Deutz D 909 / 910, B/FL 1011 / F / 2011, B/FL 912/913/914/C, B/FL 413 F / 513 /C / CP, B/FM 1011 F / 2011 Installation Manual

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Installation Manual

HIGH-SPEED DIESEL ENGINES

AIR-COOLED

and

OIL-COOLED

Series

D 909 / 910

B/FL 1011 / F / 2011

B/FM 1011 F / 2011

B/FL 912/913/914/C

B/FL 413 F / 513 /C / CP

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th Edition 2004 Modification index 01 00 - 1

These guidelines are not meant to serve as operating instructions for the end user of machinery but refer to all equipment manufacturers using a DEUTZ diesel engine as prime mover in their products. The guidelines are therefore no user information according to DIN Standard 8418; they fulfill a similar purpose, however, because their compliance ensures operability of the engines and thus also protects the user of the end product against risks which may arise from operation of the engines.

A high degree of operational reliability and a long service life can only be expected from properly installed engines allowing also quick and easy servicing. The present guidelines supply you with the respective instructions for an appropriate installation and make reference to the limit values to be complied with.

In this connection, the guidelines exclusively refer to the engine functions involved and not to any laws and regulations applicable to the equipment in which the engines are installed. These will have to be observed by the original equipment manufacturers.

The great variety of installation conditions makes it impossible to lay down any rigid rules which would apply universally. Experience and specialized knowledge are required to achieve an optimized installation under the given conditions.

We therefore recommend early consultation with Application Engineering already in the planning stage. All relevant contacts should be arranged through the appropriate sales division.

Responsible for contents: DEUTZ AG

Application Engineering

Deutz-Mülheimer-Str.147/149 Phone: +49-0221-822 2559

Fax: +49-0221-822 3198 10

Edition 11. 2004

Order No.: 0399 1950 en

Author: Arne Kramp

In the electronic pocket-book all necessary changes and supplements will be registered at short notice. A list showing the request of modification, date and modification index see next page.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th Edition 2004 Modification index 01 00 - 2

Modification List

Modificationindex

Date Modification

00 01 23.02.2005 Chapter 10.2: Notes to use of 12V 3kW starter

Chapter 10.15: (new) Checklist for starter system check

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th Edition 2004 Modification index 01 00 - 3

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th Edition 2004 Modification index 01 00 - 4

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th Edition 2004 Modification Index 01 0 - 1

Contents Page

1. ENGINE COOLING 1-1

1.1 General 1-1

1.2 Configuration of air intake and discharge ducts 1-1

1.3 Flexible connection for air intake and discharge ducts 1-6

1.4 Connection of air intake ducts to the blower 1-8

1.5 Dimensioning of short air intake ducts to the blower 1-9

1.6 Connection of air intake and discharge ducts on FL 1011 1-10

1.7 Permissible resistance in the cooling air system 1-11

1.7.1 General 1-11

1.7.2 Design of pickup point for taking pressure at the cowling 1-12

1.7.3 Cowling pressure measurement with non-ducted cooling air intake and hot air discharge 1-13

1.7.4 Determination of the admissible cooling air throttling through air intake and discharge ducts 1-14

1.7.4.1 Cooling air ducting without hot air discharge 1-15

1.7.4.2 Hot air discharge without cooling air ducting 1-15

1.7.4.3 Cooling air intake and hot air discharge 1-15

1.7.4.4 Pickup points for cowling pressure measurement 1-16

1.7.5 Minimum cross sections for air intake and discharge ducts 1-19

1.8 Cooling air heating 1-21

1.9 Cooling air filtration 1-21

1.9.1 Rigid screen duct of perforated plating 1-21

1.9.2 Rotating screen 1-22

1.9.3 Cooling air cyclone 1-22

1.9.4 Cooling air filter mats 1-22

1.10 Cooling air system B/FM 1011F / 2011 1-23

1.10.1 Dimensioning of the cooling air ducts 1-24

1.10.2 Cooler – fan arrangements 1-25

1.11 B/FM1011F / 2011 – engine oil cooling (cooling oil system) 1-26

1.11.1 Heat volume to be discharged 1-27

1.11.2 Oil cooling schematic diagram 1-29

1.11.3 Calculation data for cooling systems – B/M 2011 engines 1-30

1.11.4 Standard cooling system for B/FM 2011 engines 1-35

1.11.5 Permissible resistances of oil pipes and coolers 1-37

1.11.6 Technical installation notes 1-38

1.11.7 Cooler and fan arrangements, examples 1-40

1.11.8 Central arrangement of cooler and fan 1-41

1.11.9 Air ducts between cooler and fan 1-42

1.11.10 Position of the fan in the hood 1-44

1.11.11 Fan mounts 1-45

1.11.11.1 Fan on the crankshaft 1-45

1.11.11.2 Fan mounting on fan block 1-45

1.11.12 Compensating vessel 1-47

1.11.13 Two-circuit cooling system 1-47

2. COMBUSTION AIR SYSTEM 2-1

2.1 General 2-1

2.2 Intake vacuum pressure 2-1

2.3 Measuring the intake vacuum pressure 2-1

2.4 Maximally admissible intake vacuum pressure 2-3

2.5 Monitoring the intake vacuum pressure 2-5

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th Edition 2004 Modification Index 01 0 - 2

Page

2.6 Air cleaner systems 2-7

2.6.1 General references 2-7

2.6.2 Wet-type air cleaners 2-7

2.6.3 Oil-bath air cleaners 2-7

2.6.4 Dry-type air cleaners 2-7

2.6.5 Combination oil-bath- and dry-type air cleaner (ÖTK) 2-8

2.7 Servicing 2-8

2.7.1 Oil-bath air cleaners 2-8

2.7.2 Dry-type air cleaners 2-8

2.7.3 Combination of oil-bath- and dry-type air cleaner 2-9

2.8 Calculation data for combustion air cleaner 2-9

2.8.1 Calculation of the combustion air flow rate 2-9

2.8.2 Air volume Q

for determining the initial resistance of a cleaner 2-10

2.8.3 Air volume Q

for determining the service life of the air cleaner

(lab test life) 2-10

2.8.4 Determining the practical service life of an air cleaner 2-11

2.8.5 Reference examples for dimensioning the dry-type air cleaner 2-12

2.9 Combustion air pipings 2-13

2.9.1 General remarks to the pipings 2-13

2.9.2 Ribbed hoses

2-14

2.9.3 Rubber sleeves 2-15

2.9.4 Shaped rubber elements 2-16

2.9.5 Hose clamps 2-16

2.9.6 Passages of clean air pipes 2-20

2.9.7 Layout of the combustion air pipes 2-20

2.9.7.1 Naturally aspirated engines 2-20

2.9.7.2 Suction intake air pipes in 3-cylinder engines 2-21

2.9.7.3 Turbocharged engines 2-22

2.9.7.4 Turbocharged engines with intercooler 2-22

2.10 Intercooler (air-air cooler) 2-23

2.10.1 Installation position 2-23

2.10.2 Admissible pressure loss in the intercooler 2-23

2.11 Heating up of combustion air 2-23

2.12 Combustion air noise 2-24

2.13 Crankcase breathing system 2-24

2.14 Pre-tensioning of the hydraulic oil tank 2-24

3. EXHAUST GAS SYSTEM 3-1

3.1 General 3-1

3.2 Permissible resistance in the exhaust gas system 3-1

3.3 Measuring the exhaust gas back pressure 3-2

3.4 Dimensioning of exhaust gas pipes and determination of the piping resistance 3-4

3.5 Silencer and end pipe lengths 3-5

3.6 Flexible exhaust pipe joints 3-5

3.7 Engine brake 3-7

3.8 Nomograms for determining the exhaust gas resistance 3-9

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th Edition 2004 Modification Index 01 0 - 3

Page

3.9 Water scrubbers 3-11

3.10 Exhaust gas catalytic converters 3-11

3.11 Exhaust gas heat exchangers 3-11

3.12 Exhaust gas end pipe/water penetration guard 3-12

3.13 Condensed water separator 3-12

3.14 Heat insulation 3-13

3.15 Particulate trap 3-13

4. FUEL SYSTEM 4-1

4.1 General 4-1

4.2 Fuel feed pump (assignment fuel tank – feed pump) 4-1

4.3 Routing and dimensioning of fuel pipes 4-5

4.4 Fuel heating 4-7

4.5 Fuel tanks 4-7

4.6 Fuel filtration 4-8

4.7 Fuel filtering in extreme applications 4-8

4.8 Representation of fuel connections 4-9

4.9 Engine operation at low temperatures 4-10

5. LUBE OIL SYSTEM 5-1

.1 External lube oil systems in the main flow 5-1

5.1.1 Lube oil flow rate 5-1

5.1.2 Layout of the pipe diameter 5-3

5.1.3 Determining the system resistance 5-3

5.1.4 Installation instructions 5-5

5.2 Lube oil microfilter in bypass flow 5-6

5.3 External lube oil tank 5-6

5.3.1 Oil volume flow rate 5-7

5.3.2 Suction oil pipe diameter 5-7

5.3.3 Determining the admissible suction oil line resistance 5-7

5.3.4 Pressure oil line diameter 5-9

5.3.5 Determining the admissible suction oil line resistance 5-9

5.3.6 Oil tank filling 5-9

5.3.7 Technical installation notes 5-10

5.3.7.1 Oil lines between the engine and oil tank 5-10

5.3.7.2 Breathing pipe between the oil tank and the engine crankcase 5-10

5.3.7.3 Oil tanks 5-10

5.4 External lube oil cooler 5-11

5.5. Changing the oil dipstick marks for inclined engine installations 5-11

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th Edition 2004 Modification Index 01 0 - 4

Page

6. ENGINE MOUNTING 6-1

6.1 General 6-1

6.2 Flexible mounting 6-1

6.3 Maximum admissible bending torque on the SAE housing 6-2

6.4 Rigid mounting 6-8

7. POWER TRANSMISSION 7-1

7.1 Clutches/couplings 7-1

7.2 Installation of cardan shafts 7-1

7.3 Power take-offs 7-2

7.3.1 Axial power take-off at crankshaft 7-2

7.3.2 Radial power take-off at crankshaft 7-3

7.3.3 Auxiliary power take-offs at the engine 7-3

7.3.4 Power take-off tables and diagrams 7-3

7.3.4.1 Series 909/910 7-4

7.3.4.2 Series B/FL/FM 2011 7-6

7.3.4.3 Series B/FL 914 7-11

7.3.4.4 Series B/FL 513 7-16

7.3.4.5 Series FL 413F/W 7-20

7.4 Assembly instructions / axial load on the pass-fit bearing 7-21

8. HYDRAULIC OIL COOLERS 8-1

8.1 General 8-1

8.2 Installation and connection proposals for hydraulic oil coolers for air cooled engines with direct cooling 8-4

8.3 Installation and connection proposals for hydraulic oil coolers for air cooled engines with combined direct and indirect cooling or indirect cooling only 8-8

8.3.1 Separate re-cooling systems with fan and electric fan drive 8-8

8.3.2 Separate re-cooling systems with fan on the engine crankshaft 8-9

9. COMPRESSORS 9-1

9.1 Drive / installation position 9-1

9.2 Compressor / sizes 9-1

9.3 Pipe connections / pipe design 9-1

9.4 Pressure regulation 9-3

9.4.1 System with unloader 9-4

9.4.2 System with governor 9-4

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th Edition 2004 Modification Index 01 0 - 5

Page

9.4.3 Energy saving system ( ESS ) 9-5

9.5 Cooling/lubrication of the compressor 9-6

9.5.1 Cooling by wind 9-6

9.5.2 Cooling by engine cooling air 9-6

9.5.2.1 Air-cooled engines 9-6

9.5.2.2 Engines with external cooling systems 9-7

9.5.3 Oil cooling 9-7

9.6 Compressor design 9-7

9.7 Compressor power take-off for auxiliary steering pump 9-7

10. ELECTRICAL EQUIPMENT 10-1

10.1 Batteries 10-1

10.2 Starter and battery capacities / battery switch / master controller / starter switch 10-1

10.3 Dimensioning of the starter main cable 10-5

10.3.1 Required rated cross section considering the pipe heating 10-5

10.3.2 Required rated cross section

of the starter main cable 10-6

10.3.3 Graphical determination of the cable cross section for the starter main and ground cable 10-8

10.4 Dimensioning of the control cable to the starter 10-9

10.4.1 Required rated cross section of the control cable for engines without cable harness according to DEUTZ scope of supply 10-9

10.4.2 Graphical determination of the control cable cross section for engines without cable harness according to DEUTZ scope of supply 10-11

10.4.3 Required rated cross section of the control cable in engines

with cable harness according to DEUTZ scope of supply 10-12

10.4.4 Checking by measurement of the effective control cable resistance in existing cable harnesses 10-13

10.5 Triggering protection terminal 50 10-13

10.6 Power relay for activating the starter 10-13

10.7 Start-lock-relay 10-13

10.8 Dimensioning of various cable cross sections 10-14

10.8.1 Minimum cross section 10-14

10.8.2 Dimensioning 10-14

10.8.3 Cable cross sections for selected consumers 10-15

10.9 Admissible voltage drops 10-15

10.10 Copper cable cross sections 10-16

10.11 Generators and regulators 10-16

10.12 Three-phase current generators 10-17

10.13 Dimensioning of the B+ cable from the generator 10-18

10.14 Solenoid for engine shutdown 10-19

10.15 Checklist for inspection of starter motor system 10-20

10.16 Electronic engine equipments 10-20

10.16.1 General 10-20

10.16.2 Installation- and treatment instructions 10-20

10.16.3 Electrohydraulic blower regulator 10-22

10.16.4 Temperature switching device for cylinder head temperature and integrated speed-dependent oil pressure check (ZTS-DOEK) 10-23

10.16.5 Cylinder head temperature switching system (ZTS) 10-24

10.16.6 Electronic control for diesel particulate trap system (DPFS) 10-24

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th Edition 2004 Modification Index 01 0 - 6

Page

11. HEATING SYSTEMS 11-1

11.1 Fresh air heating system 11-1

11.2 Engine oil heater (standard heating system) 11-1

11.2.1 General installation and assembly instructions for the oil lines 11-2

11.2.2 Heating connections in B/FL/FM 1011F/2011 11-3

11.2.2.1 Thermal data of the heating system B/FL/FM 1011F/2011 11-4

11.2.3 Heating connections in B/FL 913 / 914 11-12

11.2.3.1 Thermal data of the heating system B/FL 913/914 11-13

11.2.4 Heating connections in B/FL 413 / 513 11-14

11.2.4.1 Thermal data of the heating system B/FL 413/513 11-15

11.2.4.2 Heating device 11-17

11.3 Aqua-fluid heating system 11-18

11.4 Hydrostatic oil heating system 11-19

11.5 Exhaust gas heating system 11-19

11.6 Electrical heating fans 11-20

11.7 Fresh air or circulating air operation 11-20

11.8 Stationary heating systems 11-20

12. COLD CLIMATE APPLICATIONS 12-1

13. SOUND INSULATION AND SOUND ABSORPTION 13-1

13.1 General 13-1

13.2 Sound insulation 13-1

13.3 Sound absorption 13-1

13.4 Sound insulation and absorption materials 13-2

13.5 Additional measures required for engine enclosures 13-4

13.6 Notes 13-4

14. COOLING OF THE VIBRATION DAMPER 14-1

15. VENTILATING THE ENGINE COMPARTMENT 15-1

15.1 Radiation heat 15-1

15.2 Air volume for ventilating the engine compartment 15-2

15.3 Crankcase breathing system 15-2

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th Edition 2004 Modification Index 01 0 - 7

Page

16. INSTALLATION SURVEY BY MEASUREMENT 16-1

16.1 Temperature test 16-1

16.2 Pressure measurements 16-2

16.3 Temperature limit values 16-3

16.4 Pickup point plan 16-5

17. ACCESSIBILITY FOR SERVICING AND MAINTENANCE JOBS 17-1

17.1 General 17-1

17.2 Maintenance jobs requiring easy and convenient access 17-1

17.3 Maintenance jobs not requiring easy access 17-2

18. APPENDIX 18-1

18.1 Calculation formulae for internal combustion engines 18-1

18.2 Formal relations of fans and blowers 18-2

18.3 Engine lube oil (Technical Memo 0199-99-1119 / 3002) 18-3

18.4 Fuel (Technical Memo 0199-3005) 18-19

18.5 Start-Block-Relay (Technical Product Information 0199-99-0217) 18-37

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th Edition 2004 Modification Index 01 0 - 8

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 1

1. ENGINE COOLING

1.1 General

DEUTZ diesel engines of the air-cooled (B/FL 912/913/914/413F/513) and air/oilcooled series (B/FL1011F) are directly cooled by the ambient air which is supplied by engine-integrated blowers (direct engine cooling).

