Transcript
Installation Marine Genset
E 1(1)
D5-D16
Contents
Safety........................................................................ 4 General information................................................... 7 Installation tools and literature............................... 11 Accessibility............................................................. 14 Service space . ..................................................... 14 Instructions for lifting complete genset.................. 15 Genset Installation................................................... 16 Foundation............................................................. 16 Flexible mounting.................................................. 16 Generator connection.............................................. 18 Lubricating oil system.............................................. 19 General.................................................................. 19 Fuel system............................................................. 20 General.................................................................. 20 Fuel tanks.............................................................. 21 Fuel shut-off valves............................................... 21 Fuel pre-filters - water separators.......................... 25 Cooling system........................................................ 28 General.................................................................. 28 Freshwater system................................................ 29 Raw water system................................................. 29 Engine mounted heat exchanger........................... 30 Radiator cooling (Emergency set)......................... 30 Without engine mounted heat exchanger . ........... 30 Keel cooling (external cooling).............................. 31 Exhaust system....................................................... 39 Example, exhaust system...................................... 39 Exhaust elbows..................................................... 41 Flexible exhaust compensator............................... 42 Silencer................................................................. 44 Backpressure......................................................... 45
Engine room ventilation and soundproofing............ 48 Engine room layout - Emergency set.................... 49 Soundproofing....................................................... 50 Structural noise..................................................... 50 Starting systems...................................................... 51 Air starter - typical system..................................... 51 Starter motor......................................................... 51 Starting air compressor......................................... 51 Class requirements............................................... 51 Electrical system..................................................... 53 Batteries................................................................ 54 Power supply and starter connection.................... 56 External stop relay................................................. 58 Fire extinguishing system...................................... 59 Classified Control System - MCC............................ 60 Shutdown system overview................................... 62 Sensor list.............................................................. 64 Technical Data......................................................... 68 Engine................................................................... 68 Engine conservation.............................................. 69 Recommendations on load conditions.................. 71 Technical Data Generator...................................... 72 MCU...................................................................... 73 Electrical System................................................... 75 Engine oil recommendations................................. 76 Fuel specification................................................... 78 Coolant specification............................................. 79 Report form............................................................. 83
Safety
Safety Read this Installation Manual carefully before installation. Improper installation may result in personal injury or damage to property or the engine itself. If you do not understand or are uncertain about any operation or information in this Installation Manual, please contact Volvo Penta.
Installation WARNING! This Installation Manual is produced for professional use only. Volvo Penta will not assume any liability whatsoever for damage to materials or personal injury, which may result if the installation instructions are not followed or if the work is carried out by non-professional personnel. The installer is responsible for ensuring that the system operates in accordance with this Installation Manual.
Work Procedures Refer to the specific documentation for relevant information where necessary. Installation work must be performed by Volvo Penta personnel, boat builders or other authorized and suitably equipped workshops with personnel who have appropriate qualifications and experience.
Important The following special warning symbols are found in this manual and on the engine. WARNING! Danger of personal injury, damage to property or mechanical malfunction if the instructions are not followed. IMPORTANT! Possible damage or mechanical malfunction in products or property. NOTE! Important information to facilitate work processes or operation. Below is a list of the risks that you must always be aware of and the safety measures you must always carry out. Plan in advance so that you have enough room for safe installation and (future) dismantling. Plan the engine compartment (and other compartments such as the battery compartment) so that all service points are accessible. Make sure it is not possible to come into contact with rotating components, hot surfaces or sharp edges when servicing and inspecting the engine. Ensure that all equipment (pump drives, compressors for example) has protective covers.
Make sure the engine is immobilized by not connecting the electrical system or turning off the power supply to the engine at the main switch (breakers), and locking the switch (breakers) in the OFF position for as long as work continues. Set up a warning notice at the engine control point or helm. As a rule, no work should be done on a running engine. However, some work e. g. adjustments, requires a running engine. Approaching an engine that is running is a safety risk. Loose clothing or long hair can fasten in rotating parts and cause serious personal injury. If working in proximity of a running engine, careless movements or a dropped tool can result in personal injury. Take precautions to avoid hot surfaces (exhaust pipes, turbochargers, charge air manifolds, starting elements etc.) and hot liquids in supply lines and hoses in engines that are running or have just been turned off. Reinstall all protective parts removed during service operations before starting work on the engine.
Safety Ensure that the warning or information decals on the product are always visible. Replace decals which are damaged or painted over. Turbocharged engines: Never start the engine without installing the air cleaner (ACL). The rotating compressor parts in the turbocharger can cause serious personal injury. Foreign objects entering the intake ducts can also cause mechanical damage. Never use starting spray in the air intake. Use of such products could result in an explosion in the air intake pipe. There is a danger of personal injury. Do not open the filler cap for the engine coolant (freshwater cooled engines) when the engine is hot. Steam or hot engine coolant can be ejected and any pressure in the system will be lost. Open the filler cap slowly and release coolant system pressure (freshwater cooled engines), if the filler cap or drain cock must be opened, or if a plug or engine coolant line must be removed on a hot engine. Steam or hot coolant can be ejected. Hot oil can cause burns. Avoid skin contact with hot oil. Ensure that the oil system is depressurised before starting work on it. Never start or run the engine without the oil filler cap in place because of the risk of oil being ejected. Always wear protective goggles if there is a risk of splinters, grinding sparks and splashes from acid or other chemicals. Your eyes are extremely sensitive and an injury to them can result in loss of sight! Avoid skin contact with oil! Long term or repeated skin contact with oil can lead to the loss of natural oils from the skin. This leads to irritation, dry skin, eczema and other skin problems. Old oil is more dangerous to your health than new. Use protective gloves and avoid oil-soaked clothes and rags. Wash regularly, especially before meals. Use special skin creams to help clean and to stop your skin drying out.
Most chemicals intended for the product (engine and reverse gear oils, glycol, gasoline and diesel), or chemicals intended for the workshop (degreasing agent, paints and solvents) are harmful to your health. Read the instructions on the packaging carefully! Always follow protective measures (using a protective mask, goggles, gloves etc.). Make sure that other personnel are not unknowingly exposed to harmful substances, in the air that they breathe for example. Ensure that ventilation is good. Deal with used and excess chemicals as directed. Be extremely careful when tracing leaks in the fuel system and when testing injectors. Wear protective goggles. The jet from an injector is under very high pressure and fuel can penetrate deep into tissue, causing serious injury with a risk of blood poisoning. All fuels and many chemicals are inflammable. Keep away from naked flames or sparks. Gasoline, some solvents and hydrogen from batteries in the correct proportions with air are very inflammable and explosive. Do not smoke! Maintain good ventilation and take the necessary safety measures before welding or grinding in the vicinity. Always keep a fire extinguisher accessible in the workplace. Store oil and fuel-soaked rags and old fuel and oil filters properly. Oil-soaked rags can, in certain circumstances, ignite spontaneously. Old fuel and oil filters are environmentally harmful and should be delivered, with used lubrication oil, contaminated fuel, paint, solvents and degreasing agents, to a proper refuse station for environmentally harmful material for destruction. Ensure that the battery compartment is designed according to current safety standards. Never allow an open flame or electric sparks near the battery area. Never smoke in proximity of the batteries. The batteries give off hydrogen gas during charging which when mixed with air can form an explosive gas. This gas is easily ignited and highly volatile. Incorrect connection of the battery can cause sparks sufficient to cause an explosion with resulting damage. Do not shift the connections when attempting to start the engine (spark risk) and do not lean over any of the batteries.
Safety Always ensure that the Plus (positive) and Minus (negative) battery leads are correctly installed on the corresponding terminal posts on the battery. Incorrect installation can result in serious damage to the electrical equipment. Refer to wiring diagrams. Always use protective goggles when charging and handling the batteries. The battery electrolyte contains extremely corrosive sulphuric acid. If this should come in contact with the skin, immediately wash with soap and plenty of water. If battery acid comes in contact with the eyes, flush immediately with water and obtain medical assistance. Use the lifting eyes fitted on the genset frame when lifting a complete genset. Always check that the lifting equipment used is in good condition and has the load capacity to lift the engine (engine weight including generator and any extra equipment installed).
To ensure safe lifting and avoid damage to components installed on the top of the engine use an adjustable lifting beam. All chains and cables must run parallel to each other and as perpendicular as possible to the upper side of the engine.
If extra equipment is installed on the engine which alters its centre of gravity a special lifting device is required to obtain the correct balance for safe handling.
Never carry out work on an engine suspended on a hoist.
Never work alone when installing heavy components. Most lifting devices require two people, one to see to the lifting device and one to ensure that the components do not get caught and damaged. The components in the electrical system and in the fuel system on Volvo Penta products are designed and manufactured to minimise risks of fire and explosion. Engines should not run in environments containing explosive media. Always use fuels recommended by Volvo Penta. Use of fuels that are of a lower quality can damage the engine. On a diesel engine poor quality fuel can cause the fuel control rack to stick causing the engine to overspeed with resulting risk of damage to the engine and personal injury. Poor fuel quality can also lead to higher maintenance costs.
General information
General information About the Installation Manual
Plan installations with care
This publication is intended as a guide for the installation of Volvo Penta Marine genset. The publication is not comprehensive and does not cover every possible installation, but is to be regarded as recommendations and guidelines applying to Volvo Penta standards..
Great care must be taken in the installation of engines and their components if they are to operate satisfactorily. Always make absolutely sure that the correct specifications, drawings and any other data are available before starting work. This will allow for correct planning and installation right from the start.
These recommendations are the result of many years practical experience of installations from all over the world. Departures from recommended procedures etc. can however be necessary or desirable, in which case the Volvo Penta organisation will be glad to offer assistance in finding a solution for your particular installation.
Plan the engine room so that it is easy to carry out routine service operations involving the replacement of components. Compare the engine’s Service Manual with the original drawings showing the dimensions.
It is the sole responsibility of the installer to ensure that the installation work is carried out in a satisfactory manner, is operationally in good order, the approved materials and accessories are used and the installation meets all applicable rules and regulations.
It is very important when installing engines that no dirt or other foreign matter gets into the fuel, cooling, intake or turbocharger systems, as this can lead to faults or engine seizure. For this reason,, the systems must be sealed. Clean supply lines and hoses before connecting them to the engine. Remove protective engine plugs only when making a connection to an external system.
This Installation Manual has been published for professionals and qualified personnel. It is therefore assumed that persons using this book have knowledge of marine power generating systems and are able to carry out related mechanical and electrical work. Volvo Penta continuously upgrades its products and reserves the right to make changes. All the information contained in this manual is based on product data available at the time of going to print. Notification of any important modifications to the product causing changes to installation methods after this date will be made in Service Bulletins.
General information
Certified engines
Joint liability
The manufacturer of engines certified for national and local environmental legislation (Lake Constance for example) pledges that this legislation is met by both new and currently operational engines. The product must compare with the example approved for certification purposes. So that Volvo Penta, as a manufacturer, can pledge that currently operational engines meet environmental regulations, the following must be observed during installation:
Each engine consists of many components working together. One component deviating from its technical specification can cause a dramatic increase in the environmental impact of an engine. It is therefore vital that systems that can be adjusted are adjusted properly and that Volvo Penta Genuine Parts as used.
• Servicing of injector pumps, pump settings and fuel injectors must always be carried out by an authorised Volvo Penta workshop. • The engine must not be modified in any way except with accessories and service kits developed for it by Volvo Penta. • Installation of exhaust pipes and air intake ducts for the engine compartment (ventilation ducts) must be carefully planned as its design may affect exhaust emissions. • Seals may only be broken by authorised personnel.
IMPORTANT! Use only Volvo Penta Genuine Parts.
Using non-genuine parts will mean that AB Volvo Penta will no longer take responsibility for the engine meeting the certified design.
All damage and costs caused by the use of non-genuine replacement parts will not be covered by Volvo Penta.
Certain systems (components in the fuel system for example) may require special expertise and special testing equipment. Some components are sealed at the factory for environmental reasons. No work should be carried out on sealed components except by authorised personnel. Remember that most chemical products damage the environment if used incorrectly. Volvo Penta recommends the use of biodegradable degreasing agents for cleaning engine components, unless otherwise indicated in a Workshop Manual. Take special care to ensure that oil and waste are taken for destruction and not accidentally are pumped into the environment with bilgewater.
General information
Application Environment Power standards and engine performance Marine engines, like engines for cars and trucks, are rated according to one or more power norms. The output is indicated in kW, usually at maximum engine speed. Most engines will produce their rated power provided they have been tested under the conditions specified by the power norm and have been properly run in. Tolerances according to ISO standards are usually ± 5%, which is a reality that must be accepted for line produced engines.
Engine Power Standards
Engine performance
Engine power ratings are based on operations at ISO 3046 power standards. The standard is identical to BS 5514, DIN 6271 and in general, SAE J 1349. Engine performance data has been adjusted to the standard reference condition.
