to the selection and installation of HATZ diesel engines

U111

GUIDE

to the selection and installation of HATZ diesel engines

leitfaden_s1_32_ENG:Layout 1 21.11.2007 11:57 Seite U1

1

GUIDEto the selection and installation of HATZ diesel engines

This guide has been produced for users of our engines.

The guide examines the criteria used to select an engine, describes themaximum operating limits of the engines and provides advice on goodinstallation practice and the correct use of auxiliary equipment.

Because it is not possible to determine whether the installation of theengine has been successful until after it has been tested, a checklist isone of the most important sections of this guide.

The guide will be able to answer many questions, but certainly not all.Please do not hesitate to contact us, therefore, if you have any doubtsabout anything.

New technical findings will result in alternations without notice.

leitfaden_s1_32_ENG:Layout 1 21.11.2007 11:57 Seite 1

Content

2

THE ENGINE 5

1.0 Selecting an engine 7

1.1 Selecting the speed 8

1.1.1 Speed range 1 8

1.1.2 Speed range 2 9

1.2 Selecting the power class 9

1.2.1 Power class IFN 9

1.2.2 Blocked ISO effective output IFNsi for severely intermittent duty 10

1.2.3 ISO standard power ICXN, exceedable 10

1.2.4 Blocked ISO standard output ICFN 10

1.2.5 Vehicle power pursuant to DIN ISO 1585 11

1.3 Power calculations 11

1.3.1 Required engine power P (kW) 13

1.4 Selecting the engine type 14

1.5 The speed setting 14

1.5.1 Normal setting 15

2.0 General operation limits 16

2.1 Ambient temperature 16

2.2 Servicing 16

2.3 Capacity utilization 16

2.4 Fuel 16

2.4.1 Normal fuels 16

2.4.2 Special fuels 16

2.5 Oil viscosity 18

2.6 Installing the engine in a machine 18

2.7 Machines with a tendency to topple over 18

3.0 Installing and securing the engine 18

3.1 Rigid mounting on a frame 19

3.2 Rigid engine mounting on a foundation 20

3.3 Elastic mountings 22

4.0 Installing engines under an enclosure 26

5.0 Installing engines in enclosed areas 28

6.0 Starting with a crank handle – Starting with a reversing starter 31

6.1 The hand-started engine 31

6.2 The person at the crank handle 31

6.3 Disconnecting starting resistances 32


Content

3

AUXILIARY EQUIPMENT 33

7.0 Fuel 35

8.0 Combustion Air 37

9.0 Exhaust 38

10.0 Starting cranks 39

11.0 Electric starting 39

11.1 Battery sizes, starter power 39

11.2 Starters 39

11.3 HATZ designations 40

12.0 Engine mounting 40

13.0 Lubricating oil 41

14.0 Cooling air 42

15.0 Speed adjustment 43

16.0 Engine monitoring 43

17.0 Automatic systems 43

18.0 Contact guards – equipment safety 44

19.0 Flywheels 44

20.0 Adapter connections 44

21.0 Non-disconnecting power take-off 45

22.0 Disconnecting power take-off 45

23.0 Hydraulic pumps – Hydraulic oil coolers 45

24.0 Liquid cooling 46

25.0 Engines for ocean-going vessels 48

26.0 Preservation 48

INSTALLATION TEST AND INSTALLATION APPROVAL 49

27.0 Testing the engine installation – PARTICULARLY IMPORTANT! 50

DIMENSIONS AND APPLICATION LIMITS OF THE MAIN POWER TAKE-OFF POINTS 53

28.0 Flywheels in compliance with SAE J 620 D • Adapter housing in compliance with SAE J 617 C 55

29.0 Belt drives 55

30.0 Recommendation for V-belt pulleys 58

31.0 Housing for mounting hydraulic pumps 59


THE ENGINE

5

THE ENGINE


7

1.0 Selecting an engine

To choose the best possible engine for an application the para-meters of the engine's environment have to be carefully analy-zed and incorporated in the selection process. In this case the engine's environment is not to be thought of asonly the engine's direct area of installation in the machine.

On the contrary, it also covers the machine's mode of operati-on, the geographical area of use in terms of temperature, alti-tude and dust, etc., and the intended method of starting. For general purposes we recommend defining an engine in ac-cordance with the following scheme:

Selection of: Criteria for the selection process:

Speed Level of speed in relation to:- Operating hours per annum - Noise - Free inertial forces / torques / vibrations - Elastic / rigid mounting - Geographical area of use (servicing background) - specific machine

Power setting Power calculation including - Temperature - Altitude above sea level - Efficiency - Safety margins for imponderables - Geographical area of use (climate) - Load profile, standardized power classes - Fuel

Engine typeSelection of the engine taking into account the following:

- Standard, power class - Engine speed / power output - Weight / volume - Starting method, starting temperature - Power take-off points - Load capacity of the power take-off points - Flange compatibility - Elastic / rigid mounting - Engine speed controller data - Fuel - Starting method

Auxiliary equipment - Adjustment to the machine and its environment

1.0 Selecting an engine

This general summary of the engine selection process will now be followed by sections containing detailed information.


8

1.1 Selecting the speed

1.1 Selecting the speed It makes sense to begin the engine selection process by defining thespeed range. It is not always correct to choose the highest engine speed if you wantto obtain a specific power or minimum cost per kilowatt. A perfect of-fer is not just a question of a particularly low price but will also includea recommendation of engine characteristics, largely in line with thecustomer's expectations, for example:

• Service life • Weight • Noise • Vibrations • Power • Dimensions • Service organization • Parts availability • Price, etc.

Probably the most important factor when choosing an engine is thecorrectly selected speed because this has the most crucial influenceon engine performance. The decisive factor for determining the speed, on the other hand, isthe number of operating hours per annum. Different numbers of ope-rating hours per annum are assigned to different speed ranges:

1.1.1 Speed range 1Speed range 1 begins at over 2300 rpm and extends to the engine'smaximum speed.The number of operating hours of engines in speed range 1 is normal-ly less than 1000 hours per annum, although the limit is flexible andmay sometimes reach as high as 1200 hours per annum. Engines forconstruction machines and industrially or commercially used enginesgenerally fall within speed range 1. Example: In a year with 240 working days a commercially used ma-chine is used on around 70% of the days and for approx. 60% of an 8-hour day. This adds up to around 800 operating hours per annum. In these conditions the engines can normally be used up to their maxi-mum speed, although a speed of 3600 rpm would appear to makesense if combined with 60 Hz generators. It should not necessarily beused for other drives because the engine speed has a major influenceon the following characteristics:

a) Noise The lower the engine's speed, the less noise it generates, it isquieter. Reducing the engine speed by 100 rpm reduces the noi-se it generates by 0.5 - 0.6 dB on practically all types of engine.

Reducing the speed by 500 rpm, for example, would result in a noisereduction of approx. 3.0 dB. And 3 dB lower means a noise reductionof 50% - the engine is then only generating half the noise it originallygenerated!


9

1.2 Selecting the power class

b) The equilibrium of the engine and the machine is also improved bya reduction of speed because the inertial forces and the mass mo-ments of inertia are then far smaller (see also Chapter 3.0). Better equilibrium goes hand in hand with less generation of struc-ture-borne noise, leading once again to a quieter machine.

c) Poor maintenance At a lower speed the engine becomes less dependent on mainten-ance and engine damage is not caused so quickly by poor mainten-ance.

d) Service life of power transmission elements Please remember that the service life of power transmission ele-ments such as belts and flexible couplings is extended if they areoperated at lower speeds.

Altogether these considerations may well lead to a reduction of speed,which certainly makes sense if a speed of 3000 rpm or even 3600rpm is not absolutely essential for the machine (as is the case with ge-nerators, for example) and if the required power can also be producedat a lower speed, then a lower speed should be preferred for the rea-sons listed above.

1.1.2 Speed range 2 If the number of operating hours exceeds 1500 hours per annum, thetotal number of operating hours completed by a machine over thecourse of a 5 year service life, for example, is considerable. Examplesof this include irrigation pumps as well as continuous-duty generators,which at a rate of just five operating hours per day achieve approx.1800 hours/annum and 9000 hours over a period of five years. For drives of this type it is possible to choose only speeds from speedrange 2, in other words a top limit value of 2300 rpm to an absolutemaximum of 2600 rpm has to be observed for more than approx.1500 operating hours per annum. This choice of speed also makes sense for remote regions in develo-ping countries where the reliability of servicing and maintenance isknown to be less than adequate. Therefore the points made in sections a) to d) for speed range 1 alsoapply to speed range 2.

1.2 Selecting the power class The power settings of HATZ diesel engines comply with the powerclasses of ISO 3046, the international standard governing engines forpowered machines:

The standard reference conditions for ISO 3046-1 are as follows:

Air pressure: 100 kPa (at approx. 100 m altitude above sea level)Intake air temperature: 298 K (25 °C), relative humidity: 30 %, Vehicle drives with mechanical transmissions are also governed byDIN ISO 1585. The following standard reference conditions apply to this standard:Air pressure: 100 kPa (at approx. 100 m altitude above sea level)Intake air temperature: 298 K (25 °C).

1.2.1 Power class IFN This power setting cannot be exceeded and corresponds to the normaluse of powered machines for alternating loads at predominantly constant speed.

Power classes to ISO 3046-1

1. Blocked output for intermittent duty = blocked ISO effective output

IFN

2. Blocked output for severely intermittent duty =blocked ISO effective output

IFNSI

3. Continuous output, 10 % overload capability =ISO standard output 10 % overload capability

ICXN

4. Continuous output, no overload capability = blocked ISO standard output

ICFN


10


Typical applications include:Emergency generating sets for providing an emergency power supplyto connected consumers or other powered machines such as: com-pressors, trench cutting machines, earthmovers with hydrostatic sy-stems such as crawlers, loaders, excavators etc. as well as firefighting pumps, vibration plates and vibration rollers.

The maximum value of the blocked ISO effective output can be tappedfor up to one hour during a period of six hours with an alternating load.

1.2.2 Blocked ISO effective output IFNsi for severely intermittent duty

This class is used when full power is required briefly while the speedis largely constant, as is the case for example with refrigerating units,welding units, lifting stackers, mobile cranes and combine harvesters.

1.2.3 ISO standard power ICXN, exceedable

ICXN is used for equipment with constant load consumption at con-stant speed, for example generating sets for a base load or for a ship'sengines. It is possible to exceed the maximum output for a period ofone hour within 12 hours. Allowance for the possibility of this additio-nal output is made with the engine setting. Its magnitude is selectedaccording to the engine's use – it is normal to set an additional outputof 10%.

1.2.4 Blocked ISO standard output ICFN

ICFN cannot be exceeded – it is the continuous effective output whichthe engine is able to produce continuously, in other words interruptedonly for maintenance purposes – at constant speed. This power setting may be selected, for example, for irrigation pumps,but also for powered machines which can be run for hours on the tor-que increase curve, for example joint cutters at maximum feed rate.


11


1.3 Power calculations1.2.5 Vehicle power pursuant to DIN ISO 1585

This class is for applications with severely alternating loads and sever-ely fluctuating speeds. Full-load peaks occur only briefly and are ne-cessary only during the equipment's acceleration phase. Applicationsare limited mainly to road vehicles with mechanical drives such asdumpers, but also elevators with large lifting heights.