DEUTZ diesel engines of the fully oil-cooled series (B/FM1011F/2011) are cooled by the circulating engine oil. In this case the lube oil dissipates the heat to the ambient air via a separate air/oil heat exchanger, which is supplied with cooling air from a fan (indirect engine cooling). Depending on the installation position of the oil/air heat exchanger the fan may be driven mechanically or by an electric motor.

In most cases the engines are installed in such a way that adequate weather protection is ensured. Usually an engine compartment is provided.

When the engines are installed in engine compartments or are encapsulated for noise silencing purposes the air in the engine compartment is heated up. To ensure adequate ventilation of the engine compartment cooling air intake and discharge systems are required in most cases. The following two most important rules are mandatory:

1. Only fresh air is suitable for cooling and combustion purposes, the engine should

never take in hot exhaust air or exhaust gas.

2. Restrictions in the air intake and discharge ducting must be avoided as far as

possible.

Any heat-sensitive components arranged in the engine compartment should be checked for their maximum compatibility with the prevailing ambient air temperature.

1.2 Configuration of air intake and discharge ducts

When a blower is operating, a vacuum pressure prevails at its inlet and at the impeller and, hence, air flows in from all sides. To prevent any hot engine air from proceeding to the cooling air blower, suitable measures will have to be taken to avoid this “hot air recirculation”. Costly ducting of intake and exhaust air may be ineffective if the duct outlets are configured unfavorably towards each other so that hot air can be drawn in again from the outside of the system.

Besides, the duct ends should be arranged so that no snow, rain or splash water can get in (particularly with marine installations). If necessary a water drain should be provided.

The duct openings should be covered by screens, with special attention to be paid to the cooling air inlet. The type of screen and the mesh size are dependent on the application of the respective equipment and the contamination to be expected (e.g. leaves, air-borne debris).

Applicable accident prevention regulations must be observed.

Air currents which may arise as a consequence of thermal lift, wind or motion of the vehicle involved have also to be considered in the layout of the duct openings.

With multi-engine installations the cooling air ducts of the individual engines should be routed separately from each other so that after shutdown of one engine no hot air will be recirculated into the other engine.

Basically, four different air intake and discharge configurations are possible:

Table 1:

Configuration Intake air duct Discharge air duct a b c d

without with without with

without without with with

The configurations a to d are described below:

Configuration a:

Free intake and discharge of cooling air

This system is usually only possible if the engine can be installed in the open so that intake and discharge of cooling air is not restricted in any way.

FIG. 1 -1

Right Wrong

1. Cooling air inflow obstructed by wall

2. Hot air discharge obstructed by wall so that hot exhaust air re-circulates

to blower

3. Free intake and discharge of cooling air

4. Partition wall prevents admission of hot exhaust air to blower

5. Free discharge promoted by louvers in the wall

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 2

Configuration b:

Ducted cooling air intake and free discharge of the hot air

This system can be adopted when the engine hood has adequately dimensioned openings communicating with the outside air or when the engine compartment is relatively large and well ventilated so that the hot exhaust air can mix with the cool ambient air.

Under these conditions the engine surroundings are heated up quite strongly. Therefore, when components being sensitive to heat are mounted on the engine or within the engine compartment, the maximum admissible ambient temperatures of these components will have to be taken into consideration.

In any case, it is important to prevent the combustion air and the fuel from being heated up by radiation from hot components, such as exhaust piping or by contact with hot air, otherwise a power loss must be expected.

For instructions about extending connections at the blower inlet see chapter 1.4 “Connection of cooling air duct to blower”.

FIG. 1 -2

Right Wrong

1. Cooling air inlet cross section reduced by screen

2. Openings at end allow discharge of hot air into blower

3. Hot combustion air is drawn in

4. Enlarged cooling inlet to allow for reduction in cross section by screen.

5. Combustion air taken from cooling air intake system

6. Front end closed, blower can only draw in fresh air

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 3

Configuration c:

Free cooling air supply to engine and ducted hot air discharge

This system may be adopted for engine installations in compartments with adequately dimensioned inlet cross sections for fresh air intake. It may be necessary to provide for forced ventilation of the engine compartment.

The cooling air intake opening must be in the immediate vicinity of the blower. The hot exhaust air must be discharged by the shortest route.

The exhaust air from mounted oil coolers can usually be discharged through the same exhaust air duct provided the latter has been enlarged. Otherwise, a separate discharge duct will be required.

FIG. 1 - 3

Right Wrong

1. Exhaust piping not insulated, engine compartment heats up through

radiated heat

2. Air intake opening in engine compartment too small

3. Combustion air is drawn in from the heated engine compartment

4. Distance between wall and blower too short

5. Forced ventilation of engine compartment by fan (only in exceptional

cases with heat-sensitive engine-mounted or driven auxiliaries)

6. Exhaust system integrated in discharge air duct, no heating up of engine

compartment

7. Combustion air drawn in from outside

8. Cooling air inlet near blower and amply dimensioned cross section

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 4

Configuration d:

Ducted air intake and discharge systems

This system is mainly required for special-purpose installations in enclosed rooms or for stationary engine installations where the air cannot be drawn from or dissipated into the immediate environment of the engine compartment or for engines which are totally enclosed for soundproofing reasons.

With this configuration an enclosed engine compartment is heated up by radiation from the engine, the exhaust system and the discharge duct to such an extent that forced ventilation of the engine compartment must be provided. However, the exchange of air in the engine compartment can also be achieved by profiting from the flow energy caused by the ejector effect of the engine blower.

FIG. 1 - 4

10...15mm distance

Right

20...40mm overlap

Wrong

1. Engine compartment is heated up because there is no forced ventilation

2. Air intake duct too small, cowling pressure loss due to lack of cooling air

3. The transition from the engine exhaust air duct to the extending duct is

designed as an ejector

4. Adequately dimensioned intake air duct without impeding blower inlet

5. Additional air intake because of ejector ventilation of engine compartment

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 5

1.3 Flexible connections for air intake and discharge ducts

On flexibly mounted engines the cooling air intake and exhaust air discharge ducts are exposed to vibrations if they are rigidly fastened to the engine. Therefore a flexible element has to be provided where the intake and discharge ducts are connected to the engine.

FIG. 1 - 5

e. g. canavass

For air discharge ducts

For air intake ducts

Also possible for air discharge ducts

- Temperature – resistance mandatory -

sectional rubber

rubber matting

sealing lip

canvass

rubber sponge

bellows

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 6

A short cooling air intake duct (sheet thickness ≤1.5 mm) may be rigidly

flanged onto the blower if a length of 300 mm or the following bending moments M

are not exceeded on the intake side from the connection on the cooling

blower.

Blower diameter D up to 335 mm: M

≤ 5 Nm

Blower diameter D above 335 mm: M

≤ 7 Nm

FIG. 1 - 6

For the discharge of cooling air the engine scope of supply also includes

adapter frames or in some cases also short cooling air discharge ducts.

A rigid cooling air discharge duct with a maximum length of 150 mm can be

connected thereto (sheet metal thickness ≤1.5 mm).

The ongoing cooling air duct must then be flexibly connected.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 7

1.4 Connection of air intake duct to the blower

Blowers essentially draw in air within the area of the peripheral blower diameter. The outside blower casing diameter features an inlet radius on the air intake side for the purpose of noise reduction and avoidance of cooling air volume loss.

For this reason, no protruding edges on the blower inlet side are allowed to obstruct the free air inflow when mounting cooling air intake ducts. Such edges or corners increase the flow resistance resulting in a reduced cooling capacity and considerably increase the blower noise.

Wrong Right

Blower

Clearance limit in front of blower

Edges and restriction in front of the blower generate air turbulences exciting vibrations of the baffle plates and can, hence, jeopardize the strength of the baffle plates

FIG. 1 - 7

Customer-supplied extending air intake ducts must be matched to the inside blower casing diameter and to the inlet radius of the blower casing and are required to be connected permanently tight.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 8

Below the schematics of the short, rigid cooling air intake ducts included in the scope of supply are shown to which any extending pipes can be connected in a flexibly and permanently tight manner.

FIG. 1 - 8

1.5 Dimensioning of short air intake ducts to the blower

In many cases the cooling air is supplied directly to the blower via a short air intake duct.

The following schematic shows the minimum dimensions to be observed:

FIG. 1 - 9

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 9

1.6 Connection of air intake and discharge ducts

on B/FL 1011/2011

Intake air:

A short hood is available for the blower of the FL 1011/2011 engine series to which extending and flexibly sealing intake ducts (hood with profile rubber) may be connected.

If such intake ducts are rigidly connected to said hood, the admissible bending moments will apply, as mentioned before, with the center of gravity of the hood referring to the actual blower contour,

FIG. 1 - 10

The data given before apply to the dimensioning of short air intake ducts directly mounted to the blower. As the FL 1011/2011 engines operate with so-called low pressure blowers it should be ensured that mounted air intake ducts are designed with favorable flow characteristics.

Exhaust air:

The air discharge frames included in the scope of supply for engine oil cooler and cylinder head exhaust air are suitable for rigid and flexible connection of duct extensions.

In the case of rigid duct connection, the maximum admissible length is 150 mm.

If the discharge air of the engine oil cooler can escape freely there must be a free space above the cooler core of 30 mm (35 mm for fully turbocharged engines). If a duct is connected, the installation space above cooler core must be 60 mm (70 mm for fully turbocharged engines).

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 10

FIG. 1 - 11

1.7 Admissible resistance in the cooling air system

1.7.1 General

Any disturbance in the free intake and discharge of cooling air represents a resistance which has to be overcome by the blower and which reduces the air volume rate. This applies in particular when air ducts are too narrow or tool long, when deflections occur in the air flow and when guards or decorative screens obstruct the intake and discharge openings. In this connection, attention should be paid to aerodynamically favorable designs, e.g. screens with adequate mesh size (e.g. 30 x 30 mm).

The effective pressure drop between the intake and exhaust side of the engine cylinders or oil cooler serves as a parameter for the cooling air volume flow rate. With free discharge of the hot exhaust air, the static pressure on the exhaust side behind the cylinders or the engine cooler equals the atmospheric pressure. The effective pressure drop then corresponds to the overpressure under the air cowling on the intake side of the cylinders or engine oil cooler. This overpressure is termed cowling pressure and can be measured with a U-tube connected to the cowling.

In order to obtain reproducible values the cowling pressure must always be measured at the same location. The pickup points for taking the cowling pressures are shown in the diagrams under 1.7.4.4 for the various engine models.

If large air intake and discharge ductings are involved (e.g. in buildings) pressure and flow conditions must be measured individually with the entire system.

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1.7.2 Design of the pickup point for taking pressure at the

cowling

When providing the pickup points, an even surface of 80 mm diameter must be provided on the air side of such a pickup point. Any sound-absorbent material in the vicinity of the pickup point must be removed. A bore with a diameter of 2 to 3 mm must be provided for measuring the cowling pressure. The drilling burrs must be removed whereby the bore may not be countersunk from below.

FIG. 1 12

soldered or bonded

For comparison purposes it is essential that measurements are always made at:

• the same engine load

• the same speed (admissible tolerance ± 0.5 %)

• the same engine temperature

• the same barometer reading (± 4 mbar) on the same day

• the same intake temperature, on the same engine

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1.7.3 Cowling pressure measurement with non-ducted cooling air intake

and hot air discharge

The nominal value of the effective pressure drop is measured on the free-standing engine as cowling pressure at high idling speed.

Note: Hydraulic blower clutches must be fully engaged, i.e. the cooling air volume control by exhaust thermostat – fig. 1-13 - or electro-hydraulic blower control (EHG – fig. 1-14 – must be short-circuited).

FIG. 1 - 13

Cooling air volume control by exhaust thermostat Short-circuit blower

11 Short-circuiting screw with copper ring

z Remove copper ring z Re-install set screw as far as it will go thus blower control out of function, blower runs at full speed.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 13

FIG. 1 - 14

Cooling air volume control by electro-hydraulic blower control (EHG) Short circuit cooling blower

Method 1:

11 Short-circuiting screw

z Remove sealing washer on solenoid valve below short-circuiting

screw.

z Re-install short-circuiting screw as far as it will go - thus blower control out of function, blower runs at full speed.

Method 2:

1 Contact interruption

z Pull plug at 1 (oil temperature sensor) – failsafe logic of the

electronics initiates full, non-controlled operation of blower.

1.7.4 Determination of the admissible cooling air throttling through air intake and

discharge ducts

Prior to investigations the cowling pressure should be measured on the free-standing engine without cooling air intake and discharge ducts and without V-belt guard. The measured cowling pressure is a 100 % value.

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1.7.4.1 Cooling air ducting without hot air discharge

With cooling air intake ducts, the cowling pressure may be at most 10 % lower than the value measured on the free-standing engine. A maximum pressure loss of 15 % is allowed if no temperature rise of the cooling air or combustion air takes place.

1.7.4.2 Hot air discharge without cooling air ducting

The measurement is made as a differential pressure measurement between the air cowling and the discharge duct by means of Prandtl’s pilot tube (supplier Wilhelm Lambrecht KG, Göttingen, Germany). Again, the initial value is the cowling pressure of the free-standing engine (see diagram).

1.7.4.3 Cooling air intake and hot air discharge ducts

The measurements described above are to be carried out successively. The total pressure loss from both measurements must not exceed the values indicated, i.e. 10 % (15 %).

