuidelines S2000 S4000 Stationary

MTU Diesel Engines for Stationary Applications Series 2000/4000 Installation Guidelines M060672/00E
2001
MTU Motoren- und Turbinen-Union Friedrichshafen GmbH 88040 Friedrichshafen / Germany Phone (0 75 41) 90 - 0 Telex 7 34 280 -- 0 mt d Telefax (0 75 41) 90 - 39 28
MTU Diesel Engines for Stationary Applications Series 2000/4000 Installation Guidelines M060672/00E
Edition 10/2001
Guide
Page
Table of contents
Table of contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1.1 1.2 2 2.1 2.2 2.3 3 3.1 3.2 3.3 3.4 4 4.1 4.1.1 4.1.2 4.2 4.2.1 4.2.2 4.3 4.3.1 4.3.1.1 4.3.1.2 4.3.1.3 4.3.1.4 4.3.1.5 4.3.2 4.3.3 4.3.3.1 4.3.3.2 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Foreword . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Safety instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transport and storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electric welding work on the engine and alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starter unit and auxiliary power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electric starter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compressed air starter motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Redundant starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel system, engine BR 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine fuel schematic diagram BR 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description of the engine fuel system BR 2000 (fig. 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel system, engine BR 4000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine fuel schematic diagram BR 4000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description of the engine fuel system BR 4000 (fig. 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel supply system BR 2000 and BR 4000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rigid pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Infeed line BR 2000 and BR 4000 (from the fuel service tank to the engine) . . . . . . . . . . . Return line (from the engine to the fuel service tank) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel pre-filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel service tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Configuration and arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tank capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I V 1 1 2 3 3 3 4 5 5 6 7 7 9 9 9 10 11 11 12 13 14 14 14 15 15 16 17 17 17 18
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Table of contents (cont.)

4.3.4 5 5.1 5.2 5.3 5.3.1 5.3.2 5.3.3 5.4 5.5 6 6.1 6.1.1 6.1.2 6.2 7 7.1 7.2 7.3 7.4 8 8.1 8.2 8.3 8.3.1 8.3.2 8.4 8.4.1 8.4.2 8.4.3 8.4.4 Fuel cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lube oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil trough/obtaining the required oil quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil level measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil replenishment unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inclinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Priming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankcase venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Combustion air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Combustion air filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Combustion air filter requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Filter installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Maintenance indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust line (downstream of the engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Seals for the exhaust line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Compensators (downstream of engine discharge) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling system configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine cooling systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air/charge air cooling, external -- BR 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Water/charge air cooling, external -- BR 2000 and BR 4000 . . . . . . . . . . . . . . . . . . . . . . . . . Coolant lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended materials for the coolant pipelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flexible connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Infeed and return lines between the engine and cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 19 19 19 20 20 21 21 22 22 23 23 23 24 24 25 25 27 27 30 31 31 31 32 32 34 37 37 37 38 39
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8.4.5 8.4.6 8.4.7 8.5 8.5.1 8.5.2 8.6 8.6.1 8.6.2 8.6.3 8.6.4 8.7 8.7.1 8.7.1.1 8.7.1.2 9 9.1 9.2 9.3 9.4 9.5 9.6 9.7 10 10.1 10.1.1 10.1.1.1 10.1.1.2 10.1.1.3 10.1.2 10.1.2.1 10.1.2.2 10.1.2.3 Venting lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Expansion line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overpressure/underpressure valve with overflow line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting up the cooler above the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mechanical fan cooler for BR 2000 with air/charge air cooling, external . . . . . . . . . . . . . . . Expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coolant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coolant pre-heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heating power and pre-heating temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Circulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Intrinsic frequency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Isolation efficiency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine and alternator mounting assembly in conjunction with flange-mounted alternator (single-mount and dual-mount version) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Selection of resilient mounts for the engine and alternator . . . . . . . . . . . . . . . . . . . . . . . . . . Configuration of the resilient mounting elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation instructions for the resilient mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alternators and couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alternator configurations/designs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single-mount alternator, flanged onto the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Requirements for the single-mount alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly, engine/single-mount alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dual-mount alternator, flanged onto the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Requirements placed on the dual-mount alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Assembly, engine/dual-mount alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 39 40 40 40 43 43 43 43 44 44 44 45 46 46 47 47 47 48 49 50 51 51 53 53 53 53 53 54 54 54 54 54
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10.2 10.2.1 10.2.2 10.2.3 10.2.4 10.2.5 10.2.6 11 11.1 11.2 11.3 12 13 13.1 13.2 13.3 Force transfer/couplings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Torsional oscillation calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coupling (between the engine and alternator) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coupling for flange-mounted single-mount alternators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coupling for flange-mounted dual-mount alternators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Coupling for free-standing dual-mount alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Requirements for the axial play of the crankshaft and the alternator shaft . . . . . . . . . . . . . Engine management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECU (Engine Control Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sound data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Commissioning/engine operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Initial operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 55 55 56 57 57 57 59 59 59 60 61 63 63 63 63
Appendix
A B C Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Designation of the engine sides and cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Formulae . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 69 70
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Symbols
The symbols that are used in the safety instructions are explained in the chapter Safety instructions.
This symbol indicates cross-references to other manuals.
MTU recommendation:
This symbol refers to notes about special MTU recommendations.
Figures and references Details in figures are provided with reference numbers and reference lines if necessary. If reference is made in the text to a detail provided with a reference number, the figure number and, separated by an oblique, the reference number of the detail are written in brackets. Example: (5/2) refers to fig. 5, reference number 2.
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General
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1.1
General
Foreword
These guidelines are intended as an aid to the project planner, plant and genset constructor and also for assembly companies that plan and carry out installation of MTU diesel engines. Note: These guidelines apply to engines in the current MTU BR 2000 range (with the exception of 8V2000) and BR 4000 for stationary applications.
The aim of these installation guidelines is to ensure that the genset is properly assembled. The installation guidelines do not relieve those in charge of the system from their responsibility to carry out their own correct work and inspections.
Exclusion of liability If the information and instructions given in these guidelines are not followed, there shall be no possibility of the manufacturer accepting liability or providing a warranty.
For reasons of space, it is not possible to go into detail about the valid laws, ordinances and regulations. However, they must be observed. Operational dependability, reliability and a long service life are also influenced by keeping to the stipulated maintenance work. Easy access for operating, maintenance and repair personnel must therefore be guaranteed when planning and installing the plant.
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1.2
Safety instructions
The general safety instructions and accident prevention regulations and those defined by law must be observed. Where necessary, this documentation contains specially highlighted safety instructions. These safety instructions must always be observed and followed in order to prevent injury and material damage.
A symbol of this type indicates a danger:
DANGER
That can lead to personal injury That can cause damage to the plant or to parts of it.
In addition to the installation guideline, it is also necessary to observe the respective current technical documents: Engine installation drawings Schematic diagrams Sound spectra Technical engine data Accessory drawings etc. We request that you use the following contact address to request technical documentation: MTU Motoren- und Turbinen-Union Friedrichshafen GmbH Vertrieb Energietechnik D--88040 Friedrichshafen Fax: E-mail: +++497541 908111 Beate.Mueller@mtu-online.com
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Transport and storage
Chapter Page
2 3
2
2.1

Transport
Lift the engine only with suitable suspension equipment. Lift the engine alone only by the suspension eyes provided (MTU installation documents). The suspension eyes are designed only for the engine weight. Attach only straight or pay attention to the permissible tilted traction angle. Pay attention to the engines centre of gravity (MTU installation instructions). In the case of special packing with aluminium film, lift the engine by the suspension eyes of the mounting block or transport it with a forklift truck. Lift the engine/generator set only using the provided suspension eyes on the genset frame. Whenever you transport the engine or the genset, always first fit the crankshaft transport safeguard and the engine mount blocking unit (also see the MTU regulations).
2.2
Storage
Preserve the engine/genset correctly. Store the engine/genset in a dry room on the original wooden frame or other suitable frame, and cover with a tarpaulin. When special packing is used, do not cover the aluminium foil and examine the moisture indicator regularly (inspection specification for MTU special packaging).
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2.3
Electric welding work on the engine and alternator
Important precautionary measures on machine plants with MTU engines:
Welding on the engine or fitted gensets is prohibited. Never use the engine as a ground connection. (This prevents the ground passing through the engine and causing burn and scorch marks on mounts, which could then lead to pitting of the mounts). Never lay the welding cable over or in the vicinity of cable ties of the MTU plants (welding currents could be induced in the cable ties, which could possibly cause damage to the electrical plant). The ground connection of the welding unit may not be connected further than 60 cm from the welding location. If welding must be carried out on parts adjacent to the engine (e.g. exhaust pipe), these parts must be removed from the engine beforehand. On the MTU electronics (ECS), it is not necessary to remove the plugs and connectors for carrying out welding work if the main power supply switch is set from On to Off and the cable is disconnected at the negative pole and at the positive pole of the battery.
Engine damage caused due to not observing the above precautionary measures is not covered by the warranty.
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Starter unit/auxiliary power supply
Chapter Page
3 5
3
3.1
Starter unit and auxiliary power supply

