HP Hewlett Packard Portable Generator Generating Set User Manual

GENERATING SET

INSTALLATION

MANUAL

TABLE OF CONTENTS

PAGE

1. INSTALLATION FACTORS

2. MOVING THE GENERATING SET

3. GENERATING SET LOCATION

4. GENERATING SET MOUNTING

5. VENTILATION

6. ENGINE EXHAUST

7. EXHAUST SILENCING

8. SOUND ATTENUATION

9. ENGINE COOLING

10. FUEL SUPPLY

11. SELECTING FUELS FOR STANDBY DEPENDABILITY

12. TABLES AND FORMULAS FOR ENGINEERING STANDBY

GENERATING SETS:

Table 1

Table 2

Table 3

Table 4

Table 5

Table 6

Table 7

Table 8

Table 9

Table 10

Table 11

Table 12

Table 13

Length Equivalents

Area Equivalents

Mass Equivalents

Volume and Capacity Equivalents

Conversions for Units of Speed

Conversions of Units of Power

Conversions for Measurements of Water

Barometric Pressures and Boiling Points of Water at Various Altitudes

Conversions of Units of Flow

Conversions of Units of Pressure and Head

Approximate Weights of Various Liquids

Electrical Formulae

kVA/kW Amperage at Various Voltages

Conversions of Centigrade and Fahrenheit

Fuel Consumption Formulas

Electrical Motor Horsepower

Piston Travel

Break Mean Effective Pressure

13. GLOSSARY OF TERMS

in any form without the express prior written permission of FG Wilson (Engineering) Ltd.

Never lift the generating set by attaching to the

engine or alternator lifting lugs!

1. INSTALLATION FACTORS

Once the size of the generating set and the required

associated control panel and switchgear have been

established, plans for installation can be prepared.

Proper attention to mechanical and electrical

engineering details will assure a satisfactory power

system installation.

For lifting the generating set, lift points are

provided on the baseframe. Shackles and chains of

suitable length and lifting capacity must be used

and a spreader bar is required to prevent damaging

the set. See figure 2.1. An optional "single point

lifting bale" is available if the generating set will be

regularly moved by lifting.

Factors to be considered in the installation of a

generator are:

3. GENERATING SET

LOCATION

Access and maintenance location.

Floor loading.

Vibration transmitted to building and equipment.

Ventilation of room.

Engine exhaust piping and insulation.

Noise reduction.

Method of engine cooling.

Size and location of fuel tank.

Local, national or insurance regulations.

Smoke and emissions requirements.

The set may be located in the basement or on

another floor of the building, on a balcony, in a

penthouse on the roof or even in a separate

building. Usually it is located in the basement for

economics and for convenience of operating

personnel. The generator room should be large

enough to provide adequate air circulation and

plenty of working space around the engine and

alternator.

2. MOVING THE GENERATING

SET

If it is necessary to locate the generating set

outside the building, it can be furnished enclosed in

a housing and mounted on a skid or trailer. This

type of assembly is also useful, whether located

inside or outside the building, if the installation is

temporary. For outside installation the housing is

normally "weatherproof". This is necessary to

prevent water from entering the alternator

The generating set baseframe is specifically

designed for ease of moving the set. Improper

handling can seriously damage the generator and

components.

Using a forklift,the generating set can be lifted or

pushed/pulled by the baseframe. An optional "Oil

Field Skid" provides fork lift pockets if the set will

be regularly moved.

compartment if the generating set is to be exposed

to rain accompanied by high winds.

FIG 2.1. PROPER LIFTING ARRANGEMENT

discharge duct, conduit for control and power

cables and other externally connected support

systems.

4. GENERATING SET

MOUNTING

The generating set will be shipped assembled on a

rigid base that precisely aligns the alternator and

engine and needs merely to be set in place (on

vibration isolation pads for larger sets) and levelled.

See figure 4.1

4.2 Floor Loading

Floor loading depends on the total generating set

weight (including fuel and water) and the number

and size of isolator pads. With the baseframe

mounted directly on the floor, the floor loading is:

4.1 Vibration Isolation

Total Generating Set Weight

Floor Loading =

Area of Skids

It is recommended that the generating set be

mounted on vibration isolation pads to prevent the

set from receiving or transmitting injurious or

objectionable vibrations. Rubber isolation pads are

used when small amounts of vibration transmission

is acceptable. Steel springs in combination with

rubber pads are used to combat both light and

heavy vibrations. On smaller generating sets, these

isolation pads should be located between the

coupled engine/alternator feet and the baseframe.

The baseframe is then securely attached to the

floor. On larger sets the coupled engine/alternator

should be rigidly connected to the baseframe with

vibration isolation between the baseframe and floor.

Other effects of engine vibration can be minimised

by providing flexible connections between the

engine and fuel lines, exhaust system, radiator air

With vibration isolation between the baseframe and

the floor, if the load is equally distributed over all

isolators, the floor loading is:

Total Generating Set Weight

Floor Loading =

Pad Area x Number of Pads

Thus, floor loading can be reduced by increasing

the number of isolation pads.

If load is not equally distributed, the maximum floor

pressure occurs under the pad supporting the

greatest proportion of load (assuming all pads are

the same size):

Load on Heaviest Loaded Pa

Max Floor Pressure=

Pad Area

FIG 4.1 REDUCING VIBRATION TRANSMISSION

In providing ventilation, the objective is to maintain

the room air at a comfortable temperature that is

cool enough for efficient operation and full

available power, but it should not be so cold in

winter that the room is uncomfortable or engine

starting is difficult. Though providing adequate

ventilation seldom poses serious problems, each

installation should be analysed by both the

distributor and the customer to make sure the

ventilation provisions are satisfactory.

5. VENTILATION

Any internal combustion engine requires a liberal

supply of cool, clean air for combustion. If the air

entering the engine intake is too warm or too thin,

the engine may not produce its rated power.

Operation of the engine and alternator radiates heat

into the room and raises the temperature of the

room air. Therefore, ventilation of the generator

room is necessary to limit room temperature rise and

to make clean, cool intake air available to the

engine.

5.1 Circulation

Good ventilation requires adequate flow into and

out of the room and free circulation within the room.

Thus, the room should be of sufficient size to allow

free circulation of air, so that temperatures are

equalised and there are no pockets of stagnant air.

See figure 5.1. The generating set should be

located so that the engine intake draws air from the

cooler part of the room. If there are two or more

generating sets, avoid locating them so that air

heated by the radiator of one set flows toward the

engine intake or radiator fan of an adjacent set. See

figure 5.2.

When the engine is cooled by a set mounted

radiator, the radiator fan must move large quantities

of air through the radiator core. There must be

enough temperature difference between the air and

the water in the radiator to cool the water

sufficiently before it re-circulates through the

engine. The air temperature at the radiator inlet

depends on the temperature rise of air flowing

through the room from the room inlet ventilator. By

drawing air into the room and expelling it outdoors

through a discharge duct, the radiator fan helps to

maintain room temperature in the desirable range.

FIG 5.1 TYPICAL ARRANGEMENT FOR ADEQUATE AIR CIRCULATION AND VENTILATION

Both the inlet and exit ventilators should have

louvres for weather protection. These may be fixed

but preferably should be movable in cold climates.

For automatic starting generating sets, if the

louvres are movable, they should be automatically

operated and should be programmed to open

immediately upon starting the engine.

5.2 Ventilators

To bring in fresh air, there should be an inlet

ventilator opening to the outside or at least an

opening to another part of the building through

which the required amount of air can enter. In

smaller rooms, ducting may be used to bring air to

the room or directly to the engine's air intake. In

addition, an exit ventilator opening should be

located on the opposite outside wall to exhaust

warm air. See Figure 5.3.

FIG 5.2 TYPICAL ARRANGEMENT FOR PROPER VENTILATION WITH MULTIPLE GENERATING SETS

and silencer so that heat radiation from this source

may be neglected in calculating air flow required for

room cooling.

