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Electric generating plants with inadequate maintenance programs will invariably be unable to compete in today’s very competitive industry. With the advent of deregulation, power plants can no longer rely on the rate base to cover their maintenance costs. For this reason, power plants are implementing a variety of technologies to reduce the costs of maintenance and to increase plant reliability and efficiency.
An area that is given little attention is the analysis and monitoring of lubricating oils. Oil analysis can be a very effective tool in determining the condition of lubricating oil. However, the primary goal of oil analysis should be to monitor the condition of the equipment and the analysis program should also be to determine the presence and trending of any wear.
By analyzing the oil it is possible to establish the oil’s condition and its ability to continue protecting the equipment. An oil analysis program will indicate any changes in viscosity, oxidation and depletion of additives in the oil. It will also show if any contaminants are present.
Maintaining Oil Purity
A cost effective solution for reducing contaminants is to improve the storage and handling of the lubricating oil. Water is one of the most common contaminants, and if not eliminated, water will reduce the life of bearings considerably. Water can be removed by a variety of methods including settling/evaporation, centrifuging, coalescing filters/screens and filter/dryers.
Settling/evaporation to remove the water is inexpensive, but it only removes free water. Although centrifuging removes water, dirt and other solids, it does not remove entrained gases. Although coalescing filters remove free water in the oil, they are only effective within a narrow range of viscosity and specific gravity. Since centrifuging and coalescing filter/screen use physical separation, there is also the potential for removing additives in the oil, thereby reducing the protective properties of the oil.
A 1,450 MW coal-fired generating station uses bulk storage for its lubricating oil. Because of coal dust, high humidity and high temperatures in a tropical country, preventing oil contamination is a challenge. The plant samples the oil as it arrives on-site and at intervals throughout the year. In many instances, however, water has been found contaminating the oil in storage and the oil in use.
Studies of the plant’s equipment, including the fan reservoirs and gearboxes, confirmed the presence of water in the oil. After further analysis the plant decided to install a new type of oil filter/breather. Since installing the new filter/breathers on the power plant’s critical equipment and oil storage tanks, the moisture has been eliminated. In addition, the generating station has been able to reduce the time between oil changes, due to water and particulate contamination, by 25 to 30 percent. A color indicator on the filter/breather indicates when the filter/breather needs replacing. Oil analysis can save power plants millions of dollars.
Lubricating Oils
The physical and chemical properties of oils have a great effect on lubrication. Viscosity, the property that causes oil to resist flow, is a significant factor in predicting the performance and fatigue life of rolling element bearings and gears. As the temperature of the oil increases the viscosity decreases. Likewise, as the oil temperature decreases it increases the viscosity. Pressure also increases the viscosity of oil.
Lubricating oil contamination is a major problem and if not controlled can lead to catastrophic failures of power plant equipment. Some of the contaminants in lubricating oils include gases, liquids such as water, and solid particulates. Gases decrease viscosity and promote foaming that in turn reduces the lubricating properties of the oil.
To minimize undesirable properties in the oil, additives are often used. Antioxidant additives are added to increase the life and storage of oils, while antifoam additives help to reduce foaming. Other additives include: anti-wear, extreme pressure, pour point depressants, corrosion and rust inhibitors, de-mulsifiers, detergents and dispersants.
Depending upon the application, additives can comprise less than one percent to more than 25 percent of the composition of a formulated lubricant. Unfortunately, oil additives are expensive and as a result increase the final cost of the lubricating oil.
Why Use Synthetic Oils?
Although synthetic oils are more expensive than mineral oils, they have better resistance to aging and a longer service life. Depending on the base oil the time between oil changes is three to five times that of mineral oils, assuming equivalent operating thermal conditions.
Synthetic oils have improved thermal and oxidation resistance, improved viscosity/temperature characteristics, better low temperature properties and lower evaporation properties. In some instances synthetic oil has less tendency to form residues. Some disadvantages of synthetic oil, however, include higher cost and incompatibility with certain metals. An advantage of synthetic oils is they perform better than conventional oils at very low temperatures.
At certain power plants, synthetic oils are used in the plants’ cooling towers, in the bearings on the fuel forwarding pumps and the air pre-heaters. One of the major reasons for utilizing synthetic oil in the air pre-heaters is the synthetic oil’s better oxidation stability at higher temperatures. Even though the synthetic oils used are more expensive, in the particular applications where they are utilized, they have proven to be more cost effective than mineral oils.