Electric starter
Electric starters are of the following design as standard:
24 VDC Insulated at both poles Attached to the engine ready for operation
Electrical starter cables must be laid so that they are protected against mechanical damage. When doing this, pay attention to the permissible bending radii. Note: Please contact MTU for information about special configurations.
MTU recommendation:
To keep the cross section of the starter cable to a minimum, always set up the battery near to the starter. Due to the possibility of greater voltage fluctuations during the starting process, it is recommended to use a separate starter and control battery, otherwise the electrical engine control can be influenced.
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3.2
Compressed air starter motor
The principle configuration of the starter system with a compressed air starter motor is shown in fig. 1.
1 7 4 5 6 8 2 3
Fig.
1: 1 2 3 4 5 6 7 8
Starter system with compressed air starter motor Compressed air starter motor Starting valve Compressed air connection, connection point on the motor Hose line Measuring point for pressure Air filter Pressure reduction valve (only required for supply pressure p > 30 bar) Compressed air from the supply system
The data required for the configuration of the air supply system can be found in the technical sales document.
Installation instructions:
The starting valve must be protected against mechanical damage and moisture. The air line connection is connected on the motor via a flexible connecting hose. The line route must be kept as short as possible. The entire system of pipelines must be cleaned on the inside before putting into operation.
MTU recommendation:
A measuring point (M18 x 1.5) must be provided directly upstream of the starting valve (for system inspections, e.g. when putting into operation).
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3.3
Redundant starting
Redundant starting systems are used for special requirements regarding the starting safety of the engine. These consist of two mutually independent starters. If one starter fails, the second starter ensures that the engine starts up safely. Each starter should have its own energy supply. This starting method is possible with the BR 2000 and BR 4000.
3.4
Generator
The generator and drive are installed on the engine if an order is placed. The belt drive must have protection against contact. Electrical cables must be configured and laid so that no mechanical, thermal or chemical damage can occur.
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Fuel system
Chapter Page
4 9
4
4.1 4.1.1
Fuel system
Fuel system, engine BR 2000 Engine fuel schematic diagram BR 2000
1 2
2 14 15 13 4
8 5 16 17 7 9 11 12 6
= Temperature sensor = Flexible connection 2:
10
Fig. 1 2 3 4 5 6 7 8 9
Schematic representation of the engine fuel system BR 2000 10 11 12 13 14 15 16 17 Venting line Leak fuel line from injection nozzle Individual injection pumps Fuel venting line Non-return valve upstream of fuel baffle Injection line (high pressure) Solenoid valve Camshaft
Fuel temperature sensor (MDEC) Fuel baffle Fuel intake from the tank to the engine Fuel filter Non-return valve downstream of fuel hand pump Fuel hand pump Non-return valve upstream of fuel hand pump Non-return valve downstream of fuel delivery pump Fuel low-pressure delivery pump
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Fuel system
4.1.2
Description of the engine fuel system BR 2000 (fig. 2)
The BR 2000 has electronically controlled high-pressure injection with individual injection pumps, and basically consists of:
Fuel low-pressure delivery pump Fuel filter Individual injection pump (each cylinder) Injectors
The mechanically driven fuel low-pressure delivery pump supplies fuel to the individual injection pumps via the fuel filter and the distributor rails. The central camshaft generates the pressure in the individual injection pumps. The start and end of delivery are controlled with the electro-magnetically actuated injection valve. All control and regulation of the injection and the engines operating characteristics are performed by the engines own electronic engine management. The components described above are all integrated in the engine as standard. The customer merely has to provide a fuel infeed line and a fuel venting line between the engine and the tank. A separate leak fuel line for non-pressurized removal is not required with this system.
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Fuel system
Chapter Page
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4.2 4.2.1
Fuel system, engine BR 4000 Engine fuel schematic diagram BR 4000
16 V
12 V
8V
14
12 1 10
1 6 7 3 12
9 2 11
4 17 8
18 8 5 = Flexible connection
P T
= Pressure sensor = Temperature sensor
Fig. 1 2 3 4 5 6 7 8 9 10 11
3:
Schematic representation of the engine fuel system BR 4000 Quantity restrictor valve Connection, high-pressure pump fuel lubrication return Measuring point, fuel pressure Measuring point, fuel temperature downstream of fuel filter Fuel pre-filter Fuel hand pump for venting the low-pressure system
Injection nozzle 12 High-pressure accumulator 13 Fuel filter Fuel infeed connection (from the service tank) 14 Fuel return (to the service tank) 15 Overflow valve Fuel delivery pump, low pressure 17 Fuel filler neck 18 Fuel high-pressure delivery pump High-pressure line, single wall (optionally double wall) Overpressure valve
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Fuel system
4.2.2
Description of the engine fuel system BR 4000 (fig. 3)
The BR 4000 has a Common Rail injection system. The Common Rail injection system basically consists of:
Fuel delivery pump (low pressure) Fuel delivery pump (high pressure) Fuel filter Pressure accumulator Injectors Electronic control unit
The fuel low-pressure delivery pump supplies the fuel high-pressure delivery pump with the necessary amount of fuel and also with sufficient pressure. The mechanically driven fuel high-pressure delivery pump generates the pressure in the high-pressure accumulator, referred to as the Rail. The injectors dose the amount of fuel for the individual cylinders. The injection process is initiated by the flow to the injector solenoid valve. The injection volume depends on the prevailing pressure and the duration of the flow to the solenoid. The electronic control unit (Engine Control System ECS) both regulates the pressure and controls the duration of the flow to the solenoid. The pressure level is recorded by a sensor fitted in the pressure accumulator. The volumetric flow of the high-pressure pump is adjusted to the respective speed and load point of the engine in accordance with the pressure characteristic stored in the ECS. In addition to these functions, the ECS also controls the correct start of the injection. All the components described above are integrated as standard into the engine. The customer merely has to provide a fuel infeed line and a fuel venting line between the engine and the tank. A separate leak fuel line for non-pressurized removal is not required with this system.
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Fuel system
Chapter Page
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4.3
Fuel supply system BR 2000 and BR 4000
A perfectly functioning fuel supply system is also important for fault-free engine operation. This means that both the customers requirements and the diesel engine requirements must be taken into account in the design of the fuel supply system. The following describes a fuel supply system that is normally used. However, taking into account the diesel engine requirements, different fuel supply systems to this one are also possible. 9 9 10 7 8
Pump on Pump off Min. alarm
11 12 13
M
1 2
16 16 14
17 18
max.
15
min.
Fig.
4: 1 2 3 4 5 6 7 8 9
Fuel system BR 2000 and BR 4000 Fuel intake Fuel return on BR 4000 Fuel venting on BR 2000 Fuel pre-filter Fuel pump for drainage Fuel service tank Fuel level monitoring (in the service tank) for pump control and min. signalling Overflow line Filler line Venting line (routed out into the open) 10 11 12 13 14 15 16 17 18 Filling connection for the first filling Three-way valve Fuel delivery pump Fuel hand pump Filler neck Supply tank Return to the supply tank or the day tank Fuel cooler (if required) Fuel level monitoring
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Fuel system
4.3.1 4.3.1.1
Fuel lines General