5.3 Inlet Ventilator Size

Before calculating the inlet ventilator size, it is

necessary to take into account the radiator cooling

air flow requirements and the fan static pressure

available when the generating set is operating at its

rated load. In standard room installations, the

radiated heat is already taken into account in the

radiator air flow.

After determining the required air flow into the

room, calculate the size of inlet ventilator opening

to be installed in the outside wall. The inlet

ventilator must be large enough so that the

negative flow restriction will not exceed a maximum

10 mm (0.4 in) H₂O. Restriction values of air filters,

screens and louvres should be obtained from

manufacturers of these items.

For generator room installation with remote

radiators, the room cooling airflow is calculated

using the total heat radiation to the ambient air of

the engine and alternator and any part of the

exhaust system.

5.4 Exit Ventilator Size

Engine and alternator cooling air requirements for

FG Wilson generating sets when operating at rated

power are shown on specification sheets. Exhaust

system radiation depends on the length of pipe

within the room, the type of insulation used and

whether the silencer is located within the room or

outside. It it usual to insulate the exhaust piping

Where the engine and room are cooled by a set

mounted radiator, the exit ventilator must be large

enough to exhaust all of the air flowing through the

room, except the relatively small amount that enters

the engine intake.

FIG 5.3 INLET AND EXIT VENTILATORS

It is not normally recommended that the engine

exhaust share a flue with a furnace or other

equipment since there is danger that back pressure

caused by one will adversely affect operation of the

others. Such multiple use of a flue should be

attempted only if it is not detrimental to

6. ENGINE EXHAUST

Engine exhaust must be directed to the outside

through a properly designed exhaust system that

does not create excessive back pressure on the

engine. A suitable exhaust silencer should be

connected into the exhaust piping. Exhaust system

components located within the engine room should

be insulated to reduce heat radiation. The outer

end of the pipe should be equipped with a rain cap

or cut at 60° to the horizontal to prevent rain or

snow from entering the exhaust system. If the

building is equipped with a smoke detection

system, the exhaust outlet should be positioned so

it cannot set off the smoke detection alarm.

performance of the engine or any other equipment

sharing the common flue.

The exhaust can be directed into a special stack that

also serves as the outlet for radiator discharge air

and may be sound-insulated. The radiator

discharge air enters below the exhaust gas inlet so

that the rising radiator air mixes with the exhaust

gas. See figures 6.2 and 6.3. The silencer may be

located within the stack or in the room with its tail

pipe extending through the stack and then outward.

Air guide vanes should be installed in the stack to

turn radiator discharge air flow upward and to

reduce radiator fan air flow restriction, or the sound

insulation lining may have a curved contour to

direct air flow upward. For a generating set

enclosed in a penthouse on the roof or in a separate

outdoor enclosure or trailer, the exhaust and

radiator discharges can flow together above the

enclosure without a stack. Sometimes for this

purpose the radiator is mounted horizontally and

the fan is driven by an electric motor to discharge

air vertically.

6.1 Exhaust Piping

For both installation economy and operating

efficiency, engine location should make the exhaust

piping as short as possible with minimum bends

and restrictions. Usually the exhaust pipe extends

through an outside wall of the building and

continues up the outside of the wall to the roof.

There should be a sleeve in the wall opening to

absorb vibration and an expansion joint in the pipe

to compensate for lengthways thermal expansion or

contraction. See figure 6.1.

SILENCER/PIPEWORK

SUPPORTS

WALL SLEEVE

AND EXPANSION

JOINT

EXHAUST

SILENCER

RAIN CAP

FIG 6.1 TYPICAL EXHAUST SYSTEM INSTALLATION

and silencer and retained by a stainless steel or

aluminium sheath may substantially reduce heat

radiation to the room from the exhaust system.

6.2 Exhaust Pipe Flexible Section

A flexible connection between the manifold and the

exhaust piping system should be used to prevent

transmitting engine vibration to the piping and the

building, and to isolate the engine and piping from

forces due to thermal expansion, motion or weight

of piping. A well designed flex section will permit

operation with ± 13 mm (0.5 in) permanent

displacement in any direction of either end of the

section without damage. Not only must the section

have the flexibility to compensate for a nominal

amount of permanent mismatch between piping and

manifold, but it must also yield readily to

An additional benefit of the insulation is that it

provides sound attenuation to reduce noise in the

room.

6.4 Minimising Exhaust Flow

Restriction

Free flow of exhaust gases through the pipe is

essential to minimise exhaust back pressure.

Excessive exhaust back pressure seriously affects

engine horsepower output, durability and fuel

consumption. Restricting the discharge of gases

from the cylinder causes poor combustion and

higher operating temperatures. The major design

factors that may cause high back pressure are:

intermittent motion of the Generating Set on its

vibration isolators in response to load changes.

The flexible connector should be specified with the

Generating Set.

6.3 Exhaust Pipe Insulation

Exhaust pipe diameter too small

Exhaust pipe too long

Too many sharp bends in exhaust system

Exhaust silencer restriction too high

At certain critical lengths, standing pressure

waves may cause high back pressure

No exposed parts of the exhaust system should be

near wood or other inflammable material. Exhaust

piping inside the building (and the silencer if

mounted inside) should be covered with suitable

insulation materials to protect personnel and to

reduce room temperature. A sufficient layer of

suitable insulating material surrounding the piping

FIG 6.2 HORIZONTALLY MOUNTED EXHAUST SILENCER

WITH EXHAUST PIPE AND RADIATOR AIR

UTILISING COMMON STACK

FIG 6.3 RADIATOR AIR DISCHARGING INTO

SOUND-INSULATED STACK CONTAINING

EXHAUST SILENCER

Excessive restriction in the exhaust system can be

avoided by proper design and construction. To

make sure you will avoid problems related to

excessive restriction, ask The FG Wilson distributor

to review your design.

Flexible Sections:

Length (ft): 0.167 x Diameter (inches)

The following formula is used to calculate the back

pressure of an exhaust system:

The effect of pipe diameter, length and the

restriction of any bends in the system can be

calculated to make sure your exhaust system is

adequate without excessive back pressure. The

longer the pipe, and the more bends it contains, the

larger the diameter required to avoid excessive flow

restriction and back pressure. The back pressure

should be calculated during the installation stage to

make certain it will be within the recommended limits

for the engine.

CLRQ

P =

where:

= back pressure in inches of mercury

= .00059 for engine combustion airflow of 100 to 400 cfm

= .00056 for engine combustion airflow of 400 to 700 cfm

= .00049 for engine combustion airflow of 700 to 2000 cfm

= .00044 for engine combustion airflow of 2000 to

5400 cfm

Measure the exhaust pipe length from your

installation layout. See figure 6.4. Take exhaust

flow data and back pressure limits from the

generating set engine specification sheet. Allowing

for restrictions of the exhaust silencer and any

elbows in the pipe, calculate the minimum pipe

diameter so that the total system restriction will not

exceed the recommended exhaust back pressure

limit. Allowance should be made for deterioration

and scale accumulation that may increase restriction

over a period of time.

= length of exhaust pipe in feet

= exhaust density in pounds per cubic foot

41.1

R =

Exhaust temperature F* + 460 F

= exhaust gas flow in cubic feet per minute*

= inside diameter of exhaust pipe in inches

* Available from engine specification sheet

These formulae assume that the exhaust pipe is

clean commercial steel or wrought iron. The back

pressure is dependent on the surface finish of the

piping and an increase in the pipe roughness will

increase the back pressure. The constant 41.1 is

based on the weight of combustion air and fuel

burned at rated load and SAE conditions. See

engine specification sheet for exhaust gas

Elbow restriction is most conveniently handled by

calculating an equivalent length of straight pipe for

each elbow and adding it to the total length of pipe.

For elbows and flexible sections, the equivalent

length of straight pipe is calculated as follows:

45° Elbow:

Length (ft) = 0.75 x Diameter (inches)

temperature and air flow. Conversion tables to other

units are provided in Section 12.