Engine output is affected by a number of different factors. Among the more essential are barometric pressure, ambient temperature, humidity, fuel thermal value, fuel temperature and backpressure.
Engine Power Ratings Marine Genset engines have different power ratings depending on the type of service in which the engine will be employed. The aim being to limit the maximum power output in order to achieve the required service life of the engine. Ratings are based on ISO 8528.
Rating Guidelines Prime Power: Ratings corresponding to ISO Standard Power for continuous operation. This relates to the supplying of electrical power at variable load with 70% load factor for an unlimited number of hours as opposed to commercially purchased power. A 10% overload capability is available with this rating.
Diesel engines use a large amount of air for combustion. If the mass flow of the air is reduced, the first sign is an increase in black smoke. The effect of this is especially noticeable in operation situations where the engine must produce maximum torque. If the deviation from normal mass flow is substantial, the diesel engine will lose power.
Other factors affecting performance It is important to keep the exhaust backpressure at a low level. The power losses caused by backpressure are directly proportional to the increase of backpressure, which also increases the exhaust temperature. Thermal values differ between markets and influence engine output. Environmental fuel, which is compulsory in some markets, has a low thermal value. Engine output may be reduced up to 8% compared with fuel specified in the ISO standard.
General information
General information about classification The classification procedures outlined below are general and can be changed from time to time by the Classification Societies. The classification procedure was originated for the purpose of introducing similar and comparable rules and regulations for, among other things, production and maintenance of ships and their machinery and equipment. As a result of these rules and regulations “safety at sea” could be improved and better documentation could be introduced for insurance matters. The government authorities in most countries concerned with shipping have authorized the Classification Societies to handle these rules and make sure they are followed. NOTE! This installation manual does not give full information concerning classification. Please contact an authorised classification society for complete information.
Classified engine, range of use An engine with equipment that is used in a classified vessel must be approved by the Classification Society, which handles matters relating to ships’ seaworthiness. The rules apply for instance to the propulsion engine, auxiliary engine, power take off, reverse gear, shaft and propeller.
Type approval To be able to classify an engine, the type of engine must first be type approved. In such cases, where Volvo Penta is concerned, an application for type approval is sent to the Classification Society in question, followed by the required drawings, data and calculations. After certain tests, checks and possible demands for supplementary information, the engine is type-approved. This type approval must not however be considered as a classification; it is only a certificate that states that the engine type with specified power can be classified. Final classification can only be given when all components are approved and the installation and test run in the vessel are completed and found to be in order by the local surveyor.
Procedure for classification To earn a classification certificate, the engine, its components, the installation and the test run must be approved by a surveyor from the Classification Society in question. The surveyor can, after final inspection and with certificates from the built-in machinery, issue the final certificate for the vessel.
This means that if an installation needs to be classified it must be stated clearly when addressing inquiries and quotation requests to AB Volvo Penta.
Usually the procedure is initiated as a result of a request from a customer or dealer who has to deliver an engine in a classified installation. For these orders Volvo Penta normally starts with a “type approved engine”.
Special rules for different operational conditions
Separate certificates are issued for the following components:
The Classification Societies have, in general, different rules relating to the following:
Crankshaft, connecting rods,
Varying shipping conditions
turbocharger, coupling,
Type of load
reverse gear, propeller and shaft,
Type of manning
generator, alternator.
These rules are adapted so that each vessel can be assumed to function faultlessly in the area or type of operation for which it is approved.
The surveyor then checks the pressure testing and test running of the engine, after which a certificate for the engine itself is issued.
heat exchanger, oil cooler,
Torsional Vibration Calculations (TVC) must be carried out for the complete installation of the engine in the vessel and approved by the Classification Society.
10
Installation tools and literature
Installation tools and literature Special tools
885151
885164 & 885309
9812519
Fluke 787
9996065
9996398
9998494
Temp. & rpm simulator
9988452
9996666
Press. sender test kit
885151Box with gauges and connections. For measuring pressures and exhaust temerature.
9996398 Manometer D9/D12/D16. For measuring fuel feed pressure.
885309 Flange D5. For measuring exhaust backpressure and temperature.
9996666 Connection D9/D12/D16. For measuring fuel feed pressure.
885164Flange D7. For measuring exhaust backpressure and temperature.
9998494Hose and nipple D9/D12/D16. For measuring fuel feed pressure.
9812519 Multimeter.
D12 senders & switches simulator. Replaces engine signals when checking monitoring panel. Contact Volvo Penta sales engineering dept. for ordering.
9988452 Digital probe tester. Fluke 787 Multimeter. For checking signals 4–10 mA from senders etc. 9996065 Manometer. For measuring fuel feed pressure, not D9/D12.
Rpm & temperature simulator. Test box generating test signals for PT100, temperature signals and simulating engine speed (rpm) pulses. Replaces engine signals when checking monitoring panel. Contact Volvo Penta sales engineering dept. for ordering. Pressure sender test kit For testing pressure senders. Contact Volvo Penta sales engineering dept. for ordering.
11
Installation tools and literature
Documentation For installation the following list of documentation is necessarry: - Dimension drawings - Technical data - Schematic drawings - Installation Manuals Classifiable Control System MCC - Workshop Manuals - Operators’s Manuals NOTE! All documentation are available at Volvo Penta Partner Network
Chemicals A wide range of chemical products are available from Volvo Penta. Some examples are: Oil and coolant Sealant and grease Touch-up paint (Refer to Volvo Penta Partner Network)
12
General arrangement and planning
Engine room layout A Volvo Penta Genset is mounted on a base frame. The frame is made of rigid type steel. The genset is aligned and tested at Volvo Penta production.
Dimensions, center of gravity and weight For genset specific values, refer to Dimension Drawings.
Genset angularity limits To ensure that the genset is sufficiently lubricated and cooled, it is important that the maximum engine angularity limits are not exceeded. For engine specific values, refer to Technical Data.
Genset suspension The genset is installed on flexible mounts to minimize transport of vibrations. During installation make sure also to minimize vibrations transmitted through e.g. exhaust, coolant and other pipes. Refer to section ”Genset Suspension”.
Fuel system Determine the type of fuel system. Consider classification rules. Decide where to place extra water separating fuel filters and plan for the routing of fuel pipes, fuel filler and venting hoses, shut off devices etc. Fuel feed and return pipes should be placed low in the engine room so as not to transmit extra heat to the fuel. Refer to section ”Fuel System”.
Exhaust system Plan the installation of the exhaust line components, such as silencer and pipes. Refer to section ”Exhaust System”.
Electrical system Plan the routing of cabling and check the length of instrument cable harnesses. Decide where to place fuse boxes and main switches. Avoid joints and cable connections where there is risk of moisture or water. Do not place joints or connections where they are difficult to reach. Refer to section ”Electrical System”.
Electrochemical corrosion The potential problem of galvanic and stray current corrosion must be considered when planning electrical installation.
Air supply, ventilation and soundproofing Plan installation of air ducts for engine air consumption. Try to optimise both design and routing of ducts so they don´t impede on serviceability of the genset. For further information concerning air supply, ventilation and soundproofing, refer to sections ”Inlet air” and ”Soundproofing”.
Cooling system Determine the type of cooling system. Chose where to place seawater intakes and seawater filters. Plan the routing of pipes and/or hoses. Refer to section ”Cooling System”.
13
General arrangement and planning
Accessibility for checking, maintenance and repairs When designing the engine room always pay attention to the accessibility needed to allow proper service and overhaul to the engine.
Accessibility for maintenance and repairs • Oil change and refill • Change of filters (oil, fuel, air) • Check/change drive belts • Removal of valve cover • Change of seawater impeller • Cleaning of water filter • Lower crank case inspection covers (if fitted) • Removal of injectors • Removal of cylinder head • Removal of coolers (CAC, oil) • Removal or change of electrical components • Removal of flywheel and vibration damper • Removal of propeller shaft • Engine/generator removal
Engine distance, multi-installation For multi-installations, consideration must be given to the minimum distance between the engines to allow accessibility for service work. Larger distance also gives better manoeuvring capacities. The following minimum measurements between the engine’s centre‑lines (A) are recommended: D5/D7................................................1050 mm (41”) D9......................................................1200 mm (47”) D12....................................................1250 mm (49”) D16....................................................1300 mm (51”)
A
NOTE! For dimensions refer to project drawings.
Service space required for Volvo Penta gensets A
A F
B
C
D5 - D16 A. About 500mm B. Min. height lifting piston/conn.rod assembly 1300 mm C. CL F. Required to support engine or generator weight 14
General arrangement and planning
Instructions for lifting complete genset Use only lifting eyes on genset frame to lift complete genset.
Design spreader so as not to damage the engine.
WARNING! Do not use engine lifting eyes to lift complete genset.
IMPORTANT! Make sure lifting device is not in contact with protruding engine components when lifting.
WARNING! Make sure lifting devices are sufficiently dimensioned. WARNING! Make sure lifting devices are secured before lifting the genset.
General lifting instructions D5 - D16 HE, KC A. Refer to installation drawing B. Refer to installation drawing
C. Refer to installation drawing a. 30°
General lifting instructions D5 - D16 RC
15
Genset installation
Genset Installation Foundation The foundation for the genset frame must be rigid enough to carry the load of the genset. It must also be parallel to genset frame to avoid tensions being built into the genset suspension. The genset foundation is the responsibility of the shipyard. But the following recommendations must not be exceeded: Max. permissible height diff. between connection surfaces (conn. for flex. mounts) Max. permissible parallel misalignment between connection surfaces
+/- 1 mm (+/- 0.04 in) 1 mm/m ( 0.04 in/ft)
NOTE! Installations in the engine room for the cooling system, exhaust system, electrical system etc. should be as complete as possible before the engine is installed. NOTE! All engines are delivered from Volvo Penta without engine oil and coolant. Check that oil plugs and drain cocks for coolant, etc. are closedbefore filling oil and coolant. Check for leakages.
Flexible mounting Flexible engine mounts provide good insulation from vibration between the genset and the ship structure, thus contributing to a low noise level. The flexible mounts also protects the genset bearings from fretting caused by hull vibrations. Always follow the Volvo Penta recommendations when installing the genset. Incorrect installation of flexible mounts can result in abnormal vibrations, which may cause damage to engine components and an increase of uncomfortable vibrations transmitted to the ship structure. NOTE! The elasticity of the rubber mounts must never be utilised to compensate for an inclined bed. NOTE! The mounts have a fixed height. Misalignment or uneven genset foundation must be shimmed to keep alignment and height difference within limits. IMPORTANT! All the genset connections for fuel lines, exhaust and coolant must also be flexible.
Genset installation On delivery the flexible mounts of the genset comes complete with (pre-drilled/pre-threaded) welding plates that should be welded to the genset foundation. IMPORTANT! Some classification societies requires The AVR must be disconnected before welding on the frame. IMPORTANT! Before welding remove the positive and negative cables from the batteries. Then disconnect all cables connected to the alternator. Also undo the connector for the control system from the control unit. Always connect the welder earth clamp to the component to be welded, and as close as possible to the weld site. The clamp must never be connected to the engine or in such a way that current can pass through a bearing. 1. Lift the genset into the engine room and on to the foundation. Adjust genset position (the lifting device should also be available when making the adjustments to the genset mounting). 2. Tack weld welding plates to the foundation. 3. Lift genset (to separate flexible mounts from welding plates). NOTE! Excessive heat from welding may damage the flexible rubber mounts. 4. Weld plates to foundation permanently. 5. Place genset frame on welding plates and tighten screws according to standard torque (8.8 bolt).
16
Genset installation
Adjustments Before adjustments can be made, the genset must rest on the flexible mounts for at least twelve hours but preferrably more than two days. NOTE! Make sure that the flexible mounts are installed so that no pre-load or side forces occur after the engine has been installed.
The difference between rubber pads must not exceed 1.0 mm (0.04”) for dimensions C1 and C2. Angular misalignment between the bed plane connection surface and the genset flexible mount is adjusted by correcting the bed plane with shims.
The load on all mounts must be equal. Measure the compression (B) of all mounts. The height difference must not exceed 1 mm (0.04”). Lateral adjustment is carried out using the slip-shaped holes in the base of the mounts. These can be turned facing forward or backwards, whichever allows the best accessibility. The basic position of the flexible mounts is at the intermediate position with the base plate holes in the bed’s longitudinal line.
B2
17
Genset installation
Generator connection IMPORTANT! Electrical installation of the generator must only be carried out by qualified personnel. The main power cables from the main switch board to the generator are connected in the generator terminal box. Inside there is one copper bar per phase with pre-drilled holes for connection of cables. IMPORTANT! Before running the generator check inside generator compartment for foreign objects, e.g. metal, rags, debris. For details on cable connection, refer to generator documentation supplied with genset. IMPORTANT! Before connecting generator to the net/switchboard, phase direction must be checked by yard. For information on generator features such as generator cooling and heating, generator control etc. refer to generator documentation and/or contact your Volvo Penta Dealer.
