InstallGuidelines S2000 S4000 Stationary

Installation Guidelines

M060672/00E

MTU Diesel Engines forStationary ApplicationsSeries 2000/4000

2001

MTU Motoren- und Turbinen-UnionFriedrichshafen GmbH88040 Friedrichshafen / GermanyPhone (0 75 41) 90 - 0Telex 7 34 280 -- 0 mt dTelefax (0 75 41) 90 - 39 28

Installation Guidelines

M060672/00E

MTU Diesel Engines forStationary ApplicationsSeries 2000/4000

Edition 10/2001

Guide Page I

Installation Guidelines -- 10.2001 -- M060672/00E

Table of contents

Table of contents I. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Symbols V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 General 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.1 Foreword 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.2 Safety instructions 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 Transport and storage 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.1 Transport 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.2 Storage 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.3 Electric welding work on the engine and alternator 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 Starter unit and auxiliary power supply 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.1 Electric starter 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.2 Compressed air starter motor 6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.3 Redundant starting 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3.4 Generator 7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 Fuel system 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.1 Fuel system, engine BR 2000 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.1.1 Engine fuel schematic diagram BR 2000 9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.1.2 Description of the engine fuel system BR 2000 (fig. 2) 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2 Fuel system, engine BR 4000 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.1 Engine fuel schematic diagram BR 4000 11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.2.2 Description of the engine fuel system BR 4000 (fig. 3) 12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3 Fuel supply system BR 2000 and BR 4000 13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.1 Fuel lines 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.1.1 General 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.1.2 Recommended material 14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.1.3 Rigid pipe connections 15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.1.4 Infeed line BR 2000 and BR 4000 (from the fuel service tank to the engine) 15. . . . . . . . . . .

4.3.1.5 Return line (from the engine to the fuel service tank) 16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.2 Fuel pre-filter 17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.3 Fuel service tank 17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.3.1 Configuration and arrangement 17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.3.3.2 Tank capacity 18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

GuidePage II

Installation Guidelines-- 10.2001 --M060672/00E

Table of contents (cont.)

4.3.4 Fuel cooler 18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 Lube oil system 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.1 Filtration 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.2 Oil lines 19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.3 Oil trough/obtaining the required oil quantity 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.3.1 Oil level measurement 20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.3.2 Oil replenishment unit 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.3.3 Inclinations 21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.4 Priming 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.5 Crankcase venting 22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 Combustion air system 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.1 Combustion air filter 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.1.1 Combustion air filter requirements 23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.1.2 Filter installation 24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6.2 Maintenance indicator 24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 Exhaust system 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.1 Exhaust line (downstream of the engine) 25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.2 Seals for the exhaust line 27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.3 Compensators (downstream of engine discharge) 27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7.4 Exhaust turbochargers 30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 Engine cooling 31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.1 General 31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.2 Cooling system configuration 31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.3 Engine cooling systems 32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.3.1 Air/charge air cooling, external -- BR 2000 32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.3.2 Water/charge air cooling, external -- BR 2000 and BR 4000 34. . . . . . . . . . . . . . . . . . . . . . . . .

8.4 Coolant lines 37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4.1 General 37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4.2 Recommended materials for the coolant pipelines 37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4.3 Flexible connections 38. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4.4 Infeed and return lines between the engine and cooler 39. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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8.4.5 Venting lines 39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4.6 Expansion line 39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.4.7 Overpressure/underpressure valve with overflow line 40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.5 Cooling plant 40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.5.1 Setting up the cooler above the engine 40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.5.2 Mechanical fan cooler for BR 2000 with air/charge air cooling, external 43. . . . . . . . . . . . . . .

8.6 Expansion tank 43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.6.1 Quantity 43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.6.2 Arrangement 43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.6.3 Size 44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.6.4 Configuration 44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.7 Coolant 44. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.7.1 Coolant pre-heating 45. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.7.1.1 Heating power and pre-heating temperature 46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8.7.1.2 Circulation 46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 Mounts 47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.1 General 47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.2 Intrinsic frequency 47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.3 Isolation efficiency 48. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.4 Engine and alternator mounting assembly in conjunction with flange-mounted alternator(single-mount and dual-mount version) 49. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.5 Selection of resilient mounts for the engine and alternator 50. . . . . . . . . . . . . . . . . . . . . . . . . .

9.6 Configuration of the resilient mounting elements 51. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9.7 Installation instructions for the resilient mounts 51. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 Alternators and couplings 53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.1 Alternator configurations/designs 53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.1.1 Single-mount alternator, flanged onto the engine 53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.1.1.1 Description 53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.1.1.2 Requirements for the single-mount alternator 53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.1.1.3 Assembly, engine/single-mount alternator 54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.1.2 Dual-mount alternator, flanged onto the engine 54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.1.2.1 Description 54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.1.2.2 Requirements placed on the dual-mount alternator 54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.1.2.3 Assembly, engine/dual-mount alternator 54. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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10.2 Force transfer/couplings 55. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.2.1 Torsional oscillation calculation 55. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.2.2 Coupling (between the engine and alternator) 55. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.2.3 Coupling for flange-mounted single-mount alternators 56. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.2.4 Coupling for flange-mounted dual-mount alternators 57. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.2.5 Coupling for free-standing dual-mount alternator 57. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10.2.6 Requirements for the axial play of the crankshaft and the alternator shaft 57. . . . . . . . . . . . .

11 Engine management 59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11.1 General 59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11.2 ECU (Engine Control Unit) 59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11.3 Engine sensors 60. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12 Sound data 61. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 Commissioning/engine operation 63. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13.1 Installation inspection 63. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13.2 Initial operation 63. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13.3 Operation 63. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix

A Abbreviations 67. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B Designation of the engine sides and cylinders 69. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C Formulae 70. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Guide Page V


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, separa-ted 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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GeneralChapter 1

Page 1


1 General

1.1 Foreword

These guidelines are intended as an aid to the project planner, plant and genset constructor and also forassembly 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 of8V2000) 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 outtheir own correct work and inspections.

Exclusion of liability

If the information and instructions given in these guidelines are not followed, there shall be no possibilityof 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 stipulatedmaintenance work. Easy access for operating, maintenance and repair personnel must therefore be guaran-teed when planning and installing the plant.

