HP Hewlett Packard Portable Generator Generating Set User Manual

GENERATING SET  
INSTALLATION  
MANUAL  
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TABLE OF CONTENTS  
PAGE  
1
1. INSTALLATION FACTORS  
2. MOVING THE GENERATING SET  
3. GENERATING SET LOCATION  
4. GENERATING SET MOUNTING  
5. VENTILATION  
1
1
2
3
6. ENGINE EXHAUST  
6
7. EXHAUST SILENCING  
8. SOUND ATTENUATION  
9. ENGINE COOLING  
9
10  
10  
13  
18  
19  
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  
19  
19  
19  
20  
20  
20  
21  
21  
22  
22  
22  
23  
24  
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  
25  
25  
25  
25  
25  
Break Mean Effective Pressure  
13. GLOSSARY OF TERMS  
26  
ã Copyright 1997 by FG Wilson (Engineering) Ltd  
All rights reserved. No part of the contents of this manual may be reproduced, photocopied or transmitted  
in any form without the express prior written permission of FG Wilson (Engineering) Ltd.  
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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  
1
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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  
2
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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  
3
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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  
4
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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  
of  
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  
5
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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  
6
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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  
7
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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:  
2
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 =  
5
D
where:  
P
C
= 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.  
L
R
= length of exhaust pipe in feet  
= exhaust density in pounds per cubic foot  
41.1  
R =  
o
o
Exhaust temperature F* + 460 F  
Q
D
= 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  
8
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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.  
9
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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  
10  
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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  
11  
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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.  
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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.  
13  
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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  
14  
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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  
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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  
3000 litres  
4500 litres  
6000 litres  
16  
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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 %  
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.  
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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.  
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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  
1
0.000001 --  
0.00003937  
39.37  
39,370  
1
12  
36  
--  
--  
--  
--  
0.621  
--  
--  
1,000,000  
--  
25,400  
--  
--  
--  
1
--  
3.281  
3281  
0.0833  
1
3
5280  
1.0936  
1093.6  
0.0278  
0.3333  
1
1000  
0.0254  
0.3048  
0.9144  
1609  
1
--  
--  
--  
1 Foot  
1 Yard  
--  
1
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  
1
144  
--  
--  
1550  
--  
Ft2  
Acre  
--  
--  
1
640  
--  
Mile2  
M2  
Hectare  
Km2  
0.006944  
1
--  
--  
0.00064516  
0.0929  
4,047  
2,589,998  
1
--  
--  
--  
--  
1 Acre  
1 Mile2  
1 M2  
43,560  
27,878,400  
10.764  
107,639  
10,763,867  
0.0015625  
1
--  
0.003861  
0.3861  
0.4047  
258.99  
--  
1
100  
0.004047  
2.5899  
--  
0.01  
1
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  
1
2.205  
2000  
2240  
2205  
Kilograms  
0.02835  
0.4536  
1
907.2  
1016  
Short  
--  
--  
--  
1
Long  
Metric  
1 Ounce  
1
16  
35.27  
32000  
35840  
35274  
--  
--  
--  
--  
--  
--  
1 Pound  
1 Kilogram  
1 Short Ton  
1 Long Ton  
1 Metric Ton  
0.8929  
1
0.9842  
0.9072  
1.016  
1
1.12  
1.102  
1000  
One unit in the left-hand column equals the value of units under the top heading.  
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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  
1
0.000579  
1
27  
35.31  
0.1337  
0.0000214  
0.03704  
1
1.308  
0.00495  
0.0000164  
0.0283  
0.765  
0.004329  
7.481  
202  
264.2  
1
0.00359  
6.23  
168.35  
220.2  
0.833  
0.0164  
28.32  
764.6  
1000  
1728  
46656  
61023  
231  
1
1
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  
1
0.22  
4.546  
1
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  
d
Feet/Min  
Miles/Hr  
Meters/Sec Meters/Mi  
n
Km/Hr  
1 Foot/Sec  
1 Foot/Min  
1 Mile/Hr  
1 Meter/Sec  
1 Meter/Min  
1 Km/Hr  
1
60.0  
1
88  
196.848  
--  
--  
0.6818  
0.1136  
1
0.3048  
0.00508  
18.288  
--  
26.822  
--  
1
--  
--  
0.0167  
1.467  
3.281  
0.05468  
--  
1.6093  
--  
1
--  
--  
--  
1
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  
1
--  
33,000  
1
0.746  
--  
1.014  
--  
42.4  
0.001285  
1 Foot-  
lb/Minute  
1 Kilowatt  
1.341  
0.986  
44,260  
32,544  
1
1.360  
1
56.88  
41.8  
1 Metric  
Horsepower  
0.736  
1 Btu. /Minute  
0.0236  
777.6  
0.0176  
0.0239  
1
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.  