The corresponding connections on the engine can be found in the engine installation drawing and the fuel schematic diagram.
The connection between these engine connections and the plants fuel lines must be made via resilient hoses. These must be fuel-resistant and flame-resistant. Fuel lines must be laid so that they are free of tension, shears and kinks.
Incorrectly laid fuel lines develop leaks. Risk of fire and danger of groundwater contamination from escaping fuel. DANGER
The pipe nominal widths given in the fuel schematic diagram are minimum nominal widths that must not be fallen below. Unless otherwise stated, they apply up to a pipe length of 10 m. Longer pipe routes must be dimensioned on a project-specific basis. The configuration data required for this can be found in the technical sales document.
4.3.1.2
Recommended material
Seamless steel tubes (in accordance with DIN 2448, DIN 2391, ISO 4200). Copper pipes are permitted, but are less stable against mechanical influences. Plastic pipes may only be used in Germany if they have a corresponding inspection certificate.
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Fuel system
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4.3.1.3
Rigid pipe connections
The following connection methods are permitted on steel pipes:
Soldered union using sealing cones Solderless union (cutting ring screw connection) Exception: In the case of lines directly attached to the engine (hazard of detachment by engine vibrations)
Flanged joint Weld joint
The following are not permitted:
4.3.1.4
Soft-soldered joint Crimp joint Glued joint
Infeed line BR 2000 and BR 4000 (from the fuel service tank to the engine)
The fuel line must be laid so that the fuel can flow unhindered to the engine.
The maximum permissible fuel temperature before entering the engine is 55 C. When ambient temperatures are cold, the possibility of paraffin separation in the fuel must be prevented (by using winter fuel or fuel pre-heating).
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Fuel system
4.3.1.5
Return line (from the engine to the fuel service tank)
BR 2000
The return line from the engine to the tank is only for venting the engine fuel system. Therefore, only a small amount of fuel is returned in this venting line (max. temperature 85 C). This means that the return/or venting line can have a smaller nominal width. A minimum nominal width of 6 mm for max. 10 m of pipe length is sufficient (see fuel schematic diagram). The return line in the tank should be placed with the outlet opening a sufficient distance from the intake line opening. Unhindered fuel return to the fuel tank must be guaranteed during starting and operation of the engine (no installation of shut-off valves between the engine connection and service tank). For further information, see the engine fuel schematic diagram.
BR 4000
The return line must be routed separately into the fuel tank. If possible, the return line should be directed not into the service tank but into the large supply tank (avoiding heating up the fuel in the service tank at the minimum level). The return line in the tank should be placed with the outlet opening a sufficient distance from the intake line opening. It is not permissible to directly reintroduce the return line into the fuel intake (upstream of the engine intake). Unhindered fuel return to the fuel tank must be guaranteed during starting and operation of the engine (no installation of shut-off valves). It must be noted that the fuel return temperature is approximately 30 35 C higher than the intake temperature. Therefore, in certain circumstances it may be recommended to provide a fuel cooler. This cooler can be installed in the return line. Both water/fuel coolers and air/fuel coolers can be used. For further information, see the engine fuel schematic diagram and chapter 4.3.4.
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Fuel system
Chapter Page
4 17
4.3.2
Fuel pre-filter
In order to protect the fuel low-pressure system (especially the low-pressure pump) against damage caused by coarse impurities in the fuel, a fuel pre-filter must be provided upstream of the engine intake. Recommended filter fineness: < 0.1 mm
The filter size depends on the fuel intake quantity and the permissible resistance. The configuration data required for this can be found in the technical sales document.
If there is a higher proportion of water in the fuel, a water separator is required in addition to the pre-filter. The max. permissible proportion of water in the fuel can be found in the MTU consumables specification.
4.3.3 4.3.3.1
Fuel service tank Configuration and arrangement
The fuel service tank must be arranged as follows: The min. fuel level should be above the level of the engines own fuel delivery pump (low-pressure pump). This is especially necessary in the case of emergency power systems that place exacting demands on starting safety and acceleration time. This ensures that the intake line is always filled with sufficient fuel and that no air can enter the intake line. Air in the intake line can cause starting difficulties. If the fuel tanks are arranged below the level of the fuel delivery pump, it is necessary to take account of the intake capacity of the fuel delivery pump. In certain circumstances, special measures are necessary to prevent the intake line running empty. This is especially critical in the case of emergency power plants with longer downtimes (standby mode). The max. fuel level should not be higher than 5 m above the intake inlet on the engine.
Do not locate the fuel tank in the vicinity of the exhaust lines or other heat sources. DANGER The tank must be made of fuel-resistant and corrosion-resistant material.
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Fuel system
4.3.3.2
Tank capacity
The required tank capacity depends on the engine power, the fuel consumption and the required operating time. A rough estimation is possible with the following formula:
P x be x t V= 830
V P t be 830
= Tank volume in litres = Engine power in kW = Operating time in hours = Spec. fuel consumption in g/kW h = Density conversion factor
MTU recommendation:
Min. 1000 l tank per engine. In the case of plants with several engines, a separate tank should be provided for each engine.
4.3.4
Fuel cooler
Under certain conditions of use, it may be necessary to use a fuel cooler. A fuel cooler is recommended in the following cases:
Where there are higher fuel intake temperatures with the risk of an excessive return temperature If the fuel return line is routed to a tank of < 1000 l To observe permissible flash point limits (e.g. in Germany, max. permissible: 55 C)
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Lube oil system
Chapter Page
5 19
Lube oil system
Operation of diesel engines is only permissible with the lube oil qualities given in the MTU consumables specification. Only the connections for oil monitoring, drainage, additional filtration and priming that are present on the engine may be used. Interference with or modifications to the engines internal lube oil system are not permissible. If such action is unavoidable, it must not be undertaken until after agreement with MTU. The diesel engines have autarkic pressurized circulation lubrication via gear-driven oil pumps. The oil trough is normally also the lube oil supply tank.
5.1
Filtration
The standard oil filters fitted are sufficient for standard and emergency power plants, as well as for plants with a normal utilization rate. In the case of continuous operation plants and plants with a very high utilization rate, as well as when it is necessary to extend the oil change intervals, provision must be made for additional oil care. Multiple filters and, for the BR 4000, lube oil centrifuges are available for this purpose. Selection and use must be agreed with MTU.
5.2
Oil lines
It must be ensured that no contamination enters the oil cycle. Newly laid oil lines must therefore be cleaned before initial operation and must be inspected for leaks. All oil lines must be resiliently connected to the engine. Oil-resistant and temperature-resistant hoses are suitable as resilient connections. They must be inserted in the movement direction for bending (do not turn or extend). All components and lines that are connected on the pressure side of the oil cycle must be designed for the respective operating pressure.
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Lube oil system
5.3 5.3.1
Oil trough/obtaining the required oil quantity Oil level measurement
Normally it is sufficient to check the oil level manually using the standard oil dipstick provided in the engine and to top up as necessary. However, in the case of automatic operation for longer periods, we recommend electrical oil level monitoring as shown in fig. 5. A still oil level can be measured even when the engine is running, thanks to the separate level tank that serves as a communicating tank. Note: When configuring the oil level monitoring, remember that the oil level during engine operation falls compared with when the engine is stationary due to the amount of oil that is circulating. It may be necessary for the system monitoring to make allowance for this.
2 max. min. 3
max. min.
Fig.
5: 1 2 3 4 5
Oil level measurement with separate measuring tank Venting to the crank case Level monitor for remote display Inspection glass with minimum/maximum mark Level tank Communicating connection
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Lube oil system
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5.3.2
Oil replenishment unit
The oil supply in the oil trough is normally sufficient to achieve acceptable oil replenishment times. However, special operating modes require an automatic oil replenishment unit.
MTU recommendation:
An automatic oil replenishment unit via a level-controlled pump guarantees that the plant is constantly ready for use.
The simple and economical oil replenishment units utilizing a float valve are common. If the oil level in the oil trough is too low, this valve opens and lets oil flow in from an oil supply tank located above the oil trough. Since oil can enter the engine oil trough from the supply tank unnoticed if the float valve is damaged and an oil level that is too high causes engine damage (oil surge), this arrangement is only permissible with additional monitoring of the maximum oil level.
5.3.3
Inclinations
The standard version MTU engines are approved for the inclinations defined in the technical sales document. Special engine configurations and lube oil plants are required for steeper inclinations. Note: For information on this, please consult MTU.
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Lube oil system
5.4
Priming
The need for priming depends on the respective genset applications. Normally, no priming is necessary. Priming is only required in the following exceptional cases:
Short-break and no-break plants Gensets with very frequent starts Gensets with very short run-up times Gensets in which the inoperative engine is subjected to vibrations Extreme engine inclination
The type and duration of the priming must in each case be agreed with MTU on a project-specific basis. Provision may only be made for interval priming. Continuous priming is not permitted due to the risk of the engine possibly being over-lubricated. Also see the information in the technical sales document.
5.5
Crankcase venting
Our crankcases are equipped as standard with a closed crankcase venting facility. This means that separate venting of the crankcase is not necessary.
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Combustion air system
Chapter Page
6 23
The performance of an engine mainly depends on the following factors:
The amount of combustion air taken in Air temperature Air pressure (installation height) Intake air barometer reading
When the air is taken in from the engine room, good room ventilation is required in order to keep the temperature rise low with respect to the outside air. If this is not possible to a sufficient degree, the combustion air must be taken from outdoors.
6.1
Combustion air filter
6.1.1
Combustion air filter requirements
As a general rule, the MTU diesel engines must be fitted with combustion air filters. Only paper dry air filters with a separation degree of > 99.9 % may be used. In the case of short operating times (e.g. emergency power operation) combined with normal dust conditions, so-called single filters are normally sufficient. This filter type is included in the basic scope of delivery for the BR 2000 and BR 4000. The service life of the filters can be increased by using dry air filters with pre-separation (cyclones). In this case, the intake air is rotated by guide blades arranged at an angle, with the coarser dust particles being separated out first. This is necessary when there is more dust together with continuous operational use. If the customer obtains his own combustion air filters, then the customer is entirely responsible for correct configuration and installation. The size of the air filter must be agreed in cooperation with its manufacturer so that the following conditions are fulfilled when the expected amount of dust is present:
The filter must be suitable for combustion air throughput and the required degree of separation. The maximum permissible intake underpressure must be maintained. Designed for a sufficient service life. The configuration data required for this can be found in the technical sales document.
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Other types of air filter such as oil bath air filters are only permissible in conjunction with dry air filters. MTU must be consulted. Wet air filters are not permissible due to their low separation degree.
6.1.2
Filter installation
The dry air single filters supplied by MTU are attached directly to the engine by clamps (see the engine installation drawing). Allowance must be made here for the removal height required when changing the filter. Pay attention to the following if the air filters are fitted separate from the engine: The intake side for the combustion air should be designed so that
No warm air is taken in No exhaust gases enter the filter Problem-free filter changing is possible (provide space for removal) Protection against the ingress of water is guaranteed
The filter configuration also influences the engine noise level. Our noise spectra are based on measurement with the supplied dry air single filters. In the case of the intake air line between the filter and engine, it is essential to ensure that there are no leaks. If possible, the line should be kept as short as possible. Longer lines must be supported leak-free in the engine and must be connected to the engine by means of resilient connections. The resilient connection point (sleeves, hoses) must be resistant to fuel, lube oil and temperatures of up to 120 _C. Dimensional stability against underpressure is a prerequisite. On the intake air side, no materials may be used that carry rust, clinker or other deposits and that can cause premature engine wear. Filters must be arranged so that when a filter is changed, no dust or objects can enter the intake area.
6.2
Maintenance indicator
The maintenance indicators (underpressure indicators) for filter monitoring are included in the basic scope of delivery. Depending on the installation situation, these are already installed on the engine or are supplied loose. The corresponding connection point is shown in the engine installation drawing.
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Exhaust system
Chapter Page
7 25
Exhaust system
Exhaust gases are harmful to health! Condensation from exhaust lines pollutes the groundwater! Exhaust lines can reach temperatures of over 600 _C! DANGER Appropriate safety measures must be taken with regard to
Protection against contact Fire protection
7.1
Exhaust line (downstream of the engine)
Use the connection diameters on the engine when configuring the exhaust line. Later reduction is not permissible. In the case of exhaust lines of over 10 m, we recommend a resistance calculation for the exhaust system from the turbocharger to outdoors, taking into account the noise requirements. The nominal width of the exhaust line is determined by:
The exhaust volume The maximum permissible exhaust counter-pressure (see technical sales document) Noise requirements The type of the following line routing (pipe lengths, bend radii, fittings, silencer)
Additional requirements:
No moisture may enter the engine via the exhaust line. The exhaust discharge must be of a suitable design. Drainage possibilities must be provided in the exhaust line. Condensation must be carried to a collecting tank and must be disposed of properly. Grilles to prevent small animals from entering must be fitted at the outlet. Ensure that the configuration is favourable for the flow.
The exhaust line is normally laid by joining the exhaust connections on the V engines via a hose to a line of the appropriate diameter.
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Exhaust system
In certain cases (e.g. if the exhaust line is very short), it may be more economical to lay a separate exhaust line for each turbocharger discharge.
With exhaust joining
Separate exhaust routing
Fixed point Exhaust joining
Compensator
Engine
Engine
Fig.
6:
Exhaust routing
Exhaust lines of several engines must not be joined together in a common line.
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Exhaust system
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7.2
Seals for the exhaust line
The exhaust line must be of a leak-free design.
MTU recommendation:
For flange connections (apart from V-belt connections), fit temperature-resistant, asbestos-free seals.
7.3
Compensators (downstream of engine discharge)
The thermal expansion of the exhaust line and the movement during operation of the engine on resilient mounts must be countered by compensators arranged immediately downstream of the engine. Depending on the length of the exhaust line, it may also be necessary to install additional compensators. The compensators supplied as standard by MTU are multi-walled metal bellows (axial compensators). They are mainly designed for axial expansion absorption (in the longitudinal direction). However, they are also suitable for slight angular (bending) and lateral (thrust) deformation. All torsional stresses (twisting) must be avoided.
axial
angular
lateral
Fig.
7:
Possible deformation with compensators
Installation instructions: The permissible axial expansion absorption range should not be fully used, as the possibility of slight lateral and angular deformations cannot be excluded as a result of installation tolerances and engine operation. These deformations reduce the theoretically permissible axial expansion absorption capacity.
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Exhaust system
MTU recommendation:
So that no impermissible forces arising from thermal expansion of the exhaust line act on the engine via the compensator, a (building) fixed point most be provided immediately downstream of the compensator (max. 1 m) (see fig. 6).
If, for building-related reasons, it is not possible to have a fixed point immediately downstream of the compensator, a compensator with greater expansion absorption must be installed. The thermal expansion of exhaust pipes can be seen in the diagram below.
13 12 11 10 9 Thermal expansion in mm/m 8 7 6 5 4 3 2 1 0 0 100 200 300 400 500 600 700 800 Temperature difference between 20 _C ambient temperature and max. exhaust pipe temperature Ferritic steel Austenitic steel (1.4541)
Fig.
8:
Diagram for determining the thermal expansion of exhaust pipes as a function of the temperature
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Exhaust system
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The compensators must be pre-stressed when installed. The corresponding installation dimensions can be found in the engine installation drawing or the exhaust compensator drawing (also see fig. 9).
Cold state (installation temperature) Before installation (unstressed state) Installation state (compensator pre-stressed)
Warm operational state Engine operation
+
Compensator nominal size/length Installation size/ installation length
-Expansion range
3 clamping pieces distributed on the circumference as an installation aid (e.g. pipe, wooden slat etc.) Important: Remove the clamping pieces after installing the exhaust line!
Fig.
9:
Compensator installation
Two length measurements are normally given in the engine installation drawings: Compensator nominal size/length This measurement refers to the compensator in a neutral, unstressed state and serves only for control purposes. Compensator installation size/installation length The compensator must be pre-stressed during installation to the compensator installation size or the installation length. The compensator is then largely stress-free during operation. Check the pre-stress size after installing the exhaust line.
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Exhaust system
Please observe the following in order to prevent frequently occurring installation errors:
Before installation, inspect the compensator for possible damage, e.g. caused during transport. During operation, compensators must not be impaired with regard to their expansion capacity or their functional capability. Particular attention must be paid to this regarding the insulation of the compensators. Do not damage the bellows -- do not permit any heavy strikes or impacts, do not throw. Do not route chains or ropes past the bellows part or attach them to it. Protect the bellows against welding splashes. Avoid electrical currents through the bellows (short circuit caused by the welding electrode, ground cable etc.). They can destroy the bellows. Keep the inside and outside of the bellows shafts free of foreign bodies (dirt, insulation material, cement etc.). In the case of exhaust compensators with an internal protective tube, during installation ensure that the internal protective tube and the compensator bellows do not touch each other while the engine is in operation. Inspect the inside before installation and the outside after installation. After installation, remove clamping pieces, installation aids and transport safeguards (if present).
Ignoring these instructions can result in costly damage to the exhaust turbochargers.
7.4
Exhaust turbochargers
The exhaust turbochargers and the exhaust lines laid on the engine must not be insulated.
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Engine cooling
Chapter Page
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8
8.1
Engine cooling
General
On MTU diesel engines, the heat given off by the engine into the coolant is dissipated by forced circulation cooling in the closed cycle. Flow cooling or an open cycle is on no account permissible. Treated water conforming to the MTU consumables specification must be used as the coolant. Expansion tanks with nitrogen bladders (of the type used in heating systems) are on no account permissible. At the lowest point of the cooling system, it is recommended to install a filling point and a drainage point. It must be ensured that no residues remain in the cooling system after the coolant has been drained out. The cooling system must be configured as a closed overpressure system and fitted with an overpressure valve and an underpressure valve. Maximum permissible geodetic pressure: 1 bar It is not permitted to use zinc in parts that carry water.