18
Lubricating oil system
Lubricating oil system General The requirements of an engine oil vary depending on the type of engine and its conditions of operation. NOTE! For information on oil recommendations, refer to "Technical Data - engine oil". NOTE! For engine specific information on oil volumes, etc. ����������������������������������������������������� refer to ”Technical Data” at Volvo Penta Partner Network or contact Volvo Penta.
Lubrication oil system, example (for detailed information, refer to engine specific system drawings)
1. 2. 3. 4. 5. 6. 7.
Security valve Relief valve Overflow valve for filters Piston cooling valve Piston cooling control valve Reduction valve (oil filter housing) Pressure sensor
19
Fuel system
Fuel system General Installation of the fuel system components ‑ fuel tanks, cocks, fuel piping and extra fuel filters, etc., must be carried out very carefully to assure the engine has a sufficient supply of fuel and that demands concerning perfect sealing and fire safety are satisfied. Fuel cocks should preferably be fitted outside the engine room or be remote controlled. NOTE! Local legislation may apply which in all override the engine manufacturers literature and recommendations. Be sure not to bend the high pressure pipes between injection pump and injectors and do not stand on the engine due to risk of bending the high pressure pipes. Do not clamp anything to the high pressure pipes, and keep the original clamping intact on the engine. Otherwise there will be a risk of broken pressure line and fire. When working with the fuel system it is important to keep it free from dirt.
Fuel system, example (for detailed information, refer to engine specific system drawings) 2(x6)
7
1 8 4
5 3
20
6
1.
Feed pump
2.
Injector unit (6pcs)
3.
Fuel tank
4.
Shut-off valve (optional)
5.
Primary filter and water separator
6.
Fuel fine filter and water separator
7.
Deaeration line (Return to tank)
8.
Electronic Control Module (ECM)
Fuel system
Fuel tanks
Tank venting
If possible, the tanks should be located so that they are at the same level or somewhat higher than the engine.
The tank must be properly vented. The tank venting line should have an inner diameter of minimum 12 mm (1/2”). Raise the line internally (3) to prevent water from entering the fuel tank.
If they are placed lower, due attention must be paid to the maximum suction height of the feed pump, refer to Technical Data for each engine type respectively.
NOTE! Refer to local legislations, concerning the need for common ground for the fuel tank, filling etc.
Note! The suction height must be calculated from the lower end of the suction pipe, i.e. 25 mm (1”) above the bottom of the tank.
NOTE! Install the filler and venting lines, preventing traps being formed. NOTE! The fuel filler fitting and venting must be installed in a way that prevents overfilling and fuel entering air intakes.
The return pipe should be installed about 10 mm (0.4”) above the tank bottom and minimum 300 mm away from the suction pipe, to prevent air from entering when the engine is switched off.
Fuel shut-off valves IMPORTANT! A fuel shut-off valve must be installed in the suction line as close to the tank as possible. The shut-off valve should preferably have a remote controlled shut-off function.
Day tank If the tanks are located lower than the level permitted by the suction height of the fuel feed pump, then the fuel is to be pumped up to a day tank by means of a hand pump or power pump. If a day tank is installed, then it is advisable to connect the return line to this tank.
Shut off valves should be fitted on the fuel and return line, if the fuel tank's maximum level is higher than 2.5 m (8’3") for D5/D7 above the injection pump of the engine . For D9/D12/D16 engines it must not be higher than the cylinder head of the engine. The valves should be shut off during permanent engine stop. There is otherwise a risk of fuel leakage through the injector to the lubricating system.
2
3
1. Fuel tank 2. Fuel filler 3. Venting line 4. Suction line 5. Return line, steel/copper piping, alt. rubber hoses
5
6. Remote controlled fuel shut-off valve 7. Fuel level gauge
7 6
8
8. Inspection hatch 9. Draining 4 1
9
21
Fuel system
Priming pump for D5/D7 D5/D7 has no engine mounted priming pump. To be able to vent the fuel system, if the tank is located below the engine, a prime pump must be installed on a bulkhead or similar between fuel tank and prefilter.
22
Fuel system
Fuel lines All fuel lines should be led and properly clamped in such a way that heat radiation is avoided. Distance between clamps should be approx. 300 mm (12”). NOTE! The D5 and D7 has a high fuel flow and therefore the fuel lines must have a large diameter. Small piping will reduce the power output.
Flexible hoses The figures show the most common types of connections for fuel pipes. Make sure to use the correct dimension of approved flexible hose.
Required minimumfuel supply line dimensions (From tank to fuel line connection point) Fuel line length
<6 m (20’) >6 m (20’)
D5/D7...................................................12 mm (1/2”) 14 mm D9/D12/D16..........................................10 mm (3/8”) 10 mm (3/8”)
Required minimumfuel return line dimensions All engines 10 mm (3/8”) 10 mm (3/8”) NOTE! Classification Societies and some registration bodies (i.e. river authorities) do not permit rubber hoses for fuel lines, or require hoses to conform to certain specifications.
23
Fuel system
Copper piping The figure shows a transition from flexible fuel hoses (1) to copper pipe (2). Thread M18x1.5.
Æ 3/8” 1 1 M18x1,5-6H
Æ 3/8” (2)
Required minimumfuel supply line dimensions (From tank to fuel line connection point) Fuel line length
<6 m (20’) >6 m (20’)
D5/D7............................................................ 14 mm 16 mm D9,D12,D16..........................................10 mm (3/8”) 12 mm (1/2”)
Required minimumfuel return line dimensions D5/D7...................................................12 mm (1/2”) 12 mm (1/2”) D9,D12,D16..........................................10 mm (3/8”) 10 mm (3/8”)
24
Fuel System
Fuel pre-filters - water separators The filter shall be installed on the suction side of the feed pump, between the feed pump and the fuel tank, and should be located at a height between the base of the fuel tank and the feed pump, to reduce the resistance in the supply pipe. Install the filter vertically on a bulkhead or bracketing, where it is not affected by engine vibration and in such a manner that it is protected as much as possible from fire in the engine room. Fuel Connections Dimension of fuel inlet and outlet connections - 7/8”-14, 37o male flare IMPORTANT! Always select a fuel filter for the correct fuel flow. NOTE! Free space is required above the filter lid to permit the insert to be changed, min. 130 mm (5”) up to 260 mm (10”) depending on type of filter.
Pressure gauge (P) indicates pressure drop over filter. Drain off water and contaminants through plug (D).
Changing the filter elements The dual filter inserts can be changed while the engine is running as the flow of fuel can be cut off to one filter at a time. The flow of the fuel is governed by turning the handle (1) in the following positions:
A: Normal running (both filters connected).
B: Left filter insert can be changed.
C: Right filter insert can be changed.
D: Both filters turned off.
If the engine is not running close the fuel cocks on the tank before changing filters.
25
Fuel System
Filtration Three progressive stages – separation, coagulation and filtration ensure that fuel arrives at the engine free from contamination. Recommended filter insert, 10 micron, to have an even change interval between engine mounted filter and the pre-filter. IMPORTANT! When fuel pre filters are used together with a fuel shut-off valve (1), the nonreturn valve (2) in the fuel pre filter must be removed if fitted. See figure. If this is not done, the stop fuction will not work because there will not be sufficient negative pressure in the injection pump.
IMPORTANT! Do not connect multiple engines to the same fuel pre-filter. This will cause unwanted pressure drops.
One engine - one filter
Two engines - two filters
A. Engine 1 B. Engine 2 C. Fuel pre-filter - water separator D. Fuel tank
26
Fuel system
Fuel feed pressure Pressure is measured after the fuel filter. When checking, genset load is first increased, after which the load is reduced so that the pressure can be read off at no load. For information on engine specific fuel feed pressure, refer to Technical Data.
9998494 9998339
Low feed pressure may be the result of a blocked filter, defective overflow valve or defective feed pump. Ensure that the components follow recommendations and do not cause the excessive pressure level. NOTE! The overflow valve must not be adjusted. Replace the valve if necessary. D5/D7 Measure the feed pressure at the fuel inlet hollow screw on the front of the engine block (P), by using manometer 999 6398 with nipple 999 6066 and a long hollow screw (44 mm) with a new copper washer (969011). D9/D12/D16 The hose and nipple 999 4894 and the manometer 999 8339 are connected to the air vent outlet on the filter cover. IMPORTANT! Valves on fuel supply and return lines should be shut off during permanent engine stop. There is otherwise a risk that fuel may leak through the injection pump/injectors to the lubricating system.
Fuel temperature Fuel temperature above 40°C leads to a decrease in power of approx. 1.5 % per 5°C. Higher temperatures can cause vapour bubble formation and backfiring. The maximum permissible continuous fuel temperature is 75°C, whereas a short-term fuel temperature of up to 90°C can be tolerated at the feed pump inlet in special cases depending on the power setting of the engine and the fulfilment of emission values.
Fuel cooler D5 and D7 gensets with high pressure injection require a lower fuel temperature. For this purpose a fuel oil cooler can be installed. Fuel coolers are integrated into the cooling system of the engine (air side) and flowed through by returning fuel. The fuel cooler flow resistance must not be higher than 15 kPa (2.2 psi). The overall resistance of return system including fuel cooler must not exceed 50 kPa (7.2 psi). The cooler size should be approx. 2 - 4 kW.
27
Cooling system
Cooling system General The installer of the cooling system is responsible for ensuring that the cooling system operates in accordance with installation requirements. The cooling system must be dimensioned generously enough to ensure that fouling and repainting do not adversely affect its cooling performance even after a long period of service. Use genuine VOLVO PENTA accessories and spare parts wherever possible. Make sure that parts not supplied by Volvo Penta do not restrict or reduce pressures and flow in the engine. The only way to tell whether an installation is correct is to check pressures, temperatures and flows on a running genset. When in doubt, contact Volvo Penta. To reduce corrosion to a miniumum, use the correct combinations of materials in pipes, valves etc. plus a correctly sized and pressurized expansion tank. Always use Volvo Penta coolant. For coolant recommendations, refer to section ”Technical Data Coolant”.
28
Cooling system
Freshwater system General The freshwater system is the internal cooling system of the engine. It is a closed system that is circulated by a centrifugal pump and shall always be filled with coolant that protects the engine from internal corrosion and frost damage if the climate requires it. Anti-corrosive additives become less efficient with age and the coolant must therefore be changed in accordance with the recommendations in the maintenance schedule. The Volvo Penta Genset comes with an internal freshwater system connected to an engine mounted heat exchanger, a radiator cooler, or prepared for external cooling, e.g. keel cooling or central cooling. Warning! Never open the pressure cap or drain the cooling system when the engine is warm. Steam or hot fluid may spurt out. Warning! The coolant is dangerous to your health and an environmental hazard. Handle coolant with care and dispose of old coolant in accordance with local regulations. IMPORTANT! Certain parts of the system are made of light alloy. Chemical additives must therefore not be used when cleaning the system.
Raw water system The raw water system is the engine’s external cooling system circulated in the system by a raw water pump. It is either a seawater system or a central cooling system. It cools the internal cooling system in an engine mounted or externally mounted heat exchanger. . For genset specific requirements concerning cooling water temperatures, pressures and flows respectively, refer to Technical Data. For information on raw water connections, positions and dimensions, refer to genset Installation Drawings. Warning! The raw water system must be closed and drained before commencing work on the system, due to the risk of seawater entering the ship. IMPORTANT! To ensure there are no leaks in the cooling system, carry out a simple pressure test before bringing the installation into service.
29
Cooling system
Engine mounted heat exchanger – for sea water or central cooling The system includes two circuits. Internal (freshwater) circuit Cooling the engine - cylinder liners, cylinder heads, and lubrication oil, the exhaust manifold(D9,D12,D16), the turbocharger(D9,D16) and also the charge air cooler(D12,D16). An engine driven cooling water pump circulate the coolant through the heat exchanger and through the engine. External (raw water) circuit The raw water system is cooling the engine coolant in the engine mounted heat exchanger and in some cases also the charge air (D5,D7,D9). The raw water system is connected to seawater inlet or a central cooling system.
Radiator cooling (Emergency set) The engine cooling water is cooled by a radiator in a one-circuit cooling system. Air is forced through the radiator by an engine driven cooling air fan. The charge air is cooled in an air-to-air charge air cooler mounted in front of the radiator and it make use of the air flow from the engines cooling fan before it enters the radiator.
Without engine mounted heat exchanger (External cooling) The engine coolant is cooled by an external heat exchanger, e.g. keel cooler. 1-circuit keel cooling - The same coolant is cooling the complete engine (charge air, cylinders, etc.). 2-circuit keel cooling - One circuit cools the engine and the other circuit cools the charge air cooler.
30
Cooling system
Central cooling General The principle for connecting engines to a central cooling system is the same as for a sea water cooled engine. IMPORTANT! Depending on the design of the central cooling system, high static and dynamic pressures may occur. For information on pressure limits for central cooling system, refer to Technical Data for each engine respectively. In central cooling systems with multiple engines, each engine must be fitted with coolant inlet and outlet valves for service reasons.