90° Elbow:

Length (ft) = 1.33 x Diameter (inches)

FIG 6.4 MEASURING EXHAUST PIPE LENGTH TO DETERMINE EXHAUST BACK PRESSURE

Silencers normally are available in two

7. EXHAUST SILENCING

configurations - (a) end inlet, end outlet, or (b) side

inlet, end outlet. Having the choice of these two

configurations provides flexibility of installation,

such as horizontal or vertical, above engine, on

outside wall, etc. The side-inlet type permits 90°

change of direction without using an elbow. Both

silencer configurations should contain drain fittings

in locations that assure draining the silencer in

whatever attitude it is installed.

Excessive noise is objectionable in most locations.

Since a large part of the generating set noise is

produced in the engine's pulsating exhaust, this

noise can be reduced to an acceptable level by

using an exhaust silencer. The required degree of

silencing depends on the location and may be

regulated by law. For example, the noise of an

engine is objectionable in a hospital area but

generally is not as objectionable in an isolated

pumping station.

The silencer may be located close to the engine,

with exhaust piping leading from the silencer to the

outside; or it may be located outdoors on the wall

or roof. Locating the silencer close to the engine

affords best overall noise attenuation because of

minimum piping to the silencer. Servicing and

draining of the silencer is likely to be more

7.1 Exhaust Silencer Selection

The silencer reduces noise in the exhaust system by

dissipating energy in chambers and baffle tubes

and by eliminating wave reflection that causes

resonance. The silencer is selected according to

the degree of attenuation required by the site

conditions and regulations. The size of silencer and

exhaust piping should hold exhaust back pressure

within limits recommended by the engine

manufacturer.

convenient with the silencer indoors.

However, mounting the silencer outside has the

advantage that the silencer need not be insulated

(though it should be surrounded by a protective

screen). The job of insulating piping within the

room is simpler when the silencer is outside, and the

insulation then can aid noise attenuation.

Silencers are rated according to their degree of

silencing by such terms as "low degree" or

"industrial", "moderate" or "residential" and "high

degree" or "critical".

Since silencers are large and heavy, consider their

dimensions and weight when you are planning the

exhaust system. The silencer must be adequately

supported so its weight is not applied to the

engine's exhaust manifold or turbocharger. The

silencer must fit into the space available without

requiring extra bends in the exhaust piping, which

would cause high exhaust back pressure. A side-

inlet silencer may be installed horizontally above

the engine without requiring a great amount of

headroom.

Low-Degree or Industrial Silencing - Suitable

for industrial areas where background noise

level is relatively high or for remote areas

where partly muffled noise is permissible.

Moderate-Degree or Residential Silencing -

Reduces exhaust noise to an acceptable level

in localities where moderately effective

silencing is required - such as semi-

residential areas where a moderate

Silencers or exhaust piping within reach of

personnel should be protected by guards or

insulation. Indoors, it is preferable to insulate the

silencer and piping because the insulation not only

protects personnel, but it reduces heat radiation to

the room and further reduces exhaust system noise.

Silencers mounted horizontally should be set at a

slight angle away from the engine outlet with a

drain fitting at the lowest point to allow the disposal

of any accumulated moisture.

background noise is always present.

High-Degree or Critical Silencing - Provides

maximum silencing for residential, hospital,

school, hotel, store, apartment building and

other areas where background noise level is

low and generating set noise must be kept to a

minimum.

the engine. Cooling devices are commonly coolant-

to-air (radiator) or coolant-to-raw water (heat

exchanger) types.

8. SOUND ATTENUATION

If noise level must be limited, it should be specified

in terms of a sound pressure level at a given

distance from the generator enclosure. Then the

enclosure must be designed to attenuate the noise

generated inside the enclosure to produce the

required level outside. Don't attempt to make this

noise level unnecessarily low, because the means of

achieving it may be costly.

In the most common generating set installation, the

engine coolant is cooled in a set-mounted radiator

with air blown through the radiator core by an

engine driven fan. Some installations use a remotely

mounted radiator, cooled by an electric motor-

driven fan. Where there is a continuously available

supply of clean, cool raw water, a heat exchanger

may be used instead of a radiator; the engine

coolant circulates through the heat exchanger and

is cooled by the raw water supply.

Use of resilient mounts for the generating set plus

normal techniques for controlling exhaust, intake

and radiator fan noise should reduce generating set

noise to an acceptable level for many installations.

If the remaining noise level is still too high, acoustic

treatment of either the room or the generating set is

necessary. Sound barriers can be erected around

the generating set, or the walls of the generator

room can be sound insulated, or the generating set

can be enclosed in a specially developed sound

insulated enclosure. See figure 8.1.

An important advantage of a radiator cooling

system is that it is self-contained. If a storm or

accident disrupted the utility power source, it might

also disrupt the water supply and disable any

generating set whose supply of raw water

depended upon a utility.

Whether the radiator is mounted on the generating

set or mounted remotely, accessibility for servicing

the cooling system is important. For proper

maintenance, the radiator fill cap, the cooling

system drain cocks, the fan belt tension adjustment

must all be accessible to the operator.

In most cases it is necessary that the air intake and

air discharge openings will have to be fitted with

sound attenuators. If it is desired to protect

operating personnel from direct exposure to

generating set noise, the instruments and control

station may be located in a separate sound-

insulated control room.

9.1 Set Mounted Radiator

9. ENGINE COOLING

A set-mounted radiator is mounted on the

generating set base in front of the engine. See

figure 9.1. An engine-driven fan blows air through

the radiator core, cooling the liquid engine coolant

flowing through the radiator.

Some diesel engines are air cooled but the majority

are cooled by circulating a liquid coolant through

the oil cooler if one is fitted and through passages

in the engine block and head. Hot coolant emerging

from the engine is cooled and recirculated through

FIG 8.1 TYPICAL SOUND ATTENUATED INSTALLATION

FIG 9.1 SET MOUNTED RADIATOR DISCHARGING THROUGH OUTSIDE WALL

Set mounted radiators are of two types. One type is

be relatively clean to avoid clogging the radiator

core. Adequate filtration of air flowing into the

room should assure relatively clean air. However if

the air at the site normally contains a high

concentration of dirt, lint, sawdust, or other matter,

the use of a remote radiator, located in a cleaner

environment, may alleviate a core clogging problem.

used with the cooling fan mounted on the engine.

The fan is belt-driven by the crankshaft pulley in a

two-point drive. The fan support bracket, fan

spindle and drive pulley are adjustable with respect

to the crankshaft pulley in order to maintain proper

belt tension. The fan blades project into the

radiator shroud, which has sufficient tip clearance

for belt tension adjustment.

It is recommended that a set-mounted radiator's

discharge air should flow directly outdoors through

a duct that connects the radiator to an opening in

an outside wall. The engine should be located as

close to the outside wall as possible to keep the

ducting short. If the ducting is too long, it may be

more economical to use a remote radiator. The air

flow restriction of the discharge and the inlets duct

should not exceed the allowable fan static pressure.

The other type of set mounted radiator consists of

an assembly of radiator, fan, drive pulley and

adjustable idler pulley to maintain belt tension. The

fan is mounted with its centre fixed in a venturi

shroud with very close tip clearance for high-

efficiency performance. The fan drive pulley, idler

pulley and engine crankshaft pulley are precisely

aligned and connected in a three-point drive by the

belts. This second type of set-mounted radiator

usually uses an airfoil-bladed fan with the close-

fitting shroud.

When the set-mounted radiator is to be connected

to a discharge duct, a duct adapter should be

specified for the radiator. A length of flexible duct

material (rubber or suitable fabric) between the

radiator and the fixed discharge duct is required to

isolate vibration and provide freedom of motion

between the generating set and the fixed duct.