Because of their higher operating temperatures, aero-derivative gas turbines invariably use synthetic oils. Rolls Royce only allows synthetic oils to be used in their aero-derivative engines. Because of the extended life of synthetic oils, power plants are able to reduce downtime and maintenance cost considerably.
Recommended Lubrication Oils for Diesel Generator Set Systems Using EGR and DPF Technology
As the main driving force since 1990 for the development of the entire American Petroleum Institute (API) commercial “C” diesel engine classifications (e.g. CF–4, C –4, etc.) has been the concern about the environmental impact of diesel engine exhaust emissions. The number 4 indicates that these apply to 4-stroke diesel engines.
This Information Sheet discusses the recommended lubrication oils for diesels used in generator set systems and why it is important to use the correct oil as specified by the engine manufacturer with the introduction of new emission technology.
2.0 Oils used on Tier 3 off-highway engines :
Tier 3 off-highway diesel engines can currently use the API CH-4 specification oil, first introduced in 1998, or the CI-4 specification that was introduced in 2002. However, as Tier 3 engines are replaced by next generation of Tier 4 engine service providers will have to use the lubrication oil recommended for these engines.
Figure 1 3.0 Lubrication for Diesel with ERG and DPF technology:
To attain Tier 4 emission levels, diesel manufacturers are building engines with Exhaust Gas Recirculation (ERG) and Diesel Particulate Filters (DPF) that run on ultra-low sulfur diesel fuel. These features significantly increase the demands on lube oil performance for the following reasons:
Details to be noted are:
- ERG. EGR is an technology being used on some diesel generator systems to reduce NOx in diesel exhaust. An EGR system recirculates a small amount of cooled exhaust gas back into the combustion chamber. This produces a reduction of combustion temperatures which in turn reduces NOx. However, EGR increases particulate emissions and the necessity to use DPF technology for the engine to be compliant with Tier 4 Interim and Tier 4 Final EPA regulations. Recirculating exhaust gas also elevates the soot level in the engine’s lubricating system. Using the engine coolant system to reduce the exhaust gas temperature being recirculated increases the engine running temperature which in turn elevates the engine oil sump temperatures putting more demand on the engine oil lubricating properties.
CJ-4 and E9 oil specifications have been formulated to manage the additional stresses EGR technology puts on an engines lubrication oil.
- DPF. The small amounts of oil consumed during the combustion process lead to the formation of incombustible ash. The DPF traps this ash in the same manner it traps particulate matter (PM). Unlike the PM, which is oxidized, the ash remains uncombusted. When the ash collected in the DPF accumulates to a certain level, it has to be removed to prevent plugging and the DPF cleaned.
Both CJ-4 and E9 low ash oil help to extend the ash cleaning interval to its maximum level, as they contain the lower level of trace minerals within the additive package, to generate less ash.
The ash – part of the CJ-4 specification, is intended to absorb acids in the oil resulting from combustion. Low ash oils also maintain the important lubricity capability of the lubricant and are specified to reduce the ash buildup in the filter. With low ash oil, the filter cleaning service event is anticipated at very long intervals extending to several thousands of hours (up to 5,000 hours), dependent on the duty cycle.
Note: The CI-4 specification introduced in 2002 does not include the low ash formulation package.
4.0 Use of the new CJ-4 Oil:
The new CJ-4 oil is ‘backwards compatible’ so it can be used in engines meeting Tier 3 and other emission regulations standards providing the engine is also operating with the Ultra-Low Sulfur Diesel (ULSD) fuel , with 15ppm or less sulfur content.
5.0 Bypass Oil Filtration Used to Extend Oil Life:
Some manufacturers have incorporated a bypass oil filtration system into their engine design, in order to attain the desired extended oil change intervals. This will remove a higher level of contaminants from the oil, before passing through the engine oil filter.
6.0 Oil Testing:
In light of the potential for contaminated oil, oil analysis is more important than ever. This periodic testing monitors the oil’s ability to function properly as well as evaluating the health of the engine. Condition-based oil change intervals are the best indicators for determining this interval. Soot limits of 1.5% were common in most previous heavy-duty diesel engines. Soot limits of 3% are now generally accepted with higher levels expected in the future.
