Application

Engineering
Bulletin
Subject This AEB is for the following applications:
Engine Cooling Systems of QSV and
QSK Gas Engines Automotive Industrial Marine

G-Drive Genset

Filtration Emissions Solution

Date: April 3, 2009 AEB Number 202.01

Engine Models included: QSK 19G, QSK 60G, QSV 81G, QSV 91G and QSV 91 Ph2

Author: John Grainger Approver: per Procedure 9183OPS-04-10-01 Page 1 of 11

This AEB supersedes AEB

202.01 dated 10/03/2008

1. Purpose:
The purpose of this document is to provide outline details on requirements for the genset cooling
system. The modern lean burn gas fuelled internal combustion engine, requires a cooling system that
performs to tighter controls; in order to meet the ever more stringent exhaust emission regulations. It
will give specific pressures, temperatures and flow rates as required. It will not give specific designs
for cooling systems, deaeration systems or circulating pumps.

2. Introduction:
As fuel is burnt in an internal combustion engine, heat is generated as part of chemical process of
changing energy in the gaseous fuel into electricity in the generator. The amount of heat is dependant
on many variables including load, ambient air temperature and the air/fuel ratio.
The full values for heat rejection are available in the specific engine data sheet.
This heat is usually generated in several systems around the engine, the oil collects heat as it
lubricates and needs to be cooled; the combustion air/fuel mixture is heated as it is compressed by
the turbochargers, the cylinder block and other components are subjected to heat generated during
the combustion process and friction between moving components.
All of this heat needs to be removed from the engine; this is usually achieved by the engine cooling
system. A modern generating set can have up to three systems for the rejection of this heat;
• One for the combustion air/fuel mixture (Charge Air Cooling can be combined with jacket
water system)
• One for the engine lubricating oil (commonly combined with one of the other systems or can
be stand alone)
• One for the main bulk of the engine (jacket water system)
There will up to 5% of the total heat generated lost through radiation into the surrounding air and will
need to be removed by allowing sufficient air flow across the generator set1.

1
Generator room ventilation air flow requirements are dealt with in a separate AEB Document.

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 Engine Cooling Systems of QSV
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3. General:
The basic requirements of a cooling system for a lean burn gas engine are:-
• The removal of heat energy left over from the combustion process which is not converted to
power.
• The removal of heat generated through the action of friction between the moving parts of the
engine
• Allow the engine temperatures to be controlled
• Provide a means to allow for removal of the energy collected and for it to be moved away
from the engine

To achieve these requirements a cooling system must:-

• Fill at a minimum rate of 5 US GPM (19 L/min) to at least 90% full, and develop and maintain
cooling system pressure within 15 seconds of start-up.
• If the system is unable to fill to at least 90% full at 5 US GPM (19 L/min), then 3 US GPM (12
L/min) is acceptable provided the genset is fitted with low coolant level alarm and low/low
coolant level shutdown switches
• Allow for the removal of any dissolved gases in the cooling media released through changes
in temperature and pressure.
• Continually circulate cooling media around the engine and associated cooling system
• Remove all entrained air within 25 minutes of engine startup after initial fill or any
subsequent refills after maintenance through some form of deaeration system.
• Allow for removal of any air that is inside the engine and associated system before filling
• The system must provide positive water pump inlet pressure at governed engine speed with
wide open thermostats and no pressure cap.
• Allow for the removal of any air that enters the cooling system during normal operations
through leaks and/or products of combustion
• The deaeration pipework must be designed in such a way as to allow the required flow of
coolant to pass through without allowing the system pressure to fall by more than 0.5bar.
• Allow for expansion of the coolant and be able to contain this expansion, without spillage or
excessive increases in coolant system pressure.
• Ensure the pressure loss in the system due to flow does not exceed the data sheet quoted
tolerance for pressure loss in the external cooling system (i.e. when the bypass lines are
blanked off/ no flow. This gives flow through the external system equal to the flow through
the engine)
• Be designed to allow for the Cummins Recommended Minimum Margin of +5% of the
datasheet heat rejected figure, plus the Cummins Recommended Fouling Margin of +10% to
take account of fouling of the heat transfer surfaces; e.g. 1000kW (Data Sheet Heat
Rejected) plus a +5% margin = 1050 kW plus a fouling margin of +10% = 1155 kW of heat to
be rejected by the designed cooling system.
• Reject all heat put into the cooling media when the cooler (radiator / heat exchanger) inlet is
equal to the engine outlet temperature as given on the specific engine data sheet.