1.3 Power calculations Having decided on the power class you must now calculate the neces-sary engine power: Too weak an engine will be too highly loaded and will lead to problemswithin a short period of operation, but on the other hand selecting toolarge an engine that is rarely made to work to full capacity will notplease the user either when he is confronted by coking, high oil con-sumption and other side-effects. It is particularly important, therefore, to carry out the power calculationas meticulously as possible.

The power calculation establishes the following: 1. The net power requirement of the powered machine 2. The size of the safety margins 3. The load capacity of the engine with regard to the temperature,

altitude and relative humidity at the place of use.

To 1.

A Power requirement of the powered machine The net power requirement of the driven machine (PG) is derivedfrom the power requirement of the machine, which must eitherbe calculated or will already be known. When calculating thepower consumption you must make allowance for the efficiencyof the machine and the power transmission elements. Examples of efficiency values: Belt transmissions and gear transmissions approx. 95% (poorlydesigned belt transmissions may be as low as approx. 85%). Hydrostatic systems (pump, pipeline, engine) approx. 60-70%. 2 kW generators approx. 70%, 20 kW generators approx. 85%.Normal priming centrifugal pumps approx. 60-65%, self-primingcentrifugal pumps 45-50%.In the case of centrifugal pumps you must also remember thatthe pump's power consumption increases by a considerable33% when the speed is raised by just 10%. Similarly, thepump's power consumption drops just as dramatically when thespeed is reduced.Simple formulae for calculating the net power requirement:

a) For water pumps

P (kW) =

Example:A normal priming centrifugal pump with η = 60 % transports 20 m³of water per hour against a head of 4 bar (1 bar = 10.2 m water co-lumn with a water density of 1000 g/dm³). The net power requirement of the pump is:

P = = 3.7 kW20 x 40.8

367 x 60/100

Q (m³/h) x H (m)

367 x η (%/100)


1.3 Power calculations

12

b) for hydraulic pumps

P (kW) =

Example: A gear pump conveys 33 liters per minute against a pressureof 160 bar. The efficiency of the overall system is 70 %. The net power requirement is:

P = = 12.6 kW

c) for generators

P (kW) =

Example: 12 kVA generator has an efficiency of 82 % at full load and is a) connected to inductive consumers with a cos ϕ of 0.8.b) connected to ohmic consumers with a cos ϕ of 1.0.The net power requirement of the generator is:

a) P = = 11.7 kW

b) P = = 14.6 kW

B Power requirement of power take-offsThe power calculation must also take account of power-distor-ting power take-offs such as dynamos. Particularly where small engines are concerned it should not beforgotten that a dynamo's power consumption is equivalent toabout twice its electric output.The power requirement for dynamos in the various engine fami-lies is as follows:

The power calculation must allow for the power requirement of theabove auxiliary units and similar equipment.

To 2. Safety margin (faktor fs)Most assumptions used to determine the power requirement are of atheoretical nature and this means that a safety margin is required.Furthermore, a machine's power requirement may change and increa-se during operation, for example due to poor maintenance. Both even-tualities make a safety margin absolutely essential. The general recommendation is to add a safety margin of between 5and 10% to the calculation for imponderables and this results in thesafety margin fs:

Safety margin%: 5 10 15 fs: 1,05 1,10 1,15

Q (l /min) x p (bar)

600 x η (%/100)

33 x 160

600 x 70/100

kVA x cos ϕ

η (%/100)

12 x 0.8

82/100

12 x 1.0

82/100

Engine familyrequirement of dynamo at

a speed of 3000 rpmunloaded, approx. loaded, approx.

1 B..30 W 50 W (14V / 1A)

300 W 600 W (14V / 15A)

1 D.. 300 W 600 W (14V / 15A)

2 G.. 300 W 600 W (14V / 15A)

.L.. 500 W 2000 W (14V / 52A)

.M.. 500 W 2000 W (14V / 52A)

.W35350 W 750 W (14V / 27A)

480 W 950 W (28V / 15A)

3/4 W 35770 W 1750 W (14V / 55A)

1330 W 3000 W (14V / 95A)

1400 W 3000 W (28V / 50A)

Engine types Power losses of unloaded dynamos

Speed range in rpm Power loss in kW

1B20 /1B30/ 1B40Standard dynamo 200 W.1D41/1D50Standard dynamo 120 W

3300 - 3600 0.3

2500 - 3250 0.2

1500 - 2450 0.1

1D81/1D90Standard dynamo200 W

3300 - 3600 0.4

2600 - 3250 0.3

1800 - 2550 0.2

1500 - 1750 0.1

1D81/1D90Special dynamo 350 W

3500 - 3600 1.0

3200 - 3450 0.9

2900 - 3150 0.8

2600 - 2850 0.7

2300 - 2550 0.6

2000 - 2250 0.5

1700 - 1950 0.4

1500 - 1650 0.3


13

To 3. Climate at the point of (divisor K)As a rule the engine will not be used at the standard reference locati-on defined in ISO 3046 (+ 25 °C 100 kPa, 30 % relative air humidity)but at places of higher altitude, higher temperatures and, usually, ahigher level of humidity. Solar-induced temperature increases underan engine's casing must also be taken into account. An engine's loadcapacity under climatic conditions which differ from the standard refe-rence location can be found in the following graphs

Diagram legend: - The red line applies to naturally aspirated engines - The broken line applies to turbo-charged engines

Load capacity limits of diesel engines( η mech. 80 % ) pursuant to ISO 3046-1/A as a function of the follo-wing:temperature, altitude and relative humidity at the place of use.

An example: for 60 % relative air humidity at a temperature of + 35 °Cand an altitude of 1200 m the engine's load capacity equals 80 %.Hence the climate divisor K is = 0.8.

1.3.1 Required engine power P (kW) Using the previously established values for

• the machine's power consumption (PG) • the power of power take-offs (PN) • the power allowance for the safety margin (factor fS) • the power allowance for the climate at the place of use (divisor K)

we can now calculate the necessary amount of power for the engine:

P (kW) =

As an example of how to calculate the necessary engine power, let usassume that the following data apply to the above 12 kVA generatorwith an ohmic load: Power requirement of the generator PG = 14.6 kWDynamo output for charging the battery PN = 1.0 kWSafety margin 5 % fS = 1.05Climate: 60 % relative humidity + 35 °C,

1200 m above sea level, K = 0.8

P = = 20.5 kW

We must therefore select an engine that can produce an output of20.5 kW at the standard reference location.

If a mass-produced machine (for example an earth compacting machi-ne) is to be exported and used worldwide, we recommend that a climate divisor of approx. 0.75 be used. This will make it possible toserve a not unusual altitude of 2000 m in temperatures of + 30 °C and60 % relative humidity or, for example, 40 °C and 100 m altitude at100 % relative humidity. When you calculate the climate reserve, do not just consider overseasregions in Africa, South-East Asia or South America but also high-alti-tude areas in Europe (the Alps), hot zones in Europe and high-altitudezones in North America.

(PG + PN) x fS

K

(14.6 + 1.0) x 1.05

0.8

1.3 Power calculations


1.4 Selecting the engine type

14

1.4 Selecting the engine typeOnce the power calculation has been completed, the required enginepower established and the speed range determined using the conside-rations set out in Chapter 1.1, we can now use the following selectiontable to find the HATZ diesel engine to match your application.

The quoted power figures are guide values. They do not represent thetop limits but can be adjusted upward if permitted by the type of load,for example for welding current generators, vehicles with mechanicaltransmissions, etc. Similarly, lower power values may make sense forcontinuous duty at full load.


15

Example:

The generator from Chapter 1.3.1 requires a drive power output of20.5 kW for an ohmic load.

a) If this generator is used as an island solution, in other words if it hasto supply a system on its own without drawing on help from the publicmains, the number of operating hours per annum can be estimated atapprox. 2000 hours or more, which means that an engine must be se-lected from speed range 2. In this case the engine will probably be a 3L41C with an output of 22.9 kW at a speed of 1500 rpm for 50 Hz generators. b) If the generator is to be used for emergency supply purposes only,in other words the system normally draws its power from the publicmains, the number of operating hours per annum will amount to ap-prox. 300 hours, which means that an engine must be selected fromspeed range 1. In this particular case the engine will probably be a2L41C with an output of 24.4 kW at a speed of 3000 rpm. for 50 Hzmachines.

Let us recall that HATZ diesel engines are known to be burst-proof. In1957 HATZ became the first company to build industrial diesel engineswith a continuous duty speed of 3000 rpm, which means that it hasbeen able to use all its experience with high continuous duty speedswhen making new developments.

Nevertheless, it is important to optimize your choice of engine not onlyfrom the point of view of an attractive price per kilowatt but also withregard to noise emissions, vibration characteristics and service life, allof which can be greatly improved by reducing the engine speed.

The performance figures quoted in the model sheets cover powerclasses IFNsi, ICXN and F as well as IFN.

1.5 HATZ diesel engine speed settings and speedcontroller precision

1.5.1 Normal settingThe engine speed in your order is the full load speed. The idle speed inthis case is higher than the ordered speed by an amount equal to the"controller differential". Setting the upper idle speed may be a goodidea for generators if you want the generator to run as close as possi-ble to the rated frequency when it is operating at the rated load. The speed specification in the order confirmation and on the type plate may be: 1500 / 300

2300 / 2403000 / 180

If the ordered engines are used to drive generators, controller setswhich do not exceed a speed differential of approx. 5% between zeroload and full load are installed at the "generator speeds" of 1500 rpm,1800 rpm and 3000 rpm.The speed controllers for generator engines comply with the specifica-tions laid down in DIN ISO 8528, design class G1 for single-cylinder engines,design class G2 for multiple-cylinder engines,namely:

• Static speed change (P-grade) dS 5 %• The speed oscillation range n is 2.5 % for 1 and 2-cylinder

engines and 1.5 % or better for 3 and 4-cylinder engines.

This controller set must be specified in the purchase order for the engine.

For further information about the subject of speed, see the HATZ ABCof Engines, Chapter 4.

Increased requirements on speed deviation can be provided by electronic speed controllers when combined with various engines.

1.5 The speed setting


2.0 General operation limits

16

2.1 Ambient temperature The normal temperature limits for the use of HATZ diesel engines ran-ge from approx. - 25 °C to approx. + 45 °C (hand starting approx. -6°C to approx. + 45 °C).

This does not mean, however, that HATZ diesel engines cannot beused at lower or higher temperatures. These limits are intended as a guideline for normal applications withnormal equipment.

The use of engines in temperatures below - 25 °C and above + 45 °Cis an extreme requirement with consequences which we need to dis-cuss with you, for example required starting aids, special sealing ma-terials, etc.

2.2 Servicing For an engine to work well and properly it must also be serviced regularly.

Maintenance is certainly a less critical factor for engines used at lowerspeeds, which (depending on the region where the engine is use) is anadvantage that ought to be exploited. In addition a somewhat lowerspeed should also be selected if service support and spare parts avai-lability are known to be below grade in the region in question.

2.3 Capacity utilization Engines are designed and built to work, in other words to run continu-ally under load. HATZ diesel engines are designed to be operated un-der the loads described in Chapter 1.3

Running an engine at zero or no notable load, on the other hand, is nota normal case of application but an extreme case. No load or an extremely low load may cause leaks at the outlet valve,rust on the nozzle holes, and other problems.

We therefore recommend operating our engines at a load of approx.30 - 40 % depending on the speed, and running a notable load phaseprior to switching off any engine used in low-load mode.