7.0 American Petroleum Industry (API) comments regarding engine oil upgrades:
API CJ-4 oil. This specification represents the latest in a series of engine oil upgrades. In order to protect the exhaust gas after-treatment devices, chemical limits were set for the first time ever for heavy-duty diesel engine oil. These limits target the engine’s oil sulfated ash, phosphorus and sulfur content – commonly referred to as SAPS.
Acting upon a request by the Engine Manufacturers Association (EMA), the API and Diesel Engine Oil Advisory Panel (DEOAP) have initiated the development of a new heavy-duty diesel engine oil performance category: PC-11. PC stands for ‘performance category’ that will offer performance features beyond the current API CJ-4 engine oils. This request was made June 21, 2011, and proposes first licensing by API no later than Jan 1, 2016. The EMA request has been driven primarily by the recently adopted EPA/NHTSA fuel economy and greenhouse gas emission regulations for heavy-duty trucks. The EMA said engine lubricant performance can have a significant influence on an engine’s ability to achieve EPA’s fuel efficiency goals. The fuel efficiency effect of heavy-duty engine oils is directly related to high-temperature/high-shear (HTHS) performance – however many engines require the current HTHS level of performance to achieve acceptable engine durability. Therefore the EMA requested that the PC-11 category be split into two separate sub-categories with corresponding HTHS performance levels: one that preserves historical heavy-duty oil criteria, and one that provides fuel efficiency benefits.
The API CJ-4 oil specification limits include the following:
- 1.00 percent maximum sulfated ash (per ASTM D874)
- 0.12 percent maximum phosphorus (per ASTM D49510
- 0.40 percent maximum sulfur (per ASTM D4951 or ASTM S2622)
Prelubrication Systems for GENSET Applications
While a prelubrication system is not needed with MTU (Motoren-Und Turbinen-Union meaning Motor “Engine” and Turbine Union) engines to maintain optimum performance, it may be necessary for other engines.
During normal engine operation, the oil pump supplies oil to all engine components to keep them properly lubricated. Once the engine shuts down, the majority of the oil drains back to the oil pan, leaving a thin layer of oil on all the engine components. When the engine starts, it takes a period of time before oil from the oil pump will get to all moving parts. Factors such as long periods without running or long cranking times can cause this layer to be depleted, thus resulting in metal-to-metal contact.
To reduce potential engine wear, prelubrication pumps are sometimes used to prime the oil system before the engine starts. Most engines are built and designed without the need of a prelubrication system, meaning the wear resulting during this startup phase is calculated into the normal wear and the life of the unit. In special cases, where customers may wish to consider prelubrication of an engine, there are several key items to consider.
TYPES OF SYSTEMS
There are two main types of prelubrication systems used in the genset market: before start and interval. Prelube before start is the most common and easiest way to prelubricate the oil system. Before the engine starts, typically one of two conditions must be met: a given oil pressure achieved at a specified point, or the prelubrication pump has run for X seconds. Once one of these conditions is met, the generator set controller will engage the starters, and the unit begins to start.
The interval prelube system is designed to come on at a set interval of X hours or days and is typically set to run for a given period of time, such as 30 seconds. These systems are used in applications where a delayed start is not an option, or in special applications. The benefit of the interval prelube drastically drops off after the prelube pump stops. This is because once the pump stops, the oil fairly quickly drains back to the oil pan, leaving only a thin layer of oil on the components—as if it had never been prelubricated. There are special applications, outside of the standard genset application, that need an interval prelubrication system. When these applications arise, it is important to work closely with the genset manufacturer.
Due to the requirements of NFPA 110 often not allowing for a before start option, and the decreased benefits of an interval prelube pump, many genset manufactures will run the prelubrication pump during the crank cycle to decrease the amount of time the engine is running without oil.
IS PRELUBRICATION NECESSARY?
“A prelubrication system is not needed with MTU products to maintain the optimum performance of the generator set.”
The actual benefit of using a prelubrication system for emergency standby power applications is minimal. In the standby market, a unit will often be replaced long before it needs to be rebuilt. With that in mind, it is important to ask what is the benefit in the long run if the unit is going to be replaced before it wears out? Does the added cost of the prelubrication system benefit the end user?