Keel cooling (external cooling) General The principle of an external cooling installation is that the raw water pump and the heat exchanger(s) have been removed, and the standard circulation pump of the engine also circulates coolant in the external cooler.The engines have been fitted with connections for the external cooling system. For information on cooling system connections, positions and dimensions, refer to genset Installation Drawings. Volvo Penta does not market external cooling systems or components for such systems but Volvo Penta does market engines suitable for connection to external cooling systems. Contact Volvo Penta for assistance when calculating and designing the external cooling system. NOTE! To extend service life, it is recommended to install a fresh water filter between the external circuit and the engine. Extra expansion tank If the normal expansion tank of the engine is too small, an extra expansion tank must be installed. Position the tank at the highest point of the engine cooling system. The extra expansion tank must be connected to the suction side of the circulation pump of the engine via a static pressure line.
Max. capacity of the freshwater system in keel cooled engines This table shows engine volume excluding heat exchanger and the max. permitted total cooling system volume with standard expansion tank. NOTE! If these values are exceeded, larger expansion tank must be installed. Engine
Engine volume liter (US gal.)
Total system volume max. liter (US gal.)
D5A T
11 (2.9)
-
D5A TA
11 (2.9)
-
D7A T
14 (3.7)
-
D7A TA
14 (3.7)
-
D7C TA
14 (3.7)
-
D9*
33 (8.7)
73 (19.3)
D12
30 (8.0)
135 (35.6)
D16
38 (10.0)
67 (17.7)
*) Volumes for engine circuit only
31
Cooling system
Measuring pressure in keel cooling systems Gauge connections D5/D7/D9/D16 1
Pressure before and after keel cooler Connections for measuring pressure in the cooling circuit has to be built into the circuit, close to the connections to the engine. 1/4”R
2
4
1.
Temperature measuring
2.
Pressure measuring
3.
Temperature probe
4.
Threaded as required
3 3
0.75 x D
D
T-nipple for measuring pressure and temperature The T-nipple is used when measuring both pressure and temperature in the cooling circuit. The tool is not stocked by Volvo Penta. NOTE! It is important to place the probe correctly in the coolant flow.
32
Cooling system
Measuring temperature in keel cooling systems. Gauge connections NOTE! Before installation is carried out, the internal freshwater temperature to and from the keel cooler must be checked. The temperature gauge connections of the engines are shown in the illustrations below.
D5/D7/D9/D16 Temperature before and after keel cooler Connections for measuring temperature in the cooling circuit has to be built into the circuit, close to the connections to the engine. Thermostat housing
D12 Coolant temperature from keel cooler Cut the hose and fit a piece of pipe in between. Fit a connection with an internal thread, 1/4” NPTF, on the pipe to connect a temperature meter.
1/4” NPTF
Locally manufactured adapter pipe for measuring
33
Cooling system
Thermostats NOTE! If an engine is connected to a central cooling system, which requires full flow through the engine, and the system has its own thermostat, the thermostat(s) of the engine must be forced fully open. For engine specific data on opening temperatures of thermostats, refer to Technical Data.
Thermostat data Engine:
No. of thermostats
D5/D7
1
D9
D12
D16
1
1
1
Opening temp. °C (°F) 83 (181) 86 (187)
76 (169)
86 (187)
Fully open °C (°F)
96 (205)
86 (185)
96 (205)
16 (0.63)
16 (0.63)
16 (0.63)
95 (203) 84* (183)
Opening with fully open therm. mm (inch) 8 (0.32)
34
Cooling system
Expansion tank
A Coolant level before start up. Max. filling level with cold engine. Coolant level is not to pass below the MIN mark with cold engine. Coolant level is not to pass the MAX mark with warm engine.
Correctly designed system D
B Connection for hose from thermostat housing. C Low pressure relief valve. See next page.
C
D Pressure cap 75 kPa (11 psi). E
B
E Expansion volume.
•
MAX
F Deaeration from engine/radiator/CAC. A
G Connected to the suction side of the seawater / coolant pump.
MIN
G F Cold engine: Min 0 kPa (0 psi) Warm engine: Min 30–100 kPa (5.8–14.5 psi)
Recovery tank correctly connected 75 kPa (11 psi)
Open system
C E •
B MAX MIN
Warm engine: 40–70 kPa (5.8–10.2 psi) Cold engine: Min 0 kPa (0 psi)
Drain cock
NOTE! It is advisable not to surpass the in-between level when engine is cold. This minimises the “throw out” if an undesired quick stop occurs. NOTE! With a correctly designed cooling system the pressure cap prevents ventilation. Avoid opening the pressure cap. If necessary, always open cap when the engine is cold. NOTE! Connection (B) is to be connected before the thermostat with the hose continuously inclining in order to ensure deairing when filling up coolant after the system has been drained. NOTE! In the case of an existing manual drain cock the hose is to be connected to the bottom of the tank and connection (B) blanked (sealed off). NOTE! A restriction of 2.5 – 3.0 mm (0.10 – 0.12”) is to be fitted in each deairing hose. Locate the restriction in an inclining part of the hose.
35
Cooling system
Recovery tank incorrectly connected IMPORTANT!
Unacceptable system, fatal to the engine
If there is too little expansion volume (E) an underpressure will be created when charged after an idling period, thus causing cavitation of the jacket pump. During idling the thermostats close, the coolant is cooled off and contracting. The pressure cap has a low pressure relief valve (C) which opens up around –15 kPa (–2.2 psi). It is not healthy for a jacket pump to operate with an inlet pressure of 0 kPa (0 psi) and below, since cavitation is likely to occur.
36
0–75 kPa (0–11 psi)
75 kPa (11 psi) C B
•
E
–15 –> 70 kPa (–2.2 –> 10.2 psi)
Cooling system
Extra expansion tank Type of pressure cap and opening pressure depend on height: Height (H) engine valve cover – MIN mark
Type of pressure cap
– 2.0 m ( – 6.5’)................................................... 2.0 – 5.0 m (6.5 – 16.5’)........................................... 5.0 – 7.0 m (16.5 – 23.0’ )......................................... 7.0 – 10.0 m (23.0 – 33.0’).......................................
75 kPa (10.9 psi) 50 kPa (7.3 psi) 30 kPa (4.4 psi) Open system
NOTE! If you select an in-house manufactured expansion tank, you should use a Volvo Penta pressure cap. Choose the type of cap in accordance with table above. 115mm (4.5”)
220 mm (8.7”)
H
Heat exchanger cooled engines. Within certain limits it is possible to increase the total volume of the engine freshwater circuit without adding an extra expansion tank. Refer to table below. When the volume is further increased, the cooling system has to be equipped with an extra expansion tank. Please contact Volvo Penta for more information.
Permitted volumes with standard expansion tank: Engine including heat exchanger D5 D7 D9 D12 D16
Engine Extra circuit volume volume lit (US gal.) lit (US gal.) 21 (5.6) - 26 (6.9) - 39 (10.3) 40 (10,6) 60 (15.8) 75 (19.8) 38 (10.0) 11 (2.9)
37
Cooling system
Extra tank volume
3
4
When an extra expansion tank is installed the engine’s expansion tank must be completely filled with coolant. The expansion tank volume in the extra tank should be 15% of the total capacity of the cooling system.
5%
5% MIN
5% is meant for coolant expansion when hot (expansion volume), 5% is meant for the difference between MAX and MIN levels 5% is reserve volume. A divider can be used to improve deairing of the expansion tank.
Extra tank connections The expansion tank of the engine must have a separate vent (3) to the extra tank connected below MIN level. NOTE! If there are no manual venting nipples, the connection between engine exp. tank and extra exp. tank must be continously inclining. The hoses must be able to withstand temperatures up to 115°C (240°F). The engine’s pressure cap is replaced with a sealed cap. The standard engine venting hose from the thermostat housing can be connected to the extra expansion tank below the MIN level to facilitate venting when topping up with coolant. To improve pressurisation of the cooling system it is recommended to keep the temperature high in the expansion tank. If the tank is located in a cold place, the tank should be in a sheltered position and insulated.
38
1
5%
2 5 1.
Expansion volume, 5%
2.
Reserve volume, 5%
3.
Divider
4.
Pressure cap
5.
Vent from engine exp. tank
Exhaust system
Exhaust system General IMPORTANT! The exhaust system should be designed and installed in such a way that the exhausts are taken out of the boat without harmful backpressure for the engine and eliminating risk of overheating adjacent parts of the boat. Silencing must also be considered. NOTE! When designing the exhaust system the backpressure must not exceed the values in the table in section “Backpressure”. Volvo Penta does not market complete exhaust systems but provides some of the key components.
Example, exhaust system
1. 2. 3. 4. 5.
Fix points Flexible brackets Silencer Draining of condensation water Rain water protection
5
2
3
2
1
1
4
4
Introduction The exhaust system should be planned at the layout stage of the installation. The main objectives are to: • ensure that system backpressure is within limits stated by Volvo Penta. •
keep weight off the engine manifold and turbocharger by supporting the system.
•
allow for thermal expansion and contraction.
•
provide flexibility if the engine is mounted on flexible mounts.
•
reduce exhaust noise.
The exhaust line should preferably be made of acidproof stainless steel pipe, but a satisfactory service life can also be obtained with other stainless steel pipe. Copper pipes must not be used for diesel engines.
The line must also be provided with a flexible compensator (refer to section “Flexible compensator”) to absorb heat expansion and vibration from the engine. The compensator is fitted on the engine exhaust pipe flange as straight and stress-relieved as possible. The exhaust line must be insulated throughout its whole length. Note that the movements of the compensator must not be obstructed. The exhaust line, including silencer (refer to section “Silencers”), must be suspended by flexible brackets so that the movements caused by heat expansion are not obstructed. An arrangement for draining condensation water should be fitted at the lowest point of the line (refer to section “condensation water collector”) and as close to the engine as possible. When dimensioning the exhaust line, note that the backpressure in the complete exhaust system must not exceed the values shown in table in section “Backpressure”.
39
Exhaust system
Insulated exhaust systems
Exhaust outlet position
Due to the high temperatures, 400°C–500°C (842°F– 932°F) in the exhaust line, it must be insulated with insulating material to avoid the risk of fire and personal injury. The insulation also helps to keep the noise level low.
The outlet of the exhaust pipe must be designed so that rain water cannot enter the exhaust system. Fit an elbow, hood or self-closing cover to the end. The exhaust outlet must be in such a position that there is no possibility of hot gas entering any air inlet opening.
NOTE! Insulation of long lines will affect the exhaust backpressure and therefore the exhaust pipe diameter must be increased.
40
Exhaust system
Exhaust elbows
D
Exhaust system diameter Engine
Dry exhaust line
D5............................................................... 3”/68mm D7............................................................. 4”/107mm D9............................................................ 7”/175 mm D12.......................................................... 7”/175 mm D16.......................................................... 8”/203 mm
D16 1
Condensation water collector The exhaust gases from a combustion engine always include water vapour. This water vapour can condense and form water, which in the worst cases, can enter the engine when it is switched off.
2
Rain or condensed water that enters the engine can cause severe damage. Long exhaust lines should therefore be fitted with a water drain, which should be located as close to the engine as possible.
1.
Exhaust elbow
2/3. Condensation water collector
When the exhaust line is inclined downwards towards the engine, a condensation water collector must always be fitted. It must be located at the lowest pont of the final installation. The condensation water collector must be fitted with a cock or drain plug at the bottom.
Example: Condensation water collector for D16.
3
Multiple exhaust outlets
D total = D x K
If more than one engine is being installed, the exhaust from the engines must not be taken into the same flow.
where:
The reason is that if one engine is stopped when others are running, exhaust gases with condensate and carbon will be forced into the exhaust system of the stopped engine and then into the engine cylinders which can cause corrosion.
K is a factor
2
1.32
If a flap valve of good quality is fitted in each exhaust line near the intersection, multi-engine installations on one exhaust line can sometimes be acceptable.
3
1.55
4
1.74
5
1.90
6
2.05
To calculate the total diameter of a common exhaust pipe use the following formula:
D is exhaust pipe diameter for one engine
Number of engines
Factor K =
5
Factor K
(number of engines)²
41
Exhaust system
Flexible exhaust compensator Exhaust pipes are isolated from the engine movements usually via a flexible compensator. Installed close to the engine’s exhaust outlet, flexible exhaust compensators have three functions: •
Isolate vibrations and weight of exhaust piping from the engine
•
Compensate for thermal expansion of the exhaust piping
•
Compensate for lateral movement when the engine starts and stops, if the engine is on flexible engine mounts.