2.4 Fuel

2.4.1 Normal fuels All Diesel fuels which meet the following minimum requirements aresuitable: DIN EN 590, ASTM D975-1D/2D and BS 2869 A1/A2. At lowtemperatures, the viscosity of diesel fuel increases. Adding petroleum(including to winter fuel) restores the fuel's ability to be filtered. Furt-her details are to be found in the operating manual supplied with eachengine.

2.4.2 Special fuels HATZ Diesel engines can also be run with kerosene fuels. A high pres-sure supply pump may be necessary, depending on the particular fuel. The following table contains a list of these fuels. The output of fuelsother than diesel that complies with DIN 51601 results in a drop inpower for the same rate of injection. This is due mainly to the diffe-rence in density but also to their different energy content. You musttake account of the fuel situation in the power calculation.

See table on next page:


17

Fuel

type

NATO

- C

ode

Usag

e

Com

posi

tion

Dens

ity a

t 15

°C

Flas

h po

int

Kine

tic v

isco

sity

at 2

0 °C

Setti

ng p

oint

max

. sul

fur c

onte

nt

min

. cet

ane

inde

x

Boili

ng c

urve

Reco

mm

ende

d fo

r use

in H

ATZ

engi

nes

Cond

ition

of u

se

Expe

cted

dro

p in

pow

er o

utpu

t co

mpa

red

to o

pera

tion

with

die

sel f

uel

Note

[kg/l] [°C] [cSt] [°C] [%mass] [°C] [%]

DF - 1/ DF - 2

F-54Diesel engine

vehicle Diesel fuel ~ 0.84 56 2.5 - 3.5 -13 0,2 45 160 - 370 Yes None 0

F-75Marine

diesel engine Diesel fuel N/A 61 N/A -13 k.A. 45 160-385 Yes None 0

F-58 Diesel engine Petroleum N/A 56 N/A -30 k.A. 40 120-280 YesOnly for use as additive

to F 54 and F 75 in low temperatures

F-57 Petrol engine Super petrol,

leaded ~ 0.755 -20 N/A 28-215 No

Highly inflam-mable

Jet A1 F-35Jet engines in civil

aircraft Kerosene ~ 0.805 38 ~ 1.2 -47 0.3 45 160 - 300 Yes

Lubrication additive, forexample two-stroke oilO-1177 or similar in a

ratio of 1:100

7 - 10

Jet BJet engines in civilaircraft in extr. low

temperatures

1:1 kerosene / petroleum

~ 0.765 N/A N/A -58 N/A No 20 - 30Highly inflam-mable

JP 1 F-35 Military jet engines Kerosene ~0.805 38 ~ 1.2 -47 0.3 45 160 - 300 Yes


ratio of 1:100

7 - 10

JP 4 F-40Military jet enginesin extremely low

temperatures

1:1 kerosene / petroleum

~ 0.765 N/A N/A -58 N/A No 20 - 30Highly inflam-mable

JP 5 F-44 Military jet engines Kerosene ~ 0.82 62 1.5 -46 0.4 42 175 - 300 Yes


ratio of 1:100

7 - 10

JP 8 F-34 Military jet engines

Kerosene Jet A1/JP 1 with anti-freeze and anti-corrosive agent

~ 0.80 38 - 45 1.2 -47 0.4 45 140 - 300 Yes


ratio of 1:100

7 - 10

JP1, JP5,JP8

XF-63Military jet engines

in France and Holland

Kerosene Yes


ratio of 1:100

7 - 10

JP1, JP5,JP8

F-63Military diesel

engines in Franceand Holland

Kerosene with S1750 lubricationadditive in a ratio

of 1:1000

Yes None 7 - 10




18

2.5 Oil viscosity The following table shows the recommended viscosities in relation toambient temperature at cold starting, broken down by single-gradeand multi-grade oil, hand starting and electric starting.

Air-cooled enginesOil qualityAll premium oils which meet at least one of the following specificati-ons are suitable:ACEA - B2 / E2 or higherAPI - CD / CE / CF / CF-4 / CG-4 or higher.

Details of lubricating oil are to be found in the operating manual sup-plied with each engine.

2-4W35 and 4W35TOil viscosityViscosity selection depending on the ambient temperature at coldstarting

Liquid-cooled engines2-4W35 (naturally aspirated engine)Oil qualityAll premium oils which meet at least one of the following specificati-ons are suitable:ACEA – B2 / E2 or higherAPI – CF / CF-4 / CG-4 or higher

4W35T (turbo-charged engine)Oil qualityAll premium oils which meet at least one of the following specificati-ons are suitable:ACEA – B3 / E2 or higherAPI – CF / CF-4 / CG-4 or higher

2.6 Installing the engine in a machineAn engine's generally described characteristics will be obtained if theengine and auxiliary equipment are selected and the engine then in-stalled as described in our guidelines. Proper installation includes ensuring good accessibility to operatingand servicing points and preserving the engine prior to lengthy stop-pages.

2.7 Machines with a tendency to topple over If the machine topples over (= operating error!) you must prevent lu-bricating oil getting into the intake port of the engine via the crankcasevent.Oil in the intake port will lead to uncontrollable combustion, excessiveengine speeds and ultimately to the engine's destruction.Special crankcase vents may be necessary for machines with a ten-dency to topple over.Please ask us.


19

Good performance characteristics do not depend on the engine alone,nor do they depend entirely on the driven machine. Rather it is a que-stion of both components being properly tailored to each other.The following chapters contain advice on

3.1 installing engines on frames with rigid mountings

3.2 installing engines on concrete foundations if an engine is inten-ded for stationary use, and

3.3 installing engines with elastic mountings.

3.1 Rigid mounting on a frame Rigid mountings are only recommended for an engine speed of up toapprox. 2300 - 2600 rpm. Above this speed the free inertial forces areusually so high as to make an elastic mounting the only sensible solu-tion (exceptions prove the rule).

The most important prerequisite for every engine mounting is that theframe or stand is rigid in itself and is designed large enough to providethe necessary strength.

Non-rigid frame components act like springs and must be braced withstruts.

We consider frame components with the following design specificati-ons to be adequate for a rigid engine mounting (up to n max. approx.2300 - 2600 rpm):

• Frame components made of rolled U-shaped sections that com-ply with DIN 1026a) for 1-cylinder engines U 80 b) for 2-cylinder engines U 100 c) for 3 and 4-cylinder engines U 120

• These frame components must be kept as short as possible toprevent them acting like springs.We recommend a maximum length of 750 mm.

If, for structural reasons (for example a 4-cylinder engine with a multi-stage pump), the frame components are longer than 750 mm, theselong frame components must be bolted down again after a maximumdistance of 750 mm.

• The dimensions recommended above for rolled U-shaped secti-ons only apply if the U-shaped section is installed vertically –only then does it display the necessary rigidity.

A further prerequisite for a rigid engine mounting is a sufficiently largemachine mass / frame mass (in kg), ideally directly underneath but atleast in the vicinity of the engine.

• For engine speeds from 1500 to 2000 rpm the frame massshould be approximately as heavy as the motor mass (in kg) it-self.

• And for speeds from 2000 to 2600 rpm the frame mass shouldbe approximately twice as heavy as the motor mass.

What counts in this connection is only the frame / machine mass inthe direct vicinity of the engine and not, for example, any remote mas-ses.

3.0 Installing and securing the engine



20

Only if there are sufficiently large masses in the direct vicinity of theengine will it be possible to prevent severe vibrations and possiblematerial fractures.

3.2 Rigid engine mounting on a foundation Recommended speed: Up to max. 2300 rpm, but ideally lower.Engines for stationary use are mounted on a concrete foundation.The machine, for example a pump or mill, is driven by flexible driveelements, for example belts or articulated shafts.

The height of the concrete foundation above ground level should besuch that the pivot for the starting crank is at a height of between 450 and 750 mm.Higher foundations are to be avoided wherever possible.

To isolate vibrations and structure-born noise from buildings it is advi-sable (at least where high speeds are involved) to separate concretefoundations from the rest of the building with the use of anti-vibrationmats or the like; the foundations should be set on elastic and thereforenoise-insulated bearings.

The foundation work should be entrusted to a construction companywhich provides a warranty for the correct construction of the foundation. The foundation block is to be placed on load-bearing ground. If no good bearing ground is found at the calculated depth, the foun-dation base will have to be enlarged until it complies with the load-bearing capacity of the ground. The foundation must be made of tamped concrete in a single uninter-rupted casting operation. We recommend the following concrete mixproportions per m³ : 270 to 300 kg cement, 50% washed sand (0 - 7 mm) and approx. 50 % washed gravel (7 - 30 mm). This mix produces concrete grade „B 225“.

The formwork for the anchor holes has to be loosened and removed ingood time. Then the engine (suspended from the stand) must be mo-ved into the correct position and aligned. When the alignment is completed, the anchor holes must be filled withliquid cement mortar (1 part cement - 2 parts sand).


21

Important: The engine must not be used and the belt must not betensioned until the concrete has hardened completely (7 - 10 days,depending on the temperature). Rails (rolled U-shaped section) must be placed under the feet of theengine to fasten the engine securely to a concrete foundation. The recommended design specifications for the rails are listed onpage 19. The rails are arranged underneath the engine feet perpendicular to thecrankshaft axis in order to provide good bracing for the belt tensionand the torque. The distance between the anchor bolts should not exceed 750 mm orthe rigidity will be adversely affected – but on the other hand youshould not make the distance between the anchor bolts much smalleror bracing of the belt tension and the torque will be inadequate.

The anchor bolts for the mounting should be approx. 400 mm long. Size M 12 is recommended for the bolt cross-section. The anchor bolts must be bolted through the U-shaped section – thusensuring that the washer and nut are aligned correctly as well as therequired level of prestressing for the bolt.

The anchor bolts must cast into concrete block – other fastening me-thods (such as plugs) have not proven successful.

The U-shaped section rails can be secured properly if the rails, toget-her with the engine and the anchor bolts, are inserted into the concre-te whilst it is still wet or if the rails and the anchor bolts are cast intoplace with concrete.

Summary:• Choose sections for the U-shaped rails as described on page 19 • Install the U-shaped sections vertically • Arrange the rails perpendicular to the crankshaft axis • Maintain a maximum distance of 750 mm between anchor bolts • Screw the anchor bolts through the U-shaped section • Use anchor bolt size M 12 x 400 • Cast the rails and anchor bolts into the concrete block • Allow the concrete to set • Retighten the nuts of the anchor bolts after a short period of

operation and continue to monitor them.

If you do not intend to install a new concrete foundation but want touse an existing, old concrete foundation, you will face the followingproblem: The peaks of the concrete surface underneath the steel railswill break away, causing each bolted connection to lose the tensionessential for a secure hold. • And minutes later the anchor bolt will break!

We therefore recommend the following action be carried out onexisting concrete foundations:

• Do not allow the full length of the steel rails to rest on the con-crete foundation. Instead use steel supports (approx. 70 x 70 x10 mm) or hardwood supports underneath the fastening points(see sketch).

Even so, the fastening nuts will have to be frequently retighte-ned, particularly during the first hours of operation. As the concrete peaks break away, so a level and good bearingsurface of concrete will thus form underneath the supports aftera certain time. It is important, therefore, to retighten the nuts in order to main-tain the bolt tension.




22

• Alternatively you can use rails made of hardwood with the di-mensions and form shown in the following sketch. Wood adapts well to the uneven and rough concrete surface,and the concrete peaks dig into the wood. It is still necessary,however, to keep the bolted connections under constant obser-vation and to retighten the bolts as necessary. Steel supports areused on top of the wooden rails in order to stop the nuts sinkingtoo far into the timber.