Note:
8.2
Cooling system configuration
If the cooling system is not supplied by MTU, it must be designed by a specialist company. The following values are required for the cooler configuration:

Note:
The heat given off to the coolant by the engine Coolant volumetric flow, engine cycle Engine coolant discharge temperature Coolant volumetric flow, charge air cycle (in the case of dual-cycle cooling) Charge air cycle coolant intake temperature (in the case of dual-cycle cooling) Defroster component in the cooling water in volume percent (vol. %) Maximum permissible pressure reserve (on the cooling water side) Operating pressure, test pressure (water side) Please consult MTU for more detailed information.
Plant-dependent:
Maximum permissible pressure loss (on the air side) Noise requirements, if necessary Contamination reserve
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Engine cooling
8.3
Engine cooling systems
The BR 2000 and BR 4000 engines are water-cooled and are also fitted as standard with exhaust turbochargers and separate charge air cooling. This means that dual-cycle cooling systems are required for re-cooling the engine (engine + charge air). Normally, air is available as the cooling medium. By contrast, water is rarely used as a cooling medium. The individual engine cooling systems that are possible with the BR 2000 and BR 4000 are described below. BR 2000

BR 4000
Air/charge air cooling, external Water/charge air cooling, external
8.3.1
Water/charge air cooling, external
Air/charge air cooling, external - BR 2000 -
Here, the charge air is re-cooled via a mechanically driven fan cooler. This fan cooler is designed as a dualcycle cooler. It is secured to the base skid directly behind the engine (on the auxiliary PTO end side). A fan wheel driven by the engine (via a toothed belt) delivers the required quantity of cooling air through the fan cooler to dissipate the charge air heat and the engine coolant heat. Main characteristics
Simple charge air routing The following are not required: Charge air cooler (water-cooled design) Charge air coolant -- circulation pump Temperature controller Coolant lines on the engine
The complete cooler unit, including the fan wheel, fan drive and pipes, is already tailored to the respective application. This simplifies the amount of configuration and installation work required to be undertaken by the customer. It is not possible to set up the cooler independently of the engine position (e.g. on a roof).
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1 6 7
13 14 16 12
15
10
11 = Flexible connection
Fig. 10 :
Coolant diagram, BR 2000 with air/charge air cooling, external (shown with a mechanically driven fan cooler (dual-cycle cooler)) Charge air intake, engine Venting line from the engine to the expansion tank (engine coolant cycle) Overpressure/underpressure valve Expansion tank (engine coolant cycle) Overflow line Coolant level sensor (engine shutdown) Panel Cooler (engine coolant cycle) Cooler for charge air Fan wheel (mechanically driven by the engine) Charge air line between engine and cooler Coolant line between engine and cooler (engine coolant cycle) Temperature controller (engine coolant cycle) Expansion line from the expansion tank to the engine (engine coolant cycle) Circulation pump (engine coolant cycle) Exhaust turbocharger
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
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Max. 10 m above engine
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Engine cooling
8.3.2
Water/charge air cooling, external - BR 2000 and BR 4000 -
This cooling system consists of two separate coolant cycles:
Engine coolant cycle Charge air coolant cycle
The main component of the charge air coolant cycle is the charge air cooler located on the engine. The charge air is re-cooled via this water-impinged charge air re-cooler. Both cycles (engine and charge air coolant cycle) have as standard a circulation pump mechanically driven by the engine, as well as a temperature controller that provides for constant coolant temperatures. Main characteristics
The coolers can be set up in a position independent of the genset (e.g. on a roof) More flexible configuration and design of the coolers are possible Thermostatically controlled charge air coolant cycle Dissipated heat of the charge air coolant cycle can be utilized More complexity of the charge air coolant cycle
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1 Max. 10 m above engine 9 14 10
19 15 13 12 17 = Flexible connection 16 14 11
18
Fig.
11 :
Coolant diagram, BR 2000 with water/charge air cooling, external (shown with an electrically driven fan re-cooler (dual-cycle cooler)) Charge air cooler Venting line from the charge air cooler to the expansion tank Venting line from the engine coolant cycle to the expansion tank Expansion line from the expansion tank to the engine (charge air coolant cycle) Expansion line from the expansion tank to the engine (engine coolant cycle) Expansion tank (common for charge air coolant cycle and engine coolant cycle) Overpressure/underpressure valve Overflow line Cooling water level sensor (engine shutdown) Panel Cooler (engine coolant cycle) Cooler (charge air coolant cycle) Fan wheel Coolant line between engine and cooler (engine coolant cycle) Coolant line between engine and cooler (charge air coolant cycle) Temperature controller (charge air coolant cycle) Circulation pump (charge air coolant cycle) Circulation pump (engine coolant cycle) Temperature controller (engine coolant cycle)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19
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Engine cooling
5 2 3 4
10
1 17 16 15
11 18 Max. 10 m above engine 13 16 = Flexible connection 15 12 Installation Guidelines
19
14 21 20
Fig. 12 :
Coolant diagram, BR 4000 with water/charge air cooling, external (shown with an electrically driven fan re-cooler (dual-cycle cooler)) Charge air cooler Venting line from the charge air cooler to the expansion tank Venting line from the engine to the expansion tank Expansion line from the expansion tank to the engine (charge air coolant cycle) Expansion tank (charge air coolant cycle) Overpressure/underpressure valve Overflow line (charge air coolant cycle) Expansion tank (engine coolant cycle) Overpressure/underpressure valve (engine coolant cycle) Overflow line (engine coolant cycle) Cooling water level sensor Cooler (engine coolant cycle) Cooler (charge air coolant cycle) Fan wheel Coolant line between engine and cooler (charge air coolant cycle) Coolant line between engine and cooler (engine coolant cycle) Temperature controller (charge air coolant cycle) Circulation pump (charge air coolant cycle) Expansion line from the expansion tank to the engine (engine coolant cycle) Temperature controller (engine coolant cycle) Circulation pump (engine coolant cycle)
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
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8.4 8.4.1
Coolant lines General
Before initial operation of the water cycle, all pipelines must be cleaned and free of residues. The clear widths of the coolant pipes must at least correspond to the cross sections of the engine connections. In the case of longer line lengths, it is necessary to recalculate the necessary cross section. To do this, refer to the technical sales document data for the necessary configuration values.
The lines must be secured at sufficiently close intervals. When laying the lines, ensure that no air pockets can arise.
8.4.2
Recommended materials for the coolant pipelines