The flexible pipe is available to take up large axial movements, small radial movements but no twisting movements. It must not be bent. The flexible compensator can be fitted in different positions, but should preferably be fitted vertically. The fixture for the exhaust line should be designed to prevent that radial movements, generated by pressure pulses in the line are transfered into the compensator. Thermal growth of exhaust piping must be planned to avoid excessive load on supporting structures. The expansion of one meter of steel pipe per rise in temperature of 100 °C (212 °F) is approx. 1.2 mm (0.05”). It is therefore important to place supports to allow expansion away from engine, avoid strains or distortions to connected equipment, and to allow equipment removal without additional support. Long pipe runs are sectioned with expansion joints. Each section is fixed at one end and allowed to ex-
Measurements mm (in) Pos. in fig.
Description
Compensator type 4” (short) 4” (long) 5”
A
Hose length
185 (7.3)
500 (19.7) 500 (19.7) 500 (19.7) 250 (9.8)
B
Total nominal length
145 (5.7)
590 (23.2) 590 (23.2) 590 (23.2) 280 (11.0)
C
Screw circle diam.
170 (6.7)
170 (6.7)
200 (7.9)
D
Outer diam. flange
210 (8.3)
210 (8.3)
254 (10.0) 265 (10.4) 305 (12.0)
-
No. of holes in flange
4
4
4
4
8
E
Diam. holes in flange
17 (0.67)
18 (0.71)
18 (0.71)
18 (0.71)
18 (0.71)
F
Flange thickness
16 (0.63)
14 (0.55)
14 (0.55)
14 (0.55)
15 (0.61)
G
Inner diameter
100 (4.0)
100 (4.0)
128 (5.0)
150 (6.0)
195 (7.7)
42
6”
225 (8.7)
7”
261 (10.3)
Exhaust system Compensator 4” (short)
D
Compensator 4” (long), 5” and 6” F
F
E
D
E
A
A B
G
B
G C
C
Compensator 7” D
F
E
A
Compensator type
G
B
Installation data
C
Total nominal length B
Flexibility mm (in) Radial Axially
4” (short)
185 ±3 (±0.12)
+3, –5 (+0.12, –0.20)
4” (long)
590 ±5 (±0.20)
+5, –10 (+0.20, –0.40)
5”
590 ±5 (±0.20)
+5, –10 (+0.20, –0.40)
6”
590 ±5 (±0.20)
+5, –16 (+0.20, –0.63)
7”
280 ±15 (±0.6)
+24 (0.94)
43
Exhaust system
Silencer
Expansion (reactive) silencers
There are generally two types of silencers described as either absorptive or reactive.
6 7
3 2
4
5
1
Exhaust line 1.
Compensator
2.
Flexible exhaust hose
3.
Three point fixture
4.
Insulation (mineral wool)
5.
Silencer
6.
Flexible attachment
7.
Glass fibre fabric
Absorptive type These work on the principle of absorbing noise by means of an absorbent lining inside the silencer and normally provide attenuation over a broad frequency range.
These work on the principle of reflecting and thus containing sound within the silencer. There are internal baffle plates fitted to divide the silencer into sections, which can be individually tuned to a specific frequency. A reactive silencer creates a relatively high backpressure due to the torturous gas flow path, i.e. through the baffle plates, which reverses flow. Volvo Penta HD silencers combine reactive and absorptive type of silencing.
Silencer location The reactive silencer is fitted as close to the exhaust manifold as is practical to prevent noise break-out through pipe work. Insulation of long lines will affect the exhaust backpressure and therefore the exhaust pipe diameter must be increased.
An absorptive silencer is generally designed as a straight through and would only create a marginally greater backpressure than similar length of straight pipe.
Calculation of HD silencer backpressure To calculate the backpressure for Volvo Penta HD silencers use the following formulas (Refer to Technical Data): Exhust gas flow (m3/min) Bore velocity = (m/s) Area of pipe (m²) x 60 Resistance from graph (mm Wc) x 673 Backpressure = T + 273 T = engine exhaust temperature (°C), 1mm Wc = 0.0098 kPa
44
(mm Wc)
Exhaust system
Backpressure General The exhaust system will produce a certain resistance to the exhaust gas flow. This resistance or backpressure must be kept within specified limits. Excessive backpressure can cause damage and will lead to: •
Loss of power output
•
Poor fuel economy
•
High exhaust temperature
These conditions produce overheating and excessive smoke from the installation, and reduce the service life of the valves and turbocharger.
Max. allowed backpressure in exhaust pipe at rated rpm, kPa*
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
D5 D7 D9 D12 D16 *) 1 kPa = 100 mm wc No performance losses (Relative to technical data) Small performance losses Not acceptable
45
Exhaust system
Bore velocity in ft/s
Bore velocity in m/s
Velocity/Resistance curve at 400 °C
Resistance in inches Wc Resistance in mm Wc
Backpressure ‑ exhaust pipe ‑ calculation Using the value of the exhaust gas flow and having calculated the backpressure for a certain silencer (HD) you will be able to determine the resistance to flow in a straight exhaust pipe.
For equivalent straight length see table below:
The following formula is recommended:
3.5
0.57
1.33
4
0.65
1.52
5
0.81
1.90
6
0.98
2.28
7
1.22
2.70
1 L x Q2 P = 6.32 x D5 (T + 273) where:
Pipe diameter (inches)
Bend 45 deg. Bend 90 deg. (m/bend) (m/bend)
P = is backpressure through the exhaust pipe in Pa L = is total equivalent length of straight pipe in metres Q = is exhaust gas flow in m3/s D = is pipe diameter in metres T = is exhaust gas temperature °C NOTE! When the bends are used in the exhaust system pressure loss is expressed in equivalent straight length of pipe.
46
Adding the pressure losses through the silencer to the loss through the pipe work will give the total backpressure incurred by the exhaust system.
Exhaust system
Measue exhaust backpressure After the exhaust line has been installed, the backpressure must always be checked. This can be easily done with the aid of a transparent plastic hose connected to a measuring flange (see chapter Special tools) occasionally installed in the exhaust line. The back‑pressure can also be checked with the aid of a suitable pressure gauge. When testing is carried out, the engine should be run under full loading a sufficiently long period to obtain a stable value.
1
Measuring procedure •
Connect a manometer calibrated to 24 kPa (3.5 psi, 2440 mm wc) with pressure hose and a suitable nipple to the exhaust elbow. Alternatively, connect a transparent plastic hose with a suitable nipple to the exhaust elbow.
•
Run the engine at full load and max. rpm for several minutes and check that the backpressure does not exceed permitted value.
2
1. Nipple for connection of manometer, 1/8” NPTF 2. Manometer
Measure exhaust temperature Control measuring of the exhaust temperatue is sometimes needed to ensure the thermal conditions of the installation and in some cases the engine. It is important that the measurements are accurate. One important factor when taking these measurements is to position the probe correctly in the gas flow. See figure. With an accurate measurement (± 2%), comparison can be made with the technical data for verification provided that compensation is made for atmospheric conditions. Exhaust monitoring guages are normally less accurate.
D
0.75 x D
47
Exhaust system
Crankcase ventilation General description Connect piping to crankcase ventilation connection point on engine, refer to Installation Drawing for each genset respectively. NOTE! On some gensets closed crankcase ventilation is optional.
5 1. 2. 3. 4. 5. 6. 7.
Drainage tank Drainage valve, normally closed Drain pipe Flexible hose Flame protection Exhaust funnel Connection for measuring crankcase pressure
6
7 4
∅B
1 2 3
7
∅A
1
4 100 mm
Min. 5°
2 5–10 mm
3
Piping shall always be inclined upwards minimum 5°. The piping diameter ∅B after the drainage tank (1) shall be at least 50% larger than the flexible hose 4) diameter ∅A up to a piping length of 10 m. When piping length exceeds 10 m, diameter ∅B after 10 m shall be at least 100% larger than diameter ∅A . WARNING! Crankcase ventilation piping shall not be connected to any other piping system. If connected to the exhaust system there will be a great risk of explosion. There should always be one ventilation system for each engine. NOTE! The ventilation pipe should always be insulated when working under low temperature (arctic) conditions when there is a risk of freezing of the condensed water. NOTE! Blow by is approx. 35 ltrs/min per cylinder at 100% load. This will increase with engine hours due to wear of piston rings.
48
If the piping system is not large enough the gases will build up a pressure in the engine. This overpressure will increase stresses and wear on crank shaft, seals and gaskets in the engine. The engine also may start to leak oil. The engine condition and the crankcase ventilation system may be checked by measuring crankcase pressure. A good procedure is to measure pressure during sea trail for reference in future. Crankcase pressure shall not be exceeding max wed ankcase pressure, refer to "Technical Data".
WARNING! Never lead the gases out in the engine room. Gases from the crankcase ventilation are dangerous to human health because they contain exhaust and lubrication gases. Gases will also be sucked into the turbocharger and damage the turbo.
Engine room ventilation
Engine room ventilation and soundproofing General Engine performance Engine power is affected by a number of different factors. Among the most important ones are air pressure, air temperature and exhaust backpressure. Deviations from the normal values affect engine performance and function. Diesel engines require excess air. Deviations from the normal values show up first of all with an increase in black smoke. If the deviations from the normal values are great, the genset will lose power. For the engine to function properly and give full power, it is absolutely necessary that both the inlet and outlet air ducts are sufficiently dimensioned and installed correctly.
Two main conditions must be fulfilled: A. The engine must get enough air to allow for the combustion of the fuel. B. The engine room must be ventilated, so that the temperature can be kept down to an acceptable level. Ventilation is also important to keep the engine’s electrical equipment and fuel system at a low temperature, and for certain general cooling of the engine. If personnel are to be present in the engine room, the ventilation installation must be adapted accordingly. NOTE! All national legislations must be followed. Each classification society also has its own regulations that must be followed when required.
Engine power output and air temperature The engine’s stated power output applies at an air temperature of +25°C (77°F), air pressure of 750 mm Hg, relative humidity 30%, fuel temperature +40°C (104°F) and seawater temperature of +32°C (90°F). (According to International test standards). Adequate air supply and ventilation makes it possible to obtain as high a power output as possible together with a long engine life. In operating conditions where air temperature is constantly at or above 45°C (113°F), diesel engines must be derated, i.e. the injection pump adjusted to a lower injection quantity. NOTE! This applies only to D5 and D7 gensets. On the D9/D12/D16 gensets this is performed by the engine control system. NOTE! To reduce risk of damage to genset when operating temporarily in hot areas, reduce load. IMPORTANT! Operation at full load and the injection pump is not adjusted (de-rated) despite high air temperature, the result will be very smoky exhaust, increased thermal load and greatly increased engine wear and consequently greatly increased operating costs.
49
Engine room ventilation
Engine room layout - Emergency set Engine room layout The hot air from the radiator is ducted outside the engine room and not allowed to recirculate to keep the engine room temperature as low as possible. The exhaust silencer is supported from the roof, and the support brackets allows for expansion of the piping. The pipe is also fitted with a flexible compensator. The exhaust system is as short as possible and the number of bends kept to a minimum, to stay within back pressure limits. As with the exhaust pipe the hot air outlet ducting and any other engine/alternator connections, is of the flexible type, i.e. fuel pipes and electrical connections.
Pr Vr Ar
Vi
Vi + Vr
Ae
Vi: Air consumption Combustion (m3/min) Vr: Air consumption Cooling (m3/min) Ae: Area of air inlet (m2) Ar: Area of radiator projection (air outlet) (m2) Pr: Air outlet backpressure
IMPORTANT! Inlet air flow (Vi + Vr) must not exceed 5 m/s (≦ 5m/s). IMPORTANT! Area of air inlet (Ae) must be about 2 x area of air outlet (Ar). IMPORTANT! Maximum backpressure at air outlet (Pr) is 0.098 kPa (0.014 PSI) NOTE! For air temperature requirements, and engine air consumption, refer to Technical Data.
50
Sound and noise restrain system
Soundproofing The drive package must be installed in such a way as to minimise noise and vibration. The noise that occurs is airborne noise and structural noise (vibration).
Structural noise Vibration from the engine is transmitted via the engine mountings and the engine bed to the hull. Other routes are via the exhaust pipe, coolant pipes, fuel pipes, electrical cables and control cables.
Shift cables, throttle cables and electrical wires coming through bulkheads can perferably be drawn through a tube or a grommet, sealing off properly. At the same time the cables are protected against wear.
Fuel hoses going through a bulkhead should rest in a grommet where they pass through the bulkhead. The grommet seals off and protects the hose against sharp edges, which might cause leakage.
Other cables, electrical wires, battery leads etc can be drawn through a rubber hose or through a special PVC-tube (electrical), being built onto the bulkhead of GRP. Possible clearance between the tubing and the wires can be sealed off with some kind of insulation material or sealing compound.
Starting systems
Starting systems Air starter - typical system 1. Starter compressor 2. Air bottle
8
7
3. Safety valve 4. Manometer 5. Flexible hose
4
6. Strainer 7. Air starter 8. Starting solenoid 9. Water drainage valve 10. Non return valve
6
11. Air filter 12. Bottle shut off valve
5
13. Oil and water separator
12
12 3
3 4
4
2 2
10
1 5 11
5
1
5 9
9 13
5
10
11
Starting air bottles
Starting air compressor
The starting air bottles should be dimensioned for a nominal pressure of 30 bar.