Chapter 1

2PageGeneral


1.2 Safety instructions

The general safety instructions and accident prevention regulations and those defined by law must beobserved.

Where necessary, this documentation contains specially highlighted safety instructions. These safety instruc-tions must always be observed and followed in order to prevent injury and material damage.

DANGER

A symbol of this type indicates a 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 docu-ments:

¯ 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-UnionFriedrichshafen GmbHVertrieb Energietechnik

D--88040 Friedrichshafen

Fax: +++497541 908111E-mail: [email protected]

Transport and storageChapter 2

Page 3


2 Transport and storage

2.1 Transport

¯ Lift the engine only with suitable suspension equipment.

¯ Lift the engine alone only by the suspension eyes provided (MTU installation documents). Thesuspension eyes are designed only for the engine weight.

¯ Attach only straight or pay attention to the permissible tilted traction angle.

¯ Pay attention to the engine’s centre of gravity (MTU installation instructions).

¯ In the case of special packing with aluminium film, lift the engine by the suspension eyes of themounting 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 safe-guard 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, andcover with a tarpaulin.

¯ When special packing is used, do not cover the aluminium foil and examine the moisture indica-tor regularly (inspection specification for MTU special packaging).

Chapter 2

4PageTransport and storage


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 onmounts, 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 cur-rents could be induced in the cable ties, which could possibly cause damage to the electricalplant).

¯ The ground connection of the welding unit may not be connected further than 60 cm from thewelding location.

¯ If welding must be carried out on parts adjacent to the engine (e.g. exhaust pipe), these partsmust be removed from the engine beforehand.

¯ On the MTU electronics (ECS), it is not necessary to remove the plugs and connectors for carry-ing out welding work if the main power supply switch is set from “On” to “Off” and the cable isdisconnected 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 thewarranty.

Starter unit/auxiliary power supplyChapter 3

Page 5


3 Starter unit and auxiliary power supply

3.1 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 doingthis, 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 tothe starter.Due to the possibility of greater voltage fluctuations during the starting process, it is recom-mended to use a separate starter and control battery, otherwise the electrical engine control canbe influenced.

Chapter 3

6PageStarter unit/auxiliary power supply


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

4 5

2

7

3

8

6

Fig. 1 : Starter system with compressed air starter motor

1 Compressed air starter motor2 Starting valve3 Compressed air connection, connection point on the motor4 Hose line5 Measuring point for pressure6 Air filter7 Pressure reduction valve (only required for supply pressure p > 30 bar)8 Compressed air from the supply system

The data required for the configuration of the air supply system can be found in the technicalsales 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 sys-tem inspections, e.g. when putting into operation).

Starter unit/auxiliary power supplyChapter 3

Page 7


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 theengine 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.

Chapter 3

8PageStarter unit/auxiliary power supply



Fuel systemChapter 4

Page 9


4 Fuel system

4.1 Fuel system, engine BR 2000

4.1.1 Engine fuel schematic diagram BR 2000

T 1

2

2

4

5

6

7

8

9

310

11

15

1216

13

17

14

T = Temperature sensor= Flexible connection

Fig. 2 : Schematic representation of the engine fuel system BR 2000

1 Fuel temperature sensor (MDEC) 10 Venting line2 Fuel baffle 11 Leak fuel line from injection nozzle3 Fuel intake from the tank to the engine 12 Individual injection pumps4 Fuel filter 13 Fuel venting line5 Non-return valve downstream of fuel hand pump 14 Non-return valve upstream of fuel baffle6 Fuel hand pump 15 Injection line (high pressure)7 Non-return valve upstream of fuel hand pump 16 Solenoid valve8 Non-return valve downstream of fuel delivery pump 17 Camshaft9 Fuel low-pressure delivery pump

Chapter 4

10PageFuel 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, andbasically 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 viathe fuel filter and the distributor rails.

The central camshaft generates the pressure in the individual injection pumps. The start and end of deliveryare controlled with the electro-magnetically actuated injection valve.

All control and regulation of the injection and the engine’s operating characteristics are performed by theengine’s own electronic engine management. The components described above are all integrated in theengine as standard.

The customer merely has to provide a fuel infeed line and a fuel venting line between the engine and thetank.

A separate leak fuel line for non-pressurized removal is not required with this system.


Page 11


4.2 Fuel system, engine BR 4000

4.2.1 Engine fuel schematic diagram BR 4000

16 V 12 V 8 V

P T

P

9

10

12

1

1

12

2

2

11

14

T

P = Pressure sensor= Temperature sensor= Flexible connection

88

17

3

4

5

6

7

18

Fig. 3 : Schematic representation of the engine fuel system BR 4000

1 Injection nozzle 12 Quantity restrictor valve2 High-pressure accumulator 13 Connection, high-pressure pump3 Fuel filter fuel lubrication return4 Fuel infeed connection (from the service tank) 14 Measuring point, fuel pressure5 Fuel return (to the service tank) 15 Measuring point, fuel temperature6 Overflow valve downstream of fuel filter7 Fuel delivery pump, low pressure 17 Fuel pre-filter8 Fuel filler neck 18 Fuel hand pump for venting the9 Fuel high-pressure delivery pump low-pressure system10 High-pressure line, single wall (optionally double wall)11 Overpressure valve

Chapter 4

12PageFuel 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 necessaryamount of fuel and also with sufficient pressure.

The mechanically driven fuel high-pressure delivery pump generates the pressure in the high-pressure accu-mulator, referred to as the “Rail”.

The injectors dose the amount of fuel for the individual cylinders. The injection process is initiated by the flowto the injector solenoid valve. The injection volume depends on the prevailing pressure and the duration ofthe flow to the solenoid.

The electronic control unit (Engine Control System ECS) both regulates the pressure and controls theduration of the flow to the solenoid.

The pressure level is recorded by a sensor fitted in the pressure accumulator. The volumetric flow of thehigh-pressure pump is adjusted to the respective speed and load point of the engine in accordance with thepressure characteristic stored in the ECS. In addition to these functions, the ECS also controls the correctstart 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 thetank.

A separate leak fuel line for non-pressurized removal is not required with this system.


Page 13


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 thatboth the customer’s requirements and the diesel engine requirements must be taken into account in the de-sign 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 pos-sible.