The proper radiator and fan combinations will be

provided by FG Wilson and furnished with the

generating set. Air requirements for cooling a

particular FG Wilson generator are given in the

specification sheet. The radiator cooling air must

FIG 9.2 REMOTE RADIATOR CONNECTED DIRECTLY

TO ENGINE COOLING SYSTEM

FIG 9.3 REMOTE RADIATOR ISOLATED FROM

ENGINE COOLING SYSTEM BY HEAT

EXCHANGER

A separate pump circulates radiator coolant

between the remote radiator and the heat exchanger

tank.

9.2 Remote Radiator

A remote radiator with electric motor-driven can be

installed in any convenient location away from the

generating set. See figure 9.2. A well-designed

remote radiator has many useful features and

advantages that provide greater flexibility of

generating set installations in buildings.

Heat exchangers also are used for cooling the

engine without a radiator, as described in the

following section.

9.4 Heat Exchanger Cooling

More efficient venturi shroud and fan provide a

substantial reduction in horsepower required for

engine cooling. The fan may be driven by a

thermostatically controlled motor, which will only

draw power from the generating set when required

to cool the engine. A remote radiator can be

located outdoors where there is less air flow

restriction and air is usually cooler than engine

room air, resulting in higher efficiency and smaller

size radiator; and fan noise is removed from the

building.

A heat exchanger may be used where there is a

continuously available supply of clean, cool raw

water. Areas where excessive foreign material in the

air might cause constant radiator clogging - such as

in saw mill installations - may be logical sites for

heat exchanger cooling. A heat exchanger cools the

engine by transferring engine coolant heat through

passages in the elements to cool raw water. Engine

coolant and raw cooling water flows are separated

completely in closed systems, each with its own

pump, and never intermix.

Remote radiators must be connected to the engine

cooling system by coolant piping, including flexible

sections between engine and piping.

A heat exchanger totally replaces the radiator and

fan. See figure 9.5. It usually is furnished as part of

the generating set assembly, mounted on the

engine, although it can be located remotely. Since

the engine does not have to drive a radiator fan,

there is more reserve power available.

9.3 Remote Radiator/Heat Exchanger

System

Another type of remote radiator system employs a

heat exchanger at the engine . See figure 9.3 and 9.4.

In this application, the heat exchanger functions as

an intermediate heat exchanger to isolate the engine

coolant system from the high static head of the

remote radiator coolant. The engine pump

The raw water side of the heat exchanger requires a

dependable and economical supply of cool water.

Soft water is desired to keep the heat exchanger in

good operating condition. For standby service, a

well, lake or cooling tower is preferred over city

water since the latter may fail at the same time that

normal electric power fails, making the generator

useless.

circulates engine coolant through the engine and

the element of the heat exchanger.

AUXILIARY PUMP

HEAT

EXCHANGER

FIG 9.4 TYPICAL HEAT EXCHANGER INSTALLATION

FIG 9.5 HEAT EXCHANGER COOLING SYSTEM

9.5 Antifreeze Protection

10. FUEL SUPPLY

If the engine is to be exposed to low temperatures,

the cooling water in the engine must be protected

from freezing. In radiator-cooled installations,

antifreeze may be added to the water to prevent

freezing. Ethylene glycol permanent antifreeze is

recommended for diesel engines. It includes its

own corrosion inhibitor, which eventually may have

to be replenished. Only a non-chromate inhibitor

should be used with ethylene glycol.

A dependable fuel supply system must assure

instant availability of fuel to facilitate starting and

to keep the engine operating. This requires, at a

minimum, a small day tank (usually incorporated

into the generating set baseframe - called a

basetank) located close to the set. With generally

only a capacity of 8 hours operation, this day tank

is often backed up by an auxiliary remote fuel

system including a bulk storage tank and the

associated pumps and plumbing. Extended

capacity basetanks are also generally available for

longer operation prior to refuelling. Especially for

standby generating sets it not advisable to depend

on regular delivery of fuel. The emergency that

requires use of the standby set may also interrupt

the delivery of fuel.

The proportion of ethylene glycol required is

dictated primarily by the need for protection against

freezing in the lowest ambient air temperature that

will be encountered. The concentration of ethylene

glycol must be at least 30% to afford adequate

corrosion protection. The concentration must not

exceed 67% to maintain adequate heat transfer

capability.

10.1 Fuel Tank Location

For heat exchanger cooling, antifreeze does only

half the job since it can only be used in the engine

water side of the heat exchanger. There must be

assurance that the raw water source will not freeze.

The day tank should be located as close to the

generating set as possible. Normally it is safe to

store diesel fuel in the same room with the

generating set because there is less danger of fire or

fumes with diesel than with petrol (gasoline). Thus,

if building codes and fire regulations permit, the day

tank should be located in the base of the generating

set, along side the set, or in an adjacent room.

9.6 Water Conditioning

Soft water should always be used in the engine

whether cooling is by radiator or by heat exchanger

Adding a commercial softener is the easiest and

most economical method of water softening. Your

FG Wilson Distributor can recommend suitable

softeners. Manufacturers instructions should be

carefully followed.

Where an remote fuel system is to be installed with

a bulk storage tank, the bulk tank may be located

outside the building where it will be convenient for

refilling, cleaning and inspection. It should not,

however, be exposed to freezing weather because

fuel flow will be restricted as viscosity increases

with cold temperature. The tank may be located

either above or below ground level.

fuel level gauges on the basetank and no manual fill

facility All other connections on top of the tank

must be sealed to prevent leakage. Fuel System 1 is

not compatible with the polyethylene fuel tanks

standard on smaller generator sets. The optional

metal tank is required. A 2001 Series control system

(or above) is required.

10.2 Remote Fuel Systems

Three types of remote fuel systems are

recommended by the manufacturer:

Fuel System 1: Installations where the bulk fuel

tank is lower than the day tank.

Fuel System 2: Installations where the bulk fuel

tank is higher than the day tank.

Fuel System 4: Installations where fuel must be

pumped from a free standing bulk fuel tank to

the day tank.

The position of the bulk fuel tank should take into

account that the maximum suction lift of the fuel

transfer pump is approximately 3 metres and that the

maximum restriction caused by the friction losses in

the return fuel line should not exceed 2 psi.

Fuel System 1: The bulk fuel tank is lower than the

day tank. With this system the fuel must be pumped

up from the bulk tank to the day tank which is

integrated into the baseframe. See figure 10.1.

Fuel System 2: The bulk tank is located higher

than the basetank. With this system the fuel is

gravity fed from the bulk tank to the basetank. See

figure 10.2.

Figure 10.2:Typical Layout with Fuel System 2

Figure 10.1: Typical Layout with Fuel System1

The key components are the bulk fuel tank (item 1),

which is higher than the basetank, remote fuel

system controls (item 2) located in the generator set

control panel, a DC motorised fuel valve (item 3),

fuel level switches in the basetank (item 4), an

extended vent/return line (continuous rise) on the

basetank (item 5), the fuel supply line (item 6), a

fuel strainer (item 7) and an isolating valve at the

bulk tank (item 8).

The key components are the bulk fuel tank (item 1),

which is lower than the basetank, remote fuel

system controls (item 2) located in the generator set

control panel, an AC powered electric fuel pump

(item 3), fuel level switches in the basetank (item 4),

an extended vent on the basetank (item 5), the fuel

supply line (item 6), the fuel return line (item 7), and

a fuel strainer (item 8) on the inlet side of the pump.

When set to automatic, the system operates as

follows: low fuel level in the basetank is sensed by

the fuel level sensor. The DC motorised valve is

opened and fuel is allowed to flow from the high

level bulk tank to the basetank by the force of

gravity. To help ensure that clean fuel reaches the

engine, fuel from the bulk tank is strained just prior

to the motorised valve. When the basetank is full,

as sensed by the fuel level sensor, the motorised

valve is closed.

When set to automatic, the system operates as

follows: low fuel level in the basetank is sensed by

the fuel level sensor. The pump begins to pump

fuel from the bulk tank to the basetank through the

fuel supply line. To help ensure that clean fuel

reaches the engine, fuel from the bulk tank is

strained just prior to the electric fuel pump. When

the basetank is full, as sensed by the fuel level

sensor, the pump stops. If there should be any

overflow of fuel in the basetank, the excess will

drain back into the bulk tank via the return line.