Steel (in accordance with DIN 2448, DIN 2391, ISO 4200) Galvanized pipes/tanks are not permissible
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Engine cooling
8.4.3
Flexible connections
On all engines and gensets, it is necessary to provide flexible connections with the building directly downstream of the engine and (in the case of double-resilient mounts) also flexible connections directly downstream of the base skid. The following are suitable as flexible connections:
Long rubber unions Compensators. If the maximum coolant pressure is used, pay attention to the quality of rubber compensators. Too simple designs tend to leak. Hoses
The flexible connections must be resistant to pressure (overpressure/underpressure), high temperature, oils, fuel and coolant additives. Flexible connections must be arranged so that visual inspection and problem-free replacement are possible. They must be laid sufficiently far away from moving parts and higher-temperature components. Long rubber unions supplied by MTU must be fitted as shown in fig. 13.
Total union length C B C Max. perm. offset
Make sure that pipe ends are rounded or chamfered and deburred.
Max. perm. misalignment
Fig. 13 :
Installation of long rubber unions Pipe end spacing B 140 300 370 460 Push-on length C 30 50 65 70 Min. bending radius 750 1900 220 2500
Pipe outside diameter up to 29 30 up to 59 60 up to 99 over 100
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8.4.4
Infeed and return lines between the engine and cooler
The coolant lines must be laid as short as possible and without sharp pipe bends in order to keep the flow resistance as low as possible. The permissible resistances in external cooling systems can be found in the technical sales document data.
The resilient connections on the engine must be configured so that no impermissible forces caused by vibration and thermal expansion act on the engine.
8.4.5
Venting lines
The venting lines must be routed steadily rising to the expansion tank starting at the connections on the engine. The venting lines must be routed into the air chamber of the expansion tank. To completely vent the system, venting lines must be connected at all points provided for that purpose on the engine and charge air cooler. Important: Ensure sufficient venting of the installed components such as coolers, pre-heating unit etc.
8.4.6
Expansion line
The expansion line must be connected to the expansion tank base. It must be laid as short as possible and routed in directly upstream of the water pump. The vent and expansion lines must be connected as far away from each other as possible on the expansion tank (avoiding short circuits).
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Engine cooling
8.4.7
Overpressure/underpressure valve with overflow line
The cooling plant must be configured as a closed overpressure system and must be closed with an overpressure/underpressure valve that has the following pressure values:
Opening pressure +0.4 bar (overpressure) This increases the boiling point at a higher temperature. Underpressure --0.1 bar This limits the underpressure in the event of cooling down in the cooling system.
The pressure valve must be installed in the expansion tank (at the highest point). With the overflow line, surplus coolant arising from thermal expansion in the cooling system is carried off into a separate collecting tank. Unhindered drainage must therefore be guaranteed. Shut-off valves are not permissible in these lines.
8.5 8.5.1
Cooling plant Setting up the cooler above the engine
In the event that, for building-related reasons, setting up on the roof is necessary or if the distance between the genset and the cooling system is great, please observe the following:
The engine cooling system and the charge air cooling system only permits a max. static pressure of 10 m. In addition, it is necessary to provide an intermediate heat exchanger. (One possible configuration with an intermediate heat exchanger is shown in fig. 14 and fig. 15) An intermediate heat exchanger is also appropriate if the distance between the engine and the cooling system is great, since the coolant circulation pumps driven by the engine are not designed for great pipe resistances.
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6 = Flexible connection 8 9 10
11
14 13 6 5 2 3 4 7 12
14 13 1 15 16
19 20
17
25 22 23 21
18 19
24
Fig. 14 :
Coolant diagram BR 2000 with water/charge air cooling, external (shown with electrically driven fan re-cooler (dual-cycle cooler), set up over 10 m high with respect to the engine) Charge air cooler Venting line from the charge air cooler to the expansion tank Venting line from the engine to the expansion tank Expansion line from the expansion tank to the engine (engine coolant cycle) Expansion tank (engine coolant cycle) Overpressure/underpressure valve Overflow line (engine coolant cycle) Circulation pump, secondary cycle Expansion line Expansion tank, secondary cycle Overflow line Re-cooler Collecting tank 14 Coolant level sensor 15 Expansion line from the expansion tank to the charge air coolant cycle 16 Coolant line between the engine and the heat exchanger (charge air coolant cycle) 17 Heat exchanger (charge air coolant cycle) 18 Heat exchanger (engine coolant cycle) 19 Shut-off valve 20 Fan wheel 21 Coolant line between the engine and the heat exchanger (engine coolant cycle) 22 Temperature controller (charge air coolant cycle) 23 Circulation pump (charge air coolant cycle) 24 Circulation pump (engine coolant cycle) 25 Temperature controller (engine coolant cycle)
1 2 3 4 5 6 7 8 9 10 11 12 13
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Engine cooling
= Flexible connection 9 8
4 10
24 6 4 3 2 5 6 7 4 5 6 11
24 12 1 15 17 22 18 12 21 20 19 14 13 16 23
Fig. 15 :
Coolant diagram BR 4000 with separate charge air cooler, water-cooled (shown with electrically driven fan re-cooler (dual-cycle cooler), set up over 10 m high with respect to the engine) Charge air cooler Venting line from the charge air cooler to the expansion tank Expansion tank (charge air coolant cycle) Overpressure/underpressure valve Overflow line Cooling water level sensor Expansion tank (engine coolant cycle) Circulation pump (secondary cycle) Expansion line Expansion tank (secondary cycle) Re-cooler Shut-off valve (recommended) Expansion line from the expansion tank to the engine (engine coolant cycle) 14 Coolant line between the engine and the heat exchanger (charge air coolant cycle) 15 Expansion line from the expansion tank to the engine (charge air coolant cycle) 16 Heat exchanger (charge air coolant cycle) 17 Temperature controller (charge air coolant cycle) 18 Heat exchanger (engine coolant cycle) 19 Coolant line between the engine and the heat exchanger (engine coolant cycle) 20 Temperature controller (engine coolant cycle) 21 Circulation pump (engine coolant cycle) 22 Circulation pump (charge air coolant cycle) 23 Fan wheel 24 Collecting tank
1 2 3 4 5 6 7 8 9 10 11 12 13
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8.5.2
Mechanical fan cooler for BR 2000 with air/charge air cooling, external
With this engine design, the mechanically driven fan cooler is included in the basic scope of delivery and is supplied loose with the engine. To ensure correct installation of the cooler, the special coolant documents together with the installation instructions must be observed.
8.6
Expansion tank
All cooling systems for the MTU engines must be equipped with a separate expansion tank which
8.6.1
Eliminates air bubbles of the cooling system Absorbs coolant that has expanded as a result of heating Provides coolant reserves to cover leakage losses Builds up and maintains the operating pressure of the cooling system
Quantity
The quantity of expansion tanks required depends on the engine cooling system and on the series. Engine BR 2000 Water/charge air cooling, external 1 expansion tank (common for the engine coolant and charge air coolant cycle) 2 expansion tanks (1 each for the engine coolant and charge air coolant cycle) Air/charge air cooling, external 1 expansion tank for the engine coolant cycle
BR 4000
------
8.6.2
Arrangement
As a separate tank at the highest point of the cooling system, normally arranged on the fan cooler. Maximum height 10 m above the top edge of the engine.
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Engine cooling
8.6.3
Size
The expansion tank should have a liquid volume of at least 15 % of the total filling quantity of the cooling system. Measure the water volume/air volume ratio so that no cooling water escapes via the overpressure valve during heating.
8.6.4 8.7
Configuration
The expansion tank must be configured as a closed vessel. With an integrated overpressure/underpressure valve. Level sensor for monitoring the coolant level (engine stop function), if necessary two-stage level monitor with pre-warning stage. Expansion tanks with nitrogen bladders are not permissible.
Coolant
The coolant filling must be a mixture of suitable fresh water and a coolant additive approved by MTU (antifreeze, corrosion protection). The requirements, mixing ratios and the change intervals can be found in the consumables specification. Important: Treatment of the coolant must be carried out before the engine is filled.
The coolant with anti-corrosion agent and antifreeze must be collected in a separate tank and, if necessary, disposed of.
The valid environmental protection regulations must be observed with respect to Disposing of coolant.
CAUTION
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8.7.1
Coolant pre-heating
Immediate full load connection following the start-up, e.g. in the case of emergency power use, is only permissible if the engine coolant has a particular minimum temperature (of 40 _C). Refer to the technical sales document data for further information.
If this is not ensured, the engine coolant cycle must be pre-heated. Electrical pre-heating units that are supplied from the existing supply mains while the engine is at a standstill are best suited to this purpose. Normally, with the dual-cycle cooling system, it is sufficient to only pre-heat the engine cycle. Under extreme conditions of use, it may also be necessary to include the charge air cooling, oil and fuel cycle in the preheating. Note: Please consult MTU regarding your individual case.
Other pre-heating systems, e.g. diesel/petrol heating appliances and also hot water/steam heat exchangers are also possible. However, separate documentation must be requested for this.
3 4 5 8 Fig. 16 : 1 2 3 4 5 6 7 8 7 6
Diagram of the electrical coolant pre-heating (principle) Discharge from engine Engine Infeed into engine Non-return flap Electric heating rod Filling and drain connection Temperature switch for pre-heating unit On/Off Circulation pump
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Engine cooling
8.7.1.1
Heating power and pre-heating temperature
The heating power and pre-heating temperature depend on several influencing variables:
Engine design Ambient temperature Setting up outdoors or indoors Static or moving air Refer to the technical sales document data for the heating powers recommended for the individual engine series.
8.7.1.2
Circulation
The pre-heating cycle must be circulated with a pump (the thermo-siphon effect is not sufficient for reliable and effective pre-heating of all parts). The configuration data for the pump can be found in the technical sales document.
Ensure perfect venting of the pre-heating appliance. Note: To prevent heat losses from the thermo-siphon effect when the engine is stationary, the water column in the infeed line to the re-cooler must be interrupted. It is therefore recommended to configure the infeed line as shown in the diagram below.
Venting Max. daylight 6 mm Air space Expansion tank
to engine cooling system Cooler from engine Fig. 17 : Avoiding heat losses due to the thermo-siphon effect
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9
9.1
Mounts
General
The engines of the BR 2000 and BR 4000 are resiliently mounted as standard. Rigid engine mounts may only be provided in special cases. The resilient mount has the following tasks:
9.2
Isolation of the mechanical vibrations and solid-borne sound Isolation of sudden and transient excitation (e.g. explosions and earthquakes) Compensating for engine thermal expansion Compensating for production and installation tolerances
Intrinsic frequency
The plants intrinsic frequency depends on the static deflection of the resilient mounting system and is calculated as follows with a linear characteristic of the mounting elements:
Steel spring mounts
Rubber mounts
fe= 300
S 1
Static
fe= 300
S V
Static
fe =
Intrinsic frequency of the plant on resilient mounts in rpm Conversion in Hz: = Intrinsic frequency rpm 60 Static deflection of the resilient mount in cm
S Static = V=
Reinforcement factor (only necessary with rubber mounts), dimension-free
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Mounts
The reinforcement factor depends on the shore hardness and can be found in the table below: Shore hardness 45 50 55 60 65 70 Note: V (reinforcement factor) 1.23 1.26 1.3 1.34 1.38 1.425 A good resilient mounting effect is achieved if the intrinsic frequency of the plant is significantly below the exciter rotation speed (engine speed).
9.3
Isolation efficiency
The quality of the vibration isolation is determined by the isolation efficiency. The isolation efficiency is the ratio of the exciter frequency (engine speed) to the intrinsic frequency of the plant (redundancy speed). The isolation effect is better, the lower the intrinsic frequency, i.e. the greater the ratio of the exciter frequency to the intrinsic frequency.
i =
2- 2 2- 1 -
x 100 [%]
i = Isolation efficiency in %
= Frequency ratio (dimension-free) Is calculated as follows: Exciter frequency (engine speed) Intrinsic frequency fe
If the calculated isolation efficiency is i e.g. 85 %, this means that only 15 % of the exciter interference forces occurring is transferred into the foundations.
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9.4
Engine and alternator mounting assembly in conjunction with flangemounted alternator (single-mount and dual-mount version)
The engine and alternator are best arranged on a common base skid. The choice of suitable mounting systems between the engine/alternator and the base skid is largely dependent on the alternator design and the vibration-related requirements placed on the genset. In the case of this genset design, the engine must be on resilient mounts on the base skid together with the flange-mounted alternator.
3 Engine Alternator
1 2 1 2 3
Engine
Alternator
Fig. 18 :
Principle diagram of resilient engine and alternator mounting system with a flange-mounted alternator Designation Resilient engine mounting system KGS Resilient engine mounting system KS Notes Standard with BR 2000 and BR 4000 Standard with BR 2000 and BR 4000 Exception: with 8V 4000 no standard (however, available as an option) The number of elements depends on the alternator weight
Pos. 1 2
Resilient alternator mounting system
Normally, it is sufficient to rigidly secure the base skid to the foundation. When there are special vibration requirements, it may be necessary to also provide resilient mounts between the base skid and the genset foundation.
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Mounts
9.5
Selection of resilient mounts for the engine and alternator
First define the type of resilient mounting elements. The following are possible:
Rubber elements Characteristics: - High resilience - High damping properties - Available in different shore hardnesses - Economical - Low fuel/oil resistance - Limited temperature resistance (--20 C to +70 C) -
Steel spring elements Characteristics: - Wear-free - Possibility of achieving lower intrinsic frequencies - Long service life - Resistant to oil, fuel, ozone, greases - Temperature-resistant - Lower damping properties with steel springs - Good damping properties with screw-type disk springs (MTU design) -
MTU recommendation:
We recommend that you obtain the mounting elements from MTU.
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9.6
Configuration of the resilient mounting elements
After selecting the mount type (rubber or spring), the number and shore hardness of the required elements must be defined and checked with regard to permissible weight load and even deflection. The amount of MTU mounting elements and their position under the engine is defined on the basis of the design (see MTU installation drawings). Besides the standard shore hardness, additional shore hardnesses are available in the case of the rubber mounts. Pay attention to the following with regard to the configuration:
The total weight and the overall centre of gravity of the mass being supported by springs must be determined (engine, filled + coupling + alternator + fitted accessories). The same design and shore hardness must be selected for the engine mounts and the alternator mounts. The amount and position of the resilient mounting elements under the engine and alternator must be selected so that even static deflection of the mount is achieved.
Optimum range for the MTU mounts