FIG. 1 - 15

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 15

1.7.4.4 Pickup points for cowling pressure measurement

FIG. 1 - 16

FIG. 1 - 17

Note: All dimension for pick- up points refer to detachable section of crowling

Optional pick- up point 1 or 2

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 16

FIG. 1 - 18

F 6, 8 L 413 F/513 BF 8 L/513

F 10, 12 L 413 F/FW/513 BF 10, 12 L/513

with transmission oil cooler

FL 413 F/FW BF 12 L 413 FW B/F L 513

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 17

FIG. 1 - 19

The readings from pick-up top cover plate and pick-up point near star plate are not identical. Individual readings must not be combined for comparative purposes. One pick-up point must be chosen.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 18

1.7.5 Minimum cross sections for air intake and discharge ducts

The minimum cross sections given in the table below can be used as design reference values for the layout of duct cross sections. They apply to duct lengths up to 4 m with an aerodynamically favorable deflection angle of up to 90°. When the engine is set into operation, the pressure situation must be rechecked.

The cross sections of the ducted air intake are sufficient for both cooling air and combustion air supply.

Reduced rated speeds (reduced blower speeds = reduced cooling air volumes) have no influence on the specified cross sections of the air ducts. Please contact our application engineering staff for special designs.

In the case of engines equipped with integrated auxiliary coolers (hydraulic, transmission oil coolers, etc.) their outer core cross section has to be added to the tabulated values (intake and exhaust air side).

Free minimum cross sections in m

for following combinations of the cross

sections I, II and III:

Combination of cross sections:

Provided that the cross sections feature favorable flow characteristics, the following combination possibilities will apply:

Table 2:

Kühlluftzuführung (Kaltluft) Kühlluftabführung (Warmluft)

Nein Ja Nein Ja

1. - I - -

2. - - - II

3. - II - III

Should the cross sections feature unfavorable flow characteristics, they must be enlarged – if necessary consult our application engineering staff.

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DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 20

Table 3: Admissible cooling air cross sections in m²

ENGINE MODEL CROSS SECTION I CROSS SECTION II CROSS SECTION III

D 909 L01 0.010 0.015 0.020 D 910 L02 0.033 0.045 0.060 D 910 L03 0.053 0.068 0.102

F02L 1011 / F 0.026 0.040 0.060 F03L 1011 / F 0.041 0.060 0.090 BF03L 1011 FL 0.051 0.070 0.110 F04L 1011 / F 0.055 0.080 0.120 BF04L 1011 / FT 0.055 0.080 0.120 BF04L 1011 / F 0.065 0.090 0.140

F02L 2011 0.027 0.042 0.063 F03L 2011 0.044 0.065 0.098 BF03L 2011 0.055 0.081 0.122 F04L 2011 0.059 0.086 0.130 BF04L 2011 0.071 0.098 0.153

F03L 912 / W 0.062 0.090 0.135 F04L 912 / W 0.078 0.113 0.170 F05L 912 / W 0.100 0.147 0.220 F06L 912 / W 0.115 0.167 0.250

F03L 913 0.067 0.097 0.145 F04L 913 0.082 0.120 0.180 BF04L 913 0.100 0.144 0.216 BF04L 913 C 0.120 0.176 0.264 F06L 913 0.115 0.167 0.250 BF06L 913 0.148 0.214 0.320 BF06L 913 C 0.163 0.235 0.350

F03L 914 0.070 0.102 0.152 BF03L 914 0.074 0.110 0.160 F04L 914 0.087 0.127 0.190 BF04L 914 0.105 0.152 0.228 F05L 914 0.105 0.152 0.228 F06L 914 0.122 0.176 0.263 BF06L 914 0.157 0.226 0.338 BF06L 914 C 0.172 0.248 0.372

F06L 413 FW/F 0.180 0.260 0.390 F08L 413 FW/F 0.210 0.300 0.450 F10L 413 FW/F 0.293 0.422 0.630 F12L 413 FW/F 0.330 0.478 0.720 BF12L 413 FW/F 0.400 0.590 0.880 F08L 513 0.185 0.270 0.400 BF08L 513 0.240 0.350 0.520 BF08L 513 LC 0.270 0.390 0.580 F10L 513 0.250 0.360 0.540 BF10L 513 0.300 0.430 0.640 F12L 513 0.315 0.450 0.580 BF12L 513 0.354 0.512 0.767 BF12L 513 C 0.390 0.580 0.930

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 21

1.8 Heating up of cooling air

On its way from the environment up to a point directly in front of the blower inlet, the cooling air is allowed to rise by 10 °C. IN exceptional cases, a temperature rise of 15 °C is admissible provided that the combustion air is not heated up too prior to entering the engine and there is no loss of cowling pressure (loss of cooling air volume).

In the case of engines with mounted V-belt guard, the cooling air temperature should be measured at the blower inlet, with disassembled V-belt guard, if a disturbance cannot be fully excluded.

Upon reassembly of the V-belt guard, the temperature at the blower inlet should be remeasured while observing the admissible temperature rise and pressure loss values. When measuring the cooling air temperature, it should be noted that the highest values are only obtained after a fairly extended operating period before they remain constant. Experience has shown that the steady-state condition is reached after about one hour of operation. Consequently, this is the minimum period for which the installation should be run with the load to be expected under actual operating conditions.

The temperatures have to be measured throughout the whole period of operation. The final readings should be taken in the steady-state condition under maximum operating load.

Since the cooling air in the blower does not mix and air drawn in at a specific blower sector is always passed to the same section of the engine, the admissible temperature rise may not be exceeded at any point at the blower inlet. The whole inlet cross section of the cooling blower must therefore be scanned in the measurement. In practice 4 pickup points distributed evenly around the circumference are used, these just suffice for an evaluation. A mean value of the individual temperatures measured around the circumference may not be used for the evaluation.

Table 4: Admissible combination of temperature rise and pressure drop

Case

Cooling air heating Heating up of combustion air Cowling pressure loss

A 0 °C 0 °C 15 % B 10 °C 10 °C 10 % C 15 °C 0 °C 0 %

1.9 Cooling air filtration

When the engine is operated in particularly dust-laden ambient air such as combine harvesting, beet and fish meal handling, slag and dump sites or similar, the cooling air should be filtered.

The following possibilities are available:

1.9.1 Rigid screen duct of perforated plating

An air intake duct is fitted upstream of the engine blower the inlet cross section of which is covered by a perforated plate for coarse filtration purposes. The cross section of the perforated plate must be designed to the effect that the cooling air velocity within the cross sectional area is ≤ 2 m/sec.

The required free plating cross section can be determined according to the following formula:

F = QV / c

= cooling air volume flow rate (m3/sec)

c = admissible air velocity in the plating cross section (m/sec)

The customer should either ask the acquisition staff for the cooling air volume flow rate or take the value from the Technical Pocket Book.

The individual perforation diameter should be approx. 3 mm with a pitch of 5 mm. The perforated plating should be arranged in a vertical position or feature a negative inclination so that air-borne debris can fall down by gravity.

1.9.2 Rotating screen

Rotating screens (drums) upstream of the blower offer the advantage that, as a consequence of the centrifugal forces acting on the circumference of the perforated plate drums or rotating screen, dirt deposits (and clogging) will be avoided.

The perforated plate size of rotating screens is equal to that of the rigid screen duct. However, the screen drum rotation perpendicular to the cooling air flow may have an adverse effect as, depending on the diameter and speed of the rotating drum, high peripheral speeds of 20 to 40 m/s may occur. As a consequence, the flow resistance in the rotating drum will increase and the cooling air volume flow rate will decrease resulting in an inadmissible cowling pressure drop on the engine.

Correspondingly, large cross sections are to be selected. This usually requires a proper matching of the screen area/rotating screen speed ratio to ensure an optimum flow.

1.9.3 Cooling air cyclone

Filtration of cooling air via so-called cyclones upstream of the blower (precleaning by air swirl and dust collection by blowout) has been tested for some applications. Proper functioning of this type of filtration is very much dependent on the type of dust and is not suitable for fine dust particles. So please consult head office if applicable.

Some reputed manufacturers of combustion air filters offer packages of several small cyclones connected in parallel with automatic dust collection via separate scavenging air blower. These cyclone systems, which are also suitable for fine dust particles, are designed and supplied by the filter manufacturers depending on the volume of the cooling air flow and with due consideration of the admissible cooling air pressure loss. It is urgently recommended to have DEUTZ investigate and evaluate the cyclone systems after assembly to the engine blower.

1.9.4 Cooling air filter mats

The filtration of cooling air through so-called filter mats offers in addition to the filtering effect the advantage of a certain noise reduction on the intake air side. Filter mats are partially made of washable, synthetic knitwear or so-called fleece: their dimensioning and rating (admissible air inflow velocities, pressure losses) should be coordinated in cooperation with the respective manufacturers.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 22

Filter mats are to be configured and arranged in such a way as to allow easy and simple maintenance as it may be necessary to clean them several times a day. When contaminated, the cooling air passage will be restricted resulting in thermal overload of the engine if maintenance is not carried out in time.

A differential pressure gauge is fitted to monitor the actual operating condition. When the pressure difference at the cooling air filter has reached the maximum admissible value, the filter mat has to be cleaned or replaced with a new one. The application engineering staff should be consulted to determine the maximum admissible pressure difference until filter maintenance becomes necessary.

In the new condition the pressure loss should not exceed abt. 5 % of the cooling air cowling pressure of the engine.

Filter mats are particularly suitable for fine-grained, aggressive dust.

The additional installation of a cylinder head temperature measuring system (ZTS) for engine monitoring is necessary in engines which use cooling air filter mats.

1.10 Cooling air system B/FM 1011F / 2011

The DEUTZ engines of the B/FM 1011F / 2011 series which are completely cooled with oil are so-called liquid-cooled engines and are equipped with a separate heat exchanger of the same kind as that of conventional water-cooled engines.

When installing the air/oil heat exchangers it must be ensured that no hot exhaust air is drawn in as cooling air.

FIG. 1 - 20

- large radial gap at air cleaner

- no partition wall

- small radial gap at air cleaner

- built- in partition wall

Right Wrong

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 23

The admissible heating limits for the cooling and combustion air relative to the cooling air volume loss are analogous to those applicable to air-cooled engines. However, it is essential to remember that every rise in the cooling air temperature by one degree is associated with a reduction in the cooling capacity of the cooling system.

1.10.1 Dimensioning of the cooling air ducts

Because of the higher cooling air requirement of the oil-cooled engines and the lower feed height of the fans – which only allow low flow resistances – the free intake and discharge air cross sections of air intake ducts in B/FM1011F/2011 engines must be designed about three times as high as in the B/FL1011/2011 engines according to the table 3 “Cooling air cross sections” above.

Generally, the cross section of the air duct is specified by the network cross section of the cooler. The cross section should be calculated if narrowing of the ducts is necessary. The calculations of the intake and discharge air duct cross sections must be made with the relevant air volumes V (m³/s) and under consideration of a flow speed c of about 3 to 4 (m/sec) according to the law of continuity.

duct

= V / c

The corresponding cooling air volumes V(m³/s) or air masses m (kg/s) sshould be taken from the Technical Pocket Book or requested from the acquisition staff or Technical Sales Support at head office.

Conversion between volume and mass:

V (m³/s) = m (kg/s) / 1.168 (kg/m³)

The data in the following figure apply as reference values for dimensioning when connecting the cooling air ducts to the cooler network. A flow speed of 6 to 8 m/s can be assumed for short ducts. The change in volume of hot air (exhaust air) must be taken into account.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 24

FIG. 1 - 21

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 25

.10.2 Cooler – fan arrangements

hen installing auxiliary coolers for hydraulic oil or air/air coolers (intercoolers), these

ith the air-oil heat exchanger of the engine (in suction

• llel circuit next to the air-oil heat exchanger of the engine (suction or

both auxiliary fan arrangements the flow volume of the fan must be increased

W auxiliary coolers must either be

• connected in series w

ns) or

in para sh-type fans)

In accordingly by increasing the speed or enlarging the fan diameter. The intake and discharge air duct cross sections must then be re-dimensioned according to the then valid air volumes and under consideration of a flow speed of abt. 3 to 4 m/s.

FIG. 1 - 22

See the following chapter for further information.

1.11 B/FM 1011F / 2011 – engine oil cooling (cooling oil system)

In the DEUTZ engines of the B/FL 1011 F / 2011 and B/FM 1011 F / 2011 series the engine lube oil also cools the whole cylinder head in addition to the cylinder block.

The engine oil in the B/FM 1011 F / 2011 engines is re-cooled by an external oil-air heat exchanger.

These external oil-air heat exchangers are optimized systems with respect to cooling capacity / construction / air requirement / fan size / fan power requirement and are part of the DEUTZ scope of supply.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 26

If the cooling system is not supplied by DEUTZ and designed by a specialist OEM, the following specifications are necessary:

- The heat volume of the engine to be discharged by the cooling oil;

- Oil content of the heat exchanger (preferable below 20 % of the total oil volume in

the engine oil tray);

- Oil volume flow (l/min) and

- admissible flow resistance (bar) of the cooler, oil side;

- Maximum admissible permanent oil temperature at the heat exchanger inlet;

- Maximum cooling air temperature (°C) at the cooler inlet.

It should be noted here that with a push-type fan – the fan sucks

cooling air from the engine compartment and pushes the air through the cooler – the temperature of the cooling air increases considerably due to the heat radiating from the engine crankcase and the exhaust system and is above ambient temperature.

You should therefore reckon with abt. 10°C to 15°C preheating of the cooling air before it enters the cooler.

The heat volume radiated by the engine can be determined as a function of the engine power P (kW) as an approximate value

radiated

= 165 x P [kcal/h]

- Air flow of the fan (m

/min) dependent on the speed and the flow resistances

(mbar) through cooler network and air ducts;

- If auxiliary coolers (pre-mounted coolers, side-by-side mounting) are planned, the

fan size and engine oil cooler size must be adapted.

1.11.1 Heat volume to be discharged

The following heat volumes must be discharged by the cooling oil in the DEUTZ diesel engines B/FM 1011F / 2011:

Specific heat volumes: For naturally aspirated engines c

= 0.52 ... 0.56 {kW heat/kW engine power} For turbocharged engines without intercooling c

= 0.60 ... 0.62 {kW heat/kW engine power}

With the respective engine power P (kW) this gives a

volume of heat to be discharged:

Q (kW) = c1 x P = (0.52 … 0.56) x P for naturally aspirated engines

Q (kW) = c1 x P = (0.60 … 0.62) x P for turbocharged engines

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 27

As a recommendation it applies that the re-cooling capacity of the oil-air heat exchanger should be represented at an input temperature difference between the oil inlet and the air inlet of 120°C - 40°C = 80 °C (ITD = 80 °C).

Max. admissible oil temperature at the cooler inlet: 135 °C (2011 140 °C)

A designed and installed cooling system must be subjected to testing for evaluation, whereby the B/FM 1011F / 2011 engine with open blocked oil thermostat is subjected to continuous load with its respective blocked capacity.

The temperature difference between the determined oil temperature at the cooler inlet and the air temperature in the free, outdoor environment gives the cooling constant of the cooling system which may have to be increased by abt. 5 °C due to the influence of contamination.

The difference between the maximum admissible oil temperature at the cooler inlet (equal to engine outlet) and the determined cooling constant raised by 5 °C gives the maximum ambient temperature up to which the oil temperature limit is held by the cooler – see the following example:

Example:

ambient temperature: t

= 25 [°C] Equipment test under full load up to steady state of the oil temperature, oil temperature measured at the cooler inlet

(suction cooling): t

oil in

= 105 [°C]

Cooling constant: ∆t

= t

oil in

- tU = 80 [°C]

Extended cooling constant due to influence of contamination: ∆t

= ∆t1 + 5= 85 [°C]

Maximum ambient temperature range: t

Umax

= t

oil max perm.