CONCLUSION
While some engines may need a prelubrication system to maintain optimum performance, this does not apply across the board. Some generator set engines have been developed so that a prelubrication system is not required to maintain optimum performance. For example, every generator set unit built and tested at the MTU Onsite Energy factory is run up to full load without using a prelubrication system meeting the NFPA 110 type 10 requirements. MTU Onsite Energy has designed their maintenance intervals and schedules without the use of a prelubrication system and is available for comparison. This means a prelubrication system is not needed with MTU products to maintain the optimum performance of the generator set.
To determine if a prelubrication system is needed, the customer and distributor must work together and weigh the options to meet the demands of the specific application.
MTU Onsite Energy is a brand of Rolls-Royce Power Systems AG. It provides diesel and gas-based power system solutions: from mission-critical to standby power to continuous power, heating and cooling. MTU Onsite Energy power systems are based on diesel engines with up to 3,400 kilowatts (kW) power output, gas engines up to 2,150 kW and gas turbines up to 50,000 kW.
Maintenance is one key to diesel generator set reliability
Diesel engines comprise the vast majority of prime movers for standby power generators because of their reliability, durability and performance under load. Diesel powered generators are depended on for back-up power systems in the most critical locations: hospitals, airports, government buildings, telecommunications facilities, and even nuclear power plants. In standby power applications, diesel generators can start and assume full-rated load in less than 10 seconds, and they typically can go 30,000 hours or more between major overhauls.
This remarkable set of credentials is unique to diesel engines, but like any mechanical device, maintenance is critical for ensuring that a diesel powered standby generator will start and run when needed. Facilities with qualified in-house technical personnel can often perform required preventive maintenance on diesel generators. Other facility managers prefer to contract with a local service provider or power system distributor for regular maintenance service especially if they have generators in multiple locations. For unplanned maintenance, engine repairs or overhauls, it is always best to use qualified diesel service technicians. A well-planned maintenance program is essential to the operation of any power generation system.
Preventive maintenance
Because of the durability of diesel engines, most maintenance is preventive in nature. Preventive diesel engine maintenance consists of the following operations:
- General inspection
- Lubrication service
- Cooling system service
- Fuel system service
- Servicing and testing starting batteries
- Regular engine exercise
It is generally a good idea to establish and adhere to a schedule of maintenance and service based on the specific power application and the severity of the environment. For example, if the generator set will be used frequently or subjected to extreme operating conditions, the recommended service intervals should be reduced accordingly. Some of the factors that can affect the maintenance schedule include:
- Using the diesel generator set for continuous duty (prime power)
- Extreme ambient temperatures
- Exposure to weather
- Exposure to salt water
- Exposure to dust, sand or other airborne contaminates
If the generator set will be subjected to some or all of these extreme operating conditions, it is best to consult with the engine manufacturer to develop an appropriate maintenance schedule. The best way to keep track of maintenance intervals is to use the running time meter on the generator set to keep an accurate log of all service performed. This log will also be important for warranty support. FIGURE 1 shows a typical diesel engine maintenance schedule for generator sets.
| Maintenance Items | Service time | ||||
| Daily | Weekly | Monthly | 6 Months | Yearly | |
| Inspection | X | ||||
| Check coolant heater | X | ||||
| Check coolant level | X | ||||
| Check oil level | X | ||||
| Check fuel level | X | ||||
| Check charge-air piping | X | ||||
| Check/clean air cleaner | X | ||||
| Check battery charger | X | ||||
| Drain fuel filter | X | ||||
| Drain water from fuel tank | X | ||||
| Check coolant concentration | X | ||||
| Check drive belt tension | X | ||||
| Drain exhaust condensate | X | ||||
| Check starting batteries | X | ||||
| Change oil and filter | X | ||||
| Change coolant filter | X | ||||
| Clean crankcase breather | X | ||||
| Change air cleaner element | X | ||||
| Check radiator hoses | X | ||||
| Change fuel filters | X | ||||
| Clean cooling system | X |
General inspection
When the generator set is running, operators need to be alert for mechanical problems that could create unsafe or hazardous conditions. Following are several areas that should be inspected frequently to maintain safe and reliable operation.