M

1

9

1112 13

14

15

4 5

9

Pump on

Pump off

Min. alarm

17

2

3

7

6

8

16

16

max.

min.

10

18

Fig. 4 : Fuel system BR 2000 and BR 4000

1 Fuel intake 10 Filling connection for the first filling2 Fuel return on BR 4000 11 Three-way valve

Fuel venting on BR 2000 12 Fuel delivery pump3 Fuel pre-filter 13 Fuel hand pump4 Fuel pump for drainage 14 Filler neck5 Fuel service tank 15 Supply tank6 Fuel level monitoring (in the service tank) 16 Return to the supply tank

for pump control and min. signalling or the day tank7 Overflow line 17 Fuel cooler (if required)8 Filler line 18 Fuel level monitoring9 Venting line (routed out into the open)

Chapter 4

14PageFuel system


4.3.1 Fuel lines

4.3.1.1 General

The corresponding connections on the engine can be found in the engine installation drawingand the fuel schematic diagram.

The connection between these engine connections and the plant’s fuel lines must be made via resilienthoses. These must be fuel-resistant and flame-resistant.

Fuel lines must be laid so that they are free of tension, shears and kinks.

DANGER

Incorrectly laid fuel lines develop leaks.Risk of fire and danger of groundwater contamination from escaping fuel.

The pipe nominal widths given in the fuel schematic diagram are minimum nominal widths that must not befallen below.

Unless otherwise stated, they apply up to a pipe length of 10 m. Longer pipe routes must be dimensioned ona 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.


Page 15


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:

¯ Soft-soldered joint

¯ Crimp joint

¯ Glued joint

4.3.1.4 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 beprevented (by using winter fuel or fuel pre-heating).

Chapter 4

16PageFuel 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 smallamount 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 of6 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 lineopening.

Unhindered fuel return to the fuel tank must be guaranteed during starting and operation of the engine (noinstallation 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 notinto the service tank but into the large supply tank (avoiding heating up the fuel in the service tank at theminimum level).

The return line in the tank should be placed with the outlet opening a sufficient distance from the intake lineopening.

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 (noinstallation of shut-off valves).

It must be noted that the fuel return temperature is approximately 30 – 35 °C higher than the intake tempera-ture.

Therefore, in certain circumstances it may be recommended to provide a fuel cooler. This cooler can be in-stalled 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.


Page 17


4.3.2 Fuel pre-filter

In order to protect the fuel low-pressure system (especially the low-pressure pump) against damage causedby 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.


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 consumablesspecification.

4.3.3 Fuel service tank

4.3.3.1 Configuration and arrangement

The fuel service tank must be arranged as follows:

The min. fuel level should be above the level of the engine’s own fuel delivery pump (low-pressure pump).This is especially necessary in the case of emergency power systems that place exacting demands on start-ing 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 theintake capacity of the fuel delivery pump. In certain circumstances, special measures are necessary to pre-vent the intake line running empty. This is especially critical in the case of emergency power plants withlonger downtimes (standby mode).

The max. fuel level should not be higher than 5 m above the intake inlet on the engine.

DANGER

Do not locate the fuel tank in the vicinity of the exhaust lines or otherheat sources.

The tank must be made of fuel-resistant and corrosion-resistant material.

Chapter 4

18PageFuel system


4.3.3.2 Tank capacity

The required tank capacity depends on the engine power, the fuel consumption and the required operatingtime.

A rough estimation is possible with the following formula:

P x be x tV =830

V = Tank volume in litres

P = Engine power in kW

t = Operating time in hours

be = Spec. fuel consumption in g/kW h

830 = Density conversion factor

MTU recommendation:Min. 1000 l tank per engine. In the case of plants with several engines, a separate tank shouldbe 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 returntemperature

¯ 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)

Lube oil systemChapter 5

Page 19


5 Lube oil system

Operation of diesel engines is only permissible with the lube oil qualities given in the MTU consumablesspecification.

Only the connections for oil monitoring, drainage, additional filtration and priming that are present on theengine may be used.

Interference with or modifications to the engine’s internal lube oil system are not permissible. If such action isunavoidable, 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 troughis 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 plantswith a normal utilization rate.

In the case of continuous operation plants and plants with a very high utilization rate, as well as when it isnecessary to extend the oil change intervals, provision must be made for additional oil care. Multiple filtersand, for the BR 4000, lube oil centrifuges are available for this purpose. Selection and use must be agreedwith MTU.

5.2 Oil lines

It must be ensured that no contamination enters the oil cycle. Newly laid oil lines must therefore be cleanedbefore 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 inthe 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 therespective operating pressure.

Chapter 5

20PageLube oil system


5.3 Oil trough/obtaining the required oil quantity

5.3.1 Oil level measurement

Normally it is sufficient to check the oil level manually using the standard oil dipstick provided in the engineand to top up as necessary.

However, in the case of automatic operation for longer periods, we recommend electrical oil level monitoringas shown in fig. 5. A still oil level can be measured even when the engine is running, thanks to the separatelevel tank that serves as a communicating tank.

Note: When configuring the oil level monitoring, remember that the oil level during engine operationfalls compared with when the engine is stationary due to the amount of oil that is circulating. Itmay be necessary for the system monitoring to make allowance for this.

max.

min.

max.

min.

2

45

3

1

Fig. 5 : Oil level measurement with separate measuring tank

1 Venting to the crank case2 Level monitor for remote display3 Inspection glass with minimum/maximum mark4 Level tank5 Communicating connection

Lube oil systemChapter 5

Page 21


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 con-stantly 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 locatedabove the oil trough. Since oil can enter the engine oil trough from the supply tank unnoticed if the float valveis damaged and an oil level that is too high causes engine damage (oil surge), this arrangement is only per-missible 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.

Chapter 5

22PageLube 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 theengine 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 thatseparate venting of the crankcase is not necessary.

Combustion air systemChapter 6

Page 23


6 Combustion air system

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 tem-perature rise low with respect to the outside air. If this is not possible to a sufficient degree, the combustionair 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 filterswith 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 theBR 2000 and BR 4000.

The service life of the filters can be increased by using dry air filters with pre-separation (cyclones). In thiscase, the intake air is rotated by guide blades arranged at an angle, with the coarser dust particles beingseparated 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 correctconfiguration and installation.

The size of the air filter must be agreed in cooperation with its manufacturer so that the following conditionsare 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.


