The power module is equipped with the following components: engine, generator, control systems and fuel tank.
- Four cycle
- Direct fuel injection
- Mechanical Electronic Unit Injector (MEUI)
- Turbocharged
- Air-To-Air Aftercooler (ATAAC)
Caterpillar C32 engines are designed with electronic controls. The integral on board computer controls the operation of the engine. Current operating conditions are monitored. The Electronic Control Module (ECM) controls the response of the engine to these conditions and to the demands of the operator. These conditions and operator demands determine the precise control of fuel injection by the ECM. The electronic engine control system provides the following features:
- Engine and auxiliary monitoring
- Engine speed governing
- Cold start strategy
- Automatic air/fuel ratio control
- Integrated ether start
- Torque rise shaping
- Automatic altitude compensation
- Injection timing control
- System diagnostics
For more information on electronic engine features, refer to the Operation and Maintenance Manual, "Features and Controls" topic (Operation Section).
Engine Cooling and Lubrication
The cooling system consists of the following components:
- Gear-driven centrifugal water pump
- Water temperature regulators which regulate the engine coolant temperature
- Gear-driven oil pump (gear type)
- Oil cooler
The engine lubricating oil is also filtered. Bypass valves provide unrestricted flow of lubrication oil to the engine components during the following conditions:
- High oil viscosity
- Plugged oil cooler or plugged oil filter elements (paper cartridge)
Engine efficiency and maximum utilization of engine performance depend on the adherence to proper operation and maintenance recommendations. In addition, use recommended fuels, coolants and lubricants. Use this Operation and Maintenance Manual as a guide for required engine maintenance.
Expected engine life is generally predicted by the average power that is demanded. The average power that is demanded is based on fuel consumption of the engine over a period of time. For more information, refer to the Operation and Maintenance Manual, "Overhaul Considerations" topic (Maintenance Section).
Note: The front end of the engine is opposite the flywheel end of the engine. The left and the right sides of the engine are determined from the flywheel end. The number 1 cylinder is the most forward cylinder.
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| Illustration 1 | g00291566 |
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Cylinder and valve locations (A) Inlet valves (B) Exhaust valves | |
| C32 Generator Set Engine Specifications | |
| C32 | |
| Cylinders and Arrangement | 12 cylinder vee block |
| Bore | |
| Stroke | |
| Compression Ratio | 15:1 |
| Aspiration | TA(1) |
| Displacement | |
| Firing Order | 1-10-9-6-5-12-11-4-3-8-7-2 |
| Rotation (flywheel end) | Counterclockwise |
| (1) | Turbocharged Aftercooled |
The SR4B brushless generator is used with the following loads: mixed loads of motors and lights, SCR-controlled equipment, computer centers, installations of communications and petroleum drilling applications. The elimination of the brushes in the field circuit reduces maintenance. The elimination of the brushes in the field circuit increases reliability. The elimination of brushes provides a higher degree of protection in potentially hazardous atmospheres.
The generator set packages can be utilized for prime power generation or standby power generation. The generator set packages can be used in land-based applications.
SR4B generators are utilized in three-phase full-wave excitation and regulation. The generators are four-pole generators with four, six, ten, or twelve lead configurations that are dependent on frame size. The generators are capable of producing electrical power in either 50 Hz or 60 Hz applications.
The enclosure for the power module is a shipping container that is mounted to an undercarriage chassis. The container meets the following standards and regulations:
- ISO/TC 104 Requirements for cargo containers
- ANSI/MH5.1 Basic requirements for cargo containers
- ANSI/MH5.1.1 Requirements for closed van containers
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| Illustration 2 | g01297394 |
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Vertical discharge panel | |
The vertical discharge panel is installed in power modules that are equipped with vertical radiators. The panel directs hot air from the radiator and engine exhaust through an opening in the roof. This helps direct the hot air away from the surrounding area of the power module.
Fire extinguishers and fire suppression systems are available as an option.
Louvers are installed in the power module in order to receive fresh air. The louvers are sized in order to meet the inlet air supply that is required for the power module. The louvers allow fresh air to enter the power module that is needed for the engine air inlet and for radiator cooling during full load.
There are louvers that can be opened and closed manually. There are also louvers that can be opened or closed automatically. The louvers that are operated manually require the operator to open the louvers before the operation of the power module and the louvers that are operated manually require the operator to close the louvers after the operation of the power module. Automatic louvers are opened and closed by 24 volt electric actuators. The electric actuators will open the louvers when the engine is started. The electric actuators will close the louvers when the engine is stopped.
Fuel Storage and Fuel Delivery
A
A
A fuel transfer system is available as an option for the power module. During the operation of the power module, the fuel transfer system will automatically fill the fuel tank from a fuel reservoir. The pump for the fuel transfer system is driven by an electric motor. Strainers are on the suction and the discharge in order to protect the fuel transfer pump from debris. The fuel transfer system is equipped with safety features to prevent the fuel tank from being overfilled.
Power modules that are equipped with the Onboard Import/Export Fuel Transfer system require the plumbing for the external fuel supply to be properly plumbed for optimum performance. A positive head is required to push the fuel through the suction piping into the fuel transfer pump.
The fuel transfer pump requires a specific minimum Net Positive Suction Head Available (NPSHA) to properly operate. The NPSHA can be estimated by adding the static suction head and the dynamic restrictions that are in the system's piping that is external to the connection for the power module fuel supply.
The static suction head is the pressure difference between the fuel connection of the power module and the fuel level in the fuel supply tank. The static suction head pressure is considered negative if the fuel connection of the power module is above the fuel level in the fuel supply tank. The static suction head pressure is considered positive if the fuel connection of the power module is below the fuel level in the fuel supply tank.
If the static suction head pressure difference is negative, determine the NPSHA by subtracting the negative static suction head pressure value from the external restriction allowance value that is given below. If the static suction head pressure difference is positive, then determine the NPSHA by adding the positive static suction head pressure value to the external restriction allowance value that is given below. Finally, subtract the pressure that is lost to dynamic restrictions in the piping in order to determine a final value for NPSHA. For proper system operation, the final value for NPSHA must be greater than zero.
Note: A chart that shows the relative resistance of valves and pipe fittings to the flow of fluids is provided in Caterpillar Electric Power Application and Installation Guide, LEBX0030, "Fuel Systems". All piping should be a minimum of 1.5 inches in diameter. This size of piping will optimize the velocity friction losses for the system.
The power module will have an Onboard Import/Export Fuel Transfer system. The system is configured with the 207-4512 Fuel Transfer Pump As.
The published maximum external restriction for the 207-4512 Fuel Transfer Pump As is