- Exhaust system: With the generator set operating, inspect the entire exhaust system including the exhaust manifold, muffler and exhaust pipe. Check for leaks at all connections, welds, gaskets and joints, and make sure that the exhaust pipes are not heating surrounding areas excessively. Repair any leaks immediately.
- Fuel system: With the generator set operating, inspect the fuel supply lines, return lines, filters and fittings for cracks or abrasions. Make sure the lines are not rubbing against anything that could cause an eventual breakage. Repair any leaks or alter line routing to eliminate wear immediately.
- DC electrical system: Check the terminals on the starting batteries for clean and tight connections. Loose or corroded connections create resistance which can hinder starting.
- Engine: Monitor fluid levels, oil pressure and coolant temperatures frequently. Most engine problems give an early warning. Look and listen for changes in engine performance, sound, or appearance that will indicate that service or repair is needed. Be alert for misfires, vibration, excessive exhaust smoke, loss of power or increases in oil or fuel consumption.
Lubrication service
Check the engine oil level when the engine is shut down at the interval specified in FIGURE 1. For accurate readings on the engine’s dipstick, shut off the engine and wait approximately 10 minutes to allow the oil in the upper portions of the engine to drain back into the crankcase. Follow the engine manufacturer’s recommendations for API oil classification and oil viscosity. Keep the oil level as near as possible to the “full” mark on the dipstick by adding the same quality and brand of oil.
Change the oil and filter at the intervals recommended in FIGURE 1. Check with the engine manufacturer for procedures for draining the oil and replacing the oil filter. Used oil and filters must be disposed of properly to avoid environmental damage or liability.
Cooling system service
Check the coolant level during shutdown periods at the interval specified in FIGURE 1. Remove the radiator cap after allowing the engine to cool and, if necessary, add coolant until the level is about 3/4-inch below the radiator cap lower sealing surface. Heavy duty diesel engines require a balanced coolant mixture of water, antifreeze and coolant additives. Use a coolant solution as recommended by the engine manufacturer.
Inspect the exterior of the radiator for obstructions and remove all dirt or foreign material with a soft brush or cloth. Use care to avoid damaging the fins. If available, use low pressure compressed air or a stream of water in the opposite direction of normal air flow to clean the radiator. Check the operation of the coolant heater by verifying that hot coolant is being discharged from the outlet hose.
Fuel system service
Diesel fuel is subject to contamination and deterioration over time, and one reason for regular generator set exercise is to use up stored fuel over the course of a year before it degrades. In additional to other fuel system service recommended by the engine manufacturer, the fuel filters should be drained at the interval indicated in FIGURE 1. Water vapor accumulates and condenses in the fuel tank and must also be periodically drained from the tank along with any sediment present.
The charge-air piping and hoses should be inspected daily for leaks, holes, cracks or loose connections. Tighten the hose clamps as necessary. Also, inspect the charge-air cooler for dirt and debris that may be blocking the fins. Check for cracks, holes or other damage. The engine air intake components should be checked at the interval indicated in FIGURE 1. The frequency of cleaning or replacing air cleaner filter elements is primarily determined by the conditions in which the generator set operates. Air cleaners typically contain a paper cartridge filter element which can be cleaned and reused if not damaged.
Starting batteries
Weak or undercharged starting batteries are the most common cause of standby power system failures. Even when kept fully charged and maintained, lead-acid starting batteries are subject to deterioration over time and must be periodically replaced when they no longer hold a proper charge. Only a regular schedule of inspection and testing under load can prevent generator starting problems. See FIGURE 1 for the recommended inspection interval for the batteries and charging system.
- Testing batteries: Merely checking the output voltage of the batteries is not indicative of their ability to deliver adequate starting power. As batteries age, their internal resistance to current flow goes up, and the only accurate measure of terminal voltage must be done under load. This test is performed automatically every time the generator is started on Cummins Power Generation generator sets equipped with PowerCommand®. On other generators, use a manual battery load tester to verify the condition of each starting battery.
- Cleaning batteries: Keep the batteries clean by wiping them with a damp cloth whenever dirt appears excessive. If corrosion is present around the terminals, remove the battery cables and wash the terminals with a solution of baking soda and water (1/4-pound baking soda to one quart of water). Be careful to prevent the solution from entering the battery cells, and flush the batteries with clean water when done. After replacing the connections, coat the terminals with a light application of petroleum jelly.