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 Engine Cooling Systems of QSV
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• Prevent Corrosion of the engines internal components by removing all air from the coolant.
• Prevent cavitation within the engine cooling system.

4. Temperature Control:
To prevent damage to the engines internal components the cooling system must transport all heat
energy; not transformed in to power; away from the engine and reject this heat to external sources.
The cooling media must be returned to the engine at the datasheet recommended temperature.
Failure to maintain correct operating temperatures will result increased service costs (oil premature
degradation), internal component failures (seized components), and erratic running conditions (poor
combustion / knocking). The two common methods of temperature control is either through wax type
thermostats or motorized modulating valves.
The Cummins standard wax type thermostats are designed to have an operating range of 12°C.
between fully closed and fully open, new models are being fitted with electrically driven three port
modulating valves controlled from the engine control system and are capable of controlling the
temperature within +/- 1°C.
Temperature controllers for these type of valves should be tuned with a dead band typically 1 to 2°C
wide and be able to have control steps of less than 0.5° C and be tuned to prevent cyclic operation
through the dead band
The two basic methods of controlling the temperature are by controlling the inlet temperature or the
engine outlet temperature. The Cummins preferred method when using wax type thermostats is the
latter, outlet temperature controlled.
The newer models using electrically operated three port valves; utilize both methods, the Low
Temperature cooling system (Charge Air Cooling) uses temperature inlet sensing to maintain a return
temperature to the engine, whilst the High Temperature system (Jacket Water Cooling) uses the
outlet temperature method to control the engine temperature.
Both methods of temperature control also include rapid warm up features, the wax type thermostats
fitted to the QSK 19, QSK 60 and QSV 81/91’s are of a design known as “blocking thermostats”.
This means that when the engine is cold; cooling media can pass through the thermostat; the design
of the housing is such that a return path to the water pump suction is included; as the temperature of
the cooling media increases the thermostat starts to operate.
As the temperature increases the thermostat starts to open and in doing so closes off the bypass /
return path to the pump suction; when the thermostat is fully open then this path is totally “blocked”

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 Engine Cooling Systems of QSV
and QSK Gas Engines – AEB 202.01

Example of thermostats fitted to QSK 60G

Example of QSK19G

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 Engine Cooling Systems of QSV
and QSK Gas Engines – AEB 202.01

Newer units fitted with electrically actuated three port valves incorporate a return path to the pump
suction lines through one of the ports.

Example of the electrically actuated three port valves as fitted to QSV 91 2.0MW

5. Deaeration (Open Cooling Systems):

All installations of Cummins LBNG engines must incorporate a positive deaeration system in the
cooling system.
Depending on the installation the system should ideally be filled through the header tank fill point or
through a fitting in the fill line between the header tank and water pump inlet. As the water pump inlet
is commonly the lowest point on the cooling system, this will ensure that as coolant is added to the
system through either method it will; in effect fill the engine and radiator from the bottom up forcing
any air to be pushed out of the system through the deaeration lines.
The vent lines allow for this air to be directed to the header tank and escape to atmosphere, manual
vent points must be fitted at all high points in the system, i.e. radiator headers, and these must be
open whilst filling takes place.
Coolant should continue to be added until the header tank is full and coolant is seen to be spilling
from the fill point. Although the cooling system at this point appears to be full it does in effect contain
some pockets of entrapped air which must be removed from the system. It is necessary to remove
this trapped air as it can cause corrosion of internal engine components and also cause cavitation in
both the water pump and around the cylinder liners.
On starting of the engine or external water pumps the characteristics of the cooling system changes
from a static system that relies on gravity to a dynamic system that in which the coolant is positively
pressurized and moved by the action of the pump. The vent lines also become pressurized and

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 Engine Cooling Systems of QSV
and QSK Gas Engines – AEB 202.01