- ∆t2 = 135 - 85 =

Umax

= 50 [°C]

NOTE:

The theoretical example shows a rough determination of the cooler limit from measured temperature data. Because of the strong dependence of a cooler on the air mass flow, a correction is always necessary which takes into account the influence of the air density on the cooling air mass flow as a result of geodetic height and temperature – in addition to the factors engine load, engine room temperature and cooling air

temperature at the network inlet.

Consult the application engineering staff if applicable.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 28

1.11.2 Oil cooling schematic diagram

The following oil circuit schematic explains the lube and cooling oil flow through the engine and the coolers (external and engine-integrated).

FIG. 1-23 Oil circuit schematic in B/FL/FM 1011F / 2011

FIG. 1-24

Branch in the oil return to the heating system

From heater

To heater

Oil return for engines

with cap heating

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 29

1.11.3 Calculation data for B/FM 2011 engines

FIG. 1 - 25

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 30

FIG. 1 - 26

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 31

FIG. 1 - 27

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 32

FIG. 1 - 28

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 33

FIG. 1 - 29

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 34

1.11.4 Standard cooling system for B/FM 2011 engines

The cooling systems listed below are not offered by DEUTZ, consult the named cooler or fan manufacturers where applicable: AKG, 34363 Hofgeismar, Postfach 1305/1346, Phone: 05671/883.339, Fax.: 05671 3582 Alu-Kunststoff-Technik, 90427 Hemhofen, Eichendorffstr. 21, Phone: 09195 9447 27, Fax: 09195 9449 30 On the basis of the cooling –specific parameters, standard cooling systems including fan and speed allocation have been calculated and given here as recommendations. The following requirements are defined for the cooling systems:

•

Area of application: building machine (low-contamination air louvers)

•

ambient temperature: +35 °C / 900 mbar

•

fans: only suction fans

•

hydraulic oil coolers; side by side arrangement, cooling capacity abt. 30 % of the engine power

cooler ITD 40 °K, pressure resistance 25 bar (plate cooler)

FIG. 1 - 30

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 35

FIG. 1 - 31

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 36

1.11.5 Admissible resistances of oil pipes and coolers

Oil pipes:

The external engine oil cooler is connected on the oil side by hoses. See chapter 5.1 for dimensioning of the hoses.

Recommendation: For a total hose length up to 2 m with abt. 4 bends (90°) the in side diameter should be at least 20 mm.

The max. admissible hose resistance (supply and return) is

∆p

hose, tot

. ≤ 0.5 (bar)

• at max. engine speed and

• hot oil (100 °C, viscosity SAE 15/W40).

The applied hoses must have

• pressure resistance up to 30 bar

• at a temperature resistance of –40 °C to +140 °C

Cooler:

The max. admissible cooler resistance on the oil side may be:

∆p

oil heat exchanger

≤ 0.5 (bar)

• at max. engine speed and

• hot oil (100 °C, viscosity SAE 15/W40).

Recommendation:

The resistance of the oil pipe and the oil cooler reduce the oil pressure for the engine lube oil supply. To keep this influence low, it is recommended to restrict the cooler flow resistance to ∆p

oil heat exchanger

≤ 0.5 bar.

Total resistance:

The recommendation gives a total resistance of the pipes and coolers of

∆p

total

≤ 1.0 (bar)

at a maximum rated engine speed and hot oil.

For speeds below the max. rated engine speed, the total resistance can be assumed as follows:

Rated speed 2800 / min = 1.0 bar total resistance

Rated speed 1500 / min = 0.6 bar total resistance

Interpolate intermediate speeds linearly

Rated speed 2800 / min = 1.0 bar Total resistance

Rated speed 1500 / min = 0.6 bar Total resistance

Interpolate linearly intermediate speed

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 37

1.11.6 Technical installation notes

• The hose connections must be made with the appropriate crimp fittings

and screw unions. The connections are prepared on the engine.

FIG. 1 – 32

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 38

• In case of a standing cooler arrangement in front of the engine the oil inlet

must always be connected at the bottom cooler end (automatic breathing).

• In cooler systems above engine (e.g. horizontal) you must make sure that

the supply line is fed once “below the center of the crankshaft” when laying (engine outlet to the cooler inlet). This prevents air getting into the cooler (or oil leaking from the cooler into the oil tray) at engine standstill.

• Make sure that coolers are installed without tension. Vibrations should be

avoided depending on the type of cooler.

• External forces due to engine oscillation, shock and

vibrations through the equipment frame should be kept away from the coolers as far as possible. The coolers must therefore be mounted flexibly remotely from the engine on appropriate mounts which are included in the scope of supply of the cooler manufacturers – see the figure below:

Fig. 1 – 33

spacer ( galvanized steel)

rubber element ( perbunan)

form disc ( steel, galvanized)

ressure disc ( galvanized steel)

• The pipes must be connected flexibly to the cooler to avoid forces being

exerted through piping into the cooler.

• When mounting the pipes to the cooler connections, make sure that the

cooler nozzles are protected from too high a torsional stress by holding with suitable tools whilst tightening the screw unions.

• The hose pipes must have rubber qualities which withstand a pressure of 30

bar and temperatures of –40 °C to +140 °C.

• Alternatively to the crimp fittings with screw unions the hoses can also be

installed on the engine and cooler with pipe nozzles with crimp and hose clips – this type of connection must always be tested however with the participation of the clip manufacturer. Such connections are always the responsibility of the customer. DEUTZ will accept no responsibility for engine damage due to lack of oil pressure owing to leaking hose clip connections.

•

As a protection against contamination and clogging of the cooler network it is recommended to install an appropriate filter in such a way that it can be easily dismantled.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 39

• The inclined filter mounting (negative) in front of the

vertical cooler leads to partial self-cleaning.

• The cooler networks must be protected by

appropriate upstream screens depending on the installation position and equipment application.

1.11.7 Cooler and fan arrangements

The following figures show the possible cooler locations in fan installations on the engine and with separate fan drives.

FIG. 1 – 34 Cooler systems with mechanical fan drive

admissible cooler locations for self breathing

position of connections position of connections top outlet top inlet and outlet bottom inlet

FIG. 1 - 35

With flexibly mounted engine and rigidly mounted cooler there must be an annular clearance of x ~ 10 – 20 mm between cooler duct and

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 40

FIG. 1 - 36 Separate cooler system with electric fan drive

• The coolers must always be arranged so that there is no air

permanently entrapped in the cooler

• The oil coolers with the mounted electric fan drive must always be

installed vertically (see figure) so that the electric motor is always in a horizontal operating position.

• Pay attention to correct alignment downwards of the water drain hole

on the electric motor housing.

1.11.8 Central arrangement of cooler and fan

In the central arrangement of cooler and fan, make sure that the outside fan contour is always inside the network contour of the cooler. The ratio of the effective cooler surface F

to the fan surface FD should never be

greater than

FK / FD = 1.8

Recommended is:

FK / FD = 1.5

FIG. 1 - 37

= B x H FD = ( π x D² ) / 4

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 41

1.11.9 Air ducts between cooler and fan

Installation without ducting

A safety margin of 25 mm must be provided between the oil cooler and the suction intake fan due to the fan blade deflection, the production tolerances and the axial fan movement in case of flexible engine mounting. This margin can be minimized (10 mm) when an axial offset can be ruled out in the engine/fan allocation due to mounting measures. The margin must be increased to 70 to 90 mm for a push-type fan.

FIG. 1 - 38

Installation with ducting

When using an air duct between the cooler and the fan, the distance A between the cooler network and the fan on the engine must be as shown in the figure below – whereby even greater distances are admissible at A.

FIG. 1 – 39

Clearance between fan and cooler

The radial distance between the duct and the fan must, however, be so great that there is no touching when starting up and shutting down the flexibly mounted engine. A minimum gap of 15 mm must be provided.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 42

To keep the radial gap low, it is recommendable to mount a separated duct with a flexible adapter – see figure:

FIG. 1 - 40

When installing the cooling system, make sure that no hot air can be sucked in.

FIG. 1 - 41

Wrong

Right

o partition

Existing partition

orrow radial clearance Large radial clearance

Duct connection on cooler

View: View:

Sectional rubber

Rubber sponge

Flex. eng. mounting

Rigid cooler mounting

Matching duct fitted on engine

Accordion hose

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 43

1.11.10 Position of the fan in the hood

Pusher-type fan:

With the pusher-type fans (fan pushes the air through the cooler), the air is usually taken from the engine compartment. This provides a more effective engine compartment cooling but due to the warmer cooling air a fan with a greater diameter or faster fan is required and possibly a larger cooler.

To avoid restriction of the cooling air flow by mounting the fan close to the engine (increased resistance, loss of cooling air volume, increased noise), the cylindrical part of the hood should end at least the level of half the width B of the fan.

FIG. 1 - 42

Suction fan:

The coolers/fans offered in the scope of supply contain the so-called suction cooling, i.e. the fan sucks the air through the cooler and pushes the heated air past the engine into the engine room.

As a rule short installation conditions lead to a close to engine mounting situation for the cooling system at the top end of the engine. The discharge situation can be improved for the suction fan when the width B of the fan protrudes from the hood by at least 1/3.

FIG. 1 - 43

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 44

1.11.11 Fan mounts

For the mechanical drive of the fan there is the direct mounting on the crankshaft (fan speed = engine speed) and the mounting alternative of a separate fan on a console on the engine.

1.11.11.1 Fan on the crankshaft

The fan mounted on the crankshaft is designed for fans with a max, admissible mass moment of inertia up to 0.015 kgm² . Please consult DEUTZ for greater mass moments of inertia.

1.11.11.2 Fan mounted on fan block (high level fan mounting)

Different transmissions can be implemented in this case and particularly greater fan diameters without exceeding the lower engine contour. This fan version is of particular advantage when several coolers are to be driven (side by side or in front).

The dimensions of the fan flange are shown in the diagram below:

FIG. 1 - 44 Fan flange

The basic conditions of figures 1-45 and 1-46 must be satisfied for the fan mounting with fan console. The values must be seen in relation.

When determining the speed limit, condition 1 must be satisfied before the fan speed is determined as a function of the fan mass in condition 2.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 45

Condition 1: According to the ratio I

/ mL, the following applies for geometrically

similar fans for a mass inertia ratio of IP/m = 0.016 m²

Example: Determination of the admissible polar mass moment of inertia I

for a fan

with the mass m

= 2.2 kg

FIG. 1 - 45

Result: IP = 0.016 m² * 2.2 kg = 0.035 kgm²; the selected fan may not exceed a

maximum mass moment of inertia of I

= 0.035 kgm² .

Condition 2: Between the fan mass and the fan speed the following relation must be satisfied

Example: Determination of the max. admissible speed of the fan with 2.2 kg mass – it follows according to diagram a max. admissible fan speed of 3050 1/min

FIG. 1 - 46

NOTE:

The center of gravity distance from the fan mount and fan to the engine may not be increased – e.g. by mounting an adapter between the fan hub and the fan. If fans with a low speed and a higher mass moment of inertia are to be operated, it must be released by DEUTZ technology.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 46

1.11.12 Compensating vessel

In oil-cooled engines, no compensating vessel is required in the cooling oil circuit because degassing and breathing takes place through the engine oil tray and crankcase breathing.

1.11.13 Two-circuit cooling system (skin effect cooling)

In the FL 1011 E engine, an oil/water or oil/oil two-circuit cooling system can be set up instead of the oil-air heat exchanger.

The engine oil heat is passed through a liquid heat exchanger as process heat to another circuit.

Another two-circuit cooling system can be represented by so-called skin coolers or hull coolers – as for ships.

FIG. 1 - 47

Lubricatio n and cooling system

by- pass valve

skin coolers or hull coolers

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 47

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification Index 00 1 - 48

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 1

2. COMBUSTION AIR SYSTEM

2.1 General

Experience has shown that in more than 75% of all cases premature engine wear is attributable to the influence of dust. To avoid this problem, particular attention should be drawn to filtration of the combustion air and to a proper layout of the air cleaners and clean air piping.

In this connection, the following references should be observed:

• Only fresh air is allowed to be drawn in as combustion air; it must be taken from a dust-free engine environment which is not heated up.

• Combustion air piping shall have sufficiently large cross sections to keep the flow resistance at a minimum.

• At the raw air side (combustion air piping to cleaner), high resistances result in

increased intake vacuum pressure and reduce the maintenance intervals for drytype air cleaners. The vacuum pressure governor (service indicator) also records the raw air pipe resistance.

• Pipe bends with favorable flow characteristics should be used for any necessary

deflections in the combustion air piping.

• Also after an extended period of operation, the intake pipe between the air cleaner and the engine, the so-called clean air side, must be absolutely tight and shall resist the mechanical stresses caused by engine vibrations and pressure pulsations as well as the temperatures involved.

• The type and size of the filters should be selected according to the expected operating stresses (accumulation of dust).

It is not always possible to realize ideal conditions, i.e. to mount the air cleaner directly on the engine without the need of any air piping. In some cases, it is necessary to mount the air cleaner separately from the engine, e.g. in case of danger of heating up in the room or by vibration or simply to make it easily accessible for maintenance work.

2.2 Intake vacuum pressure

To achieve a practically "complete" combustion of fuel in diesel engines, the cylinders are supplied with an air surplus (oxygen).

If the resistance (intake vacuum pressure) at the combustion air side is too high, combustion will be "incomplete" because of the deficiency of air (lack of oxygen), i.e. the fuel consumption will increase.

This condition is counteracted by limiting the intake vacuum pressure. See the following chapter, table 1, 2, 3.

2.3 Measuring the intake vacuum pressure

The measurement is to be made within a straight pipe section before the air duct or charging elbow. A straight length of at least two and a half times the diameter of the intake pipe must be available before and after the pickup point. If this is not possible, the measurement should at least be made in the neutral fiber of the pipe bend.

The vacuum pressure of the intake system is measured best with a water-filled U-tube:

FIG. 2 - 1

a) Naturally aspirated engines without loading at rated speed (pickup point

position A: 2.5 x dia. before inlet of combustion air into the air intake manifold of the engine).

FIG. 2 - 2

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 2

If the measurement at rated speed should be difficult, the measurement can also be made at maximum idling speed and converted with the following formula

P = P

max

/ [n

max

/ n ]²

p = Intake vacuum pressure at rated speed (cf. admissibl e pressure)

max

= Intake vacuum pressure measured at the highest idle speed n = Rated speed n

max

= Maximum idling speed, at which measurement was made

b) Turbocharged engines at full load and rated speed (pickup point position A: 2.5 x D in front of inlet of combustion air into the charger elbow of the

engine).

FIG. 2 - 3

2.4 Maximally admissible intake vacuum pressure

The total intake vacuum pressures referred to in the following tables 1, 2 and 3 are values which must not be exceeded when measured on the engine. They apply to the entire intake system (filter including raw air and clean air piping).

The intake vacuum pressure values indicated separately for filters and piping are reference values which may be handled in a variable manner, if the total intake vacuum pressure is not exceeded.

No distinction is made between automotive and equipment engines.

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DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 4

Maximally admissible intake vacuum pressure

Table 1

Admissible intake vacuum pressures for oil-bath air cleaners for engines installed in vehicles, equipment and electric power generating sets.

Applicable to naturally aspirated and turbocharged engines.