Chapter 6

24PageCombustion air system


Other types of air filter such as oil bath air filters are only permissible in conjunction with dry air filters. MTUmust 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 engineinstallation 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 measurementwith 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 theengine 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 to120 _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 causepremature 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 ofdelivery. Depending on the installation situation, these are already installed on the engine or are suppliedloose. The corresponding connection point is shown in the engine installation drawing.

Exhaust systemChapter 7

Page 25


7 Exhaust system

DANGER

Exhaust gases are harmful to health!

Condensation from exhaust lines pollutes the groundwater!

Exhaust lines can reach temperatures of over 600 _C!

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 permis-sible.

In the case of exhaust lines of over 10 m, we recommend a resistance calculation for the exhaust systemfrom 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 asuitable 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 ofthe appropriate diameter.

Chapter 7

26PageExhaust system


In certain cases (e.g. if the exhaust line is very short), it may be more economical to lay a separate exhaustline 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.


Page 27


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-freeseals.

7.3 Compensators (downstream of engine discharge)

The thermal expansion of the exhaust line and the movement during operation of the engine on resilientmounts must be countered by compensators arranged immediately downstream of the engine. Depending onthe 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). Theyare mainly designed for axial expansion absorption (in the longitudinal direction). However, they are alsosuitable for slight angular (bending) and lateral (thrust) deformation. All torsional stresses (twisting) must beavoided.

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 lateraland angular deformations cannot be excluded as a result of installation tolerances and engine operation.These deformations reduce the theoretically permissible axial expansion absorption capacity.

Chapter 7



MTU recommendation:So that no impermissible forces arising from thermal expansion of the exhaust line act on theengine via the compensator, a (building) fixed point most be provided immediately downstreamof 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 com-pensator, a compensator with greater expansion absorption must be installed.

The thermal expansion of exhaust pipes can be seen in the diagram below.

0

1

2

3

4

5

6

7

8

9

10

11

12

13

0 100 200 300 400 500 600 700 800

Temperature difference between 20 _C ambient temperatureand max. exhaust pipe temperature

Thermalexpansioninmm/m

Ferriticsteel

Austenitic steel(1.4541)

Fig. 8 : Diagram for determining the thermal expansion of exhaust pipes as a function of the temperature


Page 29


The compensators must be pre-stressed when installed. The corresponding installation dimensions can befound 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)

Engine operation

3 clamping pieces distributed on the circumferenceas an installation aid (e.g. pipe, wooden slat etc.)

Important: Remove the clamping pieces afterinstalling the exhaust line!

Warm operational state

Com

pensator

nominalsize/length

Installationsize/

installationlength

Expansion

range

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 controlpurposes.

Compensator installation size/installation length

The compensator must be pre-stressed during installation to the compensator installation size or the installa-tion length. The compensator is then largely stress-free during operation. Check the pre-stress size afterinstalling the exhaust line.

Chapter 7



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 ortheir functional capability. Particular attention must be paid to this regarding the insulation of thecompensators.

¯ 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 ensurethat the internal protective tube and the compensator bellows do not touch each other while theengine 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.

Engine coolingChapter 8

Page 31


8 Engine cooling

8.1 General

¯ On MTU diesel engines, the heat given off by the engine into the coolant is dissipated by forcedcirculation 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 accountpermissible.

¯ At the lowest point of the cooling system, it is recommended to install a filling point and adrainage point. It must be ensured that no residues remain in the cooling system after thecoolant has been drained out.

¯ The cooling system must be configured as a closed overpressure system and fitted with anoverpressure valve and an underpressure valve.

¯ Maximum permissible geodetic pressure: 1 bar

Note: It is not permitted to use zinc in parts that carry water.

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:

¯ 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)

Note: Please consult MTU for more detailed information.

Plant-dependent:

¯ Maximum permissible pressure loss (on the air side)

¯ Noise requirements, if necessary

¯ Contamination reserve

Chapter 8

32PageEngine cooling


8.3 Engine cooling systems

The BR 2000 and BR 4000 engines are water-cooled and are also fitted as standard with exhaust turbo-chargers 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

¯ Air/charge air cooling, external

¯ Water/charge air cooling, external

BR 4000

¯ Water/charge air cooling, external

8.3.1 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 dual-cycle cooler. It is secured to the base skid directly behind the engine (on the auxiliary PTO end side). A fanwheel driven by the engine (via a toothed belt) delivers the required quantity of cooling air through the fancooler 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 therespective application. This simplifies the amount of configuration and installation work requiredto be undertaken by the customer.

¯ It is not possible to set up the cooler independently of the engine position (e.g. on a roof).


Page 33


1

16

15

13

11 89

23 5

67

1214

4

= Flexible connection

10

Max.10maboveengine

Fig. 10 : Coolant diagram, BR 2000 with air/charge air cooling, external(shown with a mechanically driven fan cooler (dual-cycle cooler))

1 Charge air intake, engine2 Venting line from the engine to the expansion tank (engine coolant cycle)3 Overpressure/underpressure valve4 Expansion tank (engine coolant cycle)5 Overflow line6 Coolant level sensor (engine shutdown)7 Panel8 Cooler (engine coolant cycle)9 Cooler for charge air10 Fan wheel (mechanically driven by the engine)11 Charge air line between engine and cooler12 Coolant line between engine and cooler (engine coolant cycle)13 Temperature controller (engine coolant cycle)14 Expansion line from the expansion tank to the engine (engine coolant cycle)15 Circulation pump (engine coolant cycle)16 Exhaust turbocharger

Chapter 8



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. Thecharge 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 drivenby 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


Page 35


1

2 3 4 56 7 8

9

10

1112

15

14

1617

18

19


13

14

Max.10maboveengine

Fig. 11 : Coolant diagram, BR 2000 with water/charge air cooling, external(shown with an electrically driven fan re-cooler (dual-cycle cooler))