20  
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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  
1
62.42  
1
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
Pounds  
0.01602  
--  
0.12 0.10 0.4536 --  
Gal  
(U.S)  
8.34  
1
--  
--  
--  
Gal  
(IMP)  
Litres  
--  
10.0  
--  
1
--  
--  
--  
--  
--  
--  
--  
2.2046 --  
--  
--  
--  
1
--  
--  
1
--  
4.335  
--  
--  
Head  
(Ft)  
--  
lb/in²  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
2.3070  
35.92  
--  
1
--  
0.02784 0.7039  
Ton/Ft²  
1
--  
1
Head  
(Meters)  
1.4221 --  
Ft³/Min  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
--  
1
448.92  
1
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  
99  
98  
2000  
3000  
4000  
5000  
6000  
7000  
8000  
9000  
10,000  
11,000  
12,000  
13,000  
14,000  
15,000  
97  
95.9  
94.9  
94.1  
93  
91.9  
91  
90  
88.9  
88  
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.  
21  
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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  
1
0.001440  
1
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  
1
101.9  
1
3.60  
28.32  
0.2778  
1
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  
1
in. Hg  
0.0394  
1
in H O  
2
ft H O  
2
lb/in²  
kg/cm²  
Atmos kPa  
0.0013 --  
1mm  
Hg  
1 in.  
Hg  
0.5352  
13.5951  
1
0.0447  
1.1330  
0.0833  
1
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  
2
1 ft  
12  
0.43352 0.030479 0.0295 2.989  
H O  
2
1 lb/ in² 51.7149 2.0360  
27.6807  
393.7117  
2.3067  
32.8093  
1
0.07031  
1
0.0681 6.895  
0.9678 98.07  
1
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  
1
101.3  
1
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  
22  
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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  
HP x 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  
V
Amperes (I)  
When Kilowatts  
are known  
kVA x 1000  
V
kVA x 1000  
3 x V  
Amperes (I)  
When kVA is  
known  
Where:  
V = Volts  
= Amperes  
I
Eff = Percentage Efficiency  
Watts  
PF = Power Factor=  
I x V  
23  
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TABLE 13. kVA/kW AMPERAGE AT VARIOUS VOLTAGES  
(0.8 Power Factor)  
kVA  
6.3  
9.4  
12.5  
18.7  
25  
31.3  
37.5  
50  
kW  
208V 220V 240V  
380V  
400V 440V 460V 480V 600V 2400V  
33000V  
4160V  
5
17.5  
26.1  
34.7  
52  
69.5  
87  
104  
139  
173  
208  
261  
278  
347  
433  
520  
608  
694  
866  
16.5  
24.7  
33  
49.5  
66  
15.2  
22.6  
30.1  
45  
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  
73  
8.3  
12.3  
16.6  
24.9  
33.2  
41.5  
49.8  
66.5  
83  
99.6  
123  
133  
166  
208  
249  
289  
332  
415  
498  
581  
665  
830  
996  
8.1  
12  
7.6  
11.3  
15.1  
22.5  
30.1  
37.8  
45.2  
60  
6.1  
9.1  
12  
18  
24  
30  
36  
48  
61  
7.5  
10  
15  
20  
25  
30  
40  
50  
60  
14.3  
19.2  
28.8  
38.4  
48  
57.6  
77  
96  
115  
143  
154  
192  
240  
288  
335  
384  
480  
576  
672  
770  
960  
16.2  
24.4  
32.4  
40.5  
48.7  
65  
6
7.5  
9.1  
12.1  
15.1  
18.1  
22.6  
24.1  
30  
4.4  
5.5  
6.6  
3.5  
82.5  
99  
4.4  
5.2  
7
8.7  
10.5  
13  
13.9  
17.5  
22  
26  
31  
35  
43  
52  
61  
69  
87  
104  
121  
139  
132  
165  
198  
247  
264  
330  
413  
495  
577  
660  
825  
990  
8.8  
62.5  
75  
91  
81  
76  
91  
10.9  
13.1  
16.4  
17.6  
21.8  
27.3  
33  
38  
44  
55  
66  
77  
88  
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  
72  
90  
96  
93.8  
100  
125  
156  
187  
219  
250  
312  
375  
438  
500  
625  
750  
875  
100  
0
75  
80  
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  
38  
45  
53  
60  
75  
90  
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  
5
125  
0
156  
3
187  
5
218  
8
250  
0
281  
2
312  
5
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  
0
437  
5
500  
0
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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  
25  
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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  
2
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.  
26  
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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.  
27  
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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.  
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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.  
29  
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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  
INSTALL.DOC/0601  
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