- Checking specific gravity: Use a battery hydrometer to check the specific gravity of the electrolyte in each battery cell. A fully charged battery will have a specific gravity of 1.260. Charge the battery if the specific gravity reading is below 1.215.
- Checking electrolyte level: Check the level of the electrolyte in the batteries at least every 200 hours of operation. If low, fill the battery cells to the bottom of the filler neck with distilled water.
Generator set exercise
Generator sets on continuous standby must be able to go from a cold start to being fully operational in a matter of seconds. This can impose a severe burden on engine parts. However, regular exercising keeps engine parts lubricated, prevents oxidation of electrical contacts, uses up fuel before it deteriorates, and, in general, helps provide reliable engine starting. Exercise the generator set at least once a month for a minimum of 30 minutes loaded to no less than one-third of the nameplate rating. Periods of no-load operation should be held to a minimum, because unburned fuel tends to accumulate in the exhaust system. If connecting to the normal load is not convenient for test purposes, the best engine performance and longevity will be obtained by connecting it to a load bank of at least one-third the nameplate rating.
Preventive maintenance for diesel engine generators plays a critical role in maximizing reliability, minimizing repairs and reducing long term costs. By following generally recognized diesel maintenance procedures and specific manufacturer recommendations for your application, you’ll be assured that your standby power system will start and run when you need it most.
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Profitability:
Switching over to a high-performance lubricant pays off although purchasing costs may seem higher at first, less maintenance and longer vehicles/machinery parts lifecycle may already mean less strain on your budget in the short to medium term.
Continuous production processes and predictable maintenance intervals reduce production losses to a minimum. Consistently high lubricant quality ensures continuous, maintenance-free long-term lubrication for high plant availability. Continuous supply of fresh GG Friction Antidote treated lubricant to the lubrication points keeps friction low and reduces energy costs.
Safety:
Longer lubrication intervals reduce the frequency of maintenance work and the need for your staff to work in danger zones. Lubrication systems can therefore considerably reduce occupational safety risks in work areas that are difficult to access.
Reliability:
GG Friction Antidote treated lubricants ensure reliable, clean and precise lubrication around the clock. Plant availability is ensured by continuous friction reduction of the application. Lubrication with GG Friction Antidote treated lubricants help to prevent significant rolling bearing failures.
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It may sound too outrageous to be true, but the Institute of Mechanical Engineers estimates every $1,000 spent on proper lubrication yields $40,000 in savings.
INSTANT ROI FOR OPTIMIZING YOUR LUBRICATION REGIMEN
How many kilometers do you travel monthly?
How many hours do you clock monthly?
How many litres of fuel do you consume monthly?
What’s the cost of fuel to you monthly?
How many kilometers or hours do you run per oil change?
How many litres of oil do you consume per oil change?
What’s the cost of oil to you monthly?
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What’s the cost of grease to you monthly?
What’s the cost of fuel filters per oil change to you?
What’s the cost of air filters per oil change to you?
What’s the average frequency of vehicle/machinery replacement to you?
What’s the cost of vehicle/machinery replacement to you?
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The information in this literature is intended to provide education and knowledge to a reader with technical experience for the possible application of GG Friction Antidote. It constitutes neither an assurance of your vehicle/machinery optimization nor does it release the user from the obligation of performing preliminary tests with GG Friction Antidote. We recommend contacting our technical consulting staff to discuss your specific application. We can offer you services and solutions for your heavy machinery and equipment.
| Maintenance Items | Service time | ||||
| Daily | Weekly | Monthly | 6 Months | Yearly | |
| Inspection | X | ||||
| Check coolant heater | X | ||||
| Check coolant level | X | ||||
| Check oil level | X | ||||
| Check fuel level | X | ||||
| Check charge-air piping | X | ||||
| Check/clean air cleaner | X | ||||
| Check battery charger | X | ||||
| Drain fuel filter | X | ||||
| Drain water from fuel tank | X | ||||
| Check coolant concentration | X | ||||
| Check drive belt tension | X | ||||
| Drain exhaust condensate | X | ||||
| Check starting batteries | X | ||||
| Change oil and filter | X | ||||
| Change coolant filter | X | ||||
| Clean crankcase breather | X | ||||
| Change air cleaner element | X | ||||
| Check radiator hoses | X | ||||
| Change fuel filters | X | ||||
| Clean cooling system | X |
General inspection
When the generator set is running, operators need to be alert for mechanical problems that could create unsafe or hazardous conditions. Following are several areas that should be inspected frequently to maintain safe and reliable operation.