3.3 Elastic mountingsIf higher engine speeds (above 2300 rpm) are required, a rigid moun-ting can no longer be recommended. And because there is practically no transmission of structure-bornenoise when using rubber as a mounting element, it may also be an ad-vantage to choose an elastic mounting for noise reasons. For elastic mounting in general it can be said that the mounting baseB has to be as wide as possible because this helps to reduce the am-plitudes of vibration and hence the forces at play.

Depending on the machine type a distinction must be drawn betweenthe following: a) An elastic mounting for flanged units, and b) An elastic mounting for non-flanged units.

a) Elastic mountings for flanged unitsThe engine is flanged to the driven machine; hence together with theelastic mounting it represents a single vibration system. If there is asuitable base it will not even be necessary to provide a frame becausethe engine already forms a rigid frame with the flanged machine.

Rubber elements manufactured to the customer's specifications areavailable on request of course. Please let us know the engine speed, the mass to be cushioned, theposition of the centre of gravity, the number of mounting elements re-quired, and the frame weight.

We consider a U 80 section (vertical) to be big enough for the framecomponents of a flanged unit with elastic mounting since the flangedunit is rigid in itself and the units are cushioned by the rubber buffer.

Note for the elastic mounting of flanged machines with one-cylinderengines: To stabilize the machine during the starting and slowing-down phasewe recommend using strong rubber buffers underneath the low moti-on part of the machine, for example underneath the generator. Rubberbuffers No. 8 have proven successful for this purpose.


23

The HATZ universal frameA frame under a flanged unit is usually there for transport purposes. The HATZ universal frame is a practical solution for all flanged andmobile units with one-cylinder engines. The advantages of this univer-sal frame are as follows:

• The frame can be used for all electrical units, pump sets, hy-draulic units, etc.

• The engine cross-beam has fixing holes for all HATZ one-cylin-der engines.

• Holes are drilled in the cross-beam under the generator or pumpetc. as required.

• The longitudinal spacing of the cross-beams is adjustable, ma-king the frame universal.

• The longitudinal beams are simple 1" water pipes and can besupplied by the user.

• The unit is mounted on rubber buffers. • The frame stands securely on 3 claws, which means that the

unit can also be operated on uneven ground

b) Elastic mountings for non-flanged units :Instead of the adapter housing on flanged units we now have a frameon which the engine and the driven machine can be rigidly bolted.

We recommend the following frame specifications for non-flangedunits:

a) For the top frame on which the engine is mounted • U 80, vertical, for 1-cylinder engines • U 100, vertical, for 2-cylinder engines • U 100, vertical, for 3 and 4-cylinder engines

b) For the cushioned lower frame: • U 80 vertical, for all engines.

Examples of the non-flanged, open design are shown in the followingdrawings. Flexible couplings or belts are used as power transmission elements. The frame with the rigidly mounted engine and the rigidly mountedmachine is placed on rubber elements or springs, thus forming a sin-gle vibration system. The rubber elements are selected as described above.




24

SPECIAL CASE:

At speeds above 2300 rpm, L/M encase engines require an elasticmounting. The open, non-flanged design means that a HIGHLY FLEXI-BLE coupling must be used as shaft connection between the engineon the elastic bearing and the rigidly mounted pump. Example: a STROMAG PN 16 coupling The solutions shown in the drawings „X“ and „Y“ are not acceptablebecause the engine moves in a different way than the driven machine,a fact that would damage the flexible coupling or the belt.

On engines with elastic mountings the pipe connections for fuel, exhaust and waste air must be designed to absorb any vibrations, inother words they must be elastic. When units are mounted on a single-axle chassis with rubber tires itmakes sense to mount the engine above the axle because the rubberwheel then acts as the elastic mounting, resulting in a good isolatingeffect. If there are no rubber tires it is recommended to place a rubber element underneath the chassis support and to mount the engine above this rubber element.


25

Recommendation for cylindrical rubber buffersfor use as elastic mountings for stationary units that are installed vertically using four rubber buffers per unit.

This table is provided as a rough guide. Details of the anti-vibration elements would also have to be generated dependent on the excitation frequen-cy and the mass. On mobile machines the rubber buffers must be secured against transverse forces. Special designs, such as cup-type or conical elements, are avai-lable from the manufacturers of rubber buffers for this purpose. A mechanical fastener must be installed if standard elements are used.

* = Hydraulic bearing

This recommendation is

currently being prepared


This recommendation is

currently being prepared

Cylindrical rubber buffers

DimensionsDiameter

(mm)h (mm)

Hardness(Shore A)

Max. static load(kg) per buffer Pressure = Cd Thrust = Cs

Order number forfour buffers

1 40 40 40 60 77 11.5 56 Y 06 A

2 50 45 40 100 118 23 014 311 01

3 50 45 55 100 214 40 014 312 01

4 50 45 40 100 118 19 56 Y 06 B

5 50 45 55 100 208 36 56 Y 06 C

6 * 88 32 / 91 45 75 120 96 011 414 00

7 70 45 40 190 260 43 64 X 06 C

8 70 45 55 190 450 80 64 X 06 A

9 70 45 65 190 660 120 64 X 06 B

Spring constant (N/mm)


4.0 Installing engines under an enclosure

26

The following requirements must be satisfied: • The engine must receive fresh combustion air and fresh coo-

ling air. • The heated waste cooling air must be able to escape outdoors

without being drawn in again through the air filter or cooling fan. • The radiant heat must be dissipated.

Energy is fed to the engine in the form of fuel.

The energy balance is as follows: • Approx. 1/3 is available at the shaft for useful work. • Approx. 30 % is in the exhaust gas. • Approx. 30 % is in the cooling air or cooling water. • The rest (approx. 5 - 7 %) is radiated from the surface of the en-

gine.

As is clear from this energy balance, the greatest attention has to bepaid to the large quantities of energy in the cooling air, in the ex-haust gas and in the radiation when an engine is installed under anenclosure. As a rule the radiation component increases to about 15 %of the energy input because the exhaust gas does not leave the enclo-sure by the most direct route, and therefore a considerable amount ofheat is radiated by the exhaust pipe.

Whenever an engine is installed under an enclosure it is importantto measure the temperature outside the enclosure and the operatingtemperature in front of the air filter and in front of the cooling fan inlet.The temperature difference at the measuring points t2 - t1 and t3 - t1is a yardstick for the quality of the engine's installation. If the temperature measurement indicates a rise in temperature, thiswill be because either the radiant heat is not being dissipated effi-ciently enough and / or there is short-circuiting of the heated coolingair to the cooling supply air.

A temperature difference of no more than 8 to 10 °C is only accep-table if allowance was made for this higher temperature level in thepower calculation (see Chapter 1.3) or if a forced ventilation systemwith an additional fan stops the temperature from rising.

The temperature limits normally in force are invalidated of course by atemperature increase. For example, if the temperature difference bet-ween the outside air and the intake air rises by 8 to 10 °C, then theengine must no longer be operated at ambient temperatures of up to+ 45 °C but only up to approx. 35 - 40 °C. Therefore the engine shouldbe installed in such a way as to allow the temperature to increase onlyslightly if at all.

Our proposals in this respect:1. Place the combustion air hole and the cooling air intake hole

as close as possible to a large opening in the enclosure


27

The heated waste cooling air has to be free to flow away along theshortest possible routes over a very large open area. The opening inthe enclosure should be approx. three to five times larger in area thanthe discharge area at the cylinders and cylinder heads. The opening inthe enclosure should be fitted with baffle plates.

Openings for the radiant heat have to be arranged to form a "chim-ney draught" that carries the heat energy away. Silencers should beinstalled outside the enclosure and the exhaust pipe run out of the en-closure along the shortest possible route. It must also be possible forthe radiant heat from powered machines, for example hydraulicpumps, to escape.

2. If the waste air opening is a long way from the engine, you willneed to install a waste air shaft that carries away the cooling airenergy without any intermixing with the free intakes of coolingair and combustion air.

With remote lying fresh air openings it may also be necessary to installa fresh air shaft because otherwise the radiant energy component willcause the temperature of the intake air to rise too much. What wassaid in Section 1 also applies to the dissipation of radiant heat.

If you have to install fresh air pipes in front of the air filter, thenyou should use a hose that is capable of withstanding the suction pul-ses, such as a hose with wire reinforcement. The air filter should al-ways remain fitted to the engine as a precaution against leaks on theclean air side. Inlets should be covered with rain caps or the like toprevent the ingress of rain or cleaning water. If there is a supply pipefor the cooling air, you can tap the combustion air from this cooling airduct.

Acoustic enclosures always require a closed fresh air system and aclosed waste air system, and the radiant heat must be dissipated byan additional fan. HATZ „Silent Pack’s“ are ready-to-use acoustic en-closures for engines.If you want to install engines in acoustic enclosures yourself, pleaseget in touch with us.

Fresh air openings and waste air openings are fitted with screens foroptical as well as safety reasons. You must not forget to make allo-wance for the air resistance of these screens.So-called „ventilation fins“ create far too much resistance and are to-tally unsuitable.Perforated plates are also unsuitable for this purpose.However, wire mesh has proven quite successful.




28

The surface of a room's walls is unable to dissipate to the waste heatfrom an engine and a driven machine. It is essential, therefore, toequip the room with a fan to remove this heat.

Two systems have proven successful:1. A relatively small fan for removing the engine's radiant heat and

for removing the waste heat from the powered machine. The hotwaste air from the engine is collected in a waste air shaft andconveyed by the shortest possible, heat-insulated route to theoutside.

2. A large waste air fan which not only removes the engine's ra-diant heat and the driven machine's waste heat but also con-veys the waste heat from the engine outdoors

3. In all cases the arrangement of fresh air and waste air openingsshould be selected to create a diagonal air flow through theroom, thus enabling sufficient heat to be removed from the sur-faces of the machine system. This means that the fresh air opening should always be posi-tioned near the floor and, as far as possible, the opening for thewaste air fan diagonally opposite and directly underneath theceiling. The exhaust pipe is routed to the outside along the shortest pos-sible, heat-insulated route.

Specifications for room fans, fresh air supply cross-sections, ex-haust pipes and waste air shafts are provided on the next page. The figures quoted there are based on a temperature increase of+ 10 °C in the machine room compared with the external tem-perature.

This temperature increase has to be taken into account inthe power calculation.

Fresh air openings and waste air openings are fitted withscreens for optical as well as safety reasons. You must not for-get to make allowance for the air resistance of these screens.So-called "ventilation fins" create far too much resistance andare totally unsuitable. Perforated plates are also unsuitable forthis purpose. However, wire mesh has proven quite successful.

You must always install the blow-out openings for waste airshafts and waste air fans on that side of the building facingaway from the prevailing wind direction (the leeward side). If wind blows against these openings, the air current will be ob-structed and the temperature inside the machine room will riseto an unacceptable level. Where the openings are exposed towind you will need to install large air baffles.


29

Guide values for the minimum free air supply cross-section in machine rooms at maximum engine speedAir supply cross-section: . . . mm x . . . mm square or . . . mm in diameter Ø.