1 Charge air cooler2 Venting line from the charge air cooler to the expansion tank3 Venting line from the engine coolant cycle to the expansion tank4 Expansion line from the expansion tank to the engine (charge air coolant cycle)5 Expansion line from the expansion tank to the engine (engine coolant cycle)6 Expansion tank (common for charge air coolant cycle and engine coolant cycle)7 Overpressure/underpressure valve8 Overflow line9 Cooling water level sensor (engine shutdown)10 Panel11 Cooler (engine coolant cycle)12 Cooler (charge air coolant cycle)13 Fan wheel14 Coolant line between engine and cooler (engine coolant cycle)15 Coolant line between engine and cooler (charge air coolant cycle)16 Temperature controller (charge air coolant cycle)17 Circulation pump (charge air coolant cycle)18 Circulation pump (engine coolant cycle)19 Temperature controller (engine coolant cycle)

Chapter 8



2 3 4

5 6 7 8 9 10

11

121316 15

1719 18

21 20

1


16 15

14

Max.10maboveengine

Fig. 12 : Coolant diagram, BR 4000 with water/charge air cooling, external(shown with an electrically driven fan re-cooler (dual-cycle cooler))

1 Charge air cooler2 Venting line from the charge air cooler to the expansion tank3 Venting line from the engine to the expansion tank4 Expansion line from the expansion tank to the engine (charge air coolant cycle)5 Expansion tank (charge air coolant cycle)6 Overpressure/underpressure valve7 Overflow line (charge air coolant cycle)8 Expansion tank (engine coolant cycle)9 Overpressure/underpressure valve (engine coolant cycle)10 Overflow line (engine coolant cycle)11 Cooling water level sensor12 Cooler (engine coolant cycle)13 Cooler (charge air coolant cycle)14 Fan wheel15 Coolant line between engine and cooler (charge air coolant cycle)16 Coolant line between engine and cooler (engine coolant cycle)17 Temperature controller (charge air coolant cycle)18 Circulation pump (charge air coolant cycle)19 Expansion line from the expansion tank to the engine (engine coolant cycle)20 Temperature controller (engine coolant cycle)21 Circulation pump (engine coolant cycle)


Page 37


8.4 Coolant lines

8.4.1 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 connec-tions. 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

Chapter 8



8.4.3 Flexible connections

On all engines and gensets, it is necessary to provide flexible connections with the building directly down-stream of the engine and (in the case of double-resilient mounts) also flexible connections directly down-stream 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 rubbercompensators. 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

BC C Max. perm.offset

Max. perm.misalignment

Make sure that pipe ends are rounded orchamfered and deburred.

Fig. 13 : Installation of long rubber unions

Pipe outside diameter Pipe end spacing B Push-on length C Min. bending radius

up to 29 140 30 750

30 up to 59 300 50 1900

60 up to 99 370 65 220

over 100 460 70 2500


Page 39


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 flowresistance as low as possible.

The permissible resistances in external cooling systems can be found in the technical salesdocument data.

The resilient connections on the engine must be configured so that no impermissible forces caused by vibra-tion 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 theengine.

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 theengine 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 androuted 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 expansiontank (avoiding short circuits).

Chapter 8



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 overpres-sure/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 barThis 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 intoa separate collecting tank. Unhindered drainage must therefore be guaranteed. Shut-off valves are not per-missible in these lines.

8.5 Cooling plant

8.5.1 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 betweenthe 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 pres-sure 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 thecooling system is great, since the coolant circulation pumps driven by the engine are notdesigned for great pipe resistances.


Page 41


2 3 4

15 16

21

19

18

17

19

24 23

25

1

11

109

8

126

5

14 13

7

22

6


20

14 13

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 withrespect to the engine)

1 Charge air cooler 14 Coolant level sensor2 Venting line from the charge air cooler 15 Expansion line from the expansion tank

to the expansion tank to the charge air coolant cycle3 Venting line from the engine 16 Coolant line between the engine and the

to the expansion tank heat exchanger (charge air coolant cycle)4 Expansion line from the expansion tank 17 Heat exchanger (charge air coolant cycle)

to the engine (engine coolant cycle) 18 Heat exchanger (engine coolant cycle)5 Expansion tank (engine coolant cycle) 19 Shut-off valve6 Overpressure/underpressure valve 20 Fan wheel7 Overflow line (engine coolant cycle) 21 Coolant line between the engine and the8 Circulation pump, secondary cycle heat exchanger (engine coolant cycle)9 Expansion line 22 Temperature controller (charge air coolant10 Expansion tank, secondary cycle cycle)11 Overflow line 23 Circulation pump (charge air coolant cycle)12 Re-cooler 24 Circulation pump (engine coolant cycle)13 Collecting tank 25 Temperature controller (engine coolant cycle)

Chapter 8



2

34

14

19

12

18

16

12

21 20

22

1

5

109

8

1165 7 54

4

6

13

17

15

6

23


24

24

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 withrespect to the engine)

1 Charge air cooler 14 Coolant line between the engine and the2 Venting line from the charge air cooler heat exchanger (charge air coolant cycle)

to the expansion tank 15 Expansion line from the expansion tank3 Expansion tank to the engine (charge air coolant cycle)

(charge air coolant cycle) 16 Heat exchanger (charge air coolant cycle)4 Overpressure/underpressure valve 17 Temperature controller (charge air coolant5 Overflow line cycle)6 Cooling water level sensor 18 Heat exchanger (engine coolant cycle)7 Expansion tank 19 Coolant line between the engine and the

(engine coolant cycle) heat exchanger (engine coolant cycle)8 Circulation pump (secondary cycle) 20 Temperature controller (engine coolant cycle)9 Expansion line 21 Circulation pump (engine coolant cycle)10 Expansion tank (secondary cycle) 22 Circulation pump (charge air coolant cycle)11 Re-cooler 23 Fan wheel12 Shut-off valve (recommended) 24 Collecting tank13 Expansion line from the expansion tank

to the engine (engine coolant cycle)


Page 43


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 issupplied loose with the engine.

To ensure correct installation of the cooler, the special coolant documents together with theinstallation instructions must be observed.

8.6 Expansion tank

All cooling systems for the MTU engines must be equipped with a separate expansion tank which

¯ 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

8.6.1 Quantity

The quantity of expansion tanks required depends on the engine cooling system and on the series.

Engine Water/charge air cooling,external

Air/charge air cooling, external

BR 2000 1 expansion tank(common for the engine coolantand charge air coolant cycle)

1 expansion tank for the enginecoolant cycle

BR 4000 2 expansion tanks(1 each for the engine coolant andcharge air coolant cycle)

------

8.6.2 Arrangement

¯ As a separate tank at the highest point of the cooling system, normally arranged on the fancooler.