Engine

2011 D909 / 910

Filter

2011 D909 / 910

Pipings

2011 D909 / 910

Total intake vacuum pressure

1-cylinder 2-cylinder 3-cylinder 4-cyl. and upwards

15 mbar

25 "

30 "

10 mbar 15 " 20 "

5 mbar 10 " 15 " 15 "

5 mbar 5 " 5 "

20 mbar 35 " 45 " 50 "

15 mbar 20 " 25 "

Table 2

Admissible intake vacuum pressure for contaminated dry-type air cleaner for engines installed in vehicles, equipment and electric power generating sets.

Applicable to naturally aspirated and turbocharged engines.

See table 1 for values for D909 / D910 engines

Engine

Filter

mbar mmWS kPa

Pipings*

mbar mmWS kPa

Total intake vacuum pressure

mbar mmWS kPa

1-cylinder 2-cylinder 3-cylinder 4-cyl. and upwards

20 200 2.0 35 350 3.5 45 450 4.5 50 500 5.0

5 50 0.5 10 100 1.0 10 100 1.0 15 150 1.5

25 250 2.5 45 450 4.5 55 550 5.5

65 650 6.5

* When a pipe is fitted upstream of the dry-type air cleaner (raw air side), the initial resistance of the

cleaner is increased by the amount of the pipe resistance. This entails shorter maintenance

intervals

of the dry-type air cleaner, as the service indicator reacts accordingly earlier.

If this pipe is installed downstream the dry-type air cleaner (clean air side), the service indicator senses the actual cleaner resistance and not the pipe resistance downstream. This must be considered when selecting and arranging the serv ice indicator, if the admissible pipe resistance can not be observed.

** The resistance of the cleaners when new is correspondingl y

lower depending on the re quired service life.

Table 3

Admissible intake vacuum pressure on oil-bath and contaminated dry-type cleaner elements for engines installed in electric power generating sets with rating categories COP,PRP,LTP. Applicable to naturally aspirated and turbocharged engines.

See table 1 for values for D909 / D910 engines

Engine Filter

mba mmWS kPa

Pipings

mbar mmWS kPa

Total intake vacuum pressure

mbar mmWS kPa

1-cylinder 2-cyl. and upwards

15 150 1.5 20

*** 200*** 2.0

5 50 0.5 5 50 0.5

20 200 2.0 25 250 2.5

*** 350*** 3.5***

*** Vacuum pressure governor with switch point 20mbar can be replaced by 35mbar vacu um pressure

governor,

if the pressure is picked up near the inlet of the

turbocharger – still in the large diameter range of the connecting pipe.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 5

If, in individual cases for installation reasons, the total intake vacuum pressure should require to be exceeded, consult application engineering.

Low initial resistance values are recommended to obtain adequately long maintenance intervals. The general layout of the cleaners depends on the laboratory testing period taking into account the respective engine application (see 2.8.5, Reference examples).

To ensure an adequate service life of the cleaner elements under normal dust conditions, the following intake vacuum pressure at the clean air nozzle of the cleaner (without raw air pipe upstream of the cleaner) should not exceed the following values in new condition:

1-cylinder engines ≤ 1.0 kPa ≤ 10 mbar ≤ 100 mmWS 2-cylinder engines ≤ 1.5 kPa ≤ 15 mbar ≤ 150 mmWS 3-cylinder engines ≤ 2.0 kPa ≤ 20 mbar ≤ 200 mmWS from 4-cylinder engines ≤ 2.5 kPa ≤ 25 mbar ≤ 250 mmWS

It is recommended, where possible, to keep the indicated resistance values below the indicated values, as this is positively influencing the power and performance characteristics of the engine.

For genset engines according to table 3:

1-cylinder engines ≤ 0.8 kPa ≤ 8 mbar ≤ 80 mmWS from 2-cylinder engines ≤ 1.0 kPa ≤ 10 mbar ≤ 100 mmWS

All indicated values apply to measurements at the engines. The reason why lower limit values are required for lower numbers of cylinders is due to pulsation, i.e. the effects on the power and smoke emissions are thus identical for all numbers of cylinders.

2.5 Monitoring the intake vacuum pressure

The flow volume resistance of the dry type air cleaners increases strongly with increasing soiling of the paper cartridge unlike wet and oil-bath air cleaners.

Therefore a service indicator is prescribed for monitoring the suction intake vacuum pressure when installing dry type air cleaners. The service indicator should be mounted on the clean air side. In most cases, the cleaner manufacturer provides the cleaner clean air nozzle with a connection facility.

Wet-type and oil-bath cleaners have no such connection facility for a service indicator; for that reason, in practice, service indicators are not used for these types of cleaners.

These indicators are commercially available with various switch points, e.g. 20, 30, 35, 50 or 65 mbar.

When determining the switch points, the resistances in the pipes and the contaminated dry-type air cleaner as well as the arrangement of the cleaner and the service indicator in the suction intake system must be considered.

FIG. 2 - 4

AS an example:

Admissible total resistance at “A” (see table 2) is 650 mmWS = 65 mbar = 6.5 kPa

Assumptions:

Resistance of clean air pipe: 150 mmWS = 15 mbar = 1,5 kPa Resistance of raw air pipe: 100 mmWS = 10 mbar = 1.0 kPa Total line resistance: 250 mmWS = 25 mbar = 2.5 kPa

Maximum admissible resistance of the contaminated cleaner: 650 - 100 - 150 = 400 mmWS = 40 mbar = 4.0 kPa

Theoretical switching point of the service indicator is given by the sum of the resistances of raw air pipe and contaminated cleaners 100 + 400 = 500 mmWS = 50 mbar = 5.0 kPa

Selected:

Service indicator with a switching point of 500 mmWS = 50 mbar = 5.0 kPa.

If the service indicator is located within the clean air pipe or the cleaner is mounted directly upstream of the engine, proceed analogously.

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DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 7

2.6 Air cleaner systems

2.6.1 General references

The evaluation of practical experience has shown that the issue of combustion air cleaning must be treated with utmost care.

The following statements are generally applicable in this respect:

• The service life expected from today's engines requires the use of dry-type air cleaners with safety element (paper air cleaners).

• Dry-type air cleaners require careful handling when serviced.

• Dry-type cleaners are dependent on a well-functioning parts supply (replacement

filter strainers) at the engine site.

If regional problems are to be expected as regards the spare parts sup ply, the use of a combination of oil-bath- and dry-type air cleaners (ÖTK) is recommended.

• The installation instructions of the respective manufacturers must be observed when installing the air cleaners.

• Air cleaners must be mounted in such a way that they are easily accessible for

maintenance works.

• The service indicators must be arranged in a position well visible for the operating staff.

• The combustion air cleaner versions supplied by DEUTZ are described in detail in the sales documentation of the individual engine series.

• If an air cleaner system especially requested by the customer is not part of the DEUTZ scope of supply, the OEM is fully responsible for the correct layout and execution. If the engine should be damaged as a consequence of mistakes in the cleaner system, DEUTZ refuses any claims under engine warranty.

2.6.2 Wet-type air cleaners

The use of wet-type air cleaners is not admissible.

2.6.3 Oil-bath air cleaners

In view of their obsolete technical standard, oil-bath air cleaners are hardly used today – in particular for reasons of handling, as the environmental-friendly disposal of the sludge-laden used oil from the oil-bath air cleaner requires additional expenditures.

For layout, installation, and maintenance of the oil-bath air cleaners, observe the directions given by the manufacturer of the air cleaner.

2.6.4 Dry-type air cleaners (paper air cleaners)

Dry-type air cleaners with built-in precleaners have a good filtration efficiency (irrespective of engine speed and inclination) and, thus, contribute to a long service life of the engine at low wear.

Dry-type cleaners should be provided with a safety cartridge. The safety cartridge is to prevent dust entering the clean air piping during maintenance of the main cartridge or when further using damaged main cartridges.

Paper quality: With test dust AC coarse-grained, the filtration efficiency of the air cleaner must amount to 99.9% (for cleaner dimensioning see section 2.8).

2.6.5 Combination oil-bath- and dry-type air cleaner (ÖTK)

In case of operating conditions with a high generation of dust as well as regional problems with the spare parts supply, we recommend the use of a combination of oilbath air cleaner with following dry-type air cleaner. Here, the oil-bath air cleaner acts as an excellent preliminary filter.

If required, contact the head office of DEUTZ, as systems of that kind are not available by series.

2.7 Maintenance

2.7.1 Oil-bath air cleaners

The oil-bath air cleaner should be serviced at the latest when the contamination has reached about half the level of the oil-bath or the oil in the oil tank has become viscous. This applies generally for all types of oil-bath air cleaners.

A correctly dimensioned oil-bath air cleaner does not lose oil during operation; therefore, do not refill with oil between maintenance due to the danger of drawing in oil.

2.7.2 Dry-type air cleaners

The main cartridge of the dry-type air cleaner must always be cleaned when the maximum admissible resistance is signaled by the service indicator. The quickest and safest way to service the cartridges is to replace the contaminated main cartridge by a new one.

Clean the main cleaner cartridge as follows:

• Dismantle cartridge

• hold the open end downward and knock carefully against your flat hand

• blow out with max. 5 bar compressed air from inside to outside

• clean seals

• check condition

• mount cartridge again

The main cartridge must be renewed after a maximum 5 cleaning operations or after one year; immediate replacement is required in case of damage.

When servicing the main cartridge, the safety cartridge remains clamped at the cleaner bottom. The number of main cartridge servicings (exchange or cleaning) should be indicated in the marking spaces on the safety cartridge.

The safety cartridge must be renewed:

• after the main cartridge has been serviced 5 times

• after 2 years at the latest

• if the service indicator responds immediately after maintenance

the main cartridge

• after operation with a defective main cartridge

Safety cartridges must not be cleaned.

Possible dust agglomeration on the evacuator valve should be removed by occasionally compressing it.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 8

2.7.3 Combination of oil-bath and dry-type air cleaner

The applied cleaner types are serviced as described under oil-bath and dry-type air cleaners.

2.8 Calculation data for combustion air volume flow rate

2.8.1 Calculation of the combustion air flow rate

The air volume flow rate for 4-stroke naturally aspirated engines is determined as follows:

()

V n

2 1000

m/ min

QM = theor. air volume flow rate (m3/min) n = Rated engine speed (1/min) V

= total piston displacement (dm3) η = volumetric efficiency abt. 0.9

The air volume flow rate for 4-stroke turbocharged engines (consumption-optimized, with and without charge air cooler) is roughly determined as follows:

= 0.095 x P (m3/min)

P = rated engine power (kW)

Turbocharged engines whose exhaust gas qualities must meet the higher requirements of the recent national and international exhaust gas regulations partly require a higher combustion air volume flow rate.

A rough calculation is given below:

QMI ≅ 0.10 x P (m3/min)

P = rated engine power (kW)

If necessary, the actual combustion air volume flow rates must be inquired from the head office.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 9

2.8.2. Air volume flow rate "QW" for determining the initial resistance

of a cleaner

The combustion air flow is subject to pulsation depending on the number of cylinders, as a consequence of which the filter resistance increases. Therefore, when laying out the combustion air cleaners, the theoretical air volume flow rate is to be multiplied by the pulsation factor "f". In the first step, the essential air volume "QW" is found which determines the initial resistance of the new air cleaner.

QW = Q

x f (m3/min) or QW = QMI x f (m3/min)

Table 4:

Number of cylinders Pulsation factors f (reference values) per cleaner naturally aspirated turbocharged engines

i = 1 f = 2.5 f = i = 2 f = 1.7 f = i = 3 f = 1.3 f = 1.0 i = 4 f = 1.1 f = 1.0 i ≥ 5

f = 1.0 f = 1.0

The initial resistance is taken from the diagram of characteristic resistance lines. Such diagrams may be obtained from the manufacturers of the air cleaners.

2.8.3 Air volume "QS" for determining the service life of the air cleaner

(lab test life)

For the air cleaner layout in the second step, the air volume QS is required. This value must be used in all assessments concerning air cleaner service life and lab test life – see 2,80,5.

= QM x k (m

/min) or Q

= QMI x k (m

/min)

The load factor "k" considers the reduced pulsation intensity upon increasing air cleaner contamination.

Table 5:

Number of cylinders Load factors k (reference values) per cleaner naturally aspirated turbocharged engines

i = 1 k = 1.3 k = i = 2 k = 1.2 k = i = 3 k = 1.1 k = 1.0 i ≥ 4

k = 1.0 k = 1.0

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 10

From the diagrams – resistance behavior when cleaner is passed by contaminated air at laboratory dust concentration (1000 mg dust per m

air) – of the manufacturers, the dust volumes are resulting accumulated until the admissible value of air cleaner resistance is reached. With the aid of this dust volume related to the air volume flow rate, the lab test life (h) of the air cleaner can be calculated. Alternatively, the manufacturers indicate the lab test life curves of the air cleaner as a function of the air volume flow rate.

2.8.4 Determining the practical service life of an air cleaner

Before determining the cleaner size, the dust concentration expected for the respective engine application, must be estimated. The table of the reference examples is a selection aid for dimensioning the dry-type air cleaner.

From the laboratory service life, the practical service life of the cleaner can be determined using the following relation:

[]

Praxisstandzeit h

Laborstaubkonzentration 1000 bzw. 880 mg/ m

Praxisstaubkonzentration mg/ m

Laborstandzeit

=×

In the case of vehicles, normally servicing of the air cleaner depends on the kmperformance. For converting the practical hours into driven kilometers, the following relation shall be applied:

Driven kilometers[km] = Practical service life[h] x mean velocity [km/h]

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 11

2.8.5 Reference examples for dimensioning the dry-type air

cleaners

including preliminary filter

FIG. 2 - 5

Table 6

Group Engine application

Mean dust concentration in mg/m³

Lab test life in hours as per SAE at 880 mg/m

Lab test life in hours as per ISO at 1000 mg/m

Normal dust load

Trucks, long-distance Gensets Marine propulsion units Rotary snow ploughs

up to 4

2.3 – 4.5

2 - 4

Trucks, distributor traffic Rail-mounted vehicles Crane trucks Concrete mixers Pump sets Welding sets

up to 8

4.5 – 9.1

4 - 8

Trucks, building site traffic Busses in urban traffic Light fork lifts Small compressors Concrete pumps Rubber-tyred rollers Sweeping machines

up to 12

9.1 - 14

8 - 12

Medium dust load

Tractors for agriculture and forestry Field choppers Dump trucks Trenchers Contractor's gensets Vibratory rollers

up to 20

14 - 23

12 - 20

Heavy fork lifts Large compressors Light hydraulic excavators Wheel loaders Graders Combine harvesters

up to 30

23 - 34

20 - 30

Severe dust load

Busses, interurban traffic Road grooving machines Underground equipment Drilling machines

up to 40

34 - 45

30 - 40

Heavy hydr. excavators Dozers Track-laying machines Off-road tractor trucks

up to 50

45 - 57

40 - 50

Extreme dust load

8 Dust development up to

zero visibility

up to 1000 Special measures Special measures

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2.9 Combustion air pipings

2.9.1 General

Combustion air pipings between air cleaner and engine ("clean air piping") must be absolutely airtight and resist the mechanical stresses caused by engine vibrations and pressure pulsations. The same applies to the charge air piping between turbocharger/charge air cooler/engine air intake manifold.