The shaft dimensions may be reduced as follows if the engine is run at less than maximum speed:at n = 2300 rpm by a factor of 0,9at n = 1500 rpm by a factor of 0,8

If screens are used in the air supply shaft, the area must be increased by approx. one-quarter unless wire mesh with a 10 mm mesh width and 1 mm wire thickness and with very good flow properties is used.

for engines WITHOUT a waste air shaft Engine for engines WITH a waste air shaft

... mm x ... mm Ø mm ... mm x ... mm Ø mm

205 x 205 mm or 230 mm 90 x 90 mm or 105 mm

250 x 250 mm or 280 mm 110 x 110 mm or 125 mm

300 x 300 mm or 330 mm 135 x 135 mm or 150 mm

350 x 350 mm or 390 mm 155 x 155 mm or 175 mm

265 x 265 mm or 300 mm 120 x 120 mm or 135 mm

310 x 310 mm or 350 mm 135 x 135 mm or 155 mm

380 x 380 mm or 430 mm 170 x 170 mm or 190 mm

430 x 430 mm or 490 mm 190 x 190 mm or 210 mm

560 x 560 mm or 630 mm 250 x 250 mm or 280 mm

680 x 680 mm or 770 mm 310 x 310 mm or 350 mm

790 x 790 mm or 890 mm 355 x 355 mm or 400 mm

580 x 580 mm or 650 mm 260 x 260 mm or 295 mm

710 x 710 mm or 800 mm 320 x 320 mm or 360 mm

820 x 820 mm or 930 mm 365 x 365 mm or 410 mm

430 x 430 mm or 490 mm – – –

560 x 560 mm or 630 mm – – –

680 x 680 mm or 770 mm – – –

790 x 790 mm or 890 mm – – –

1 B 20 .

1 B 30 .

1 B 40 .

1 B 50 .

1 D 41 .

1 D 50 .

1 D 81 . / 1 D 90 .

2 G 40

2 L 41

3 L 41

4 L 41

2 M 41

3 M 41

4 M 41

2 W 35

3 W 35

4 W 35

4 W 35 T

5.0 Installing engines in enclosed areas


5.0 Installing engines in enclosed areas

30

Guide values for the minimum delivery rate of the waste air fan in m³ per hour Assumptions: The efficiency of the powered machines is approx. 80%. The temperature increase compared to the external air is 10 °C,

the exhaust pipe and waste air shaft have heat insulation.

for engines WITHOUT a waste air shaft at an engine speed of … rpm Engine for engines WITH a waste air shaft

at an engine speed of … rpm

1500 1800 2300 max 1500 1800 2300 max

695 880 1200 1575 340 430 590 770

1065 1340 1575 2270 520 660 770 1110

1660 2020 2280 3400 810 990 1090 1670

1900 2100 2480 3800 930 1030 1210 1860

1300 1620 2130 2590 630 790 1040 1270

1710 2130 2780 3470 840 1040 1360 1695

2550 3150 3520 4860 1240 1540 1720 2370

2780 3430 3845 5330 1360 1670 1880 2600

3150 3980 5370 6760 1540 1940 2620 3300

6950 8660 10890 11300 3390 4230 5310 5520

10610 12970 16630 17000 5180 6330 8115 8300

13900 17140 21770 22610 6780 8360 10620 11030

7600 9360 11770 12180 3710 4570 5740 5945

11580 14410 18020 18440 5650 7030 8790 9000

15750 19130 24090 24600 7690 9340 11750 12000

2550 3150 3940 4860 – – – –

4030 5050 6120 7690 – – – –

5420 6760 8240 10420 – – – –

6020 8200 10330 12870 – – – –

Delivery rate withoutback-pressure Diameter Power consumption

3 000 m3 / h 300 mm 0.2 kW

5 000 m3 / h 400 mm 0.4 kW

10 000 m3 / h 500 mm 1.0 kW

18 000 m3 / h 600 mm 2.5 kW

25 000 m3 / h 680 mm 4.0 kW

Approximate guide values for fan dimensions The fan delivery rates quoted here have to be achieved after allowing forthe air resistance created by windows, frames, shafts, etc. These resistance values normally add up to a total back-pressure of ap-prox. 12 mm water column. At a back-pressure of 12 mm water column, for example, the deliveryrate falls by approx. 30 %.

1 B 20 .

1 B 30 .

1 B 40 .

1 B 50 .

1 D 41 .

1 D 50 .

1 D 81 .

1 D 90 .

2 G 40

2 L 41

3 L 41

4 L 41

2 M 41

3 M 41

4 M 41

2 W 35

3 W 35

4 W 35

4 W 35 T


Inhalt

31

6.0 Starting with a crank handle – Starting with a reversing starter

6.1 The hand-started engineHATZ Diesel engines fulfill all the conditions for safe and effortlessstarting, such as easy-starting combustion processes. For hand star-ting there is the additional advantage of automatic decompression(not always a standard feature) and high transmission from the driveshaft to the crank shaft for high crank shaft speeds and hence easystarts. A starting crank with kick-back damping has been specially de-veloped by HATZ for engines with crank handle starting covered by theEuropean Machine Directive. For cold starting the engines are equipped as standard with a startcharge device which feeds extra fuel into the combustion chamber atthe right moment for the starting operation. An oil metering device is also included to increase compression duringthe cold start.

6.2 The person at the crank handleStarting with the crank handle or with the reversing starter meansthat the start is performed by a person. Now that the engine fulfils allthe requirements for an easy start it is necessary to create the rightconditions at the powered machine for enabling the engine to bestarted with the limited strength of a human being. Please note the following recommendations in this respect:

• There must be sufficient space for the operator to perform thevarious movements required during the starting operation. It isnot enough to consider what movements the hands make –you have to allow for all movements from head to toe.

• The optimum height of the crank pivot is approximately 450to 750 mm. The larger the engine capacity, the more important itis to observe this recommended height. A crank pivot below this height or higher than 1 m makes condi-tions much more difficult for the operator. A platform must be provided for pivot heights of over 1 m.

• Particularly lightweight machines, machines with very soft ela-stic mounts and machines with no inherent stability (for exam-ple single-axle machines) need a pedal for safe starting. The pe-dal ensures that the machine does not lift or slip sideways out ofposition when overcoming the compression point.


32

6.0 Starting with a crank handle – Starting with a reversing starter

• For safety reasons starting cranks need a good guide and longstarting cranks need an additional support. You should alwaysselect the shortest possible crank because then the leverage onthe crank guide remains low (caution: increased friction).

European standard DIN-EN 500-1 (governing mobile road constructionmachines) imposes particularly high safety standards for crank handlestarting and describes safety criteria for hand crank starts. EN 500 is also part of the European Machine Directive 2006/42/EG. For machines with hand crank starting that must comply with the Eu-ropean Machine Directive, HATZ can supply its KICK-BACK DAMPINGstarting crank.

6.3 Disconnecting starting resistancesPowered machines and equipment with a high level of friction poweror high starting torque have to be disconnected by an engaging anddisengaging coupling (clutch) during the starting operation.

• An exception to using a clutch is possible only for driven machi-nes which display low resistance to rotation, for example gene-rators, fans, small concrete mixers and centrifugal pumps (butnot deep-well pumps).

• All other machines with a high resistance to rotation, for exam-ple reciprocating pumps, reciprocating compressors and deep-well pumps (usually crossed belt drives with large shaft-centredistances and high initial bearing friction) or rock crushers etc.need a clutch for the starting operation.Vibrating equipment of all types is another typical example ofmachines with a high level of starting torque.

Be careful when working with multiple-disk clutches that run inan oil bath – the oil viscosity may be so high as to negate the ef-fect of an engaging/disengaging coupling. Dry clutches are to bepreferred for this reason. It is not enough to award good marks toa machine's starting characteristics in the warm summermonths. On the contrary, the right time to assess how much ef-fort is needed for the starting operation is in the winter.

• Be particularly careful with hydraulic drives. Even if it is possibleto switch over the hydraulic system to free circulation (short-cir-cuiting), as is the case with constant pumps, it is not alwayseasy to start with the crank handle. Experience shows that parti-cularly in the cold season the residual resistance to rotation isusually too high for muscle power to overcome. In the winter theresistance of the hydraulic system may be between two andthree times greater than the resistance of the engine, leavingjust 1/2 to 1/3 of the available power for starting the engine.Even when variable displacement pumps can be changed overto "zero delivery", hand starting is not always easy because of-ten this position is not exactly defined. To be sure of safe andeasy hand starting even in the cold season we have only onepiece of advice: Use a disengageable clutch.

Important!If hydraulic pumps are connected they can make it difficult not only forthe engine to start but also for it to accelerate - a fact that again beco-mes more evident in the winter. If an engine is impeded in its free ac-celeration after starting, the large amount of starting fuel may causethe engine to overheat, leading to damage. Our advice once again is: Use a disengageable clutch.

• Human muscle power is sufficient to overcome only relativelysmall resistances. It is important, therefore, to consider the ambient temperature during starting as explained in the opera-ting manual when selecting the lubricating oil viscosity. This isessential in order to reach the necessary starting speed.


AUXILIARY EQUIPMENT

33

AUXILIARY EQUIPMENT

leitfaden_ab_s33_ENG:Layout 1 20.11.2007 14:59 Seite 33

35

7.0 Fuel

Auxiliary equipment transforms the basic engine into an engine capa-ble of performing specific functions.Some auxiliary equipment is essential for an engine to work, for exam-ple equipment for:

• Fuel supply • Combustion air filtration • Exhaust system • Mechanical or electrical starting • Lubricating oil supply

The second category of auxiliary equipment is concerned with instal-ling the engine in the specific machine. This category covers the follo-wing auxiliary equipment:

• Engine feet, engine mountings • Speed adjustment devices • Stop elements, automatic switch-off devices and remote starting

systems • Flywheels and adapter housings • Shafts and couplings • Accessories for hydraulic pumps and hydraulic oil coolers

Recommendations for the use of auxiliary equipmentSizes are specified in the HATZ dimension sheets.In the following sections we would like to give you some tips on theuse of auxiliary equipment.

1. FuelIt must be possible to bleed fuel pipes. A fuel pipe can be bled if it isrouted in a U-shaped configuration or with a rising gradient. A fuelpipe cannot be bled if it is laid horizontally or in an inverted U shape.

If the fuel tank is not mounted on the engine but, for example, on thewall, there should be a drop of approximately 0.5 to 1 m in order toovercome the pipe resistance. If you are in any doubt, use a fuelpump. If the fuel tank is not mounted on the engine but is located di-rectly next to the engine, a drop of approx. 150 mm from the tank out-let to the injection pump is normally sufficient. Be sure to make allo-wance for possible tilting during operation.

A fuel pump is necessary if the fuel is unable to flow by force ofgravity, in other words if the tank lies lower than the filter and the in-jection pump. A fuel pump will also be necessary, however, on pipe-lines longer than approximately 1.5 m from a tank above the engine inorder to overcome the pipe resistance. Diaphragm pumps have a delivery head of approx. 0.8 m when usedwith a straight line of DN 8 hose. For a greater delivery head we re-commend using an electric fuel pump that is installed so that the fuelruns to it freely from the tank. The pump is then used to overcome thepressure head.

If a fuel pump is used and the fuel tank is not mounted on the engine,the fuel filter must be installed in the fuel line in accordance with thefollowing rules:

• The fuel filter must be installed in such a way that it can be bled • It must be possible to bleed the fuel pipe • Trouble-free operation is assured only by the following pipe confi-

gurations:


36

The leakage pipe must extend to the bottom of the tank.

A sealed non-return valve is required if the leakage pipe does notextend to the bottom of the tank.