¯ Maximum height 10 m above the top edge of the engine.

Chapter 8



8.6.3 Size

¯ The expansion tank should have a liquid volume of at least 15 % of the total filling quantity ofthe cooling system.

¯ Measure the water volume/air volume ratio so that no cooling water escapes via the overpres-sure valve during heating.

8.6.4 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 levelmonitor with pre-warning stage.

¯ Expansion tanks with nitrogen bladders are not permissible.

8.7 Coolant

The coolant filling must be a mixture of suitable fresh water and a coolant additive approved by MTU (anti-freeze, corrosion protection). The requirements, mixing ratios and the change intervals can be found in theconsumables 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.

CAUTION

The valid environmental protection regulations must be observed with respectto¯ Disposing of coolant.


Page 45


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 per-missible 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 aresupplied 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 extremeconditions of use, it may also be necessary to include the charge air cooling, oil and fuel cycle in the pre-heating.

Note: Please consult MTU regarding your individual case.

Other pre-heating systems, e.g. diesel/petrol heating appliances and also hot water/steam heat exchangersare also possible. However, separate documentation must be requested for this.

1

3

4

5

67

8

2

Fig. 16 : Diagram of the electrical coolant pre-heating (principle)

1 Discharge from engine2 Engine3 Infeed into engine4 Non-return flap5 Electric heating rod6 Filling and drain connection7 Temperature switch for pre-heating unit On/Off8 Circulation pump

Chapter 8



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 theindividual 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 reliableand 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 watercolumn in the infeed line to the re-cooler must be interrupted. It is therefore recommended toconfigure the infeed line as shown in the diagram below.

Air space

Expansion tank

to engine coolingsystem

Venting

Max. daylight 6 mm

fromengine

Cooler

Fig. 17 : Avoiding heat losses due to the thermo-siphon effect

MountsChapter 9

Page 47


9 Mounts

9.1 General

The engines of the BR 2000 and BR 4000 are resiliently mounted as standard. Rigid engine mounts mayonly be provided in special cases.

The resilient mount has the following tasks:

¯ 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

9.2 Intrinsic frequency

The plant’s intrinsic frequency depends on the static deflection of the resilient mounting system and is calcu-lated as follows with a linear characteristic of the mounting elements:

Steel spring mounts Rubber mounts

1SStatic V

SStatic

fe = Intrinsic frequency of the plant on resilient mounts in rpm

Conversion in Hz: =

S Static = Static deflection of the resilient mount in cm

V = Reinforcement factor (only necessary with rubber mounts), dimension-free

Intrinsic frequency rpm

60

fe= 300 fe= 300

Chapter 9

48PageMounts


The reinforcement factor depends on the shore hardness and can be found in the table below:

Shore hardness V (reinforcement factor)

45 1.23

50 1.26

55 1.3

60 1.34

65 1.38

70 1.425

Note: A good resilient mounting effect is achieved if the intrinsic frequency of the plant is significantlybelow 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 theplant (redundancy speed). The isolation effect is better, the lower the intrinsic frequency, i.e. the greater theratio of the exciter frequency to the intrinsic frequency.

i = Isolation efficiency in %

η = Frequency ratio (dimension-free)

Is calculated as follows:Exciter frequency (engine speed)

Intrinsic frequency feη =

η 2 -- 2

η 2 -- 1i = x 100 [%]

If the calculated isolation efficiency is i e.g. 85 %, this means that only 15 % of the exciter interferenceforces occurring is transferred into the foundations.

MountsChapter 9

Page 49


9.4 Engine and alternator mounting assembly in conjunction with flange-mounted alternator (single-mount and dual-mount version)

The engine and alternator are best arranged on a common base skid. The choice of suitable mounting sys-tems between the engine/alternator and the base skid is largely dependent on the alternator design and thevibration-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 theflange-mounted alternator.

1

3

1 2 3

2

Engine Alternator

Engine Alternator

Fig. 18 : Principle diagram of resilient engine and alternator mounting system with a flange-mountedalternator

Pos. Designation Notes

1 Resilient engine mounting system KGS Standard with BR 2000 and BR 4000

2 Resilient engine mounting system KS Standard with BR 2000 and BR 4000Exception:with 8V 4000 no standard(however, available as an option)

3 Resilient alternator mounting system The number of elements depends on thealternator weight

Normally, it is sufficient to rigidly secure the base skid to the foundation. When there are special vibrationrequirements, it may be necessary to also provide resilient mounts between the base skid and the gensetfoundation.

Chapter 9

50PageMounts


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.

MountsChapter 9

Page 51


9.6 Configuration of the resilient mounting elements

After selecting the mount type (rubber or spring), the number and shore hardness of the required elementsmust 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 thedesign (see MTU installation drawings).

Besides the standard shore hardness, additional shore hardnesses are available in the case of the rubbermounts.

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 mustbe determined (engine, filled + coupling + alternator + fitted accessories).

¯ The same design and shore hardness must be selected for the engine mounts and the alterna-tor mounts.

¯ The amount and position of the resilient mounting elements under the engine and alternatormust 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 befound in the following table:

Intrinsic frequency 1500/min≙ 25 Hz 1800/min≙ 30 Hz

Static deflection 3 mm 4 mm 3 mm 4 mm

Shore hardness 55 60 55 60 55 60 55 60

Intrinsic frequency [Hz] 10.4 10.6 9.0 9.2 10.4 10.6 9.0 9.2

Isolation efficiency [%] 79 78 85 84 86 85 90 89

guideline values

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 theresilient mounts.

¯ Sufficient functioning of the plant is ensured if the deflection of the individual mounting elementsdo 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 compo-nents.

¯ Before putting into operation, again check the permissible deflection after setting up the genset.

Chapter 9

52PageMounts



Alternators and couplingsChapter 10

Page 53


10 Alternators and couplings

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 alternatorconfigurations. The connection dimensions of the engine correspond to the SAE standard:

BR 2000 BR 4000

Flywheel housing SAE 0 SAE 00

Flywheel 18” 21”

The various alternator designs are dealt with below.