Any overflow into the basetank or overpressure in

the basetank will flow back to the bulk tank via the

extended vent.

With this system, the basetank must include the

overflow (via the return line), a 1.4 metre extended

vent to prevent overflow through the vent, sealed

With this system, the basetank must include an

overflow via the return line, sealed fuel level gauges

and no manual fill facility. All other connections on

top of the tank must be sealed to prevent leakage.

Fuel System 2 is not compatible with the

top of the tank must be sealed to prevent leakage.

Fuel System 4 is not compatible with the

polyethylene fuel tanks standard on smalle

generator sets. The optional metal tank is required.

A 2001 Series control system (or above) is required.

polyethylene fuel tanks standard on smaller

generator sets. The optional metal tank is required.

A 2001 Series control system (or above) is required.

Distance ‘A’ on Figure 10.4 is limited to 1400mm for

all generator sets with metal basetanks. Note that

the maximum restriction caused by friction losses

and height of the return line should not exceed 2

psi.

Distance ‘A’ in Figure 10.2 is limited to 1400mm for

all generator sets with metal basetanks.

Fuel System 4: Some installations may require a

system where fuel is pumped from a free standing

bulk tank (see Figure 10.4). This pumped system

would only be used if gravity feed is not possible

from the bulk tank to the basetank.

10.3 Tank Construction

Fuel tanks are usually made of welded sheet steel or

reinforced plastic. If an old fuel tank is used, be

sure it is made of a proper material. It should be

cleaned thoroughly to remove all rust, scale and

foreign deposits.

Connections for fuel suction and return lines must

be separated as much as possible to prevent re-

circulation of hot fuel and to allow separation of

any gases entrained in the fuel. Fuel suction lines

should extend below the minimum fuel level in the

tank. Where practical, a low point in the tank

should be equipped with a drain valve or plug, in an

accessible location, to allow periodic removal of

water condensation and sediment. Or a hose may

be inserted through the tank's filter neck when

necessary to suck out water and sediment.

Figure 10.4:Typical Layout with Fuel System 4

The key components are the above ground bulk

fuel tank (item 1), remote fuel system controls (item

2) located in the generator set control panel, an AC

Fuel Pump (item 3), a DC motorised fuel valve (item

4), fuel level switches in the basetank (item 5), the

fuel supply line (item 6), an extended vent/return

line (continuous rise) on the basetank (item 7), a

fuel strainer (item 8) and an isolating valve at the

bulk tank (item 9).

The filler neck of the bulk fuel tank should be

located in a clean accessible location. A removable

wire screen of approximately 1.6 mm (1/16 inch)

mesh should be placed in the filler neck to prevent

foreign material from

entering the tank. The filler neck cap or the highest

point in the tank should be vented to maintain

atmospheric pressure on the fuel and to provide

pressure relief in case a temperature rise causes the

fuel to expand. It will also prevent a vacuum as fuel

is consumed. The tank may be equipped with a fuel

level gauge - either a sight gauge or a remote

electrical gauge.

When set to automatic, the system operates as

follows: low fuel level in the basetank is sensed by

the fuel level sensor. The DC motorised valve is

opened and the pump begins to pump fuel from the

bulk tank to the basetank through the supply line.

To help ensure that clean fuel reaches the engine,

fuel from the bulk tank is strained just prior to the

motorised valve. When the basetank is full, as

sensed by the fuel level sensor, the pump stops

and the motorised valve is closed. Any overflow

into the basetank or overpressure in the basetank

will flow back to the bulk tank via the extended

vent.

10.4 Fuel Lines

The fuel lines can be of any fuel compatible material

such as steel pipe or flexible hoses that will tolerate

environmental conditions.

Fuel delivery and return lines should be at least as

large as the fitting sizes on the engine, and overflow

piping should be one size larger. For longer runs of

piping or low ambient temperatures the size of these

lines should be increased to ensure adequate flow.

With this system, the basetank must include an

overflow via the return line, sealed fuel level gauges

and no manual fill facility. All other connections on

Flexible piping should be used to connect to the

engine to avoid damage or leaks caused by engine

vibration.

The fuel delivery line should pick up fuel from a

point no lower than 50 mm (2”) from the bottom of

tank at the high end, away from the drain plug.

10.5 Day Tank Capacity

The capacity of the day tank is based on the fuel

consumption and the expected number of hours of

operation that is requested between refills.

Particularly with standby generators, the availability

of fuel delivery service will determine the number of

operating hours that must be provided for. Don't

depend on quick service the very day your set

starts to operate. A power outage may hamper your

supplier's operation also.

In addition, the size of the day tank should be large

enough to keep fuel temperatures down, since some

engines return hot fuel used to cool the injectors.

Model

Extra Capacity

With Fuel

Coolers

Without Fuel

Coolers

P910-P1100E

P1250-P1650E

P1700-P2200E

1500 litres

2250 litres

3000 litres

4500 litres

6000 litres

Reliable operation of diesel engines may vary from

one fuel to another, depending on many factors,

including fuel characteristics and engine operating

conditions.

11. SELECTING FUELS

FOR STANDBY

DEPENDABILITY

The fuels commonly known as high-grade fuels

seldom contribute to the formation of harmful

engine deposits and corrosion. On the other hand,

while refining improves the fuel, it also lowers the

B.T.U. or heat value of the fuel. As a result, the

higher grade fuels develop slightly less power than

the same quantity of low grade fuel. This is

usually more than offset by the advantages of high

grade fuels such as quicker starts and less frequent

overhauls. Before using low-grade fuels, therefore,

some understanding of the problems and extra

costs that may be encountered is necessary.

The types of fuels available for diesel engines, vary

from highly volatile jet fuels and kerosene to the

heavier fuel oils. Most diesel engines are capable

of burning a wide range of fuels within these

extremes. The following information will assist you

in selecting the type of fuel that will afford the best

overall performance and reliability of your

Generating Set.

11.1 Types Of Fuel Oil

The quality of fuel oil can be a dominant factor in

satisfactory engine life and performance. A large

variety of fuel oils are marketed for diesel engine

use. Their properties depend upon the refining

practices employed and the nature of the crude oils

from which they are produced. For example, fuel

oils may be produced within the boiling range of

148 to 371°C (300 to 700°F), having many possible

combinations of other properties.

Fuels with high sulphur content cause corrosion,

wear and deposits in the engine. Fuels that are not

volatile enough or don't ignite rapidly may leave

harmful deposits in the engine and may cause poor

starting or running under adverse operating

conditions. The use of low grade fuels may require

the use of high priced, higher detergent lubricating

oils and more frequent oil changes.

The additional contaminants present in low grade

fuels may result in darker exhaust and more

pronounced odour. This may be objectionable in

hospitals, offices commercial and urban locations.

Thus, location, application and environmental

conditions should be considered when selecting

fuel.

11.2 Fuel Selection Guide

Specify fuel properties according to the following

chart.

Final

Boiling

Point

Cetane

Number

(Min)

Sulphur

Number

(Max)

The Generating Set owner may elect to use a low

grade fuel because high-grade fuels are not readily

available in his area or because he can realise a net

saving with low grade fuels despite higher engine

maintenance costs. In that case, frequent

examination of lubrication oil should be made to

determine sludge formation and the extent of lube

oil contamination.

Winter

290°C (550ºF) 45

0.5 %

Summer 315°C (600ºF) 40

Selecting a fuel that keeps within these

specifications will tend to reduce the possibility of

harmful deposits and corrosion in the engine, both

of which could result in more frequent overhauls

and greater maintenance expense. Specify exact

fuel properties to your local fuel supplier.

Aside from the various grades of fuel oil commonly

used in diesel engines, aircraft jet fuels also are

sometimes used, especially in circumstances where

the jet fuels are more readily available than

conventional fuels. Jet fuels are lower in B.T.U.

content and lubrication quality than conventional

fuels. As a result, some diesel fuel systems must

undergo major modifications to accommodate this

type of fuel. For use of jet fuel please consult FG

Wilson.