Seamless steel tubes and cast tubes (gray cast/aluminum) are suitable for this purpose; welded sheet metal pipings may also be used, provided they are seal-welded and internally trimmed. The inner surfaces must be cleaned and be free from welding beads, initial rust deposits, scale, mould sand and similar (can be removed by etching) and must be protected against corrosion.

Stove pipes, folded, spot-welded or riveted tubes are not admissible.

Surface treatment of sheet tubes (e.g. of steel as per DIN EN 10025): For pipings between air cleaner and engine:

Externally: Immersion-painting Internally: Immersion-painting

For pipings between turbocharger and intercooler (hot side): Externally: Prime surface Internally: Preserve surface with water-resistant oil or galvanize and yellow chromate (Attention: only useful if air temperatures are below 100°C because otherwise the galvanic coating will be damaged)

For pipings between intercooler and engine (cold side): Externally: Prime surface, or alternatively galvanize and yellow chromate Internally: Preserve surface with water-resistant oil or or galvanize and yellow chromate

Self-supporting pipes or lines are to be checked for their vibration characteristics in accordance with the equipment installation and may have to be supported on the equipment or engine.

In the case of flexibly mounted engines, it is often necessary to rigidly fasten the air cleaning system to the equipment. In this case, a flexible element must be incorporated in the combustion air pipe (ribbed hose, bellows).

Plastic tubes may be used as combustion air piping at the raw air side. Observe the admissible ambient temperatures for the plastic tubes – also regarding fatigue strength and light effect.

For the clean air piping system (tubes between air cleaner and engine or between engine and intercooler or turbocharger and engine), plastic tubes must not be used without previous laboratory examinations regarding temperature / compressive strength / pulsation and admissible vibration. DEUTZ does not conduct such lab tests.

NOTE:

For engines with closed-circuit crankcase breathing system (standard for DEUTZ), it must be considered that the combustion air between turbocharger – intercooler (if existing) – engine inlet is containing oil. Therefore, make sure that the material of used hoses, sleeves or plastic tubes is heat- and oil-resistant and is provided with an oil-locking layer (e.g. fluorine elastomers) to avoid that oil emerges from the pipe.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 14

2.9.2 Ribbed hoses

• Ribbed hoses for clean air pipings between air cleaner and engine

Ribbed hoses are used to connect two pipes which vibrate against each other as a result of engine movement. Attention should be paid to engine movements

due to external impact. If possible, the main direction of vibration should be across the longitudinal axis of the

ribbed hose. Minimum spacing of the pipe 150 mm, Maximum distance without support or holder 500 mm. The ribbed hose should be laid without pre-tension, straight or slightly curved. The ribs

must not have any contact with each other so as to prevent chafing through. Highly flexible ribbed hoses with permanent Teflon sheathing may have slight contact in an environment with a very low dust concentration. In this connection, the detailed installation instructions of the hose manufacturers are referred to.

Ribbed hoses as per DEUTZ specification * H3482 - 2 have proved in service. The material and configuration of the plastic and rubber ribbed hoses available on the

market in most cases do not comply with the requirements with regard to vibration and temperature resistance. They should only be used after extended endurance tests.

* Among other items, the DEUTZ specification is as follows:

Hose to be composed of t wo rubber la yers with textile reinforcement.

Layer 1 (inside) of high-quality rubber / Neoprene, 55 + 5 Shore, lube oil- and temperature-resistant from –35°C to + 110°C. Ribbed hoses to be provided with a wire spiral embedded in layer 1. Textile reinforcement wound around layer 1. Layer 2 (outside) Neoprene, 55 + 5 Shore, lube oil-resistant and resistant against cracking under the influence of light. The ends of the wire spiral must not be within the sleeve area of the ribbed hose. Resistance against vacuum pressure: -0.2 bar at + 110 °C.

• Ribbed hoses for charge air pipes of intercoolers:

If intercoolers are mounted remote of the engine, ribbed hoses are also used as flexible pipe connections between turbocharger and intercooler as well as between intercooler and air intake piping of the engine.

Because of the high combustion air temperatures and pressures behind the turbocharger, the requirements to these hoses are high. These ribbed hoses are provided with external, exposed metallic supporting rings and meet the DEUTZ Works Standard H 3482 – 5 (Part 5*)

* Among others, the DEUTZ works standard specifies the following:

Wall structure of silicon caoutchouc with four spiral-wrapped textile layers of aramide fabric.

Inner and outer surface totally made of silicon caoutchouc (color red). Admissible operating temperature range – 50°C up to + 200°C (shortly up to 250°C) at an operating pressure of up to 2 bar. Bursting pressure 8 bar at room temperature. Resistance against the influence of light and ozone, resistant when being wetted with diesel fuel and engine lube oil. Inner li ning with an oil-locking layer (e.g. fluorine silicon)

The outer supporting rings are made of steel (similar to X5 Cr Ni Mo 1810 as per D1N 17440).

The ribbed hoses are supplied for example by:

Messr. Thermopol, Representation DLC Germany, 66849 Landstuhl, Phone: 06371 914 -914 / Fax -915 Messrs. Matzen, 19258 Boizenburg, Phone: 0388476660 Messrs. Rubber Design, 2995 ZG Heerjansdam (NL), Phone. Messrs. Hutchinson, 68169 Mannheim, Phone: 062132170

• When installing these ribbed hoses in the charge air pipe, the axial hose expansion must be

considered which might require additional support of the sheet metal pipes and/or the intercooler.

Note: Because of the low resistance to tear-off propagation of the material silicon caoutchouc, the risk of surface damage must be avoided.

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• Ribbed hoses for charge air pipes behind intercooler:

Analogously to H 3482-5, similar requirements are made to the material; however, the temperature resistance can be reduced to 100°C (a works standard has not been prepared up to now – as far as –50°C are not compellingly required, the H3482-2 can be applied).

Wall structure of silicon caoutchouc with four spiral-wrapped textile layers of aromatic polyamide.

Outer surface continuously made of silicon caoutchouc (color black). Admissible operating temperature range –50°C up to +100°C (shortly up to 110°C)

at an operating temperature of up to 2 bar. Bursting pressure 8 bar at room temperature.

Resistance against vacuum pressure: -0.1 bar at +100°C.

Resistance against the influence of light and ozone, resistant when being wetted with diesel fuel and engine lube oil. Inner coating with an oil barrier layer (e.g. flourosilicone).

The outer supporting rings are made of steel (similar to X5 Cr Ni Mo 1810 as per DIN 17440).

The ribbed hoses are supplied for example by:

Messrs. Mündener

Gummiwerke, 34334 Hann. Münden, Tel: 055417010 Messrs. Hutchinson, 68169 Mannheim, Phone: 062132170 Messrs. Rubber Design, 2995 ZG Heerjansdam (NL), Phone. Messrs. Phoenix, 21048 Hamburg, Phone 0407667-1

• When installing these ribbed hoses in the charge air pipe, the axial hose expansion

must be considered which might require additional support of the sheet metal pipes and/or the intercooler.

2.9.3 Rubber sleeves

Rubber sleeves are only used to connect two pipes in alignment and which do not move against each other. Also the rubber sleeves must meet the material requirements as per DEUTZ specifications, however without wire coil. Distance between pipe ends 5 to 15 mm. The fabric inlay is not required for rubber muffs with wall thicknesses <5 mm.

• Rubber sleeves for intake pipes (raw and clean air pipes)

For the connection of pipes in the clean and raw air system (in front of and behind air cleaner), sleeves or rubber hoses must be used, the material of which meets the requirements of the DEUTZ Works Standard H 3407 – 1.

Temperature resistance: -40°C ... +110°C Overpressure resistance: 1 bar (at 110°C) Resistance against vacuum pressure: -0,1 bar (at 110°C) Material: Chloroprene rubber

Insert: Fabric insert

Resistant against: light, ozone, fuel, lube oil

• Rubber sleeves for charge air pipes, hot (between turbocharger and charge air

cooler)

The rubber sleeves in this line section must meet the material requirements of the DEUTZ company standard H 3407 - 8. These sleeves must have an inner barrier layer against permeation by oil in particular.

Temperature resistance: -50°C ... +200°C (shortly 250°C)

Overpressure resistance: 3 bar (at 200°C) Material: Silicone caoutchouc (outer layer red) with inside layer of fluourosilicone Insert: Fabric of aramide fiber material, 5 layers Resistant against: light, ozone, fuel, lube oil

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•

Rubber sleeves for charge air lines, cold (between intercooler and engine)

These sleeves must partly meet the requirements as per DEUTZ Works Standard H 3407-8 – in view of the low temperature level of the cooled charge air, the requirements to the temperature resistance of the used material can be reduced. The necessity of an oil-locking layer, however, must be maintained.

Temperature resistance: -50°C ... +100°C (shortly 110°C) Overpressure resistance: 2 bar (at 110°C) Material: Ethylene acrylic caoutchouc (EAM) Insert: Fabric of aramide fiber material, 5 layers Resistant against: light, ozone, fuel, lube oil

Suppliers of the sleeves mentioned here are for example:

The above-mentioned suppliers of ribbed hoses are also

specialized suppliers of shaped elements. For sleeves on hot steel pipes, the following suppliers can still be mentioned: Messrs. Bauerle, 70174 Stuttgart, Phone: 071118778-0

2.9.4 Shaped rubber elements

• Shaped rubber elements (e.g. transition pieces or elbows) as connection elements in air pipes

must also comply with the mentioned DEUTZ specifications for materials – depending on their position in the pipe system for the combustion air.

• Shaped rubber elements in air intake pipes (vacuum pressure) must comply with the DEUTZ

delivery instructions 0161 0093 US 8093-35 which, among others, specify the following:

Material: Chloroprene rubber Pressure resistance: -0,1 bar at +110 °C (here, absolutely tight) Restriction: maximally 10 % of outer diameter Hardness: 55 to 75 Shore A Behavior upon cold: At 40°C the shaped rubber element must permit compression to half the inner diameter without cracking or rupture formation Temperature resistance: -40 °C to + 110 °C

• Shaped rubber elements are not suitable for accepting relative movements of the

engine, unless they are suitably designed.

• Attention: The temperature resistance of a shaped rubber element which is

mounted to the turbocharger socket (intake side) must at least be + 130°C.

2.9.5 Hose clamps

The ribbed hoses, rubber sleeves and shaped rubber elements, if any, are fastened to the pipe ends with hose clamps.

Admissible are hose clamps with clamping jaws and screw-nut union:

• Width of the clamp strap at least 15 mm.

• Hose outer diameter and hose clamp inner diameter must correspond, as the

clamping range of the clamping jaw clips is small.

• Minimum tensile strength for the clamp strap: 400 N/mm2

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Table 7: Tightening torques:

Strap width in mm 15 20 25 Tightening torque in Nm 4 12 30

The indicated tightening torques were determined on rubber sleeves with fabric insert.

Hose clamps with screw drive are also admissible:

• Width 13 mm

• Minimum tensile strength for the clamp strap: 400 N/mm²

Table 8: Tightening torques:

Clamping diameter in mm Tightening torque in Nm

for rubber sleeves and rubber hoses above up to without fabric insert with fabric insert 8 18 2 2 18 30 3 3 30 48 4 4 48 78 4 5 78 108 4 5 108 158 4 6

Note:

The hose clamp strength permits a 1.5-fold increase of the tightening torques indicated in the table. The initial tightening forces obtained with the tightening torques may be affected by the temperaturedependent settling properties of the rubber sleeves and rubber hoses. In these cases, it is recommended to re-tighten the clamps to the required torque so that a permanently constant preload is ensured.

Clamps made of stainless steel or provided with anti-corrosion coating, embossed, non-perforated strap material. Sharp edges on the inside of the clamp are not admissible. Lock and strap to be of same material. Continuous lock fastening.

The hose clamps must match the hose diameter. By no means, a hose binder cut from a roll and tightened by a cotter pin must be used at these points.

To ensure proper seating of the rubber sleeves or ribbed hoses, observe the following:

• The connecting ends of sheet metal pipes are to be provided with a crimp as per DIN 71550 (plug-on length of the rubber element 35 mm, hose clamp arranged behind the crimp).

• Cast iron or steel pipings with a wall thickness of more than 2 mm do not require a

crimp, if the seat for the rubber sleeves is machined (cast tube) or drawn seamlessly (steel pipe) and the surface quality corresponds to Rt = 40. A crimp is required if case pipes are not processed. The surface must be cleaned and the model partition seam may not be visible.

Of course, the connecting pipe ends must be smooth, round and free from burrs. In the case of welded sheet metal pipes, it is necessary to smooth the weld seams.

Hose clamps with self-adjustment of the screw drive:

In the case of these screw clamps, the settling behavior of the sleeves or hoses is compensated by a self-adjustment of the screw drive via plate springs or helical springs. In this way, a permanent uniform preload is made sure.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 18

Hose- and sleeve connection with clamps of this kind are characterized by an excellent permanent tightness.

These clamps are supplied by: Messrs. Breeze Pebra GmbH 78665 Frittlingen, Phone: 0742694920

PEBRA-Schellen (Type HKFK) Messrs. Rasmussen 63461 Maintal, Tel.: 06181 403-0

GBS-Norma-Schellen

Spring-loaded clamps as self-adjusting hose clips:

A newer kind of hose clamps is represented by the spring clips of spring steel 50 Cr V4 according to DIN 3021-1 and –4. These clips are suitable for sealing silicone and fluorosilicone sleeves and pipes which can be used in the temperature range from -50 °C to +150 °C. Due to its spring properties, this clip adapts to changes in the pipe caused by setting and creeping of the elastomer.

Hose- or sleeve connections with spring-loaded clamps are also characterized by an excellent permanent tightness.

These spring-loaded clamps can be used in the following areas:

• Coolant circuit (up to 3bar overpressure)

• Fuel system (up to 7bar overpressure)

• Air intake system vacuum pressure

• Charge air system (up to 2bar overpressure)

These clamps are available with diameters of 13mm to 90mm and in widths of 12mm and 15mm.

These clamps are supplied by: Messrs. Rasmussen 63461 Maintal, Tel.: 06181 403-0

Hose clamps with TWIN clamping jaws:

This is a split clamp with two screw-nut connections (Type B2 as per DIN 3017-2).

These clamps are particularly suitable for fastening the sleeves and hoses in the charge air pipes between turbocharger – intercooler – engine inlet to generate suitably high pressing forces for sealing.

FIG. 2 -6

∗ Attention: Due to internal pressure and pulsation, a flexible connection must be

provided between the engine and ongoing pipes.

In addition the ongoing pipe must be fixed mechanically.

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2.9.6 Passages of clean air pipes

The passages of clean air pipes through engine cowlings or sound insulating walls must be executed such that the pipes cannot chafe through. Check for reciprocal vibrations; if necessary, enlarge the passages for the piping and fill the annular gap towards the pipe with foam rubber or a similar material.

2.9.7 Layout of the combustion air pipes

2.9.7.1 Naturally aspirated engines

When designing the piping for the intake system, the diameter of the intake pipe on the engine should be taken as a basis.

For comparison purposes, a theoretical piping length is assumed exceeding that of the actual pipe length.

The theoretical piping length comprises the following:

1. The measured piping length before and behind the air cleaner.

2. An allowance of 1000 mm of theoretical pipe length per 90° elbow, if it has good flow properties, i.e. if it is laid out as circular bend with an as large radius as possible and with an allowance of 2000 mm, if its flow properties are unfavorable.