10.1.1 Single-mount alternator, flanged onto the engine

10.1.1.1 Description

Single-mount alternators are flanged directly to the diesel engine. A torsion-proof but flexurally resilient dia-phragm coupling connects the engine flywheel to the alternator shaft. The diaphragm coupling (steel disks) isnormally part of the alternator.

Single-mount alternators have only one alternator shaft mount. This mount is arranged on the non-propulsionside of the alternator and supports the alternator shaft only on this side in the alternator. The other half of thealternator 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. Specialregulations 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 ofthe alternator manufacturer must be observed.

Chapter 10

54PageAlternators and couplings


The preferable configuration of the alternator shaft mount is as a loose mount. With the fixed mount configur-ation, 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 theengine and alternator. It must be ensured that there is sufficient space between the engine flywheel contourand 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 alternatorshaft”.

10.1.2 Dual-mount alternator, flanged onto the engine

10.1.2.1 Description

Dual-mount alternators have one alternator shaft mount on the propulsion side and one on the non-propul-sion side. The alternator shaft weight is supported by these two mounts, whereby the mounts arranged onthe alternator propulsion side must be configured as fixed mounts and those on the non-propulsion side mustbe 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 resilientdamping.

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 theengine, the coupling and the alternator. It must be ensured that there is sufficient space between the engineflywheel contour and the diaphragm coupling contour, including the alternator shaft end.

The installation and alignment specifications of the alternator and coupling manufacturer mustbe followed.Also see chapter 10.2.6 “Requirements for the axial play of the crankshaft and the alternatorshaft”.


Page 55


10.2 Force transfer/couplings

10.2.1 Torsional oscillation calculation

In order to avoid damage to the engine propulsion unit and the alternator shaft caused by impermissibletorsional oscillation stresses, we recommend that you have a torsional oscillation calculation performed thattakes 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 massmoments of inertia, and also with dimensioned alternator shaft.

¯ Coupling drawing showing the individual mass moments of inertia and weights for theprimary 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, dynamiccoupling 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 Coupling type

Single-mount alternator, flanged onto the engine Diaphragm coupling, torsionally rigid and flexurallyresilient

Dual-mount alternator, flanged onto the engine Torsionally and flexurally resilient coupling

Dual-mount alternator, free-standing Resilient coupling, torsionally and flexurally resilient,suitable for greater radial offsets between the engineand alternator

Chapter 10



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 MTUspecifications and the specifications of the alternator manufacturer apply to the installation andremoval of the coupling.

¯ Coupling parts must be balanced, or the balancing quality must be guaranteed by the materialselection and the production process.

¯ Couplings and all rotating components must be safeguarded against unintentional contact byway of suitable protective measures.

¯ The connecting bolts must be tightened to the stipulated tightening torque using a torquewrench.

¯ By selecting suitable bolts, nuts, washers, materials and contact surfaces, it must be ensuredthat 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 beprovided.

¯ Spring washers are not suitable for these bolt connections.

¯ Before installing a coupling, clean the flanging-on surfaces and bolt contact surfaces, checkthem for damage and level them if necessary.

¯ Before installation, it is necessary to check the installation dimensions of the coupling, engineand 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 toflexural strength and mass moment of inertia. There are also certain requirements regarding the imbalancequality of the alternator shaft.

Further information such as bolt tightening torques for securing the diaphragm couplings to theflywheel can be found in the “MTU coupling arrangement drawing for single-mount alternators”.


Page 57


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 theconfiguration of this elastomer coupling.

The elastomer parts of the coupling must be designed to withstand the prevailing temperature in the alterna-tor bell housing.

To prevent heat build-ups in the coupling chamber, ventilation openings of a sufficient size must be providedin 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 andangular offsets between the engine mounted on resilient mounts and the alternator that is set up so that it isrigid. To keep these displacements and the resulting stresses low, the engine and alternator must be alignedas precisely as possible to each other, taking into account the settling rate of the resilient engine mountingelements.

MTU recommendation:Use couplings that allow problem-free replacement of the elements without moving the alterna-tor or driven machine.

Important: The coupling must not be installed until the alternator or driven machine has been aligned withthe 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 byflange-mounting the coupling/alternator. Restriction of the permissible axial play can causeincreased 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 flywheelhousing. 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):

Chapter 10



4

1

2

3

Alternator flangesurface

Centre loosemount

Couplingflange surface

b

a

bb

b

Fig. 19 : Alternator shaft axial play

1 Loose mount2 Alternator shaft3 Diaphragm coupling4 Fan wheel

BR 2000 BR 4000

Dimension a [mm] referred to the centre loosemount

15.7 0.0

Dimension b [mm] alternator shaft axial play ≥1.5 ≥1.5

Measurement of the crankshaft axial play when the alternator is flange-mounted can result in incorrectmeasurements, because the diaphragm coupling, although torsionally rigid, is also flexurally resilient and cangive way when the entire shaft train is displaced.

Engine managementChapter 11

Page 59


11 Engine management

11.1 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 standarddocumentation.

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 ofthe resilient mount must not be restricted.

The position of the ECU is shown on the engine installation drawing. Ensure free access to the ECU. TheECU must be protected against high temperatures (max. housing temperature +75 °C).

Chapter 11

60PageEngine 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 identifica-tion. These cable markers carry the corresponding electrical MTU codes.

These mean:

Electrical code Sensor designation

B1 Speed, camshaft

B5 Lube oil pressure

B6 Engine coolant temperature

B7 Lube oil temperature

B9 Charge air temperature

B10 Charge air pressure

B13 Speed, crankshaft

B26 Charge air coolant temperature

B33 Fuel temperature

B34 Fuel pressure – low pressure

B48 Fuel pressure – high pressure

F33 Engine coolant level (optional)

F57 Charge air coolant level (optional)

The optionally available MTU level sensors (including 15 m connecting cable) for the engine and charge aircoolant 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 mediumis 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 of15 m. Extension up to 100 m is possible using an Ölflex cable 4x 0.5 Type 110 H or anequivalent make.

Sound dataChapter 12

Page 61


12 Sound data

Specific sound spectra for engine surface noise (including intake noise) and exhaust noise are supplied byMTU 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 pressurespectrum (in contrast to a sound output spectrum with the reference variable 1 x 10--12 W). The spectra areshown in accordance with the standard unweighted in dB.