11.3 Maintaining Fresh Fuel

Most fuels deteriorate if they stand unused for a

period of many months. With standby generators it

is preferable to store only enough fuel to support a

few days or even only eight hours of continuous

running of the Generating Set so that normal engine

testing will turn over a tank full within a year and a

half.

Other solutions are to add inhibitors to the fuel or

to obtain greater turnover by using the fuel for

other purposes. A gum inhibitor added to diesel

fuel will keep it in good condition up to two years.

If the building furnace has an oil burner, it is

possible to burn diesel fuel in the furnace,

connecting both the engine and the furnace to the

same tank. In this way, a large supply of diesel fuel

is available for emergency use by the Generating

Set, and the fuel supply is continuously turned over

since it is being burned in the furnace. Thus, there

is no long term storage problem.

11.4 Self Contained Dependability

In some areas, where natural gas is cheap, natural

gas spark ignition engines are used in Generating

Sets that are intended for continuous service. For

standby service, however, this is not recommended.

The natural gas supply and regulation system adds

substantially to the complexity of the installation,

and there is little to be gained in terms of fuel cost

over a period of time. More important, it makes the

emergency power less dependable. Not only is

such an engine less dependable than a diesel, but

often the same storm or accident that disrupts the

normal electric power also cuts off gas service.

Thus, a natural gas engine would be disabled at the

very time it is needed. By contrast, a diesel engine,

with its fuel in a nearby tank, is a self contained

system that does not depend on outside services.

It is more dependable and affords greater standby

protection than systems which depend on a public

utility for fuel.

12. TABLES AND FORMULAS FOR ENGINEERING STANDBY GENERATING

SETS

Table 1. Length Equivalents

Unit

Microns

Meters

Kilometres Inches

Feet

Yards

Miles

1 Micron

1 Meter

1 Kilometre

1 Inch

0.000001 --

0.00003937

39.37

39,370

0.621

1,000,000

25,400

3.281

3281

0.0833

5280

1.0936

1093.6

0.0278

0.3333

1000

0.0254

0.3048

0.9144

1609

1 Foot

1 Yard

1 Mile

1.609

63,360

1760

One unit in the left-hand column equals the value of units under the top heading.

Table 2. Area Equivalents

Unit

1 In²

1 Ft²

In²

144

1550

Ft²

Acre

640

Mile²

M²

Hectare

Km²

0.006944

0.00064516

0.0929

4,047

2,589,998

1 Acre

1 Mile²

1 M²

43,560

27,878,400

10.764

107,639

10,763,867

0.0015625

0.003861

0.3861

0.4047

258.99

100

0.004047

2.5899

0.01

1 Hectare

1 Km²

2.471

247.1

10,000

1,000,000

One unit in the left-hand column equals the value of units under the top heading.

Table 3. Mass Equivalents

Tons

Unit

Ounces

Pounds

0.0625

2.205

2000

2240

2205

Kilograms

0.02835

0.4536

907.2

1016

Short

Long

Metric

1 Ounce

35.27

32000

35840

35274

1 Pound

1 Kilogram

1 Short Ton

1 Long Ton

1 Metric Ton

0.8929

0.9842

0.9072

1.016

1.12

1.102

1000

One unit in the left-hand column equals the value of units under the top heading.

Table 4. Volume and Capacity Equivalents

Unit

Inches³

Feet³

Yards³

Meters³

US Liquid

Gallons

Imperial

Gallons

Litres

1 Inch³

1 Ft.³

1 Yd.³

1 M³

0.000579

35.31

0.1337

0.0000214

0.03704

1.308

0.00495

0.0000164

0.0283

0.765

0.004329

7.481

202

264.2

0.00359

6.23

168.35

220.2

0.833

0.0164

28.32

764.6

1000

1728

46656

61023

231

0.003785

3.785

U.S.Liq.Gal

1 Imp. Gal.

277.42

61.02

0.16

0.03531

0.00594

0.001308

0.004546

0.001

1.2

0.2642

0.22

4.546

1 Litre

One unit in the left-hand column equals the value of units under the top heading.

Table 5. Conversions for Units of Speed

Unit

Feet/Secon

Feet/Min

Miles/Hr

Meters/Sec Meters/Mi

Km/Hr

1 Foot/Sec

1 Foot/Min

1 Mile/Hr

1 Meter/Sec

1 Meter/Min

1 Km/Hr

60.0

196.848

0.6818

0.1136

0.3048

0.00508

18.288

26.822

0.0167

1.467

3.281

0.05468

1.6093

0.03728

0.6214

0.2778

One unit in the left-hand column equals the value of units under the top heading.

Table 6. Conversions For Units Of Power

Unit

Horsepower

Foot-lb/Minute

Kilowatts

Metric

Btu/Minute

Horsepower

1 Horsepower

33,000

0.746

1.014

42.4

0.001285

1 Foot-

lb/Minute

1 Kilowatt

1.341

0.986

44,260

32,544

1.360

56.88

41.8

1 Metric

Horsepower

0.736

1 Btu. /Minute

0.0236

777.6

0.0176

0.0239

One unit in the left-hand column equals the value of units under the top heading.

Mechanical power and ratings of motors and engines are expressed in horsepower.

Electrical power is expressed in watts or kilowatts.

Table 7. Conversions for Measurements of Water

Unit

Feet³

Pounds Gal

Gal

Litres

Head

(Ft)

lb/in²

Ton/Ft²

Head

(Meters

)

Ft³/Min

Gal.(U.S)

/Hr

(U.S (IMP)

)

Feet³

62.42

Pounds

0.01602

0.12 0.10 0.4536 --

Gal

(U.S)

8.34

Gal

(IMP)

Litres

10.0

2.2046 --

4.335

Head

(Ft)

lb/in²

2.3070

35.92

0.02784 0.7039

Ton/Ft²

Head

(Meters)

1.4221 --

Ft³/Min

448.92

Gal.

(U.S)/Hr

0.002227

One unit in the left-hand column equals the value of units under the top heading.

Table 8. Barometric Pressures and Boiling Points of Water at Various Altitudes

Barometric Pressure

lb/in²

Water Boiling

Point

(Ft)

Inches of

Mercury

Feet Water

ºF

ºC

Sea Level

1000

29.92

28.86

27.82

26.81

25.84

24.89

23.98

23.09

22.22

21.38

20.58

19.75

19.03

18.29

17.57

16.88

14.69

14.16

13.66

13.16

12.68

12.22

11.77

11.33

10.91

10.50

10.10

9.71

33.95

32.60

31.42

30.28

29.20

28.10

27.08

26.08

25.10

24.15

23.25

22.30

21.48

20.65

19.84

18.07

212.0

210.1

208.3

206.5

204.6

202.8

201.0

199.3

197.4

195.7

194.0

192.0

190.5

188.8

187.1

185.4

100

2000

3000

4000

5000

6000

7000

8000

9000

10,000

11,000

12,000

13,000

14,000

15,000

95.9

94.9

94.1

91.9

88.9

9.34

8.97

8.62

8.28

87.1

86.2

85.2

One unit in the left-hand column equals the value of units under the top heading.

Table 9. Conversions of Units of Flow

U.S

Million U.S

Feet³/Second

Meters³/Hour Litres/Second

Unit

Gallons/Minute Gallons/Day

1 U.S

0.001440

0.00223

1.547

0.2271

157.73

0.0630

43.8

Gallon/Minute

1 Million U.S

Gallons/Day

1 Foot³/Second

694.4

448.86

4.403

15.85

0.646

0.00634

0.0228

101.9

3.60

28.32

0.2778

1 Meter³/Hour

0.00981

0.0353

1 Litre/Second

One unit in the left-hand column equals the value of units under the top heading.