3. An allowance of 500 mm of theoretical pipe length per 45° elbow, if it has good flow properties and with an allowance of 1000 mm, if its flow properties are unfavorable.

4. An allowance for every element of ribbed hose having the length of the ribbed hose.

Up to a theoretical pipe length of 2 m, the diameter of the intake pipe can be maintained for the entire pipe.

When the theoretical pipe length exceeds 2 m, the diameter of the piping must be increased as follows compared with the air intake pipe on the engine (connection via a conical adapter with an angle of taper of abt. 15°):

Table 9

Theoretical pipe length Diameter increase compared with intake pipe over 2 m to 4 m 10 mm

over 4 m to 6 m 20 mm over 6 m to 10 m 30 mm over 10 m to 15 m 40 mm

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Example:

A line as shown in the figure below is planned. The length of the intake pipe inlet is 900 mm and contains a ribbed hose of 300 mm in length and a 45° bend among other things. There is a 500 mm length of pipe with a 90° bend in front of the air cleaner. The intake pipe has a diameter of 70 mm.

FIG. 2 -7

The theoretical piping length is given by:

1. 900 + 500 = 1400 mm measurable length

2. 500 + 1000 = 1500 mm allowance for bend 1 x 45° and 2x 90°

(favorable to flow)

3. = 300 mm allowance for the folded pipe length

already contained in the measured length = 3200 mm = 3.20 m

Since the theoretical pipe length is 3.2 m and therefore between 2 and 4 m, the pipe diameter must be enlarged 10 mm according to the table. The air feed lines must have a diameter of 80 mm (70 + 10). All diameters which do not fit must be adapted by conical adapters (taper angle 15°).

2.9.7.2 Intake air pipes in 3-cylinder engines

Certain versions of the air intake pipes lead to an unfavorable resonance behavior of the intake air in 3-cylinder naturally aspirated engines and influence the gas change to such an extent that the engine suffers a lack of combustion air.

This lack of air worsens the engine values on the one hand – the stronger, the closer the engine is to maximum performance. On the other hand lack of air worsens the cold start behavior (production of white smoke).

Therefore note when designing the suction intake air pipe:

• Keep pipe lengths as short as possible

• Pipe diameters well above 70 mm or greater

• Avoid strong deflections of the pipe

• Minimize air cleaner resistance, i.e. it is better to install the bigger air cleaner

It may have to be clarified which of the measures gets the desired result by conducting tests.

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DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 22

2.9.7.3 Turbocharged engines

As exhaust gas turbochargers operate with high internal air velocities, the diameters of the connections cannot be taken as a basis for the piping diameter.

The close relationship between the degree of turbocharging, engine power and the exhaust gas volume flow rate suggests the engine output as reference value for dimensioning the piping system.

Therefore, a reference value for the minimum cross sections of the intake pipe of naturally aspirated engine can be determined as a function of the theoretical pipe length (see the Suction intake engines section for determination).

Table 10:

Theoretical piping

length

Required minimum cross sections* of the intake pipe

turbocharged engines with and

without LLK including Euro I

turbocharged engines with LLK

for Euro II and higher value

to 2 m 0.71 cm²/kW 0.79 cm²/kW over 2 to 4 m 0.90 cm²/kW 1.00 cm²/kW over 4 to 6 m 1.09 cm²/kW 1.21 cm²/kW over 6 to 10 m 1.27 cm²/kW 1.42 cm“/kW over 10 to 15 m 1.48 cm²/kW 1.65 cm²/kW

* However not below connection diameter of engine or cleaner.

For V-engines the data for every side apply, i.e. for every row of cylinders half the engine performance must be inserted.

2.9.7.4 Turbocharged engines with intercooler

In the case of turbocharged engines with charge air cooling, the compressed combustion air behind the turbocharger is forced under pressure through a cooler (air/air cooler) to the cylinders.

If the charge air cooler is mounted on the engine (engine-integrated), the dimensioning of the pipe between the turbocharger and the cooler or cooler and engine inlet must be specified by DEUTZ.

If the charge air cooler is mounted remotely from the engine (engine external), the dimensioning of the pipe between the turbocharger and cooler or cooler and engine inlet (cylinder head) must be performed according to the following reference values.

Table 11:

Theoretical pipe

length

Required minimum cross sections of the charge air line

turbocharged engines with

intercooler including Euro I

turbocharged engines with

intercooler for Euro II and higher

to 2 m 0.29 cm²/kW 0.32 cm²/kW over 2 to 4 m 0.33 cm²/kW 0.36 cm²/kW over 4 to 6 m 0.37 cm²/kW 0.40 cm²/kW over 6 to 10 m 0.42 cm²/kW 0.46 cm“/kW over 10 to 15 m 0.47 cm²/kW 0.52 cm²/kW

If, on that basis, a pipe diameter is resulting which is smaller than the diameter of the pipe sockets of the intercooler, the diameter of the cooler pipe socket is selected as pipe diameter for the charge air pipe.

2.10 Intercooler (air-air cooler)

2.10.1 Installation position

The coolers used for cooling the charge air are so-called air-air coolers, i.e. the charge air is recooled with the cooling air.

When connecting the intercoolers to the charge air piping system of the engine, observe the references given under "charge air pipes".

As regards the layout of intercoolers, contact the head office. For the installation of intercoolers, make sure that the oil- and water condensate

generated in the cooler can be drained. Therefore, depending on the position of the cooler end boxes with their connection sockets, drain plugs are required for servicing the intercooler.

FIG. 2 -8

2.10.2 Admissible pressure loss in the intercooler

For the engine series dealt with in these installation instructions the charge air cooler is designed and installed by DEUTZ. If a “remote mounted charge air cooler” solution is necessary, its design must be agreed with the “Technical Support” team at the DEUTZ head office.

2.11 Heating up of combustion air

In exceptional cases, the combustion air may be heated up to max. 10°C above the ambient temperature. For thermal load reasons you should always aim not to have any heating up of the combustion air.

The measurement is to be made at the inlet of the combustion air intake manifold or before the turbocharger inlet. In cases where any heating up between the air cleaner inlet and intake manifold can be excluded, it is sufficient measure at the air cleaner inlet.

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DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 00 2 - 24

2.12 Combustion air noise

The combustion air noise is often very annoying on road vehicles and construction equipment with cab because of its low-frequency portions.

A possible remedy is the installation of resonators or Venturi pipes, if the position of the combustion air intake or of the cleaner or the pipe routing cannot be changed.

2.13 Crankcase breathing system

During the combustion process of the diesel engine, certain quantities of leakage gas enter the crankcase through the piston ring gaps. The crankcase breathing system serves for disposing of such leakage gases.

For such purpose, a breather pipe connects the inside of the crankcase via a control valve with the clean air side of the combustion air intake system (e.g. engine intake pipe).

In the case of engines with exhaust gas turbocharger, the suction side of this breather pipe is connected between combustion air cleaner and turbocharger.

The crankcase breather pipe is normally mounted to the engine and connected such that no further installation measures must be considered by the OEM.

If, however, the routing of the breather pipe must be changed, the following has to be observed when re-routing the pipe:

• The pipe must always be routed such that no oil can accumulate in the pipe.

• The used hoses must absolutely be resistant to oil and be lined with an oil-locking

layer.

2.14 Pre-loading of hydraulic oil tanks

To reduce to the tendency of hydraulic systems to form cavitations, closed circuits are used, where the hydraulic oil is pressurized in the hydraulic oil tank (pre-loaded oil). To that end, normally an air compressor is required.

When using turbocharged engines for driving hydraulic systems, the charge air pressure can be used for pre-loading the hydraulic oil. Via a pick-up from the charge air line (for charge air coolers, always use the cold charge air pipe), the charge air pressure can act onto the hydraulic oil surface in the tank.

A check valve must be switched between the withdrawing points at the charge air pipe and the hydraulic oil tank to ensure that the oil or the medium is not relieved into the charge air system. Upon the selection of the check valve, a sufficiently high temperature resistance must be ensured as the charge air is flowing through the valve.

The use of the charge air pressure for pre-loading is only permitted, if the required air volume does not exceed 1% of the combustion air volume of the engine at rated speed.

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3. EXHAUST GAS SYSTEM

3.1 General

The exhaust gases are routed off the engine in pipes. To reduce the noise in this connection, a silencer is required. This necessarily leads to resistances in the exhaust gas system which, however, must not exceed the admissible total resistance as stated in the table. The total resistance of an exhaust system comprises the resistance due to the piping including elbows plus the silencer and other components, e.g. engine brake.

3.2 Permissible resistance in the exhaust gas system

The resistance data given in the following tables represent values which must not be exceeded when measured on the engine at rated power and rated speed. They apply for the entire exhaust system.

No difference is made between automotive and equipment engines.

Table 1:

Admissible exhaust back pressure for automotive and equipment engines as well as genset engines* Applicable to naturally aspirated and turbocharged engines.

Engine

only silencer

mmWS mbar kPa

Overall exhaust gas system

(incl. silencer, pipes, catalytic converters, particle filters etc.) mmWS mbar kPa

1-cylinder

200 20 2.0

265 26.5 2.65

2-cylinder

370 37 3.7 485 48.5 4.85

3-cylinder

480 48 4.8 635 63.5 6.35

From 4 cylinders

upwards

570 57 5.7

750 75 7.5

* Engine power for genset engines as per power class VIc.

Table 2:

Admissible exhaust back pressure for genset engines with COP, PRP, LTP performance

Applicable to naturally aspirated and turbocharged engines.

Engine

only silencer

mmWS mbar kPa

Overall exhaust gas system

(incl. silencer, pipes, catalytic converters, particle filters etc.) mmWS mbar kPa

1-cylinder

200 20 2.0

270 27 2.7

From 2-cylinders upwards

200 20 2.0 300 30 3.0

The values for the exhaust gas back pressure of the silencers or other systems for the after-treatment of exhaust gas are reference values and can be variably handled, provided the exhaust gas back pressure of the overall exhaust gas system is not exceeded. It must not be exceeded with the exhaust brake flap opened, should an exhaust brake be installed or in case of other resistance-increasing components.

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Due to the prevailing installation conditions, in the individual case, it cannot be avoided to exceed the exhaust gas back pressure. In such cases, the head office (Technical Support) must be contacted to verify whether the existing exhaust gas back pressure values are still admissible.

3.3 Measuring the exhaust gas back pressure

The exhaust gas back pressure is measured best with a water-filled U-tube: a) Naturally aspirated engines at full load and rated speed

immediately behind the exhaust gas manifold. If no full loading of the engine is possible, the measurement can also be made

alternatively without load at high idle speed (HLL). The resistance may not exceed 60 % of the admissible full load value.

b) Turbocharged engines only at full load and rated speed behind the exhaust gas turbine.

If the engine cannot be run at full load, the measurement can be made at high idle speed (control down speed, P factor abt. 6 to 10 %).

The exhaust gas back pressure value must be multiplied by factor P. The resulting value may not exceed the admissible full load value:

p = 2.8 for turbocharged engines without charge air cooling p = 3.6 for turbocharged engines with charge air cooling

This method only permits a rough estimate of the exhaust gas back pressure to be expected upon full load operation of the turbocharged engine at its rated speed.

If an exhaust brake is fitted, the flap must always be open when the measurement is made. If the exhaust brake is directly mounted to the exhaust gas manifold or directly to the turbine, the pick-up point is to be located behind the exhaust brake at a distance corresponding to the 2- up to 3-fold pipe diameter. The measured value will then be added to the resistance value of the exhaust brake.

Notes:

• Measurement of the exhaust back pressure leads to incorrect values in 1 to 2-

cylinder engines and 6-cylinder V-engines due to the strong pulsation. To smooth this pulsation, a settling space of abt. 30 to 50 dm3 must be left between the exhaust system and the exhaust manifold for the measurement. The pickup point is then at the exhaust system inlet.

•

Engines fitted with PTO's which cannot be uncoupled may have to yield high drag powers when operating at high idling speed or idling at rated speed. When measuring the exhaust back pressure, increased values may result which, multiplied by the above factors, may exceed the specified limit values. To have an estimate of the actual exhaust gas back pressure, it is therefore recommended to measure, at the same time with the exhaust gas back pressure, also the exhaust temperature (within the area of the pressure pick-up point) as well as the combustion air temperature at (the inlet of the intake pipe). DEUTZ application engineering should be consulted; they will assess, whether the measured exhaust gas back pressure is admissible.

Exhaust pickup point:

A bore with a diameter of 2 to 3 mm must be provided for measuring the exhaust gas back pressure. The burs resulting from drilling must be removed and the inside of the bore must remain sharp-edged.

Fig. 3-1

a) Pickup point for the exhaust back pressure and exhaust temperature

in naturally aspirated engines

Fig. 3-2

Fig. 3-3

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b) Pickup points for the exhaust back pressure and exhaust temperature

in turbocharged engines

Fig. 3-4

3.4 Dimensioning of exhaust gas pipes and determination of the piping

resistance

The reference value for laying out the exhaust gas piping is the internal diameter of the engine exhaust gas pipe; it is not admissible to reduce the diameter beyond this value.

The nomographs at the end of this chapter indicate the mostly used pipe diameters which must be observed as far as possible. Diameter increases between exhaust gas manifold and ongoing pipe or to the silencer must be bridged by suitable adapters (angle of taper 15°). The transitions are included in the pipe length calculations. The line resistance can also be taken from the graphs at the end of the chapter.

The graphs are sub-divided as follows:

for naturally aspirated engines Stroke of up to 280 mm for turbocharged engines Stroke of up to 280 mm

When designing the exhaust system, the total of the individual resistances for silencers, pipes, compensators, etc. may not exceed the total resistances specified in the tables under “Admissible resistances”. Only the choice between increased line resistance and reduced silencer resistance or vice versa is admissible.

From the graphs, the specific resistance ∆ps [mbar/m-pipe] can be read at a specific engine power in [kW] and a specific pipe diameter [mm]. Moreover, the “Additional pipe lengths” for elbows for different elbow radii for the individual pipe diameters can be determined with the graphs, i.e. an elbow with a given curve r

/D corresponds to a certain straight pipe length. When determining the pipe resistance, these "extra" pipe lengths" must be added to the existing straight pipe run.

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Examples for determining the piping resistances may be taken from the graphs. For given lengths and resistances, the necessary pipe diameters can be similarly

determined with the aid of the graphs. Exhaust pipes of V-engines can be laid by combining the exhaust connections of the

engine in one pipe. The lengths and pipe diameter of the combination must be taken into account in determining the line resistance.

Half the engine power must be used to determine the two pipes from the connecting flanges on the engine to the combination.

The total resistance which acts on the respective row of cylinders in V-engines is made up of the determined resistance of the pipe after a row of cylinders plus the resistance of the combined exhaust system.

3.5 Silencer and end pipe lengths

The silencers offered in the respective scope of supply are matched to our engines in respect of noise and resistance. In the case of other silencers, it is necessary to check at least the resistance so as to avoid power losses.

The acoustic effect of the silencer is relatively strongly influenced by the length of the end pipe. For silencers used under normal conditions, an end pipe length of 700 – 1200 mm is normally sufficient.

Where large-volume, multiple-chamber heavy-duty silencers are used with internal matching, the influence of the end pipe length can normally be neglected.