Static deflection: 3 to 5 mm tolerance 2 mm
The intrinsic frequencies achieved here and also the isolation efficiencies with the rubber mounts can be found in the following table: Intrinsic frequency Static deflection 1500/min 25 Hz 3 mm 4 mm 1800/min 30 Hz 3 mm 4 mm
Shore hardness Intrinsic frequency [Hz] Isolation efficiency [%]

guideline values
55 10.4 79
60 10.6 78
55 9.0 85
60 9.2 84
55 10.4 86
60 10.6 85
55 9.0 90
60 9.2 89
9.7
Installation instructions for the resilient mounts
The following points must be noted:
The base skid support surfaces must be sufficiently even to avoid uneven deflection of the resilient mounts. Sufficient functioning of the plant is ensured if the deflection of the individual mounting elements do not differ from each other by more than 2 mm. This applies to filled engines. It must be examined whether the deflection range of the mounts is not blocked by fitted components. Before putting into operation, again check the permissible deflection after setting up the genset.
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10
10.1

Alternator configurations/designs
Normally, the following alternator configurations are used for power generation plants:
Single-mount alternators, flanged onto the diesel engine Dual-mount alternators, flanged onto the diesel engine or free-standing in special cases
The MTU diesel engines of the BR 2000 and BR 4000 are suitable in their standard form for these alternator configurations. The connection dimensions of the engine correspond to the SAE standard: BR 2000 Flywheel housing Flywheel SAE 0 18 BR 4000 SAE 00 21
The various alternator designs are dealt with below.
10.1.1 10.1.1.1
Single-mount alternator, flanged onto the engine Description
Single-mount alternators are flanged directly to the diesel engine. A torsion-proof but flexurally resilient diaphragm coupling connects the engine flywheel to the alternator shaft. The diaphragm coupling (steel disks) is normally part of the alternator. Single-mount alternators have only one alternator shaft mount. This mount is arranged on the non-propulsion side of the alternator and supports the alternator shaft only on this side in the alternator. The other half of the alternator shaft weight is supported by the engine flywheel/crankshaft. Important: The ventilation openings on the alternator must not be obstructed.
10.1.1.2
Requirements for the single-mount alternator
The reliable limit values for the engine propulsion unit and alternator stresses must be maintained. Special regulations for permissible stress limit values and installation are available from MTU for this purpose. Particular attention must be paid here to the following requirements:
Maximum permissible mass moment of inertia of the alternator shaft Maximum permissible proportional weight on the flywheel from the alternator shaft weight The MTU regulations for permissible stress limit values, for installation and the documents of the alternator manufacturer must be observed.
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The preferable configuration of the alternator shaft mount is as a loose mount. With the fixed mount configuration, increased demands are placed on the alignment of the engine and alternator and on the axial play.
10.1.1.3
Assembly, engine/single-mount alternator
Before assembling the engine/alternator, it is necessary to check the flange-mounting dimensions of the engine and alternator. It must be ensured that there is sufficient space between the engine flywheel contour and the diaphragm coupling contour, including the alternator shaft end. The installation and alignment specifications of the alternator manufacturer must be followed. Also see chapter 10.2.6 Requirements for the axial play of the crankshaft and the alternator shaft.
10.1.2 10.1.2.1
Dual-mount alternator, flanged onto the engine Description
Dual-mount alternators have one alternator shaft mount on the propulsion side and one on the non-propulsion side. The alternator shaft weight is supported by these two mounts, whereby the mounts arranged on the alternator propulsion side must be configured as fixed mounts and those on the non-propulsion side must be configured as loose mounts. A resilient coupling (torsionally and flexurally resilient) is required in order to balance out the torsional axial, radial and angular offsets between the alternator shaft and the crankshaft, as well as the torsionally resilient damping. Important: The ventilation openings must not be obstructed.
10.1.2.2
Requirements placed on the dual-mount alternator
The alternator bell housing (engine/alternator connection) must be of a sufficiently rigid design. Sufficiently dimensioned installation openings for connecting the coupling must be provided.
10.1.2.3
Assembly, engine/dual-mount alternator
Before assembling the engine/coupling/alternator, it is necessary to examine the connection flanges of the engine, the coupling and the alternator. It must be ensured that there is sufficient space between the engine flywheel contour and the diaphragm coupling contour, including the alternator shaft end. The installation and alignment specifications of the alternator and coupling manufacturer must be followed. Also see chapter 10.2.6 Requirements for the axial play of the crankshaft and the alternator shaft.
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10.2 10.2.1
Force transfer/couplings Torsional oscillation calculation
In order to avoid damage to the engine propulsion unit and the alternator shaft caused by impermissible torsional oscillation stresses, we recommend that you have a torsional oscillation calculation performed that takes account of the entire rotating shaft train (engine coupling alternator).
MTU recommendation:
It is recommended to have the torsional oscillation calculation performed by MTU. The following details and documents are required for this:
Alternator shaft dimensioned drawing showing the position and size of the individual mass moments of inertia, and also with dimensioned alternator shaft. Coupling drawing showing the individual mass moments of inertia and weights for the primary and secondary part, as well as the centre of gravity spacing of the primary part. Technical coupling data such as: The permissible rated and oscillating torques, dynamic coupling rigidity, damping, factors influenced by the temperature.
10.2.2
Coupling (between the engine and alternator)
General
The coupling type depends on the respective alternator version used: Alternator version Single-mount alternator, flanged onto the engine Dual-mount alternator, flanged onto the engine Dual-mount alternator, free-standing Coupling type Diaphragm coupling, torsionally rigid and flexurally resilient Torsionally and flexurally resilient coupling Resilient coupling, torsionally and flexurally resilient, suitable for greater radial offsets between the engine and alternator
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The following points must be observed:
MTU recommends using elastomer couplings with linear torsional spring rigidity. The MTU specifications must be observed when selecting the coupling. A single-cylinder coupling resistant to misfiring is recommended. The installation and alignment specifications of the respective coupling manufacturer, the MTU specifications and the specifications of the alternator manufacturer apply to the installation and removal of the coupling. Coupling parts must be balanced, or the balancing quality must be guaranteed by the material selection and the production process. Couplings and all rotating components must be safeguarded against unintentional contact by way of suitable protective measures. The connecting bolts must be tightened to the stipulated tightening torque using a torque wrench. By selecting suitable bolts, nuts, washers, materials and contact surfaces, it must be ensured that the bolt pre-tension is fully maintained even under operating conditions. In the case of aluminium coupling parts, the washers required for the material strength must be provided. Spring washers are not suitable for these bolt connections. Before installing a coupling, clean the flanging-on surfaces and bolt contact surfaces, check them for damage and level them if necessary. Before installation, it is necessary to check the installation dimensions of the coupling, engine and alternator and of the driven machine. With elastomer couplings, ensure that there is good ventilation to dissipate the emitted heat.
10.2.3
Coupling for flange-mounted single-mount alternators
Normally, single-mount alternators with a diaphragm coupling are used (consisting of steel disks). The diaphragm coupling must meet the requirements of the separate coupling specification with regard to flexural strength and mass moment of inertia. There are also certain requirements regarding the imbalance quality of the alternator shaft. Further information such as bolt tightening torques for securing the diaphragm couplings to the flywheel can be found in the MTU coupling arrangement drawing for single-mount alternators.
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10.2.4
Coupling for flange-mounted dual-mount alternators
Elastomer couplings are normally used for dual-mount alternators. The MTU specifications for torsionally resilient couplings must be observed for the configuration of this elastomer coupling.
The elastomer parts of the coupling must be designed to withstand the prevailing temperature in the alternator bell housing. To prevent heat build-ups in the coupling chamber, ventilation openings of a sufficient size must be provided in the alternator bell housing. Depending on the requirements, provide an installation/inspection opening in a suitable place for fitting/ removing the coupling.
10.2.5
Coupling for free-standing dual-mount alternator
With this arrangement, the torsionally resilient coupling must be able to absorb additional radial, axial and angular offsets between the engine mounted on resilient mounts and the alternator that is set up so that it is rigid. To keep these displacements and the resulting stresses low, the engine and alternator must be aligned as precisely as possible to each other, taking into account the settling rate of the resilient engine mounting elements.
MTU recommendation:
Use couplings that allow problem-free replacement of the elements without moving the alternator or driven machine.
Important: The coupling must not be installed until the alternator or driven machine has been aligned with the engine.
10.2.6
Requirements for the axial play of the crankshaft and the alternator shaft
Important: The crankshaft axial play that is determined by the design must on no account be reduced by flange-mounting the coupling/alternator. Restriction of the permissible axial play can cause increased axial forces on the crankshaft and significant engine damage. Before assembling the engine and alternator, it is therefore essential to check the following:
Measure the crankshaft axial play, referred to the flange-mounting surface of the flywheel housing. The permissible crankshaft axial play can be found in the engine installation drawing. Measure the alternator shaft axial play.
The requirements can be found in the figure below (fig. 19):
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b a Alternator flange surface Centre loose mount
Coupling flange surface
b 4 3
2 Fig. 19 : 1 2 3 4 Alternator shaft axial play Loose mount Alternator shaft Diaphragm coupling Fan wheel
BR 2000 Dimension a [mm] referred to the centre loose mount Dimension b [mm] alternator shaft axial play 15.7 1.5
BR 4000 0.0 1.5
Measurement of the crankshaft axial play when the alternator is flange-mounted can result in incorrect measurements, because the diaphragm coupling, although torsionally rigid, is also flexurally resilient and can give way when the entire shaft train is displaced.
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Engine management
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11
11.1
Engine management
General
The engines of the BR 2000 and BR 4000 are fitted as standard with electronic MTU engine management. This engine management basically has the following main functions:
Electronic injection control and regulation Speed regulation Engine basic monitoring Plant interface
The engines are supplied with completely fitted engine management, including cables and sensors. No changes may be made to the engine management. Detailed technical information about the engine management can be found in the MTU standard documentation.
11.2
ECU (Engine Control Unit)
The ECU is housed in a protected housing and is secured to the engine by a resilient mount. The function of the resilient mount must not be restricted. The position of the ECU is shown on the engine installation drawing. Ensure free access to the ECU. The ECU must be protected against high temperatures (max. housing temperature +75 C).
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Engine management
11.3
Engine sensors
The sensors should be freely accessible for any necessary replacement. The cables have cable markers in front of the individual sensors for the purpose of rapid sensor identification. These cable markers carry the corresponding electrical MTU codes. These mean: Electrical code B1 B5 B6 B7 B9 B10 B13 B26 B33 B34 B48 F33 F57 Sensor designation Speed, camshaft Lube oil pressure Engine coolant temperature Lube oil temperature Charge air temperature Charge air pressure Speed, crankshaft Charge air coolant temperature Fuel temperature Fuel pressure low pressure Fuel pressure high pressure Engine coolant level (optional) Charge air coolant level (optional)
The optionally available MTU level sensors (including 15 m connecting cable) for the engine and charge air coolant are supplied loose and must be installed in the coolant expansion tank. The following points must be observed for installation:
The level sensors can be fitted in any installation position. To avoid error messages, the level sensors must be installed in a calm zone so that the medium is not constantly wetted by splashes or watering down. The sensors and the plugs are suitable for use outdoors (protection type IP 69 K). However, they should be protected against direct sunlight and heavy rainfall. The MTU connecting cables between the level sensors and the ECU have a standard length of 15 m. Extension up to 100 m is possible using an lflex cable 4x 0.5 Type 110 H or an equivalent make.
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Sound data
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12
Sound data
Specific sound spectra for engine surface noise (including intake noise) and exhaust noise are supplied by MTU for the purpose of configuring the noise absorption.
Explanation of the sound spectra

Third-octave and octave spectra are shown. The reference variable is 2 x 10 --5 Pa. This is a sound pressure spectrum (in contrast to a sound output spectrum with the reference variable 1 x 10 --12 W). The spectra are shown in accordance with the standard unweighted in dB. Note: Some engine manufacturers publish A-weighted spectra. When comparing with MTU engines, it is essential to ensure that the spectra are available in the same form.
The right-hand column of the spectrum is headed LA and LIN. The cross bars shown underneath identify the sum level, also referred to as the total level. LA stands for the A-weighted sum level in dB(A). LIN stands for the unweighted (shown spectrally in the diagram), i.e. merely logarithmically added up level of the spectrum in dB.
Engine surface noise (mean free-field spectrum)