Table 10. Conversions of Units of Pressure and Head

Unit

mm Hg

in. Hg

0.0394

in H O

ft H O

lb/in²

kg/cm²

Atmos kPa

0.0013 --

1mm

1 in.

0.5352

13.5951

0.0447

1.1330

0.0833

0.01934 0.00136

0.49115 0.03453

0.03613 0.00254

25.4

0.0334 3.386

0.0025 0.249

1 in

1.86827 0.0736

22.4192 0.8827

H O

1 ft

0.43352 0.030479 0.0295 2.989

H O

1 lb/ in² 51.7149 2.0360

27.6807

393.7117

2.3067

32.8093

0.07031

0.0681 6.895

0.9678 98.07

735.559 28.959

14.2233

kg/cm²

Atmos. 760.456 29.92

kPa 7.50064 0.2953

406.5

4.0146

33.898

0.3346

14.70

0.14504 0.0102

1.033

101.3

0.0099

One unit in the left-hand column equals the value of units under the top heading.

Table 11. Approximate Weights of Various Liquids

Pounds per U.S

Gallon

Specific Gravity

Diesel Fuel

Ethylene Glycol

Furnace Oil

Gasoline

6.88 - 7.46

9.3 - 9.6

6.7 - 7.9

5.6 - 6.3

6.25 - 7.1

7.5 - 7.7

8.34

0.825 - 0.895

1.12 - 1.15

0.80 - 0.95

0.67 - 0.75

0.75 - 85

Kerosene

Lube. Oil (Medium)

Water

0.90 - 0.92

1.00

Table 12. Electrical formulae

Desired Data

Single Phase

Three-Phase

Direct Current

Kilowatts (kW)

I x V x PF

1000

I x V

1000

3 x I x V x PF

1000

Kilovolt-Amperes

kVA

I x V

1000

3 x V x E

1000

I x V x Eff . x PF

746

I x V x Eff .

746

Electric Motor

Horsepower

Output (HP)

3 x I x V x Eff . x PF

746

HP x 746

V x Eff

Amperes (I)

When Horsepower

is known

V x Eff . x PF

3 x V x Eff . x PF

kW x 1000

V x PF

kW x 1000

3 x V x PF

kW x 1000

Amperes (I)

When Kilowatts

are known

kVA x 1000

3 x V

Amperes (I)

When kVA is

known

Where:

V = Volts

= Amperes

Eff = Percentage Efficiency

Watts

PF = Power Factor=

I x V

TABLE 13. kVA/kW AMPERAGE AT VARIOUS VOLTAGES

(0.8 Power Factor)

kVA

6.3

9.4

12.5

18.7

31.3

37.5

208V 220V 240V

380V

400V 440V 460V 480V 600V 2400V

33000V

4160V

17.5

26.1

34.7

69.5

104

139

173

208

261

278

347

433

520

608

694

866

16.5

24.7

49.5

15.2

22.6

30.1

60.2

75.5

90.3

120

152

181

226

240

301

375

450

527

601

751

903

9.6

9.1

13.6

18.2

27.3

36.4

45.5

54.6

8.3

12.3

16.6

24.9

33.2

41.5

49.8

66.5

99.6

123

133

166

208

249

289

332

415

498

581

665

830

996

8.1

7.6

11.3

15.1

22.5

30.1

37.8

45.2

6.1

9.1

7.5

14.3

19.2

28.8

38.4

57.6

115

143

154

192

240

288

335

384

480

576

672

770

960

16.2

24.4

32.4

40.5

48.7

7.5

9.1

12.1

15.1

18.1

22.6

24.1

4.4

5.5

6.6

3.5

82.5

4.4

5.2

8.7

10.5

13.9

17.5

104

121

139

132

165

198

247

264

330

413

495

577

660

825

990

8.8

62.5

10.9

13.1

16.4

17.6

21.8

27.3

109

131

153

176

109

136

146

182

228

273

318

364

455

546

637

730

910

97.5

120

130

162

204

244

283

324

405

487

568

650

810

975

93.8

100

125

156

187

219

250

312

375

438

500

625

750

875

100

113

120

150

188

225

264

301

376

451

527

602

752

902

100

125

150

175

200

250

120

150

180

211

241

300

361

422

481

602

721

842

962

105

120

150

180

210

241

300 1040

350 1220 1155

400 1390 1320

500 1735 1650

600 2080 1980

700 2430 2310

800 2780 2640

1053

1203

1504

1803

2104

2405

1150 1090

1344 1274 1162 1136 1052

1540 1460 1330 1300 1203

112

125

156

187

218

250

281

312

900 3120 2970

2709

3009

3765

4520

5280

6020

6780

7520

9040

10550

12040

1730 1640 1495 1460 1354 1082

1920 1820 1660 1620 1504 1202

2400 2280 2080 2040 1885 1503

2880 2730 2490 2440 2260 1805

3350 3180 2890 2830 2640 2106

3840 3640 3320 3240 3015 2405

4320 4095 3735 3645 3400 2710

4800 4560 4160 4080 3765 3005

5760 5460 4980 4880 4525 3610

6700 6360 5780 5660 5285 4220

7680 7280 6640 6480 6035 4810

271

301

376

452

528

602

678

752

904

1055

1204

197

218

273

327

380

436

491

546

654

760

872

156

174

218

261

304

348

392

435

522

610

695

1000 3470 3300

1250 4350 4130

1500 5205 4950

1750

2000

2250

2500

3000

3500

4000

375

437

500

Conversions of Centigrade and Fahrenheit

Water freezes at 0 ºC (32ºF)

ºF= ( 1.8 x ºC ) + 32

Water boils at 100 ºC (212ºF)

ºC = 0.5555 ( ºF - 32 )

Fuel Consumption Formulas

Fuel Consumption(lb / hr) = Specific FuelCons.( lb / BHP / hr) xBHP

Spec. Fuel Cons. (lb / BHP / hr) x BHP

Fuel Consumption(US gal / hr) =

FuelSpecific Weight(lb / US gal )

FuelSpec.Weight( lb / US gal) = FuelSpecific Gravity x8.34 lb

FuelCons.( US gal / hr) x FuelSpec. Wt(lb / US gal)

Specific FuelConsumption(lb / BHP / hr) =

BHP

Spec.Fuel Cons.(lb / BHP / hr)

BHP

Specific Fuel Consumption( kg / BHP / hr) =

Electrical Motor Horsepower

kW Input x Motor Efficiency

Electrical Motor Horsepower =

Engine Horsepower Required =

Piston Travel

0.746 x Generator Efficiency

kW Output Required

0.746 x Generator Efficiency

Feet Per Minute(FPM) = 2 x L x N

Where L = Length of Stroke in Feet

N = Rotational Speed of Crankshaft in RPM

BREAK MEAN EFFECTIVE PRESSURE (BMEP) (4 Cycle)

792 , 000 x BHP

BMEP =

Total Displacement x RPM

13. GLOSSARY OF TERMS

ALTERNATING CURRENT (AC) - A current which periodically reverses in direction and changes its magnitude

as it flows through a conductor or electrical circuit. The magnitude of an alternating current rises from zero to

maximum value in one direction, returns to zero, and then follows the same variation in the opposite direction.

One complete alternation is one cycle or 360 electrical degrees. In the case of 50 cycle alternating current the

cycle is completed 50 times per second.

AMBIENT TEMPERATURE - The air temperature of the surroundings in which the generating system operates.

This may be expressed in degrees Celsius or Fahrenheit.

AMPERE (A) - The unit of measurement of electric flow. One ampere of current will flow when one volt is applied

across a resistance of one ohm.

APPARENT POWER (kVA, VA)- A term used when the current and voltage are not in phase i.e. voltage and

current do not reach corresponding values at the same instant. The resultant product of current and voltage is

the apparent power and is expressed in kVA.

AUTOMATIC SYNCHRONIZER - This device in its simplest form is a magnetic type control relay which will

automatically close the generator switch when the conditions for paralleling are satisfied.