- Exhaust system: With the generator set operating, inspect the entire exhaust system including the exhaust manifold, muffler and exhaust pipe. Check for leaks at all connections, welds, gaskets and joints, and make sure that the exhaust pipes are not heating surrounding areas excessively. Repair any leaks immediately.
- Fuel system: With the generator set operating, inspect the fuel supply lines, return lines, filters and fittings for cracks or abrasions. Make sure the lines are not rubbing against anything that could cause an eventual breakage. Repair any leaks or alter line routing to eliminate wear immediately.
- DC electrical system: Check the terminals on the starting batteries for clean and tight connections. Loose or corroded connections create resistance which can hinder starting.
- Engine: Monitor fluid levels, oil pressure and coolant temperatures frequently. Most engine problems give an early warning. Look and listen for changes in engine performance, sound, or appearance that will indicate that service or repair is needed. Be alert for misfires, vibration, excessive exhaust smoke, loss of power or increases in oil or fuel consumption.
Lubrication service
Check the engine oil level when the engine is shut down at the interval specified in FIGURE 1. For accurate readings on the engine’s dipstick, shut off the engine and wait approximately 10 minutes to allow the oil in the upper portions of the engine to drain back into the crankcase. Follow the engine manufacturer’s recommendations for API oil classification and oil viscosity. Keep the oil level as near as possible to the “full” mark on the dipstick by adding the same quality and brand of oil.
Change the oil and filter at the intervals recommended in FIGURE 1. Check with the engine manufacturer for procedures for draining the oil and replacing the oil filter. Used oil and filters must be disposed of properly to avoid environmental damage or liability.
Cooling system service
Check the coolant level during shutdown periods at the interval specified in FIGURE 1. Remove the radiator cap after allowing the engine to cool and, if necessary, add coolant until the level is about 3/4-inch below the radiator cap lower sealing surface. Heavy duty diesel engines require a balanced coolant mixture of water, antifreeze and coolant additives. Use a coolant solution as recommended by the engine manufacturer.
Inspect the exterior of the radiator for obstructions and remove all dirt or foreign material with a soft brush or cloth. Use care to avoid damaging the fins. If available, use low pressure compressed air or a stream of water in the opposite direction of normal air flow to clean the radiator. Check the operation of the coolant heater by verifying that hot coolant is being discharged from the outlet hose.
Fuel system service
Diesel fuel is subject to contamination and deterioration over time, and one reason for regular generator set exercise is to use up stored fuel over the course of a year before it degrades. In additional to other fuel system service recommended by the engine manufacturer, the fuel filters should be drained at the interval indicated in FIGURE 1. Water vapor accumulates and condenses in the fuel tank and must also be periodically drained from the tank along with any sediment present.
The charge-air piping and hoses should be inspected daily for leaks, holes, cracks or loose connections. Tighten the hose clamps as necessary. Also, inspect the charge-air cooler for dirt and debris that may be blocking the fins. Check for cracks, holes or other damage. The engine air intake components should be checked at the interval indicated in FIGURE 1. The frequency of cleaning or replacing air cleaner filter elements is primarily determined by the conditions in which the generator set operates. Air cleaners typically contain a paper cartridge filter element which can be cleaned and reused if not damaged.
Starting batteries
Weak or undercharged starting batteries are the most common cause of standby power system failures. Even when kept fully charged and maintained, lead-acid starting batteries are subject to deterioration over time and must be periodically replaced when they no longer hold a proper charge. Only a regular schedule of inspection and testing under load can prevent generator starting problems. See FIGURE 1 for the recommended inspection interval for the batteries and charging system.
- Testing batteries: Merely checking the output voltage of the batteries is not indicative of their ability to deliver adequate starting power. As batteries age, their internal resistance to current flow goes up, and the only accurate measure of terminal voltage must be done under load. This test is performed automatically every time the generator is started on Cummins Power Generation generator sets equipped with PowerCommand®. On other generators, use a manual battery load tester to verify the condition of each starting battery.