coolant begins to flow to the header tank, this flow is of coolant with entrained air and can also
include slugs of trapped air.
The coolant and entrained air mixture and any slugs of trapped air, that are vented into the header
tank, slow on entry to the tank and settle, the entrained air then separates from the coolant. Coolant
that is free from entrained air is returned to the cooling system through the fill line to the water pump
inlet. In this way the fill line, header tank and vent lines continually circulate coolant and allow for the
removal of any entrained air, this is known as “positive deaeration”.
As the aerated coolant flows to the header tank and the entrained air separates from the coolant the
level in the header tank will fall, it is essential that the header tank is of sufficient size to prevent the
level of the coolant falling below the level of the fill line. If the coolant level falls below the level of the
fill line; it will be possible for air to be drawn into the fill line and the coolant flow.
As the temperature of the coolant increases, it expands and raises the level of the coolant in the
header tank this action also begins to increase the pressure in the tank by compressing the now
separated air; as the temperature continues to increase so does the pressure until the setpoint of the
pressure cap or any other safety devise fitted is reached; at which point the pressure cap or relief
valve will vent the excess pressure. The pressure developed in the header tank is transferred directly
to the water pump inlet by the connection of the fill line. This helps to maintain the system pressure at
the pump inlet and helps to reduce / prevent pump cavitation.
As the coolant warms up and approaches the thermostat operating temperature, the thermostat starts
to open and allow coolant to flow to the radiator or heat exchanger, coolant entering this circuit will
also have the effect of flushing out any trapped pockets of air. These air pockets will become
entrained in the coolant flow, there must be a vent line fitted at the highest point of the radiator / heat
exchanger system to allow this entrained air to be vented to the header tank.
A well designed deaeration system that is working correctly will purge the cooling system of all
entrained air from the cooling media, thus resulting in only solid coolant being transported around the
complete system.

6. Deaeration (Sealed Cooling Systems):

On this type of system there is no header tank fitted, expansion of the coolant is controlled by the use
of sealed tanks, these usually have an outer metal shell and contain a bladder into which the coolant
is allowed to expand. The air space between the bladder and the outer shell is pressurized before
filling the cooling system to give the system a static pressure.
Deaeration of this type of system is usually undertaken by the fitment of manually operated valves in
all horizontal pipe runs and at the high points in the system, including radiators and or heat
exchangers. These valves will be opened during filling of the cooling system and when coolant is
seen to be issuing from the valve it is closed and plugged.
Small pockets of trapped air will remain in the system after the filling process; consideration must be
made to remove this entrained air. All Cummins Lean Burn Natural Gas Engines have vent points at
the highest point of each engine cooling system.
These must be routed to a location where the entrained air can be separated from the coolant and
vented to atmosphere and the de-aerated coolant is then piped back to the coolant circulating pump
suction line. Ready made devices for this purpose are available from several manufacturers, and
Cummins does not endorse any particular brand or type, other than to recommend that types that
must be “full flow type” i.e. all coolant vent flow passes through the device.
The device must also remove “micro-bubbles”; be correctly sized for the volume of vent flow and have
a drain valve at its base to allow for regular removal of any deposits that form. Furthermore the device
must slow down the coolant flow sufficiently to allow any entrained air to separate and be capable of
maintaining air over the water to allow the incorporated auto air vent to function correctly.

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It is also recommended that “automatic air vent devices” are fitted at the cooling system high points
which will also allow for the escape of trapped air during the cooling system operation.

7. Vent lines:
Vent lines from the engine and radiator to the header tank, transfer air trapped in the initial fill, and
then allow for venting of the coolant with entrained air during operation of the engine. It is essential
that these lines are correctly sized and routed as any defects to these can had a detrimental effect on
the overall cooling system.
The sizing of the vent lines and fittings used to connect together the engine, radiator / heat exchanger
and header tank, control the volume of water which flows through the vent lines to the header tank
and subsequently back to the pump suction inlet through the fill line. The flow rate also impacts on the
velocity of the coolant and the time available to the coolant in the header tank to allow for separation
of any entrained air.
The vent lines must be installed at the highest possible point on the engine and radiator, and run
continuously uphill from these points to the header tank. It is important to ensure there are no dips or
sags in the vent lines as these can trap coolant and prevent the passage of air up the vent line during
the initial fill process.
Vent lines from the engine and radiator must be run independently to the header tank and must never
be connected together through a tee fitting (teed). Connecting the two lines together could create a
flow path for coolant from the engine to the radiator bypassing the temperature control devices.

Vent lines should be suitably sized to allow for the correct volume of flow of coolant to the header
tank; without inducing a pressure loss exceeding 0.5 bar and contain no isolating valves. Refer to
CTR DAV1-2005-031 Cooling Circuit Checklist for details on minimum vent hose sizes.

8. Header Tank:
Header tank is the term used to describe the tank installed at the highest point of the cooling system.
It is commonly used on open cooling systems. It must have a capacity of at least 17% of the total
cooling system capacity (11% drawdown capacity, 6% thermal expansion).
Its primary function is to aid in the deaeration of the coolant, by aiding separation of air from the
coolant which enters the tank from the vent lines. The other functions performed by the header tank
are; to have space for the expansion of the coolant, contain excess coolant to allow for a small loss of
coolant between service intervals and maintain a head of coolant above the water pump.
The header tank must also provide connection points for the cooling system vent lines; ideally these
should be above the “hot full level” of the coolant and the vent flow should be directed away from the
fill line and pressure cap. It should also have a fill line connection of at least 40mm (1.5 inches) in
diameter and this should be at least 50mm (2.0 inches) below the “Low Coolant Shutdown level”, this
to prevent air being drawn back into the coolant by the vortex that forms as coolant is drawn into the
fill line.