BREAK MEAN EFFECTIVE PRESSURE (BMEP) - This is the theoretical average pressure on the piston of an

engine during the power stroke when the engine is producing a given number of horsepower. It is usually

expressed in pounds/inch . The value is strictly a calculation as it cannot be measured, since the actual cylinder

pressure is constantly changing. The mean or average pressure is used to compare engines on assumption that

the lower the BMEP, the greater the expected engine life and reliability. In practice, it is not a reliable indicator of

engine performance for the following reasons.:

The formula favours older design engines with relatively low power output per cubic inch of displacement in

comparison with more modern designs. Modern engines do operate with higher average cylinder pressures, but

bearings and other engine parts are designed to withstand these higher pressures and to still provide equal or

greater life and reliability than the older designs. The formula also implies greater reliability when the same engine

produces the same power at a higher speed. Other things being equal, it is unlikely that a 60 Hz generating set

operating at 1800 RPM is more reliable than a comparable 50 Hz generating set operating at 1500 RPM. Also it is

doubtful that a generator operating at 3000 RPM will be more reliable than one operating at 1500 RPM even if the

latter engine has a significantly higher BMEP. The BMEP for any given generating set will vary with the rating

which changes depending on fuel, altitude and temperature. The BMEP is also affected by generator efficiency

which varies with voltage and load.

CAPACITANCE (C)- If a voltage is applied to two conductors separated by an insulator, the insulator will take

an electrical charge. Expressed in micro-farads (µf).

CIRCUIT BREAKER - A protective switching device capable of interrupting current flow at a pre-determined

value.

CONTINUOUS LOAD - Any load up to and including full rated load that the generating set is capable of

delivering for an indefinitely long period, except for shut down for normal preventive maintenance.

CONTINUOUS RATING - The load rating of an electric generating system which is capable of supplying

without exceeding its specified maximum temperature rise limits.

CURRENT (I) - The rate of flow of electricity. DC flows from negative to positive. AC alternates in direction. The

current flow theory is used conventionally in power and the current direction is positive to negative.

CYCLE - One complete reversal of an alternating current or voltage from zero to a positive maximum to zero to a

negative maximum back to zero. The number of cycles per second is the frequency, expressed in Hertz (Hz).

DECIBEL (dB) - Unit used to define noise level.

DELTA CONNECTION - A three phase connection in which the start of each phase is connected to the end of

the next phase, forming the Greek letter Delta (D). The load lines are connected to the corners of the delta. In

some cases a centre tap is provided on each phase, but more often only on one leg, thus supplying a four wire

output.

DIRECT CURRENT - An electric current which flows in one direction only for a given voltage and electrical

resistance. A direct current is usually constant in magnitude for a given load.

EFFICIENCY - The efficiency of a generating set shall be defined as the ratio of its useful power output to its

total power input expressed as a percentage.

FREQUENCY - The number of complete cycles of an alternating voltage or current per unit of time, usually per

second. The unit for measurement is the Hertz (Hz) equivalent to 1 cycle per second (CPS).

FREQUENCY BAND - The permissible variation from a mean value under steady state conditions.

FREQUENCY DRIFT - Frequency drift is a gradual deviation of the mean governed frequency above or below

the desired frequency under constant load.

FREQUENCY DROOP - The change in frequency between steady state no load and

steady state full load which is a function of the engine and governing systems.

FULL LOAD CURRENT - The full load current of a machine or apparatus is the value of current in RMS or DC

amperes which it carries when delivering its rate output under its rated conditions. Normally, the full load current

is the "rated" current.

GENERATOR - A general name for a device for converting mechanical energy into electrical energy. The

electrical energy may be direct current (DC) or alternating current (AC). An AC generator may be called an

alternator.

HERTZ (Hz) - SEE FREQUENCY.

INDUCTANCE (L) - Any device with iron in the magnetic structure has what amounts to magnetic inertia. This

inertia opposes any change in current. The characteristic of a circuit which causes this magnetic inertia is know

as self inductance; it is measured in Henries and the symbol is "L".

INTERRUPTABLE SERVICE - A plan where by an electric utility, elects to interrupt service to a specific

customer at any time. Special rates are often available to customers under such agreements.

kVA - 1,000 Volt amperes (Apparent power). Equal to kW divided by the power factor.

kW - 1,000 Watts (Real power). Equal to KVA multiplied by the power factor.

POWER - Rate of performing work, or energy per unit of time. Mechanical power is often measured in

horsepower, electrical power in kilowatts.

POWER FACTOR - In AC circuits, the inductances and capacitances may cause the point at which the voltage

wave passes through zero to differ from the point at which the current wave passes through zero. When the

current wave precedes the voltage wave, a leading power factor results, as in the case of a capacitive load or

over excited synchronous motors. When the voltage wave precedes the current wave, a lagging power factor

results. This is generally the case. The power factor expresses the extent to which voltage zero differs from the

current zero. Considering one full cycle to be 360 degrees, the difference between the zero point can then be

expressed as an angle q. Power factor is calculated as the cosine of the q between zero points and is expressed as

a decimal fraction (0.8) or as a percentage (80%). It can also be shown to be the ratio of kW, divided by kVA. In

other words, kW= kVA x P.F.

PRIME POWER - That source of supply of electrical energy utilised by the user which is normally available

continuously day and night, usually supplied by an electric utility company but sometimes by owner generation.

RATED CURRENT - The rated continuous current of a machine or apparatus is the

value of current in RMS or DC amperes which it can carry continuously in normal service without exceeding the

allowable temperature rises.

RATED POWER - The stated or guaranteed net electric output which is obtainable continuously from a

generating set when it is functioning at rated conditions. If the set is equipped with additional power producing

devices, then the stated or guaranteed net electric power must take into consideration that the auxiliaries are

delivering their respective stated or guaranteed net output simultaneously, unless otherwise agreed to.

RATED SPEED - Revolutions per minute at which the set is designed to operate.

RATED VOLTAGE - The rated voltage of an engine generating set is the voltage at which it is designed to

operate.

REACTANCE - The out of phase component of impedance that occurs in circuits containing inductance and/or

capacitance.

REAL POWER - A term used to describe the product of current , voltage and power factor, expressed in kW.

RECTIFIER - A device that converts AC to DC.

ROOT MEAN SQUARE (RMS) - The conventional measurement of alternating current and voltage and

represents a proportional value of the true sine wave.

SINGLE PHASE- An AC load or source of power normally having only two input terminals if a load, or two

output terminals if a source.

STANDBY POWER - An independent reserve source of electrical energy which upon failure or outage of the

normal source, provides electric power of acceptable quality and quantity so that the user's facilities may

continue in satisfactory operation.

STAR CONNECTION - A method of interconnecting the phases of a three phase system to form a

configuration resembling a star ( or the letter Y). A fourth or neutral wire can be connected to the centre point.

TELEPHONE INFLUENCE FACTOR (TIF) - The telephone influence factor of a synchronous generator is a

measure of the possible effect of harmonics in the generator voltage wave on telephone circuits. TIF is measured

at the generator terminals on open circuit at rated voltage and frequency.

THREE PHASE- Three complete voltage/current sine waves, each of 360 electrical degrees in length, occurring

120 degrees apart. A three phase system may be either 3 wire or 4 wire ( 3 wires and a neutral).

UNINTERRUPTABLE POWER SUPPLY (UPS) - A system designed to provide power

without delay or transients, during any period when the normal power supply is incapable of performing

acceptably.

UNITY POWER FACTOR - A load whose power factor is 1.0 has no reactance's causing the voltage wave to lag

or lead the current wave.

WATT - Unit of electrical power. In DC, it equals the volts times amperes. In AC, it equals the effective volts

times the effective amps times power factor times a constant dependent on the number of phases.

GROUP HEADQUARTERS

Old Glenarm Road

Larne, Co. Antrim BT40 1EJ

Northern Ireland, United Kingdom

Telephone: (44) 028 2826 1000

Fax: (44) 028 2826 1111

276-851

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