- Cleaning batteries: Keep the batteries clean by wiping them with a damp cloth whenever dirt appears excessive. If corrosion is present around the terminals, remove the battery cables and wash the terminals with a solution of baking soda and water (1/4-pound baking soda to one quart of water). Be careful to prevent the solution from entering the battery cells, and flush the batteries with clean water when done. After replacing the connections, coat the terminals with a light application of petroleum jelly.
- Checking specific gravity: Use a battery hydrometer to check the specific gravity of the electrolyte in each battery cell. A fully charged battery will have a specific gravity of 1.260. Charge the battery if the specific gravity reading is below 1.215.
- Checking electrolyte level: Check the level of the electrolyte in the batteries at least every 200 hours of operation. If low, fill the battery cells to the bottom of the filler neck with distilled water.
Generator set exercise
Generator sets on continuous standby must be able to go from a cold start to being fully operational in a matter of seconds. This can impose a severe burden on engine parts. However, regular exercising keeps engine parts lubricated, prevents oxidation of electrical contacts, uses up fuel before it deteriorates, and, in general, helps provide reliable engine starting. Exercise the generator set at least once a month for a minimum of 30 minutes loaded to no less than one-third of the nameplate rating. Periods of no-load operation should be held to a minimum, because unburned fuel tends to accumulate in the exhaust system. If connecting to the normal load is not convenient for test purposes, the best engine performance and longevity will be obtained by connecting it to a load bank of at least one-third the nameplate rating.
Preventive maintenance for diesel engine generators plays a critical role in maximizing reliability, minimizing repairs and reducing long term costs. By following generally recognized diesel maintenance procedures and specific manufacturer recommendations for your application, you’ll be assured that your standby power system will start and run when you need it most.
Unearth the benefits of NMFTM Ionic Friction Reducer – An investment that pays off and your benefits at a glance:
Innovative tribological solutions are our passion. We’re proud to offer unmatched friction reduction for a better environment and a quick return on your investment. Through personal contact and consultation, we offer reliable service, support and help our clients to be successful in all industries and markets.
Profitability:
Switching over to a high-performance lubricant pays off although purchasing costs may seem higher at first, less maintenance and longer vehicles/machinery parts lifecycle may already mean less strain on your budget in the short to medium term.
Continuous production processes and predictable maintenance intervals reduce production losses to a minimum. Consistently high lubricant quality ensures continuous, maintenance-free long-term lubrication for high plant availability. Continuous supply of fresh NMFTM Ionic Friction Reducer treated lubricant to the lubrication points keeps friction low and reduces energy costs.
Safety:
Longer lubrication intervals reduce the frequency of maintenance work and the need for your staff to work in danger zones. Lubrication systems can therefore considerably reduce occupational safety risks in work areas that are difficult to access.
Reliability:
NMFTM Ionic Friction Reducer treated lubricants ensure reliable, clean and precise lubrication around the clock. Plant availability is ensured by continuous friction reduction of the application. Lubrication with NMFTM Ionic Friction Reducer treated lubricants help to prevent significant rolling bearing failures.
INSTANT ROI FOR OPTIMIZING YOUR LUBRICATION REGIMEN
How many kilometers do you travel monthly?
How many hours do you clock monthly?
How many litres of fuel do you consume monthly?
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How many kilometers or hours do you run per oil change?
How many litres of oil do you consume per oil change?
What’s the cost of oil to you monthly?
What’s the cost of oil filters per oil change to you?
What’s the cost of grease to you monthly?
What’s the cost of fuel filters per oil change to you?
What’s the cost of air filters per oil change to you?
What’s the average frequency of vehicle/machinery replacement to you?
What’s the cost of vehicle/machinery replacement to you?
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The information in this literature is intended to provide education and knowledge to a reader with technical experience for the possible application of NMFTM Ionic Friction Reducer. It constitutes neither an assurance of your vehicle/machinery optimization nor does it release the user from the obligation of performing preliminary tests with NMFTM Ionic Friction Reducer. We recommend contacting our technical consulting staff to discuss your specific application. We can offer you services and solutions for your heavy machinery and equipment.
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