The following fuel filter cannot be bled since it is installed INFRONT OF the feed pump.

For very dirty fuel we recommend using a coarse filter as a prelimina-ry filter in front of the fuel pump. This filter has to be self-bleeding, inother words it must be installed in a vertical or inclined section of pipe. Water separators are essential if the fuel has a higher water contentthan specified by the standard. Fuel tanks must have a bleed hole for essential pressure compensa-tion (original HATZ fuel tanks are normally bled through the tank cap).

Automatic injection pump bleed device:This device can be fitted to any HATZ Diesel engine motor if it is notalready fitted as standard. The advantages of the automatic injectionpump bleeding device are as follows: No contamination of the engine / machine / ground by escaping fuelduring the bleeding process and no ingress of dirt in the high-precisi-on parts of the injection system.

The nozzle leakage oil pipe and the overflow pipe from the automaticinjection pump bleeding device are returned directly to the fuel tank.

7.0 Fuel


8.0 Combustion Air

37

The air filters in our product range are tailored to HATZ diesel engi-nes. All rights under the warranty are forfeited if other makes of filterare used without obtaining our written approval for each instance. If the dust content of the intake air is high (from approx. 200 mg dustper m³ of air), we recommend using an initial separator. This will ex-tend filter life (servicing interval) by roughly three-fold.

If fresh air pipes are necessary, they should always be fitted in frontof the filter and the filter should always remain on the engine. This willrule out leaks on the clean air side. The supply pipe must be able towithstand the pulsation of the intake air. Therefore a hose with a spi-ral wire reinforcement would be suitable for this application.

Supply pipes up to around 0.5 m in length can be installed withoutconsultation. For longer lengths, please ask for our approval.

The inlet opening for the intake air must always lie in that area of themachine with the least dust. This will help to avoid engine damagecaused by inadequate filter maintenance. If necessary the combu-stion air supply line must be laid from a low-dust zone.


9.0 Exhaust

38

Silencers from our range of auxiliary equipment are tailored to HATZdiesel engines in terms of back-pressure and noise. All rights underthe warranty are forfeited if other makes of silencer are used withoutobtaining our written approval for each instance. The following table provides a rough guideline for the specification ofa straight exhaust pipe. Please note, however, that the maximumback-pressure of the exhaust system with silencer must not be excee-ded and this must be checked.

If you are in any doubt we recommended using the next size of pipe. A bend of 45° or more shortens the maximum straight length by onemeter. An elastic link must be incorporated in exhaust pipes installed on en-gines with elastic mountings to compensate engine movements. This elastic link should be installed as close as possible to the centreof the elastic mounting because this is where amplitudes are smallest.

The elastic link must be followed by a fixed point. Exhaust gas con-denses in long exhaust pipes and on engines that are run at low capa-city. Typical examples are welding units with long idling times. In thesecases the exhaust pipes must be fitted with a condensate drain pipeas shown in the following figure.

Exhaust gas delivery rate Q (m3/ h)

Recommended pipe dia-meter ø (approx. in mm)for length up to:

Max. back-pressure

(mean value)

Max. intakevacuum (averagepressure)

Engine type 7.5 m 15 m 25 m (mm/WC) (mm/WC)

1 B .. 50 75 270 343

1 D.. 75 100 270 343

2 G 40 75 100 480 343

2 L.. /. M 41 75 110 480 490

3 L.. /. M 41 110 130 630 490

4 L.. /. M 41 110 130 720 490

2 W 35 75 100 480 343

3 W 35 75 110 630 490

4 W 35 110 130 720 490

n [r.p.m.] 1500 1800 2300 3000 3600

1 B 20 P (kW-IFN)Q (m³/ h)

1.520.0

1.926.0

2.637.0

3.149.0

3.461.0

1 B 30 P (kW-IFN)Q (m³/ h)

2.329.0

3.038.0

3.954.0

4.671.0

5.091.0

1 B 40 P (kW-IFN)Q (m ³/ h)

3.641.0

4.452.0

5.776.0

6.8100

7.3129

1 B 50 P (kW-IFN)Q (m³/ h)

4.141.5

4.756.5

6.279.5

7.6107

8.0132

1 D 41 P (kW-IFN)Q (m³/ h)

2.836.0

3.545.0

4.663.0

5.687.0

6.0113

1 D 50 P (kW-IFN)Q (m³/ h)

3.746.0

4.659.0

6.083.0

7.5111

7.3138

1 D 81 P (kW-IFN)Q (m³/ h)

5.565.0

6.886.0

8.5109

10.5157

10.5195

1 D 90 P (kW-IFN)Q (m³/ h)

6.185.0

7.6102

9.6131

11.5166

–

2 G 40 P (kW-IFN)Q (m³/ h)

6.888.0

8.6110

11.6146

14.6200

–

2 L 41 C P (kW-IFN)Q (m³/ h)

15.0186

18.7231

23.5307

24.4382

–

3 L 41 C P (kW-IFN)Q (m³/ h)

22.9279

28.0347

35.9460

36.7573

–

4 L 41 C P (kW-IFN)Q (m³/ h)

30.0357

37.0463

47.0628

48.8773

–

2 M 41 P (kW-IFN)Q (m³/ h)

16.4176

20.2217

25.4303

26.3384

–

3 M 41 P (kW-IFN)Q (m³/ h)

25.0264

31.1339

38.9460

39.8573

–

4 M 41 P (kW-IFN)Q (m³/ h)

34.0371

41.3457

52.0613

53.1763

–

2 W 35 P (kW-IFN)Q (m³/ h)

5.561

6.885

8.4112

10.5161

–

3 W 35 P (kW-IFN)Q (m³/ h)

8.796

10.9136

14186

16.6237

–

4 W 35 P (kW-IFN)Q (m³/ h)

11.7130

14.6182

15.4205

22.5321

–

As s

peci

fied

on e

xhau

st fl

ange


10.0 Starting cranks

39

Please refer to Chapter 6.0

11.0 Electric starting

11.1 Battery sizes, starter power

Temperature limits of standard batteries:

• Self-discharge increases and battery life decreases sharply atapprox. + 60 °C and above.

• Semi-charged batteries may freeze at approx. - 22 °C and be-low. A frozen battery must be thawed prior to charging.

• The freezing point for fully charged batteries is approx. - 60 °C.

A battery’s degree of discharge can be assessed by measuring its vol-tage when it is working (at least 1 A). A discharged battery supplies itsrated voltage to the terminals when no power is being taken from it.

11.2 StartersThe start switch (terminal No. 3) is used to switch on the pick-up andholding coil of the starter solenoid at the starter (terminal No. 50)(max. 70 A briefly in the pick-up coil). At the end of the engage travel(the start pinion is engaged in the ring gear) the main starter current isactivated (approx. 600 to 1300 A depending on the starter and its con-dition). The starter motor is now connected directly to the battery viaterminal No. 30 and the main starter cable.

Required capacity of a 12 V / 24 V leadbattery in a starting air temp. of: Power of

12 V start in kW

Max. capacity of

the 12 Vlead battery

Power of 24 V start

in kW

Max. capacity of

the 24 Vlead battery (2 x 12 V)

Enginetype:

0 °CMin. req.

-18 °CMin. req.

1 B .. 16 Ah 25 Ah1.0/

1.2 (1B40)55 Ah 1.6 2 x 44 Ah

1 D .. 45 Ah 66 Ah 1.6 88 Ah 2.5 2 x 55 Ah

2 G 40 45 Ah 70 Ah (88) 1.7 (2.0) 88 Ah (110) 2.5 2 x 55 Ah

2 L 41 C 55 Ah 96 Ah 2.7 143 Ah 4 2 x 110 Ah

3 L 41 C 70 Ah 110 Ah 2.7 143 Ah 4 2 x 110 Ah

4 L 41 C 88 Ah 125 Ah 2.7 143 Ah 4 2 x 110 Ah

2 M 41 55 Ah 96 Ah 2.7 143 Ah 4 2 x 110 Ah

3 M 41 70 Ah 110 Ah 2.7 143 Ah 4 2 x 110 Ah

4 M 41 88 Ah 125 Ah 2.7 143 Ah 4 2 x 110 Ah

2 W 35 45 Ah 55 Ah 1.2 55 Ah 1.6 2 x 44 Ah

3 W 35 45 Ah 55 Ah 1.2 55 Ah 1.6 2 x 44 Ah

4 W 35 55 Ah 88 Ah 2.0 88 Ah 1.6 2 x 44 Ah

Minimum required cross-section for main starter cable (DIN 72551) single length

Engine type Voltage up to 1 m up to 2 m up to 4 m

1 B..12 V24 V

2516

2516

5025

1 D 41 .1 D 50 / 81 / 90

12 V24 V

5025

5025

9535

2 G 4012 V24 V

5025

5025

9535

2 - 4 L 41C2 - 4 M 41

12 V24 V

5035

5035

9550

2 - 4 W 3512 V24 V

2525

2525

5025


11.0 Electric starting

12.0 Engine mounting

40

Starter protection module

A starter protection module is used if it is not possible to rule out thepossibility of the starter switching incorrectly. The starter protection module is not a simple relay but an electroniccomponent which responds to an engine’s rotational frequency. It performs the following safety functions:

• It prevents the actuation of the starter when the engine is run-ning. After the engine starts and accelerates, the starter controlline will be disconnected at a certain frequency.

• It prevents the actuation of the starter when the engine is slo-wing down. A new start is not enabled until the frequency dropsbelow a certain level and a period of approx. 4 seconds elapses.

• If the start is interrupted (false start) and the switching frequen-cy was not yet reached, a new start will not be enabled until aperiod of approx. 8 seconds has elapsed.

The starter protection module prevents damage (and costs) to thestarter and ring gear.

11.3 HATZ designations- on terminal strips - on cable ends - in circuit diagrams

Maximum voltage drop on all control cables:12V < 1.5 V24V < 3 V

Ensure that the ground connection is good. If possible do not installthe switchbox on the engine but on vibration-free components. Please enquire about special starting methods such as the use ofspring-energy starters or pneumatic starters, etc.

Please refer to Chapter 3.0

Terminal Designation0 Ground1 Generator B+

2On a three-phase generator: D+, on a flywheel dynamo: terminal L on the controller

3 Starter terminal 504 Oil pressure switch5 Temperature switch on the cylinder head6 Glow plug I7 Solenoid for switching off the engine (holding coil)8 Glow plug II9 Start-Stop input10 Positive terminal for fine speed adjustment on a DC motor11 Negative terminal for fine speed adjustment on a DC motor12 Oil pressure sensor13 * Reserved for special use *14 Speed adjustment solenoid – holding coil15 * Reserved for special use *16 Solenoid actuator for decompression17 Service switch for air filter18 Solenoid for switching off the engine (pick-up coil)19 Temperature sensor on the cylinder head20 Oil temperature switch21 Fan monitoring switch22 Terminal W for measuring engine speed23 Starter 30 (for ammeter connection)24 Terminal C for controller on flywheel dynamo25 Oil temperature sensor26 Terminal 50f on starter protection module27 * Reserved * 28 Speed adjustment solenoid – pick-up coil29 * Reserved *

Symbol in circuit diagram: Terminal designations:

0 Ground15 Battery on (starter switch in

position 1)22 Speed signal (terminal W)30 Battery positive 50 Start (starter switch in position 3)50i Output: Activation of the starter

control cable


13.0 Lubricating oil

41

For the engine’s operation it is important that the oil dipstick, oil fil-ler, oil drain and oil filter are all easy to reach. If necessary, use ex-tensions for filling and draining the oil.Please ask us for suggestions.