Note: Some engine manufacturers publish A-weighted spectra. When comparing with MTU engines, itis 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 identifythe sum level, also referred to as the “total level”. LA stands for the A-weighted sum level in dB(A). LINstands for the unweighted (shown spectrally in the diagram), i.e. merely logarithmically added up level of thespectrum in dB.

Engine surface noise (mean free-field spectrum)

The spectra shown are energetically averaged spectra from a number of measuring points that depend onthe size of the engine. The measuring distance, i.e. the distance of the microphone from the engine refer-ence surface during the measurement, is 1 m. The term free-field noise means that the level calculated in thetest bay is reduced by the proportion of background noise (if present) as well as by the proportion reflectedby the test bay walls. Only in this way is it possible to compare such spectra of different engine manufactur-ers.

The spectra are based on measurements with the MTU standard air filters, i.e. the measured values alreadyinclude the intake noise. This normally corresponds to the standard setting-up conditions of gensets. If otherair 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 inthe 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 energeticallyaveraged from measured values at 2 points at a distance of 1m from the pipe outer edge under an angle of90° to the pipe centre line.

Chapter 12

62PageSound data



Commissioning/engine operationChapter 13

Page 63


13 Commissioning/engine operation

13.1 Installation inspection

To remedy any installation flaws, an inspection of the installation with visual inspections and measurementsis 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-freezeapproved 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 andrepairs have been carried out, and also as proof of the equipment used.

Chapter 13

64PageCommissioning/engine operation



Appendix

Page 65


Appendix

Appendix

66Page



Appendix

Page 67


Appendix A

Abbreviations

Note: The following list of abbreviations does not contain any common German abbreviations.

°C Degrees Celsius

% Percent

a Acceleration

A Ampere

BR Engine series, e.g. BR 2000

CE Conformité Européenne, European Conformity (approval symbol of the European Union)

cm Centimetre

dB(A) Decibel, logarithmic unit for sound pressure A evaluated

dB Decibel, here: logarithmic unit for sound pressure

DIN Deutsches Institut für Normung, German National Standards Institute;formerly: Deutsche Industrie-Norm, German industrial standard

DN Nominal diameter

ECU Engine Control Unit

EMC Electromagnetic compatibility

EN European Standard (standard of the CEN)

ETC Exhaust turbocharger

f Frequency

g Gravity acceleration constant (9.81 m/s2)

H Height

Hz Hertz

IEC International Electrotechnical Commission, standardization committee

Appendix

68Page


Abbreviations (cont.)

kg Kilogram

KGS Auxiliary PTO end

KS Main PTO end

L Length

LA A-weighted sum level in the sound spectrum

LIN Unweighted sum level in the sound spectrum

LLK Charge air cooler

m Meter

mA Milliampere

min Minute

mm Millimetre

ms Millisecond

Pa Pascal, unit for pressure

TB Engine version with LLK in separate cooling cycle

TC Engine version with LLK in engine cooling cycle

TVU Technische Verkaufsunterlage (Motordaten), Technical sales document (engine data)

V Volt

W Watt

W Width

Appendix

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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 arenamed 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 andabbreviations:Power takeoff end PTOFree side Aux. PTOLeft sideRight sideTop sideUnderside

Fig. 20 : Designation of the engine sides and cylinders

Appendix

70Page


Appendix C

Formulae

Calculation of the alternator terminal power on the basis of the diesel engine power

PAlternator [kVA] = Alternator terminal power in kVA (apparent power)

PAlternator [kWe] = Alternator terminal power in kW (effective power)

PDiesel [kWm] = Diesel engine power in kW

η Alternator = Alternator efficiency (e.g. 0.95)

cos ϕ = 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).

PDiesel [kWm] x η Alternator

cos ϕPAlternator [kVA] =

PAlternator [kWe] = PDiesel [kWm] x η Alternator

Note: The fan power of the cooler is not taken into account here(guideline value: approx. 3 – 4 % of the motor power).

Appendix

Page 71


Calculation of the mean effective piston pressure

Pm = Mean effective piston pressure in bar

1200 = Factor for four-stroke engines

PDiesel = Diesel engine power in kW

VH = Total displacement of the diesel engine in litres

n = Engine speed in rpm

PDiesel [kW]

VH [litre] x n [rpm]Pm [bar] = 1200 x

Calculation of the engine torque

M = Torque of the diesel in Nm

9550 = Conversion factor

PDiesel = Diesel engine power in kW

n = Engine speed in rpm

PDiesel [kW]

n [rpm]M [Nm] = 9550 x

Appendix

72Page


Conversions

Units of energy

Unit J kWh kcal ft lbf Btu

1 MJ = 106 0.2778 238.8 737560.0 947.8

1 kWh = 3.6x106 1 859.85 2.6553x106 3412.13

MJ = JoulekWh = Kilowatt hourkcal = Kilocalorieft lbf = foot pound forceBtu = British thermal unit

Units of power

Unit W PS hp Btu/s MJ/h kcal/h

1 kW = 1000 1.36 1.341 947.8x10-3 3.6 860

kW = KilowattW = WattPS = Pferdestärke (horse power)hp = HorsepowerBtu/s = British thermal unit per secondMJ/h = Mega Joule per hourkcal/h = Kilocalorie per hour

Units of pressure

Unit Pa mbar bar lbf/in2

1 bar = 105 1000 1 14.5037

1 Pa = 1 0.01 10--5 0.00195

1 mbar = 100 1 0.001 0.145

1 lbf/in2 = 6894.8 68.948 0.0689 1

mbar = MillibarPa = Pascallbf/in2 = pound force per square inch

Appendix

Page 73


Units of temperature

° C = Degrees Celsius° F = Degrees FahrenheitK = Kelvin1 K = 1 °C = 1.8 °F

Zero points

0 ° C = 32 °F0 ° F = --17.78 °C

Conversions

59

TC= (TF -- 32 ° C)

95

TF= (TC + 32 ° C)

TC = Temperature in °CTF = Temperature in °F

Appendix

74Page



2001

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Telex 7 34 280 -- 50 mt dTelefax (0 75 41) 90 - 61 23

All rights reserved.

Copying and translationin whole or in part is not allowed

without the prior written permission ofMTU Friedrichshafen.

We reserve the right to make changes.

InstallGuidelines S2000 S4000 Stationary

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InstallGuidelines S2000 S4000 Stationary