It is recommended that the starting air receiver can be filled up from min. to max. pressure in 15–30 minutes.
Connections The starting air supply is connected to the engine via a 25,4 mm (1 inch) steel pipe with a maximum inlet pressure of 30 bar. Refer to drawing for specific data.
Class requirements
Starter motor
For specific information on your genset application, contact your Classification Society or Volvo Penta Sales Engineering.
The air starter motor is designed for a working pressure of 7 - 10 bar with a maximum pressure of 10 bar. The air flow is approx. 0,354 nm3/s
Oil and water separator The compressor/pipe should always be equipped with an oil and water separator. The start air pipes should always be laid with a slope and be arranged manual or automatic draining at the lowest point.
52
NOTE! The design of the air starter system, i.e. tank capacity (number of consecutive starts), etc, is in part determined by the rules of the classification societies.
Starting systems
Piping After the piping has been bent and welded it must be cleaned internally. The pipes must be fitted free of any bending or tensile stress at the connection to the engine and the auxiliaries. High pressure safety valve blow-off lines must end outside the engine room. The outer ends of the lines must be shielded to protect the valves against the ingress of water. All pipes and components in the start air system must be effectively treated with rust inhibitors. A strainer must be installed as close as possible to the starting device in order to protect pressure regulator, valves and starter. The inside diameter of the pipe should be dimensioned in order to reduce drop of performances if the distance between the air starter receiver and engines exceeds 5 m.
53
Electrical system
Electrical system General WARNING! Electrical installations must be planned and carried out by qualified personnel. The electrical installation has to be planned very carefully and carried out with the utmost care. Seek simplicity when designing the electrical system. The wires and connectors used in the installation have to be of a type approved for marine use. The wires should be routed in a protective sheath and clamped properly. Make sure that the wires are not installed too close to heated parts of the engine or close to another source of heat. The wires must not be subject to mechanical wear. If necessary, route the wires through protective tubing. Minimize the number of joints in the system. Make sure that cables, and joints in particular, are accessible for inspection and repair.
54
Electrical system
Batteries Battery dimensioning Starting current Cranking current for engines at +5°C (41°F). Engine
+5°C (41°F)
D5/D7..............................................................320 A D9 ...................................................................340 A D12 .................................................................500 A D16..................................................................500 A
NOTE! Breakaway current is approx. 2–2.5 x cranking current.
Selecting battery size The battery sizes listed below are recommended for Volvo Penta engines at a temperature down to +5°C. Battery voltage is 12V. Capacity (Ah) Engine +5°C (41°F) min max D5/D7................................................ 132 230 D9...................................................... 210 360 D12.................................................... 280 240 D16.................................................... 280 240
The battery capacity will decrease with approx. 1% per degree, from +20°C, which has to be considered at extreme conditions in temperature. NOTE! The list above specifies batteries per engine. For multiple installationsbatteries have to be multiplied ackordingly.
Main switch A main battery switch should be installed on the positive side. The bulkhead transitions for both the positive and negative cables must be provided with grommets. Position the main switch outside the engine room but as close to the engine as possible, to reduce cable length.
Requirements, main switch Normal voltage
Nominal capacity Contin- During uous
<48V 300A 3000A
Working temp and storage 5 sec.
Dimension terminal spade tags Min Max
Standard
Protection degree CEI529 standard
–40°C +85°C M10 SAE J1171 IP 68 –40°F +185°F
55
Electrical system
Connecting batteries
Charge state
Two 12 V batteries are connected in series so that the supply voltage is 24 V.
The charge state is the level to which the battery is charged. This state can be measured either by measuring the battery acid specific gravity in each cell or by measuring the off‑load voltage of the cell. The latter cannot be done on modern batteries since the cells’ electrical connections are enclosed and therefore not accessible for measurement. Measuring the off‑load voltage across the poles gives entirely wrong information if any cell(s) should be defective. The battery acid’s specific gravity is instead measured with a hydrometer. Specific gravity varies with temperature. The lower the temperature the higher the specific gravity.
WARNING! Always check the system voltage before connecting. •
The batteries must be similar (same capacity and voltage).
•
The batteries must be the same age since the charge current required to produce a certain voltage changes with the age of the battery.
Two batteries connected in series retain the capacity but double the voltage. During charging, each battery receives the current supplied by the charger. The total battery voltage must not exceed the battery voltage marked on the charger. When two 12 V batteries are connected in series and one battery has a short-circuited cell, the resting voltage across the two batteries will be approx. 23 V.
56
The battery is fully charged when the acid density is 1.28 g/cm3 at +25°C (77°F). A battery filled with tropical acid is fully charged when the acid specific gravity is 1.24 g/cm3 at +25°C (77°F).
Electrical system
Power supply and starter connection Batteries Primary battery (starter battery) should be connected to the starter motor terminal. Secondary battery should be connected to designated “back-up battery” connector (depending on engine type). IMPORTANT! Secondary battery is redundant power supply for the electrical system and is not used for starting. NOTE! For engine specific information on connection of power supply and starters, refer to “Wiring diagram” for each engine respectively.
Power module D9/D12/D16 The power module monitors power supply to the control system. If the power module is connected to a backup battery group, the unit automatically chooses the battery group with the highest voltage. The unit is equipped with a fully automatic circuit breaker function, which cuts the current if overloaded. NOTE! If the engine is stopped the starter motor does not automatically switch over to backup battery group. The connection for back-up battery is located on the right hand side of the engine below the starter motor. It is a two-pole connection marked "1"(+)(RED) and "2" (-)(BLACK).
Starter connection Volvo Penta supply three different types of starting systems; electric, air and hydraulic systems, where el. starter is standard. For marine gensets where combinations of different starting systems are required, refer to Volvo Penta Partner Network for available combinations. For starting battery size, refer to Battery dimensioning. Optional starter If not factory mounted, the connection for optional starter is located close to (behind) the factory mounted starter (el. starter std.), connector labeled “Opt. starter”.
57
Electrical system Power supply and starter connections (D16 with el. and air starter) Opt. Starter
Selector - air or el. start
Back-up Battery 1(+), 2(-)
Dashed lines - Yard supply
Starter motor terminal
Power supply and starter connections D5A & D7A
Air starter
El. starter
Dashed lines - Yard supply
Primary supply
58
Secondary supply
Electrical system
External stop relay D9/D16 The D9 and D16 engines are equipped with a relay that can be remotely controlled by third party equipment, e.g. a fire extinguishing system. The engine shuts down when the relay is energized. NOTE! Leave the external stop connector unconnected if the functionality is not to be used.
Connecting the external stop relay • Locate the two-pole connector on the left hand side of the engine. • Connect the accessory cable kit. Fault codes presented on Vodia when external stop relay is activated (D9 and D16): MID128, PPID 6, FMI 11
59
Electrical system
Fire extinguishing system Before the fire extinguishing system deploys, it should turn off the engine(s). By connecting the engine shut down functionality of the fire extinguishing system to the external stop relay, the engine can be shut down in case of fire.
Recommended installation
Alternative installation
(Default functionality on D12
Not active (+) when shut down (energize to run)
Active (+) when shut down (energize to stop)
NOTE! When there is a need for a hold function of the relay with active plus (+) from the fire shut down system when engine is running and no active plus (+) to shut down the system, cables have to be connected in the relay socket according to figure. Special tool is needed.
87a
Terminal 85 is connected to battery (–) and terminal +86 to the fire extinguishing system.
30 87
(+)86
(–)85
87a 30 87
Pin 1 R (+) Pin 2 SB (–)
Engine
(+)86
(–)85
Fire extinguishing system
Accessory cabel kit, 3 m (10 ft)
Main switch (+) Do not use EVC aux. relay
Pin 1 R (+) Pin 2 SB (–)
Engine Fire extinguishing system
Accessory cabel kit, 3 m (10 ft)
Main switch (+) Do not use EVC aux. relay
Classified installations (Default functionality on D9-D16) Active (+) when shut down (energize to stop)
+ 24 V
NOTE! For alternative functionality – Not active (+) when shut down (energize to run), use VODIA to change configuration.
Accessory cabel kit, 3 m (10 ft)
Fire extinguishing system
60
Control system
Classified Control System - MCC This is a general introduction to the Marine Commercial Control (MCC). For detailed installation information, refer to MCC Installation Manual for D5/D7 and D9-D16 respectively.
MCC The Volvo Penta Marine Commercial Control (MCC) is a control & monitoring system for marine applications. The Marine control unit (MCU), Engine Control Unit and Power Module, together with the Shutdown unit (SDU), provides completely redundant enginMCC system overviewTerminology
SDU The Volvo Penta Marine Commercial Control protects the engine using the Volvo Penta shutdown unit (SDU). The SDU is a stand-alone hard wired system for engine protection with separate hard-wired senders and switches inputs and Fuel stop outputs, providing a completely redundant protection system. ●
6 shutdown channels and an overspeed shutdown
●
All channels equipped with broken wire detection
●
Broken wire reset button
●
Test button for overspeed shutdown test
●
DIN 35-rail mounting
MCU The MCU communicates with Engine Management System via the CAN (D9,D12,D16) serial line using standard J1939 and J1587 communication protocols and controls and monitors the engine in 4 different applications – Propulsion, emergency, auxiliary and combined. Equipped with a powerful graphic display with icons, symbols and bar-graphs for intuitive operation, together with high functionality this sets new standards in engine controls.
Functions
On screen alarm list indication
Event and time driven engine history for back tracing
Running hours meter, number of starts counter
●
●
●
●
●
●
●
●
●
Configurable 14 binary inputs and 14 binary outputs and 8 analog inputs Magnetic pick-up speed measurement (+redundant channel) Extension units for more I/O and Remote Display panel Password protection 4 operational modes – emergency, auxiliary, harbor and propulsion 4 languages selectable on MCU
Communication ●
RS232 / Modbus RTU
●
J1939, J1587 (D9,D12,D16)
61
Control system
MCC system overview (D9, D12, D16)
Terminology MCC........................................................ MCU........................................................ SDU.........................................................
COM........................................................ RP............................................................ EMS.........................................................
PM...........................................................
62
Marine Commercial Control, name of the over all system. Marine Control Unit, the central control unit of the system. Shudown Unit, for engine protection. Activates a fuel shut-off valve to shut down the engine. Separated from the engine control system, all functions hard wired. Communication Module, for J1708/J1587 and CAN2 bus (for RP and other extension modules). Remote Panel, additional display panel for remote monitoring. Engine Management Systemmonitors engine status and handles engine speed and torque governing and overall control of fuel injection and emission control algorithms. Power Module, handles power distribution and power management. It also monitors power supply and switches to secondary power.
Control system
Shutdown system overview
Shutdown unit (SDU) The SDU has 6 shutdown channels and one overspeed shutdown.
S1 Cooling water temp
S2 Lube oil pressure, Marine Gear
S3 Lube oil pressure, Engine
S4 Cooling water pressure
S5 Oil temp (only D12 MH)
S6 Exhaust temp (only D12 MH)
Overspeed shutdown The overspeed function shuts down the engine in case of overspeed. Overspeed test To test the overspeed function push the overspeed test button (inside the SDU). When pushed the overspeed limit drops 25%.
S1 - S5 has a ~1 second delay: S6 has no delay. S1 - S6 are enabled or disabled accord. to eng. spec.
Emergency mode (shutdown override) The system can be overridden by activating the OR input (the Emergency mode lamp, when installed on output SL, will be activated). Override does not include overspeed.
Shutdown reset Activated shutdown must be reset before engine can be restarted. Shutdown reset button on engine connection box or MCU ACKN. button.
Run detection To avoid alarms when starting and stopping the engine an interlock for the shutdown pressure switches (run detection) is implemented.
NOTE! Shutdown reset button will still show SD alarm in MCU alarm list as not acknowledged alarm. Acknowledge button on MCU panel will reset shutdown and clear alarm list. Broken wire All channels are equipped with broken wire detection that activate an alarm if connection is lost or power supply to SDU is lost. Yellow LED indicates broken wire. Reset alarm on Broken wire reset button (A). NOTE! Use only non-sharp tool for SDU reset.
63
Control system
SDU indications
64
1. Green – Power
A. Broken wire reset button
2. Red – Overspeed Alarm
B. Yellow – Fuel valve Broken wire detected
3. Yellow – Run detection S4
C. Yellow – Speed sender Broken wire detected
4. Green – Run detection S2, S3
D. Yellow – S6 Broken wire detected
5. Red – S6 Shutdown active
E. Yellow – S5 Broken wire detected
6. Red – S5 Shutdown active
F. Yellow – S4 Broken wire detected
7. Red – S4 Shutdown active
G. Yellow – S3 Broken wire detected
8. Red – S3 Shutdown active
H. Yellow – S2 Broken wire detected
9. Red – S2 Shutdown active
I. Yellow – S1 Broken wire detected
10. Red – S1 Shutdown active
J. Overspeed shutdown test button
Control system
Sensor list D9 Genset Sensor list Shutdown system Sensor
Type
Channel
Limit
Coolant temp.