3.6 Flexible exhaust pipe joints

Where engines are flexibly mounted or the exhaust pipe is not fixed directly to the engine, a "flexible element" must be provided in the exhaust pipe behind the engine for the absorption of relative movements, shock-induced spring deflections or thermal expansion. The following "flexible elements" are suitable for that purpose:

a) Metal hoses:

They are suitable for the absorption and/or compensation of bending stresses (induced by engine movement) and thermal expansion. When installing metal hoses, it must be ensured that they are fitted in parallel to the crankshaft. In this way, primary stress will always be a bending stress. Depending on the design, the direction gas flow must be observed. Metal hoses are not gas-tight.

b) Corrugated pipe (axial compensators):

Corrugated pipes can absorb tensile, compressive and bending stresses. When engines are flexibly mounted, make sure that the following items are considered:

1. When installing corrugated pipes, make sure that these are mounted, if possible, directly behind the exhaust gas manifold and in parallel to the crankshaft. Thus, it is avoided that the direction of thermal expansion is in line with the direction of vibration stresses.

2. Install the corrugated pipes with tensile preload, i.e. length to be increased by

about 40% of the expansion to be expected on the straight pipe section to follow. With the exhaust gas temperature to be expected, steel pipes, for instance, will expand by about 5 to 6 mm of pipe length.

3. Install mating flange screw connection by means of a loose, turnable flange so as to avoid torsional installation stresses when aligning the flange hole patterns.

4. If possible, stress should be limited to bending.

5. Corrugated pipes can emit an intense air-borne sound. To reduce this sound emission, use corrugated pipes with internal shield tube.

Corrugated pipes are gas-tight.

c) Exhaust joints

Exhaust joints are a system of pipe elements plugged one into the other, which are connected by multiple-disc seals (see diagram).

Fig. 3-5

Flow direction

When installing the joints, ensure that the central piece remains easy to slide and to turn. For an optimal compensation of relative movements, avoid excessive misalignments of the opposing pipe openings. Positioning of the joints should always be horizontal or suspended (with expanded end down to avoid the penetration of water) with the gas flow always in the direction of pipe-to-pipe extensions. This will ensure stability of the central piece because of the gas force (and the natural weight) and avoid vibrations (destruction).

With a second version of exhaust joints, the movable central piece is mounted directly in the flange so as to allow turning and pivoting, see diagram; thus, no characteristic movements can be induced due to gas forces or natural weight.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th.Edition 2004 Modification index 00 3 - 6

Fig. 3-6

Silencer joints are not gas-tight and must, therefore, not be used in rooms.

3.7 Exhaust brake (exhaust brake flap)

When actuating the exhaust brake flaps to increase the engine braking power, the injection pump must be set to zero delivery.

Caution when engine is operated with converter unit:

Timely, speed-dependent opening of the brake flaps and subsequent setting of the injection pump control lever to low idling will prevent engine shutdown while the equipment is in operation. Alternatively, the control lever can be set to the "low idling" position and the brake flaps actuated simultaneously.

Normally, the exhaust brake flaps are actuated by a control lever with pivoted cylinder serving as actuator. This compressed air circuit for actuation of the exhaust brake flap simultaneously incorporates an air cylinder serving to actuate the injection pump control lever or – in the case of so-called double-lever pumps – is directly acting on the shutdown lever.

As a consequence of simultaneous actuation of exhaust brake flaps and injection pump control lever via a linkage, which is actuated by only one air cylinder, malfunction may occur in some cases due to the setting tolerances and the friction losses of the linkage mounting. It is therefore recommended to always trigger the components individually with air cylinders.

Exhaust brake flaps are normally fitted directly at the outlet of the exhaust gas manifold or of the turbocharger. The integrated air cylinders for actuating the brake flaps are exposed to high thermal stresses. It is therefore recommended to use so-called heatresistant air cylinders (up to 145°C operating temperature/ambient temperature).

As exhaust flaps are matched to the relevant engine design, it is recommended to only use such flaps which are included in the DEUTZ scope of supply.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th.Edition 2004 Modification index 00 3 - 7

3.7 Nomograms for determining the exhaust gas resistance

Figur 3 - 7

additional

pipe allowance

Example: - - -

Determining exhaust piping resistances for natural aspirated engines up to 280mm stroke

Engine F 6L 413 F, 93 kW

Exh. pipe 14m, ø 94,4

(101,6 * 3,6)

+ 2 elbows r m/D = 1

Pipe resistance?

Solution:

∆ps = 2,25mbar/m pipe

1 elbow = 1,25m

L = 14 + (2 * 1,25) = 16,5

∆p = 16,5 * 2,25 = 27,1mbar

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th.Edition 2004 Modification index 00 3 - 8

Fig. 3 - 8

Determining exhaust pipe resistances for TC engines up

to 280mm stroke

additional

pipe allowance

Engine BF 10L 513, 240 kW

Exh. pipe 14m tube 190 (194*2)

+ 3 elbows r m/D = 2

Pipe resistance?

Solution:

∆ps = 0,47 mbar/ m pipe

1 elbow = 1,9m

Ltotal = 16 + (3 * 1,9) = 21,7

∆p = Ltotal * PS = 21,7 * 0,47 ~

10,3 mbar

Exam

le: - - -

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th.Edition 2004 Modification index 00 3 - 9

3.9 Water scrubbers

In the case of water scrubbers, the exhaust gas is directed through a water bath in which the exhaust gas is cooled and some particles are washed out.

Water scrubbers are water tanks with several inner baffle plates and separating facilities connected behind, which feature a considerable flow resistance even without water filling.

Therefore, upon measurements of the exhaust gas back pressure, the scrubbers must be examined with and without water filling.

When assessing the resistance, the remaining water level in the scrubber must be regularly topped up.

Dimensioning of the water scrubber (water volume and separating chamber) will be up to the equipment manufacturer, as this will mainly depend on the installation space available for the water scrubber. The water storage capacity should be approximately the same as the fuel tank capacity. The water filler neck of the scrubber should be largely dimensioned to permit rapid filling.

3.10 Exhaust gas catalytic converters

When using catalytic converters, the manufacturer shall give suitable instructions for the design, the determination of the size and for the installation as well as for monitoring and servicing.

Depending on the design and material used, the flow resistance of the catalytic converter will change in the course of time. Therefore, we recommend to provide a lockable exhaust back pressure pick-up point in front of the catalytic converter so that the back pressure can be checked from time to time.

Catalytic converters should be connected to the engine as close as possible to minimize exhaust heat losses. If necessary, the exhaust gas piping behind the engine or the turbocharger must be insulated against the catalytic converter.

Catalytic converters have a good silencing effect so that it may be possible to install them instead of the standard exhaust silencer. For verification purposes, the noise emission at the exhaust outlet should be measured.

The limit values determined for the exhaust gas back pressure also apply to the use of the catalytic converters. When laying out catalytic converters and the relevant piping system, it must be ensured that the exhaust gas back pressure limits are not exceeded.

3.11 Exhaust gas heat exchangers

For utilizing the exhaust gas heat, heat exchangers can be used to transmit the exhaust gas heat to the media of heating circuits.

For dimensioning of the exhaust gas pipes of an exhaust gas system, the additional exhaust gas resistance due to the exhaust gas heat exchanger must be observed. The maximally admissible exhaust gas back pressure limits for the engine must not be exceeded.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th.Edition 2004 Modification index 00 3 - 10

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th.Edition 2004 Modification index 00 3 - 11

Exhaust gas heat exchangers have a certain silencing effect which can be considered for the layout of the silencer.

The technical data of an exhaust gas heat exchanger must be inquired from the manufacturer.

Notes:

• Exhaust gas heat exchangers must always be provided with a controllable bypass

so that, in case of a failure (clogging, pipe rupture in the heat exchanger etc.) the exhaust gas flow can be directed around the heat exchanger to protect the engine.

• When installing exhaust gas heat exchangers, it is absolutely necessary to provide

for pick-up points in the line system for measuring the exhaust gas back pressure. Via these pick-up points, cyclical exhaust gas back pressure measurements are made to monitor the exhaust gas back pressure and to determine the time for cleaning of the exhaust gas back pressure of the exhaust gas heat exchanger.

• Exhaust gas heat exchangers are maintenance parts – they must be cleaned

(removing of soot deposits). Therefore, the installation must be made in such a way that the servicing works can be performed without any problem.

• Exhaust gas heat exchangers must not be operated in the engine coolant circuit.

3.12 Exhaust gas end pipe/water penetration guard

With the exhaust gas end pipe, the exhaust gas flow of an exhaust gas system is directed into the open atmosphere so that operator and engine are not hindered.

The end opening of the exhaust gas end pipe must be designed such that no water (rain, snow) can enter.

Therefore, exhaust gas end pipes must be equipped with a water penetration guard in the form of exhaust gas flaps or 90° pipe elbows. Alternatively, at the lower end of an end pipe, a water draining slot (Venturi-type) can be provided for.

3.13 Condensed water separator

In the case of very long, vertical exhaust gas end pipes (stack), separators of condensed water are necessary (cooling down of the exhaust gas and condensation of the water steam).

The condensed water separator must be arranged at the deepest point of an exhaust gas system to ensure that the collected water cannot flow back and/or clog pipe cross sections (icing with the engine standing still).

Condensed water separators must be provided with a drain cock for draining the water. The volume of a condensed water separator depends on the water volume to be

expected in view of the mode of operation of the engine (engine load, exhaust gas temperature) and the insulation of the exhaust gas end pipe – the manufacturer of the system is responsible here and gives suitable recommendations, also regarding servicing.

3.14 Heat insulation

A heat insulation of the surfaces of exhaust gas manifolds at the engine and the following exhaust gas turbochargers is generally not permitted and always require a consultation with DEUTZ.

In view of the higher permanent temperature load by heat insulations, exhaust gas manifolds and exhaust gas turbochargers must be made of particularly heat-resistant material.

If admissible at all, exhaust gas turbochargers are permitted to be insulated only partly, i.e. only the hot exhaust gas turbine may be insu lated. In this case, the oil-lubricate d shaft connection between compressor and exhaust gas turbine must be left free for cooling purposes (free dissipation).

The insulation of the exhaust gas manifold and the turbochargers must always be seen as a function of the engine application and the blocked engine power. Therefore, in the individual case, always DEUTZ must be consulted.

3.15 Particulate traps

The exhaust gas emission of a diesel engine contains solid matter – so-called particulates – the size of which varies predominantly between 0.05 and 15 microns. These particulates do not only consist of particulate carbon, but also of hydrocarbons from the fuel and lube oil residues which are partly adsorbed by the particulate carbon. Further particulates result from the sulfur content in the fuel as well as from metallic abrasion.

The particulate trap serves for filtering the exhaust gas with 99% of the soot particles being retained. With reference to the overall particulate matter, the retention efficiency is about 70%.

Among others, ceramic monoliths are used as filtering elements; their channels are alternatingly closed forcing the exhaust gas to flow through the porous partitions where the particulate matter is filtered out.

The ceramic monolith is gas-tight and shock-proof and designed as a honeycomb accommodated in a stainless steel housing.

The filter size depends on the exhaust gas volume flow rate and a maximally admissible retention of solid matter (soot), which is also limited by the exhaust gas back pressure.

Maximally admissible exhaust gas back pressure:

The limit values as per 3.2 apply. For engines with strongly intermittent operation, a temporary increase of

the overall exhaust gas back pressure of an exhaust gas system due to the particulate collection of the filter is admitted up to a limit of 200 mbar (from 4-cylinder engines). For the related deterioration of the engine parameters (fuel consumption, engine power, exhaust gas quality, reliability and service life), DEUTZ will not be liable.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th.Edition 2004 Modification index 00 3 - 12

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th.Edition 2004 Modification index 00 3 - 13

When the limit for particulate loading has been reached, the filter must be regenerated by exchanging the filter element or burning off the filter loading which mainly consists of soot.

For further details on the particulate trap technology and the existing regeneration systems, contact the manufacturer.

For the installation of the particulate trap, the following essential items should be considered:

• Particulate traps are excellent exhaust gas silencers thanks to their design. The

silencing effect corresponds to that of resonance and absorption silencers. Therefore, when installing particulate traps, it is not necessary to install standard silencers.

• Particulate traps are available in various sizes and are matched to specific engine

series to keep the exhaust back pressure within acceptable limits for the engine.

• Particulate traps are to be mounted in the equipment or chassis free from stress. If

necessary, flexible elements have to be provided.

• The pipe connection between engine exhaust gas manifold and particulate trap must

always be highly flexible and gas-tight to reduce the transmission of engine vibrations to the filter.

• End pipes behind the particulate trap should be kept as short as possible to reduce

the exhaust back pressure.

• The pipe connections between the engine and the particulate trap must also be kept

as short as possible. Lone pipes increase the exhaust back pressure on the engine. To make up for this, the particulate trap loading rate would have to be reduced (shorter particulate trap loading rate before regeneration of the filter).

• In the case of particulate trap systems with automatic regeneration, the position of

the exhaust gas end pipe outlet at the equipment or the vehicle must be in accordance with the safety requirements. During filter regeneration, exhaust gas temperatures existing at the end pipe may reach 500 to 550°C at the end pipe outlet (basis: at ambient temperature 25°C).

• The particulate trap and the electronic control box must be installed such that they are easily to service.

More detailed and specific installation instructions will be provided with the respective particulate trap supplied with accessories and descriptions.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th.Edition 2004 Modification index 00 3 - 14

4. FUEL SYSTEM

4.1 General

An adequate supply of the injection pump with fuel at all times is a pre-condition for proper starting and performance behavior of diesel engines.

DEUTZ diesel engines are laid, for example, for diesel fuels as per DIN EN 590. DEUTZ engines are certified with the respective certification fuel and are suitable for operation with normal fuels. For other diesel fuel requirements, see the Technical Memo 0199-3005 in the appendix or ask at head office.

The respective legal regulations must be observed regarding installation and operation of systems for storing, filling and conveying of combustible liquids.

4.2 Fuel feed pump (assignment fuel tank – feed pump)

Diaphragm and piston pumps are used as engine-integrated fuel feed pumps.

Diaphragm pumps are used for engine ratings up to abt. 90 kW, piston pumps above that. All 2011 engines have piston pumps however.

The maximum difference in height between the suction point in the low fuel tank and the fuel feed pump may not exceed 1 m (maximum total resistance 0.1 bar in high level tank).

Fig. 4-1

Remark to diagram: The diagram shows the circuit situation for engine series B/FL 513 with low tank. In almost all other series, nozzle leak oil lines and E-pump overflow line are combined in the engine and fed to the fuel tank as a single line. With a high-level tank the lines can also be combined in the B/FL 513.

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 4 - 1

Low tank and service tank

In the case of higher suction heads, an elevated service tank can be used which, for example, is filled from the main tank with a rotary pump or an electric feed pump.

An overflow pipe can be laid between the high-level tank and the main tank or the feed pump of the main tank is intermittently activated upon float contact in the high-level tank.

Fig. 4-2

DEUTZ AG, Installation Manual B/FL 2011/914/513, 10th. Edition 2004 Modification index 4 - 2

Deutz D 909 / 910, B/FL 1011 / F / 2011, B/FL 912/913/914/C, B/FL 413 F / 513 /C / CP, B/FM 1011 F / 2011 Installation Manual

Specifications and Main Features

Frequently Asked Questions

User Manual