The header tank should be located at a position so as to provide a static head of pressure on the
system circulating pump suction. On an engine operating with a 95° C (203° F) HT engine outlet
temperature this should be a static pressure of 0.5 bar (7 psi) this equates to a tank water level
approximately 5 metres (16.4ft) above the crankshaft centre line.

9. Expansion Vessels:
Sealed cooling systems do not use header tanks instead they use what is commonly called an
expansion vessel or bladder tank. This is a sealed tank filled with air, as the coolant expands it enters

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 Engine Cooling Systems of QSV
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the tank and compresses the air. This has the effect of increasing the cooling system pressure, and
ensures that the water pump sees a positive head at the pump suction.

The sizing of these tanks is determined by the expansion volume of the total cooling system, the
operating temperature and the operating pressures required. Most commonly these tanks incorporate
a diaphragm or inner bladder to separate the coolant from the air contained in the tank.

Cooling systems using these methods of expansion control must also include extra safety pressure
relief valves, capable of relieving any excess pressure that could build in the system. Furthermore
consideration must be made to pipe any coolant loss from the operation of these valves to a safe
location away from operators.

10. Fill line:

The fill line transfers coolant from the header tank to the cooling system circulating pump suction
inlet. Good design practices are for the fill line and any fittings to maintain a minimum line of 40mm
inside diameter, run directly back to the pump suction inlet or are within 2 metres, and have no long
horizontal or uphill runs.
The fill line must be connected as low in the header tank as possible but maintain a minimum height
of 25mm (1 inch) above the base, if design constraints dictate that the fill line is at the bottom of the
tank, it must enter from underneath; not the side; and extend into the tank for at least 25mm (1 inch)
to prevent any deposits that form at the base of the header tank being recirculated around the cooling
system, and must not have any isolation valves fitted.

11. Water Pump:

Cooling systems utilizing the “engine driven twin impellor two circuit pump”; must be designed so that
the suction pressure delta P between the two circuits is maintained within 0.5 bar (7psi), and the LT
above the HT.
Cooling systems designed and operated with the use of “off engine water pumps” must incorporate a
flow sensor or delta P sensor to detect coolant flow across the pump; and be connected to the control
system to initiate a controlled shutdown in the event of loss of flow.

12. Cooling Media:

All coolant used must meet Cummins Standards as per Service Bulletin No 3666132-04 available on
QSOL.

13. Cooling System Performance Verification:

All cooling systems should be designed to conform to the test requirements detailed in AEB 90.48 for
“fill, deaeration, drawdown and expansion”.

14. Low Level Devices:

All Cummins Lean Burn Natural Gas engines must be fitted with low coolant level devices and there
must be two devices fitted per cooling circuit, one device for the low coolant level alarm and one for
the low / low coolant level shutdown, and both all of these devices must be connected to the
generating set control system.

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15. Isolation Valves:

There must be no isolation valves fitted into any coolant vent or deaeration line. All isolation valves
fitted must have identification on then to illustrate the position of the valve and furthermore must be
capable of being locked in the open position whilst the genset is in operation.

16. Glossary of Terms:

LBNG Lean Burn Natural Gas
HT High Temperature (as in jacket water cooling circuit)
LT Low Temperature (as in charge air cooling circuit)
QSOL Quick Serve on Line
GPM Gallon per Minute

17. Table of Flows and Pressures required.

Please See Last Page for Table.

18. Heat Rejection Figures

Please refer to engine datasheet for latest information on heat rejection values.
References:

1. AEB 21.34
2. AEB 24.26
3. AEB 24.18
4. AEB 90.48
5. QSV Phase 1 Hi flow pump curve P61.966
6. QSV Phase 2 pump curve PS1052
7. CTR DAV1-2005-031 Cooling Circuit Checklist
8. QSK 60 Datasheets
9. QSV 81 / 91 Datasheets
10. CTR 00004976 QSK 60 Hi-Surf P1.2 Performance Test with 12.7CR Pistons

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 Chart of Temperature, Pressure, and Flow Requirements for Current Lean Burn Natural Gas Products