The spectra shown are energetically averaged spectra from a number of measuring points that depend on the size of the engine. The measuring distance, i.e. the distance of the microphone from the engine reference surface during the measurement, is 1 m. The term free-field noise means that the level calculated in the test bay is reduced by the proportion of background noise (if present) as well as by the proportion reflected by the test bay walls. Only in this way is it possible to compare such spectra of different engine manufacturers. The spectra are based on measurements with the MTU standard air filters, i.e. the measured values already include the intake noise. This normally corresponds to the standard setting-up conditions of gensets. If other air filters are used, deviations are possible in the entire engine noise spectrum. Note: Some engine manufacturers determine the engine surface noise without the intake noise (suction intake from the outside). This produces lower levels. This must be taken into account in the comparison with MTU engines and in the project configuration.
Undamped exhaust noise

Since measurement of the exhaust noise (without silencers) takes place outside the test bay, i.e. outdoors, there is no room level correction. The free-field noise is recorded already. The spectrum is energetically averaged from measured values at 2 points at a distance of 1m from the pipe outer edge under an angle of 90 to the pipe centre line.
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Sound data
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Commissioning/engine operation
Chapter Page
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13
13.1
Installation inspection
To remedy any installation flaws, an inspection of the installation with visual inspections and measurements is necessary after setting up the plant.
13.2
Initial operation
Initial operation may only be performed under the supervision of a specialist skilled in constructing gensets. The following prerequisites must be fulfilled before the plant is put into operation:
All work on the genset must be completed. Inspection to make sure it has been done correctly. All safety fixtures (safety grilles etc.) must be fitted. There must be no tools or foreign objects in the working area of the genset. Refer to the section Initial operation in the engine operating instructions. Use the consumables such as fuel, oils, greases, coolant, anti-corrosion agent and anti-freeze approved in the MTU consumables specification.
13.3
Operation
For operation of the plant, follow the instructions in the respective valid operating instructions.
MTU recommendation:
It is recommended to keep an operating handbook as evidence that the maintenance and repairs have been carried out, and also as proof of the equipment used.
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Appendix
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Appendix A
Abbreviations
Note: The following list of abbreviations does not contain any common German abbreviations.
C % a A BR CE cm dB(A) dB DIN DN ECU EMC EN ETC f g H Hz IEC
Degrees Celsius Percent Acceleration Ampere Engine series, e.g. BR 2000 Conformit Europenne, European Conformity (approval symbol of the European Union) Centimetre Decibel, logarithmic unit for sound pressure A evaluated Decibel, here: logarithmic unit for sound pressure Deutsches Institut fr Normung, German National Standards Institute; formerly: Deutsche Industrie-Norm, German industrial standard Nominal diameter Engine Control Unit Electromagnetic compatibility European Standard (standard of the CEN) Exhaust turbocharger Frequency Gravity acceleration constant (9.81 m/s2) Height Hertz International Electrotechnical Commission, standardization committee
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Abbreviations (cont.)
kg KGS KS L LA LIN LLK m mA min mm ms Pa TB TC TVU V W W Kilogram Auxiliary PTO end Main PTO end Length A-weighted sum level in the sound spectrum Unweighted sum level in the sound spectrum Charge air cooler Meter Milliampere Minute Millimetre Millisecond Pascal, unit for pressure Engine version with LLK in separate cooling cycle Engine version with LLK in engine cooling cycle Technische Verkaufsunterlage (Motordaten), Technical sales document (engine data) Volt Watt Width
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Appendix B
Designation of the engine sides and cylinders
For the purposes of designating the sides, the engine is always looked at from the power takeoff end (PTO). To designate the cylinders (in accordance with DIN ISO 1294), the cylinders of the left engine side are named A and those on the right engine side are named B. Each row of cylinders is numbered consecutively, starting with 1 on the PTO end of the engine. Consecutive numberings of other components also start with No. 1 on the PTO end of the engine.
Valid designations and abbreviations: Power takeoff end PTO Free side Aux. PTO Left side Right side Top side Underside
Fig. 20 :
Designation of the engine sides and cylinders
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Appendix C
Formulae
Calculation of the alternator terminal power on the basis of the diesel engine power
PAlternator [kVA] =
PDiesel [kWm ] x Alternator cos
PAlternator [kWe ] = PDiesel [kWm ] x Alternator
PAlternator [kVA] PAlternator [kWe ] PDiesel [kWm ]
= Alternator terminal power in kVA (apparent power) = Alternator terminal power in kW (effective power) = Diesel engine power in kW = Alternator efficiency (e.g. 0.95) = Power factor (e.g. 0.8) The power factor depends on the type of load. With purely effective power loads, e.g. incandescent lamps or heaters, the factor is 1.0. With transformers and electric motors, the factor is < 1, (the power factor is given on the rating plate).
Alternator
cos
Note:
The fan power of the cooler is not taken into account here (guideline value: approx. 3 4 % of the motor power).
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Calculation of the mean effective piston pressure
Pm [bar] =
1200 x
PDiesel [kW] VH [litre] x n [rpm]
Pm 1200 PDiesel VH n
= = = = =
Mean effective piston pressure in bar Factor for four-stroke engines Diesel engine power in kW Total displacement of the diesel engine in litres Engine speed in rpm
Calculation of the engine torque
M [Nm] =
9550 x
PDiesel [kW] n [rpm]
M 9550 PDiesel n
= = = =
Torque of the diesel in Nm Conversion factor Diesel engine power in kW Engine speed in rpm
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Conversions Units of energy

Unit 1 MJ = J 106 3.6x106 kWh 0.2778 1 kcal 238.8 859.85 ft lbf 737560.0 2.6553x106 Btu 947.8 3412.13
1 kWh = MJ kWh kcal ft lbf Btu = = = = =
Joule Kilowatt hour Kilocalorie foot pound force British thermal unit
Units of power
Unit 1 kW kW = W = PS = hp = Btu/s = MJ/h = kcal/h = = W 1000 PS 1.36 hp 1.341 Btu/s 947.8x10-3 MJ/h 3.6 kcal/h 860
Kilowatt Watt Pferdestrke (horse power) Horsepower British thermal unit per second Mega Joule per hour Kilocalorie per hour
Units of pressure
Unit 1 bar 1 Pa = = Pa 105 1 100 6894.8 mbar 1000 0.01 1 68.948 bar 1 10 --5 0.001 0.0689 lbf/in 2 14.5037 0.00195 0.145 1
1 mbar = 1 lbf/in2 =
mbar = Millibar Pa = Pascal lbf/in2 = pound force per square inch
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Units of temperature
C F
= = = = Degrees Celsius Degrees Fahrenheit Kelvin 1 C = 1.8 F
K 1K
Zero points
0 C = 32 F 0 F = --17.78 C
Conversions 5 9
TC= (TF - 32 C) -
TF=
9 5
(TC + 32 C)
TC TF
= Temperature in C = Temperature in F
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All rights reserved. Copying and translation in whole or in part is not allowed without the prior written permission of MTU Friedrichshafen. We reserve the right to make changes.
2001
MTU Motoren- und Turbinen-Union Friedrichshafen GmbH 88040 Friedrichshafen / Germany Phone (0 75 41) 90 - 0 Telex 7 34 280 -- 50 mt d Telefax (0 75 41) 90 - 61 23

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MTU Diesel Engines for Stationary Applications Series 2000/4000 Installation Guidelines M060672/00E

Table of contents (cont.)

Table of contents (cont.)

Table of contents (cont.)

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A symbol of this type indicates a danger:

Transport and storage

Transport and storage

Transport and storage

Electric welding work on the engine and alternator

Important precautionary measures on machine plants with MTU engines:

Starter unit/auxiliary power supply

Starter unit and auxiliary power supply

Electric starters are of the following design as standard:

Starter unit/auxiliary power supply

Compressed air starter motor

Starter unit/auxiliary power supply

Starter unit/auxiliary power supply

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= Temperature sensor = Flexible connection 2:

Description of the engine fuel system BR 2000 (fig. 2)

Fuel system, engine BR 4000 Engine fuel schematic diagram BR 4000

= Pressure sensor = Temperature sensor

Description of the engine fuel system BR 4000 (fig. 3)

Fuel supply system BR 2000 and BR 4000

Fuel lines General

Rigid pipe connections

The following connection methods are permitted on steel pipes:

Flanged joint Weld joint

The following are not permitted:

Soft-soldered joint Crimp joint Glued joint

Return line (from the engine to the fuel service tank)

Fuel service tank Configuration and arrangement

Lube oil system

Lube oil system

Lube oil system

Oil trough/obtaining the required oil quantity Oil level measurement

Lube oil system

Oil replenishment unit

Lube oil system

Combustion air system

Combustion air system

The performance of an engine mainly depends on the following factors:

Combustion air filter

Combustion air filter requirements

Combustion air system

Protection against contact Fire protection

Exhaust line (downstream of the engine)

With exhaust joining

Separate exhaust routing

Fixed point Exhaust joining

Seals for the exhaust line

The exhaust line must be of a leak-free design.

Compensators (downstream of engine discharge)

Possible deformation with compensators

Warm operational state Engine operation

Cooling system configuration

Engine cooling systems

Air/charge air cooling, external Water/charge air cooling, external

Water/charge air cooling, external

Air/charge air cooling, external - BR 2000 -

Max. 10 m above engine

Water/charge air cooling, external - BR 2000 and BR 4000 -