A tip: Test for yourself how easy it is to fill oil, drain oil and change the oil fil-ter on the specimen machine. Only if you are satisfied with the conve-nient handling of these important tasks after this test can you expectthe series machine to be serviced in accordance with the operatingmanual later.

Tilting angles and longer oil change intervals Depending on the engine type and its use, we can supply additionaloil sumps for larger angles and / or longer oil change intervals. Thepermissible maximum angles are specified in the type data sheets.Larger tilts are allowed only if the specific application has been dis-cussed with us and we have approved it.

Chapter 17 describes possible oil monitoring devices.

The choice of lubricating oil viscosity is more important for the startingproperties of engines started with crank handles than for the engineswith electric starters. It is important, therefore, to use only the oil vis-cosity specified. Refer also to the operating manual supplied with the engine.


14.0 Cooling air

42

In very dusty environments, and particularly if organic dust is involved(originating from grass, hay, leaves, ears of corn, etc.) in agriculture –suitable measures must be taken to prevent the fouling of the coolingair lines and cooling fins. “Suitable measures” may include the follo-wing: • If the cooling air inlet point lies within the operator’s field of visi-

on, a screen in front of the inlet can certainly help to keep thecooling air lines inside the engine (fan, fins in the head and cy-linder) free of blockages. The screen can be cleaned by the operator when necessary. Thismethod is used, for example, on bar-type mowers and woodchoppers.

• You can install a fresh air shaft with its opening positioned in adust-free zone.

• A rotating screen in front of fan entrance throws off any depo-sits.

Suitable cover plates or cover grilles must be used if there is a risk ofsolid materials (such as stones or concrete) getting into the cooling airlines.

Make sure you have good access to the cleaning points on the coo-ling air lines and cooling fins, particularly in areas affected by organicdust. Cooling air must not be tapped off for other purposes without ourwritten approval. Please refer also to Chapters 4 and 5 which deal with installing engi-nes under enclosures and in enclosed areas.


15.0 Speed adjustment 16.0 Engine monitoring

17.0 Automatic systems

43

The basic models of all HATZ diesel engines are equipped with an ad-justment lever that enables infinitely variable adjustment of the speedbetween top speed and stop. Remote actuation of the speed adjustment lever is possible by meansof either a Bowden cable or a solenoid actuator.

Variable speed adjustment levers are indispensable when using centri-fugal couplings in order to prevent operation of the couplings in theslip zone.

Variable speed adjustment levers can be installed directly on the engi-ne or take the form of variable Bowden cable actuator levers, for ex-ample: The speed lever on the engine is held at the lower idle stop by aspring. The Bowden cable moves the speed lever against the springforce to the operating speed position. The Bowden cable lever is lok-ked in the operating speed position (by a latch or spring-loaded balletc.). When the lock is released, the spring pulls the speed lever to loweridle position and the centrifugal coupling leaves the hazardous slipzone immediately. Variable Bowden cable levers provide greater operating conveniencebecause they can be fitted to the control console. You should never change the speed adjustment lever; never extend itand never equip it with a larger mass.

Visual monitoring of the operating conditions only makes sense if theoperator actually has the pilot lamps in his field of vision at all times. All engines which are left to run unsupervised - and this applies inparticular to electric units, pump sets and welding units etc. – need anautomatic cut-off device to protect them from the effects of poormaintenance.

The following applies to multi-cylinder engines with electric starters:a) If the engine’s operation is supervised by an operator (for exam-

ple in the vehicle), the following pilot lamps are essential: • Oil pressure indicator • Cooling fan indicator (dynamo drive) • Intake pressure (only for dry air filters)

b) If the engine’s operation is not supervised by an operator (for ex-ample electric units or pump sets), the monitoring of pilot lampsis in itself insufficient because there is not always an operator atthe machine. Instead the machine should be equipped with anautomatic cut-off device or at least an acoustic signaling device.The following must be monitored automatically: • The oil pressure • The function of the cooling fan (belt drive for the dynamo).• The intake pressure (when using dry air filters).

The following applies to multi-cylinder engines started by with hand:For unsupervised operation, automatic cut-out is imperative in theevent of excessively low oil pressure or the belt tearing.

The following applies to single-cylinder engines started by with hand: For prolonged unsupervised operation an automatic cut-out deviceought to be used to stop the engine automatically in the event of pooroil pressure and the belt tearing (less damage is caused to single-cy-linder engines than to multi-cylinder engines).


18.0 Contact guards – equipment safety

19.0 Flywheels 20.0 Adapter connections

44

Whether an engine incorporated in a machine is governed by any spe-cific safety regulations is a question which has to be answered by themanufacturer or operator of the machine. This particularly applies tofree-standing engines.

The equipment overview gives you details of available safety guards.

Flywheels of suitably large centrifugal mass are available (see equip-ment overview) to enable generators powered by two-cylinder enginesto supply flicker-free light even at speeds of 1500 / 1800 rpm. Centrifugal masses for flicker-free light from single-cylinder engines at1500 / 1800 rpm are not possible in practice because they would betoo big, too heavy and far too expensive.

If SUPRA 1D... single-cylinder engines are to be used to produce a) flicker-free light b) for operating periods of over 1000 hours per annum,

the following options are possible: • The engine speed is reduced to approx. 2300 rpm

a) This enables the engine to run smoothly enough to produceflicker free light

b) This adjusts the engine’s likely service life to the demandfor over 1000 operating hours per annum.

• The generator is powered via a flange-mounted gear unit desi-gned to enable the flange-mounting of 4-pole single-bearinggenerators (housing SAE 5 / disk 6 1/2 )

• The generator is driven by a V-belt.

Mounting and flanging options

The equipment overview lists the standard offering of housings, flan-ges, attachments for hydraulic pumps, attachments for gear units, etc.

In addition there is also a large selection of prepared assembly propo-sals that are too diverse to include in the equipment overview butwhich we shall be glad to send you on request after receiving detailsof your installation conditions.

Refer to chap. 28 for details of standard adapter housings, for examplefor single-bearing generators.


21.0 Non-disconnecting power take-off 22.0 Disconnecting power take-off

23.0 Hydraulic pumps – Hydraulic oil coolers

45

The drive elements offered are to be used only in accordance with theinstructions set out in the dimensional data sheets. The maximum ra-dial load capacity of shaft ends or the maximum offset of flexiblecouplings must not be exceeded.

The load capacity of power take-off points on the engine is quoted inthe leaflet. Overloading power take-off points, particularly as the re-sult of uncontrollable belt tensioners, may result in damaged bearings and broken shafts. Information about belt drives can be found in the HATZ ABC of Engi-nes, Chapter 3. Recommendations for the simple configuration ofbelt drives are provided on chap. 29.

If the maximum limits we quote are not possible, please let us knowso that we can submit alternative proposals.

Disengaging couplings (clutches) may be necessary for starting theengine, as described in Chapter 6.0, or they may be required by aspecific design of the machine. We distinguish between the following disengaging couplings:

a) Brief disengaging couplingsThese are used during starting, for accelerating and for gear shifting invehicles.

b) Permanent disengaging couplingsThese are able to disconnect the engine from the machine for hourswithout the engine being switched off. Applications include, for exam-ple, agitators, deep-well pumps and machines where switching offand on is part of the normal duty cycle.

c) Permanent disengaging couplings for surge loads, for example for powering reciprocating compressors, rock crushers, reciprocatingpumps, gang saws, grinding and screening machines, presses and ca-ble winches for forestry work, etc. Drives of this type require couplingsthat are able to absorb the torque peaks that occur.

d) Centrifugal couplings are pure starting and accelerating coup-lings. Centrifugal couplings must not be operated in the slip zone andtherefore they can only be used in conjunction with variable speed ad-justment devices.

The disengaging couplings described in a) to c) in a closed housingwith a free shaft end have a shaft bearing that also absorbs radial for-ces and which therefore acts as an external bearing. The maximumload capacity of the coupling shaft is always quoted in the dimensionaldata sheet.

The maximum transmission power values of our attachments for hy-draulic pumps are set out in the type sheets and dimensional datasheets.

Hydraulic pumps are a particular problem for crank handle starting(see Chapter 6.3).

Hydraulic oil coolers are available. The design of a hydraulic oil coo-ler must be agreed and approved by us for every application.

Hydraulic oil coolers with their own electric fans can be supplied withelectricity from the dynamos. It is possible to install these hydraulic oilcoolers in any favorable position regardless of the room where the en-gine is installed.

Controlled by switching the fans on and off, these hydraulic oil coolerspermit continuous operation at the most favorable oil temperature.Furthermore, the waste air from the hydraulic oil cooler can be used toheat driving cabs.

HATZ diesel engines have couplings for hydraulic pumps, particularlycouplings for hydraulic pumps with SAE flanges and BOSCH flanges.


24.0 Liquid cooling

46

Since approx. 30% of the primary energy (see Chapter 4.0) must bereplaced by the radiator, the following guidelines must be used for anon-standard radiator.

Required heat dissipation through the radiator at IFN capacity

The cooling water temperature must not exceed 100 °C, measured atthe outlet from the engine at maximum ambient temperature.

The overpressure valve on the expansion tank must be designed sothat the pressure of 1.0 to 1.3 bar or the absolute pressure of 2.0 to2.3 bar cannot be exceeded.

An expansion tank must be installed at the highest point of the radia-tor system.The cooling water hoses must be routed to both the radiator and theexpansion tank on a steadily rising gradient.

The cooling water current „V“ through the radiator and the pressureloss „Δp“ measured at the connection points on the engine are shownin the following diagram.

Position of the radiator relative to the fan

The fan draws in air through the radiator

The fan emits air through the radiator

2W35 3W35 4W35 · 4W35TSpeed V (l/min) Δp (bar) V (l/min) Δp (bar) V (l/min) Δp (bar)

1500 17.5 0.025 18 0.035 18.5 0.04

1800 22 0.035 22 0.05 22 0.055

2200 26 0.04 27 0.065 27 0.07

2600 31 0.05 31.5 0.075 32 0.09

3000 35 0.07 36 0.095 37 0.11

3600 42 0.11 43 0.135 44 0.155


47

Installation of the radiator

If the engine operates at constant engine speed the radiator can bemounted on the actual engine using suitable anti-vibration mounts.

If it is installed in a vehicle or if the engine speed varies, the radiatormust be installed on the unit frame on elastic mounts.

The radiator must not be exposed to vibration values exceeding 5 g.Consult the radiator manufacturer in every case.

Installation under an enclosure

Cooling water hoses

Cooling water hoses that comply with DIN 73411 / EPDM must beused. 4 mm min. thickness, 2 bar pressure strength, heat-resistant upto 120 °C.

Make sure that you avoid creating air cushions when you install thehoses.

Installation in conjunction with a cab heating system

The thermostatThe wax element of the thermostat opens at a temperature of 80 °Cand is full open at 95 °C.

The HATZ thermostat supplied with the engine must be used.


24.0 Liquid cooling 26.0 Preservation

25.0 Engines for ocean-going vessels

48

The cooling fluid The appropriate amount of anti-freeze must be added to the coolingwater to prevent the engine freezing in low temperatures. A minimumproportion of 33 % is always required to prevent corrosion in the coo-ling system. The maximum proportion of 50 % must not be exceeded.

The approved anti-freeze products include Glysantin G30® from BASFand Glacelf Plus from Total.