Gen Prime Gen Prime Gen LT Max HT Max LT HT LT Max HT max Min Min LT HT LT HT ΔP ΔP
Set Mover Set mover set Coolant Coolant Coolant Coolant external external Static Static Max Max Vent Vent across across
Model Model Output speed freq Temp Temp Flow Flow system system Head Head Press Press Flow Flow engine engine
3 3
kWe rpm Hz Inlet °C Outlet m /hr m /hr pressure pressure LT HT @ @ L/min L/min block block
°C drop drop (bar) (bar) engine engine HT LT
(bar) (bar) (bar) (bar) (bar) (bar)
GQMA QSV 81 1370 1500 50 50 95 38 60 1 1 0.5 0.5 4.5 4.5 10 20 2.4 1.5
GQMA QSV 81 1370 1500 50 50 110 38 60 1 1 1.5 1.5 4.5 4.5 10 20 2.4 1.5
GQMB QSV 81 1570 1500 50 50 110 38 60 1 1 1.5 1.5 4.5 4.5 10 20 2.4 1.5
GQMB QSV 81 1570 1500 50 50 103 38 60 1 1 0.5 0.5 4.5 4.5 10 20 2.4 1.5
GQNA QSV 91 1250 1200 60 50 95 30 48 1 1 0.5 0.5 4.5 4.5 10 20 1.4 0.9
GQNA QSV 91 1250 1200 60 50 110 30 48 1 1 1.5 1.5 4.5 4.5 10 20 1.4 0.9
GQNA QSV 91 1540 1500 50 50 95 38 60 1 1 0.5 0.5 4.5 4.5 10 20 2.4 1.5
GQNA QSV 91 1540 1500 50 50 110 38 60 1 1 1.5 1.5 4.5 4.5 10 20 2.4 1.5
GQNB QSV 91 1750 1500 50 50 95 38 60 1 1 0.5 0.5 4.5 4.5 10 20 2.4 1.5
GQNB QSV 91 1750 1500 50 50 110 38 60 1 1 1.5 1.5 4.5 4.5 10 20 2.4 1.5
GQNB QSV 91 1750 1500 50 50 103 38 60 1 1 0.5 0.5 4.5 4.5 10 20 2.4 1.5
GQNC QSV 91 2000 1500 50 40 92 50 70 1.5 1.5 0.5 0.5 6 6 10 60 2.2 0.7
ph2
GQNC QSV 91 2000 1500 50 50 92 50 70 1.5 1.5 0.5 0.5 6 6 10 60 2.2 0.7
ph 2
GQPB QSV 91 1750 1514 60 50 95 38 60 1 1 0.5 0.5 4.5 4.5 10 20 2.4 1.5
GQPB QSV 91 1750 1514 60 50 110 38 60 1 1 1.5 1.5 4.5 4.5 10 20 2.4 1.5
GQPB QSV 91 1750 1514 60 50 103 38 60 1 1 0.5 0.5 4.5 4.5 10 20 2.4 1.5
GQPC QSV 91 2000 1514 60 45 92 50 70 1.5 1.5 0.5 0.5 6 6 10 60 2.2 0.7
ph2
GQPC QSV 91 2000 1514 60 50 92 50 70 1.5 1.5 0.5 0.5 6 6 10 60 2.2 0.7
ph2
GQKA QSK 60 1160 1500 50 40 / 50 90 / 95 23 70 1 1 0.5 0.5 4.5 4.5 10 20 1 1
GQKA QSK 60 1400 1800 60 50 90 29 83 1 1.5 0.5 0.5 4.5 4.5 10 20 1.5 1
GQKB QSK 60 1000 1200 60 40 110 17 63 1 1.4 0.5 0.5 4.5 4.5 10 20 1.4 1
HiSurf
GQKC QSK 60 1400 1500 50 40 90 23 70 1 1 0.5 0.5 4.5 4.5 10 20 1.5 1
HiSurf
GQKC QSK 60 1100 1200 60 40 90 17 63 1 1.4 0.5 0.5 4.5 4.5 10 20 1.4 1
HiSurf
GFBE QSK19 315 1500 50 40 95 6 32 0.67 1.28 0.22 0.28 2.5 2.5 1 5
GFBE QSK19 336 1800 60 40 95 6 32 1 1.48 0.22 0.28 2.5 2.5 1 5

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 Change Log
Date Author Description Page(s)
04/03/2009 J Grainger Changes to QSK 60 HT Max Press and HT Vent 10
Flows
10/03/2008 John Grainger Initial Release All

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