S1
120 °C
Lubrication oil press.
S3
100 kPa
Cooling water press.
S4
20 kPa
Overspeed 1800 rpm
OS
D9 Genset Sensor list Sensor
Signal
Range
Boost pressure
0,5 - 4,5 V
40 - 400 kPa
Boost temperature
50 - 0 kohm
-20 to 120 °C
Coolant level switch
Digital
Coolant temperature
15 - 0 kohm
Crankcase pressure
0,5 - 4,5 V
Engine Speed Camshaft
Frequency
Engine Speed Crankshaft
Frequency
Alarm
Condition/Delay
-
325 kPa
5 sec
-
80 °C
5 sec
-
Low
instant(no delay)
-20 to 120 °C
-
98 °C
5 sec
0 - 15 kPa
-
NA
rapid increase of press.
-
lost signal
signal loss/abnormal frequency
-
lost signal
signal loss/abnormal frequency
-
600 °C
5 sec
-
< 29,5 l
only on stopped engine
-
125 °C
5 sec
Exhaust gas temperature Eng oil level sensor -20 to 120 °C
Warning
Eng oil temperature
15 - 0 kohm
Piston cooling switch
Digital
-
150 kPa ±20
above 1300rpm
Water in fuel switch
Digital
-
NA
instant(no delay)
Coolant pressure 0 rpm
0,5 - 4,5 V
0 - 300 kPa
-
0
5 sec
500 rpm
-”-
-”-
-
0
-”-
1000 rpm
-”-
-”-
-
20
-”-
1500 rpm
-”-
-”-
-
50
-”-
1800 rpm
-”-
-”-
-
70
-”-
0 rpm
0,5 - 4,5 V
0 - 700 kPa
-
-50
10 sec
500 rpm
-”-
-”-
-
100
-”-
1000 rpm
-”-
-”-
-
200
-”-
1500 rpm
-”-
-”-
-
300
-”-
1800 rpm
-”-
-”-
-
300
-”-
0 rpm
0,5 - 4,5 V
0 - 700 kPa
-
0
5 sec
500 rpm
-”-
-”-
-
150
-”-
1000 rpm
-”-
-”-
-
200
-”-
1800 rpm
-”-
-”-
-
225
-”-
2300 rpm
-”-
-”-
-
250
-”-
0 rpm
0,5 - 4,5 V
0 - 300 kPa
-
0
5 sec
600 rpm
-”-
-”-
-
5
-”-
1400 rpm
-”-
-”-
-
10
-”-
1700 rpm
-”-
-”-
-
15
-”-
Fuel pressure
Eng oil pressure
Sea Water pressure
1900 rpm
-”-
-”-
-
20
-”-
65
Control system
D12 Genset sensor list - Shutdown system Sensor
Type
Channel Limit
Coolant temp.
S1
120 °C
Lubrication oil press.
S3
100 kPa
Exhaust temp
S6
650 °C
Overspeed
OS
D12 Genset Sensor list Sensor
“Yellow” alarm set pt.
“Red” alarm set pt.
Note
Boost press./temp.
Type /Range
95 / 400
98 / 410
°C / kPa
Coolant temp.
NA
100
°C
Crankcase press.
quick pressure rise
Engine Speed Cam
NA
signal loss or abnormal frequency
Engine Speed Crank
NA
signal loss or abnormal frequency
Exhaust gas temp
550
565
°C
Oil temp.
125
128
°C
Piston cooling switch
NA
1,5
bar
Sea Water press.
NA
NA
0 rpm
-20
-30
kPa
800 rpm
5
-5
kPa
1000 rpm
25
15
kPa
1500 rpm
60
50
kPa
1800 rpm
115
105
kPa
0 rpm
-50
NA
kPa
500 rpm
50
NA
kPa
1000 rpm
100
NA
kPa
1500 rpm
150
NA
kPa
1800 rpm
200
NA
kPa
0 rpm
-50
NA
kPa
500 rpm
50
NA
kPa
1000 rpm
80
NA
kPa
1500 rpm
90
NA
kPa
1800 rpm
90
NA
kPa
0 rpm
0
-10
kPa
700 rpm
100
90
kPa
1500 rpm
200
210
kPa
1800 rpm
250
240
kPa
2300 rpm
250
240
kPa
0 rpm
-100
-105
kPa
600 rpm
5
0
kPa
1400 rpm
25
20
kPa
1700 rpm
33
28
kPa
1900 rpm
37
32
kPa
Coolant press.
Fuel press.
Differential oil press.
Oil press.
Sea Water press.
66
Control system
D16 Genset sensor list shutdown system Sensor
Type
Channel
Limit
Coolant temp.
S1
120 °C
Lubrication oil press.
S3
200 kPa
Overspeed 1500 rpm
OS
1725
Overspeed 1800 rpm
OS
2070
D16 Genset Sensor list Sensor
Signal
Range
Warning
Alarm
Condition/Delay
Boost pressure
0,5 - 4,5 V
50 - 400 kPa
-
410 kPa
30 sec from start
Boost temperature
50 - 0 kohm
-40 to 130 °C
-
90 °C
90 sec from start
Coolant level switch
Digital
-
Low
30 sec from start
Coolant temperature
50 - 0 kohm
-40 to 140 °C
-
103 °C
30 sec from start
Crankcase pressure
0,5 - 4,5 V
0 - 15 kPa
-
NA
rapid increase of press. / 5 sec.
Engine Speed Camshaft
Frequency
-
lost signal
signal loss/abnormal frequency
Engine Speed Crankshaft
Frequency
-
lost signal
signal loss/abnormal frequency
Exhaust gas temperature
-
660 °C
30 sec from start
Eng oil level sensor
-
< 38 l
continuos measuring
-
128 °C
30 sec from start
Eng oil temperature
50 - 0 kohm
-40 to 140 °C
Piston cooling switch
Digital
-
NA
above 1000rpm/20 sec from start
Water in fuel switch
Digital
-
NA
instant(no delay)
Coolant pressure 0 rpm
0,5 - 4,5 V
0 - 300 kPa
0
-10
30 sec
600 rpm
-”-
-”-
5
-5
-”-
1000 rpm
-”-
-”-
55
45
-”-
1500 rpm
-”-
-”-
100
90
-”-
1900 rpm
-”-
-”-
130
120
-”-
0 rpm
0,5 - 4,5 V
0 - 700 kPa
-50
-
30 sec
600 rpm
-”-
-”-
50
-
-”-
1000 rpm
-”-
-”-
100
-
-”-
1500 rpm
-”-
-”-
175
-
-”-
1800 rpm
-”-
-”-
200
-
-”-
0 rpm
0,5 - 4,5 V
0 - 700 kPa
-100
-130
20 sec
500 rpm
-”-
-”-
150
120
-”-
1000 rpm
-”-
-”-
200
170
-”-
1500 rpm
-”-
-”-
250
220
-”-
1800 rpm
-”-
-”-
250
220
-”-
0 rpm
0,5 - 4,5 V
0 - 700 kPa
-20
-120
30 sec
600 rpm
-”-
-”-
5
-95
-”-
1400 rpm
-”-
-”-
25
-75
-”-
1700 rpm
-”-
-”-
35
-65
-”-
1900 rpm
-”-
-”-
40
-60
-”-
Fuel pressure
Eng oil pressure
Sea Water pressure
67
Control system
Sensor list D5A T, D5A TA, HE, KC & RC 1500 / 1800 rpm Shut Downs
Shut Down
Manufacturer Type
Ref
Signal type Range
Coolant temperature
103°C ± 0.5°C
Danfoss
060L4110
NOC
60-150°C
Lubrication oil pressure
1.5 Bar ± 0.5 Bar Danfoss
MBC5000/5100 061B000466 NOC 1211-1DB04
-0.2-4 Bar
Overspeed
1725 / 2070 rpm GAC
MSP6732
AC
65,66
Alarms
Alarm
Manufacturer Type
Ref
Signal type Range
Terminals
Lubrication oil pressure
< 2.0 Bar
Danfoss
MBS3100 2011-6BB04
060G14654 4-20 mA
0-10 Bar
19,20
Coolant temperataure
< 95°C
Danfoss
MBT5250/5260
084Z8066
4-20 mA
0-200°C
21,22
Danfoss
MBS3100 2011-6BB04
060G14654 4-20 mA
0-10 Bar
23,24
Danfoss
MBT5250/5260
084Z8066
4-20 mA
0-200°C
25,26
Danfoss
MBS3100 2011-6BB04
060G14654 4-20 mA
0-10 Bar
27,28
Coolant pressure
< 0.3 Bar
Lubrication oil temperature > 125°C Fuel pressure
< 2 Bar
KPS81
Fuel leakage Coolant level HC & KC
Bedia
420422
Terminals
NCC
2,14
NCC
2,13
Sensor list D7A T, D7A TA, HE, KC & RC 1500 / 1800 rpm Shut Downs
Shut Down
Manufacturer Type
Ref
Signal type Range Terminals
Coolant temperature
103°C ± 0.5°C
Danfoss
060L4110
NOC
60-150°C 2,S1
Lubrication oil pressure
1.5 Bar ± 0.5 Bar Danfoss
MBC5000/5100 061B000466 NOC 1211-1DB04
-0.2-4 Bar 2,S2
Overspeed
1725 / 2070 rpm GAC
MSP6732
AC
Alarms
Alarm
Manufacturer Type
Ref
Signal type Range Terminals
Lubrication oil pressure
< 2.0 Bar
Danfoss
MBS3100 2011-6BB04
060G14654 4-20 mA
0-10 Bar
19,20
Coolant temperataure
< 95°C
Danfoss
MBT5250/5260
084Z8066
4-20 mA
0-200°C
21,22
Coolant pressure
< 0.3 Bar
Danfoss
MBS3100 2011-6BB04
060G14654 4-20 mA
0-10 Bar
23,24
Danfoss
MBT5250/5260
084Z8066
4-20 mA
0-200°C
25,26
Danfoss
MBS3100 2011-6BB04
060G14654 4-20 mA
0-10 Bar
27,28
Lubrication oil temperature > 125°C Fuel pressure
< 2 Bar
Fuel leakage
High
Coolant level
Low
68
Bedia
KPS81
420422
65,66
NCC
2,14
NCC
2,13
Technical Data
Technical Data Engine For engine technical data, refer to ”Technical Data” at Volvo Penta Partner Network or contact Volvo Penta.
69
Technical Data
Technical Data Engine conservation General IMPORTANT! Conservation information is valid only for gensets already installed. To prevent the genset and other equipment from being harmed during long (2 months or more) periods out of service, it must be conserved. It is of utmost importance that the conservation is performed correctly. Therefore we have compiled a checklist of the most important points. Before taking the engine out of service for long periods, it should be checked by a Volvo Penta dealer for possible need of overhaul or repair. WARNING! Certain preservatives are flammable. Some are also dangerous to inhale. Provide good ventilation. Use a protective mask. IMPORTANT! The following must be considered when cleaning with a high-pressure water jet: Never point high-pressure water jets directly at seals, rubber hoses or electrical components. Never use the high-pressure function when washing the engine.
Preparation 1. Run the engine to normal operating temperature. Check that reverse gear oil levelreaches MAX on the dipstick. Stop the engine. Stop up to eight months: Change oil and oil filter on the engine and then run it warm Stop over eight months: Treat the lubricating and fuel systems with conservation oil. See directions on next page. 2. Make sure there is enough anti-freeze in the coolant. Add more if necessary. An alternative is to drain the coolant. 3. Drain the rawwater system. 4. Remove the impeller from the rawwater pump. Keep the impeller in a cool place in a closed plastic bag. 5. Drain off any water and contaminant from the fuel tank. Fill the tank with fuel to avoid condensation. 6. Disconnect the battery cables and clean and charge the batteries. Trickle charge during the storage period. A poorly charged battery can freeze and break. 7. Clean the engine externally. Touch up any paint damage with Volvo Penta original paint.
70
8. Spray electric system components with water repellant. 9. Inspect all control cables and apply anti-corrosion agent. 10. Cover the air intake , the exhaust and the engine. IMPORTANT! Never use vinyl sheets for covering. This can result in condensation and harm the installation. IMPORTANT! Store the engine in a well-ventilated room. IMPORTANT! Put a label on the engine giving the date, type of conservation and the preservative that was used.
Care during Storage Recharge the battery at least once a month. IMPORTANT! During longer periods out of operation, the preparations must be repeated every 12 months. IMPORTANT! Maximum period of time out of service is 24 months. After that the engine must be checked by a Volvo Penta dealer for possible need of overhaul or repair.