The required concentration of anti-freeze

Many HATZ engines have been issued with acceptance certificates for:

GL, LR, BV, ABS, RINA and Deutsche Seeberufsgenossenschaft.

Engines which are to be approved by these institutions have to be builtwith specially tested components.This means that it is not possible simply to use engines from stock.Each engine has to be ordered separately.

Every HATZ engine has to pass a test run before it is shipped. All partsinside the engine are therefore coated with a protective film of oil. Our experience indicates that all these engines can be stored for up toone year without being affected by any signs of corrosive damagewhich could influence the engine’s function (protection lasts for onlyapprox. 6 months at very high levels of relative humidity and in seaair). For distinctly longer storage periods and for conditions calling for pre-servation of the engine we recommend the following preservation me-thod:

Drain off the normal lubricating oil, fill up with preserving oil (viscosityas specified in the operating manual), and add preserving oil to thefuel in a ratio of 1 : 4 (for example 0.5 l preserving oil to 2 l fuel). Nowrun the engine for a short time (approx. 10 - 15 minutes) with thesepreserving agents. When the preserving run is completed, seal the openings at the air fil-ter and exhaust silencer in order to keep out the effects of the weat-her. The engine is then sufficiently preserved to withstand a storageperiod of up to approx. 24 months.

We do not recommend running the engine during the storage period.There is a risk, namely, of the operating temperature not being rea-ched, which would be detrimental rather than beneficial to the originalpreservation. If engines are operated with preserving oil, the oil change interval is15 operating hours. Adding preserving oil to the fuel may result in apower loss of up to 15 %.

The engine does not need to be cleaned or flushed when the preser-ving oil is replaced.


49

INSTALLATION TEST ANDINSTALLATION APPROVAL


An engine can only work as well as its installation allows. Engine da-mage resulting from poor installation, improper power calculation oran unsuitable choice of speed is not covered by the warranty. Please use the information in the previous chapters of this guide as achecklist when carrying out the final inspection of the engine installa-tion.

We recommend the following procedure:

1. Checking the engine’s selection and its environment

• Has the speed been correctly selected, set and coordinated with the number of operating hours per annum (Chapter 1.1)

• Is the engine’s capacity utilization acceptable (Chapter A1.3)? • Has account been taken of the climate at the place of use

(Chapters 1.3 and 4.0, 5.0)? Has allowance been made in the power calculation for thechange of climate if the engine is installed under an enclosure orin an enclosed space? The difference between the outside airtemperature and the temperature directly in front of the air filterintake socket is a measure of the installation’s quality.

• Is the machine as vibration-free as possible? Have our recom-mendations for engine mounting been observed (ChapterA3.0)?

• Are all the conditions for good hand starting satisfied (Chapter6.0)? The best test is to start the engine yourself. You will thenknow what you are asking of your customers.

2. Checking the engine’s equipment

• Has the required engine monitor (warning or cut-off device)been installed (Chapter 17)?

• Have the fuel pipes been routed flexibly and can they be bled(Chapter 7)?

• Is the tank capacity big enough for the planned operating time? • Does the air filter equipment meet the requirements of the pla-

ces of use? • Is the engine adequately protected against environmental in-

fluences?- Sand storms - Driving rain - Corrosive substances in the air

• Where present, are the feed air and waste air pipes flexible,are they of the correct size, and are they routed correctly (Chap-ter 14)?

• If the machine runs unsupervised, is the engine equipped withan automatic cut-out for the event of excessively low oil pres-sure?

• Where present, does the exhaust pipe have the correct cross-section and is it flexibly installed (Chapter 9)?

• Have the load capacity limits been observed at the powertake-off points (see type sheets and dimensional data sheets)?

• Does the engine’s performance match the customer’s require-ments?

- Vibrations - Speed stability, controller properties - Starting smoke - Acceleration time

• Is the oil tank big enough for the planned operating time? • Is the possible machine tilt angle commensurate with conditi-

ons at the engine? • Does the equipment comply with the following:

- The noise regulations in the planned areas of use? - The safety regulations? - The exhaust regulations?

• Have the interfaces for the warranty cover been defined?

50

27.0 Testing the engine installation – PARTICULARLY IMPORTANT!


3. Checking the ease of access to control and servicing points

It must be easy to control and service the engine. The easier it isto reach the servicing points, the more reliably the servicingwork will be carried out and the better the engine will function.Hard-to-reach servicing points will be ignored by service per-sonnel, shortening the engine's service life.

Please check personally that the control and servicing points areeasy to reach by going through the actions yourself.

Control points:(See also the type sheet and the installation drawing)

• Fuel filler • Fuel bleed pipe • Fuel filter • Fuel feed pump • Engine speed adjustment lever • Decompression lever • Starting aid (oil / glow plug) • Room for crank handle starts / reversing starts • Starter fittings

Servicing points:(See also the installation drawing)

• Oil dipstick • Oil filler • Coolant filler • Oil drain • Oil filter • Oil screen • Air filter • Fuel filter • Injection pump • Injection nozzle • Valve cover • Belts (fan, dynamo) • Cooling air lines • Coupling lever • Can the engine be removed easily for repair work?

4. Installation approvalHATZ-Ruhstorf reserves the right to carry out an installation testand to issue an installation approval for engines in standardequipment. Please get in touch with Department TEK.

The relevant HATZ agency or branch may be delegated to carryout the installation test.

The engine's warranty is conditional on obtaining an installationapproval for standard equipment.

51

27.0 Testing the engine installation – PARTICULARLY IMPORTANT!


DIMENSIONS AND

APPLICATION LIMITS OF THE MAIN

POWER TAKE-OFF POINTS

53


54


55

28.0 Flywheels in compliance with SAE J 620 D • Adapter housing in compliance with SAE J 617 C

a) Normal international combinations: b) SAE sizes available on HATZ diesel engines:

* nmax = 2800 rpm; particularly for 2L41C and 2M41 at 1500 / 1800 rpm on generators,I total = 1.6 kgm².

** nmax = 2600 rpm; flywheel for crank handle starting. particularly for 2M41 at 1500 / 1800 rpm on generators.I = 1.95 kgm².

* Flywheel combined with

** Adapter housing Dimensions (mm)

* SAEsize

** SAEsize D1 D2 A B

6 266.70

6 ½ 5 215.90 314.32 30.20 52

7 ½ 5 241.30 314.32 30.20 52

8 5 263.52 314.32 53.00 62

8 4 263.52 361.95 62.00 62

8 3 263.52 409.58 62.00 62

10 4 314.32 361.95 53.80 72

10 3 314.32 409.58 53.80 72

10 2 314.32 447.68 53.80 72

� Very low price, available from stock � Available from stock � Available to order

Engine Type

Flywheel SAE size

Adapter housing SAE size

1D41.1D50.

6 ½ � 6 �

6 ½ � 5 �

1D81./1D90.

2G40

6 ½ � 5 �

6 ½ � 5 �

2L41C

3L41C

4L41C

8 � 5 �

8 � 4 �

8* � 3* �

10 � 4 �

10 � 3 �

7 ½ � 5 �

2M41

3M41

4M41

8 � 5 �

8 � 4 �

8* � 3* �

10 � 4 �

10 � 3 �

10** � 2 �


Power take-off by belt is possible on all HATZ Diesel engines. It goeswithout saying, however, that there are limits to the load capacity ofthe shaft bearing and shafts. The limits of the maximum load capacityare generally not reached by the transmission of torque, but the way inwhich the belts are tensioned is critical for the load level.

The following rule of thumb applies :a) Only controllable belt tensioning devices guarantee that bearing

and shafts will not be overloaded and will not fracture. The belttension can be controlled, for example, by a spring loaded beltpulley.

b) If belt drives are tensioned with tensioning bolts, this is bound toresult in tension values which would overload any bearing andany shaft on the engine.

And because the type of belt tensioning device results in either a) controllable belt tension values or b) uncontrollable belt tension values

our recommendation is easy to sum up: If the belt tension is controllable, in other words if there is a spring-loaded belt pulley, for example, you can dispense with an external be-aring at the power take-off point. On the other hand, if the belt is ten-sioned with tensioning bolts, an external bearing is essential.

If a disengaging coupling is used in any case in the housing with afree shaft end (because, for example, the engine has to be disconnec-ted from the excessive rotational resistance of the drive machine du-ring starting), then the external bearing is already in place in the formof the coupling.

Two further principles for belt drives:1. The pulley must be moved as close as possible to be bearing

point to keep the load low.

2. The pulley on the engine should be as big as possible becau-se this minimizes the load which results from transmitting the torque.

56

29.0 Belt drives


57

3. Recommendation for the geometrical design of a crossed beltdrive, for example for deep-well pumps

a) With V belts

A = Distance between centersØ M = Belt pulley on the engine Ø P = Belt pulley on the pump

B = Width of pump pulleyX = Installation dimensions

A = 5,5 x ( ) in meters

X = in meters

b) With flat belts

A = Distance between centersØ M = Belt pulley on the engine Ø P = Belt pulley on the pump

B = Width of pump pulleyX = Installation dimensions

A = B x 20 in meters

X = in meters A25

A25

Ø M + Ø P1.5

29.0 Belt drives


If you choose a controllable belt tensioning device, fit the pulley nofurther than 25 mm (approx. 1 inch) from the edge of the flywheel andselect a pulley diameter no smaller than that listed in the following ta-ble. The belt drive will then work satisfactorily.

EngineMin. diameter

D (mm)Belt pulley widthB approx. (mm)

Notes Number of belts Belt size

1B20 120 30 Belt pulley on control side 1 SPA

1B30 120 50 Belt pulley on control side 2 SPA

1B40 120 75 2 SPA

1B50 120 75 2 SPA

1D41. / 1D50. 90 75 2 SPA

1D81. / 1D90. 90 80 External bearing recommended 4 SPA at D > 125

3 SPA at D > 125

2G40 110 90 4 SPA

2L41C 140 110 External bearing required if D < 150 4 SPB

3L41C 220 110 External bearing required if D < 220 5 SPB at D > 160

3 SPB at D > 220

4L41C 300 110 External bearing required 4 SPB at D > 220

7 SPB at D > 160

2M41 150 110 External bearing required if D < 160 4 SPB

3M41 220 110 External bearing required if D < 220 4 SPB

4M41 300 110 External bearing required 5 SPB

58

30.0 Recommendation for V-belt pulleys


59

SAE size B

Engine: D, G, L, M

Finish machining of housing by customer

Engine: D, G, L, M

Other mounting parts are available for hydraulicpumps.

Please contact us for details of flange and shaft dimensions of theplanned hydraulic pump.

SAE size C

Engine: L, M

BOSCH and pumps with identical flanges

Engine: B, D, G, L, M

31.0 Housing for mounting hydraulic pumps


Notes

60


61

Notes


62

Notes


Notes

63


Notes

64


U4

MOTORENFABRIK HATZ • D-94099 RUHSTORF • GERMANY

11 / 429 - E - 11.07 - 1 • Printed in GermanyModifications, which serve the technical improvements, are reserved

Motorenfabrik HATZGmbH & CO. KGErnst-Hatz-Straße 16D-94099 RuhstorfGERMANY

Telephone: +49 (0) 85 31 / 319-0Telefax: +49 (0) 85 31 / 31 94 [email protected]

www.hatz-diesel.com


to the selection and installation of HATZ diesel engines

Documents

Transcript of to the selection and installation of HATZ diesel engines