Technical Data
Return the Engine to Service 1. Remove any protective covers on the engine, air intake and exhaust.
7. Check the coolant level and anti-freeze. Top up if necessary.
2. Top up with engine oil of the correct grade in the engine and reverse gear if necessary.
8. Check under and around the engine for such items as loose or missing bolts, oil, fuel or coolant leaks and repair if needed.
3. Fit new fuel filters and bleed the fuel system. 4. Check drive belts. 5. Check the condition of rubber hoses and check hose clamps. 6. Close the drain cocks and fit the drain plugs of the rawwater system. Fit the impeller in the rawwater pump. Fill and bleed the rawwater system.
9. Connect fully charged batteries. 10. Start the engine and run it at idling speed until it reaches operating temperature before loading it. 11. Check for oil, fuel or coolant leaks. 12. When the engine has run long enough to warm up apply the load and bring it to operating speed.
Conserving for stops longer than eight months: 1. Drain the oil from the engine and fill with conservation oil* to just over the MIN mark on the dipstick. 2. Connect supply and return fuel lines to a fuel can filled with 1/3 conservation oil* and 2/3 diesel fuel. 3. Bleed the fuel system. 4. Start the engine and run it at fast idling speed until approximately two liters of the fuel/conservation oil mixture have been consumed. Stop the engine and connect the ordinary fuel lines. 5. Drain the conservation oil from the engine. 6. Follow the directions on the previous page in other respects. * Conservation oils are available from oil companies.
71
Technical Data
Technical Data Recommendations on load conditions Diesel engines are designed for operating conditions close to rated power. The lowest specific fuel consumption is at approx. 75% of the rated load. Increased engine oil consumption When operating at low loads, tolerances in mating parts will increase due to lower engine temperatures. Bigger tolerances allow more engine oil to pass between valve guides and stems, liners and pistons, causing an increase in engine oil consumption.
Incomplete combustion Unburned fuel in the cylinders will fall down into the crankcase and dilute the lubricating oil resulting in increased wear of rotating parts. Carbon deposits will remain on piston tops and in the top of liners and might cause the piston to seize. NOTE! Short periods of low load operation is not a problem, as long as it is followed by periods of operation at higher loads.
Lower exhaust temperatures May result in condense of sulfuric acids in the exhaust system, causing corrosive damage. Valves will be covered with soot and partly close the flow of combustion air and exhaust gases.
The average load on a genset engine should be approximately 75%. Example: Genset running in “harbour mode”. Run time
Hours
Load
18:00 - 06:00
12 hours
at 20% load
06:00 - 11:00
5 hours
at 30% load
11:00 - 13:00
2 hours
at 50% load,
13:00 - 18:00
5 hours
at 30% load
Total
24 hours average 27%
IMPORTANT! The engine must be cleaned regularly in cases of extended periods of “low load operation”. Operation at higher loads (above 70%) for at least one hour, will “clean” the engine from unburned residues. Engine cleaning intervals: Average load (24 hrs)
required hours (at high load)
required load (min.)
interval (max.)
10 - 30 %
1
75%
24 hours
30 - 50 %
1
75%
100 hours
50 - 75 %
1
75%
250 hours
IMPORTANT! Continuous running at low load will shorten engine service intervals.
72
Technical Data
Technical Data Generator Volvo Penta generators are 4-pole brushless AC marine generators with tropical insulation H. They come as one- or two-bearing generators with a voltage range up to 600 V. The stator winding is shorted 2/3 pitch winding, ideal for non linear load (thyristor load). Volvo Penta generators are equipped with automatic voltage regulator (AVR) for accurate voltage regulation and a permanent magnet is mounted for independent power supply to AVR. NOTE! For generator technical data, refer to information supplied by generator manufacturer, Newage Stamford.
73
Technical Data
Technical Data MCU General Power supply Voltage range........................................................... 8-36V DC Consumption ........................................................... 0,34A at 8VDC ................................................................................. 0,12A at 24VDC ................................................................................. 0,09A at 36VDC Battery voltage measurement tolerance . ................ 2 % at 24V Real Time Clock (RTC) battery life-cycle .............. 10 years NOTE! RTC battery flat causes wrong Date&Time information only. Operating conditions Operating temperature............................................. -20 ¸ +70 °C Storage temperature................................................. Humidity.................................................................... Flash memory data retention time . ......................... Protection front panel ..............................................
-30 ¸ +80 °C 95% without condensation 10 years IP65
Dimensions and weight Dimensions . ............................................................ 180x120x50mm Weight ..................................................................... 800g Binary inputs Number of inputs...................................................... 14 Input resistance........................................................ 4.7 kohm Input range............................................................... 0-36 VDC Switching voltage, closed contact indication............ 0-2 V Max voltage for open contact indication................... 8-36 V Binary open collector outputs Number of outputs.................................................... Maximum current (outputs BO1, BO2)..................... Maximum current (outputs BO3 - BO14).................. Maximum switching voltage......................................
74
14 1A 0,5 A 36 VDC
Technical Data Group 1 AI1 – AI4 Number of inputs...................................................... Resolution................................................................. Jumper selectable range.......................................... Maximal resistance range......................................... Maximal voltage range............................................. Maximal current range.............................................. Resistance measurement tolerance......................... Voltage measurement tolerance............................... Current measurement tolerance...............................
4 unipolar 10 bits V, ohm, mA 2500 ohm 4,0 V 0 – 20 mA ± 2 % ± 2 ohm out of measured value ± 1 % ± 1mV out of measured value ± 1 % ± 0,5mA out of measured value
Group 2 AI5 – AI8 Number of inputs...................................................... Resolution................................................................. Jumper selectable range.......................................... Maximal resistance range......................................... Maximal voltage range............................................. Maximal current range.............................................. Resistance measurement tolerance.........................
4 bipolar (up to 16) bits V, ohm, mA, thermocoupler 2500 ohm ± 1000 mV or 100mV ± 0 - 20 mA active, 0 - 20 mA passive ± 0,5 % ± 2 ohm out of measured value
Voltage measurement tolerance............................... ± 0,5 % ± 1mV out of measured value Current measurement tolerance............................... ± 0,5 % ± 0,5mA out of measured value RS232 interface Maximal distance...................................................... 10m Speed....................................................................... 19.2kbps
75
Technical Data
Technical Data Electrical System For technical data on the electrical system, refer to ”Technical Data”, ”General Arrangement” and ”Wiring Diagrams” on Volvo Penta Partner Network or contact Volvo Penta.
76
Technical Data
Technical Data Engine oil recommendations NOTE! Oil filter must be changed with every oil change.
Volvo Penta Oil Quality Types1)
Type 1 Type 2:
API: CI-4, CH-4, CG-4, CF-4 or CF or ACEA E7, E5, E3 or E2 VDS and ACEA E3 2) or VDS and API CG-4 3)
Type 3:
Type 4:
VDS-2 and ACEA E7 4) or VDS-2 and Global DHD-1 or VDS-2 and API CH-4 or VDS-2 and API CI-4 VDS-3
When oil quality specifications are joined by “or” (Type 1, 2 and 3), either engine oil specification can be used. When oil quality specifications are joined by “and” (Type 2 and 3), the engine oil must fulfill both requirements. 2) ACEA E3 can be replaced by ACEA E4, E5 or E7. 3) API CG-4 can be replaced by API CI-4. 4) ACEA E7 has replaced ACEA E5, but if available ACEA E5 can be used. 1)
VDS = Volvo Drain Specification ACEA = Association des Constructeurs Européenne d’Automobiles API = American Petroleum Institute Global DHD = Global Diesel Heavy Duty TBN = Total Base Number
NOTE! Mineral based oil, either fully or semi-synthetic, can be used on condition that it complies with the quality requirements.
77
Technical Data
Oil change interval, reached first in operation2)
Sulfur content in fuel, by weight
Engine
Oilgrade1)
< 0,5 %
0,5 – 1,0 %
> 1,0 %2)
D5/D7
Oil Type 2 Oil Type 3 Oil Type 2
500 h/12 months 200 h/12 months 100 h/12 months
250 h/12 months 100 h/12 months 50 h/12 months
125 h/12 months 50 h/12 months 25 h/12 months
D9/D12/D16 Oil Type 4 Oil Type 3 Oil Type 2
500 h/12 months 500 h/12 months 300 h/12 months
250 h/12 months 200 h/12 months 150 h/12 months
125 h/12 months 100 h/12 months 75 h/12 months
D25 - D65 1) 2)
Oil Type 1
250 h/12 months
Lowest recommended oil type, engine oil of a higher type can always be used.
If sulphur content is > 1.0% by weight, use oil with TBN > 15.
NOTE! In genset applications (D25 - D65), when running at low loads, there is a risk of engine oil being diluted with fuel due to combustion gas leakage through piston rings. This will be detected in oil tests as lowered flame point and viscosity. To avoid this, increase load factor or adjust oil change interval accordingly.
78
Technical data
Technical Data Fuel specification Fuel must comply with national and international standards for commercially supplied fuels, e.g.:
JIS KK 2204..............................Type1, Type2, Type3 ASTM, D975 ....................................No.1-D, No.2-D EN590.............................. with national environment and cold requirements
Sulfur content Complying with legal requirements in each country. If the sulfur content exceeds 0.5 wt%, service intervals must be changed, refer to Operator’s Manual. Fuels with low density (urban diesel in Sweden and city diesel in Finland) can result in a loss of power by approx. 5% and an increase in fuel consumption of approx. 2–3 %.
79
Technical Data
Technical Data Coolant specification Always use Volvo Penta Coolant in the freshwater cooling circuit. Volvo Penta Coolant acts both as anti-freeze agent and provides corrosion protection for the metal parts of the cooling system. It also lubricates the coolant pump seals and reduce the risk of cavitation. Future claims might be rejected should Volvo Penta Coolant not have been used. IMPORTANT! Mixing other types of concentrated coolant with Volvo Penta Coolant, may decrease corrosion protection and may damage the engine or block the cooling system. IMPORTANT! Coolant must be mixed withclean water, use distilled - de-ionized water. The water must comply with the requirements in ASTM D4985, refer to “Water quality”.
Water quality Always use clean water that complies with the requirements in ASTM D4985. If these requirements are not complied with, corrosion may occur, which would result in impaired cooling performance. Total solid content..................................................... < 340 ppm Total hardness ......................................................... < 9,5 °dH Chloride ................................................................... Sulphate................................................................... pH value .................................................................. Silica......................................................................... Iron .......................................................................... Manganese . ............................................................ Conductivity ............................................................. Organic content, CODMn ..........................................
< 40 ppm < 100 ppm < 5,5 – 9 < 20 mg SiO2/l < 0.10 ppm < 0.05 ppm < 500 µS/cm <15 mg KMnO4/L
Volvo Penta Coolant Is a concentrated coolant that is to be mixed with water. It has been developed to function optimally with Volvo Penta engines and provides excellent protection against corrosion, cavitation and frost damage. Volvo Penta Coolant, Ready Mixed A ready-mixed coolant, 40% “Volvo Penta Coolant” and 60% water. This concentration protects the engine against corrosion, cavitation damage and freezing conditions down to -28 °C (18°F).
Mixing ratio Mix 40% Volvo Penta Coolant (conc. coolant) and 60% water. This mixture protects the engine against internal corrosion, cavitation and frost damage down to -28 °C (18°F). (Using 60 % glycol lowers the freezing point to -54 °C (65°F)). If the coolant contains less than 40% Volvo Penta Coolant, the cooling galleries in the engine or radiator may be blocked by contamination. If the coolant contains more than 60% Volvo Penta Coolant the cooling ability of the coolant mixture is impaired, this may cause the engine to overheat. Too high concentration of Volvo Penta Coolant also impairs the frost protection.
IMPORTANT! It is extremely important that the correct concentration of coolant is added to the system. Mix in a separate, clean vessel before adding into the cooling system. Ensure that the liquids mix properly.
80
.......................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ....................................................................................................................................................................................... ....................................................................................................................................................................................... .......................................................................................................................................................................................
.......................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ........................................................................................................................................................................................... ....................................................................................................................................................................................... ....................................................................................................................................................................................... .......................................................................................................................................................................................
Report form Do you have any complaints or other comments about this manual? Please make a copy of this page, write your comments down and post it to us. The address is at the bottom of the page. We would prefer you to write in English or Swedish.
From:............................................................................... ........................................................................................ ........................................................................................ ........................................................................................
Refers to publication:................................................................................................................................................ Publication no.:....................................................................... Issued:......................................................................
Suggestion/reasons:................................................................................................................................................. ................................................................................................................................................................................. ................................................................................................................................................................................. ................................................................................................................................................................................. ................................................................................................................................................................................. ................................................................................................................................................................................. ................................................................................................................................................................................. ................................................................................................................................................................................. .................................................................................................................................................................................
Date:..............................................................
Name:............................................................
AB Volvo Penta Technical Information SE-405 08 Göteborg Sweden
7747513 English 02-2007
