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(R1040 ENGINE)
1
Dear Customer,
We are happy to welcome you to the community of thousands of satisfiedusers of Kirloskar Green diesel generating sets.
Each Kirloskar Green genset is a result of painstaking research by us overdecades. The research takes into consideration the arduous operatingconditions and user practices to create a world class reliable product.
Every Generating Set is thoroughly tested and passes through a series ofchecks to ensure trouble free operation.
This user manual has been prepared by keeping in mind needs of most of the users starting from the installation needs right up to the maintenance schedules and troubleshooting charts.
Kindly study the manual carefully before operating the generating set.
Use only genuine Kirloskar spares for servicing and maintenance to keep the Generating set running in good condition.
We are sure, this Kirloskar Green Genset will serve you well for years as youcontinue to maintain it as presented in this manual.
Yours faithfully,
For Kirloskar Oil Engines Ltd.,
Ramchandra RaoSr.V.P. & SBU HeadExports & Valves EOU
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FOR EMERGENCY CONTACT
KIRLOSKAR OIL ENGINES LTD.
LAXMANRAO KIRLOSKAR MARG, KHADKI, PUNE - 411 003, INDIA.
TEL : +91-20-66084588 • FAX : +91-20–25813208, 25810209
Email: [email protected]
REGD. OFFICE:
13, LAXMANRAO KIRLOSKAR ROAD, KHADKI, PUNE - 411 003, INDIA.
WEB SITE : http://www.kirloskar.com
While asking for assistance please provide the following information:
Your Name & Phone or Mobile Number. Engine Serial Number. Engine Location. General description of problem and the type of assistance required.
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WEB SITE : http://www.koel.co.in
FOREWORD
Genset O&M Manual
This Manual contains All necessary information to carry out regular maintenance and safeoperation of your Genset. This shall be kept properly in a place near to your Genset, so that it iseasily accessible to the operating staff.
Some of the Photographs, Electrical Drawings, Control Panel Board Features May Not be relevantto your Genset In case of any difficulty or in doubt Please Contact the seller of this Genset orKOEL's NearestArea Office for more information.
Continuing Improvements and advancement of product Design may have caused changes to yourGenset, which are not included in this manual.
Safety
Information Given on Safety are basic in nature, and which shall be followed strictly in addition tolocal safety rules and regulation to ensure safe operation of your generating sets and safety ofoperating personnel.
Operation
Operating Technique illustrated in this manual are basic and simple to understand. This shall helpoperator understand the genset better. Please Implement the usage of sample log sheet provided inthis manual to keep the record of Daily operating parameters of your Genset. Incase of anyproblems on operation of the Genset Please refer the Trouble shooting chart or consult the seller ofthe Genset or KOEL's NearestArea Office.
Maintenance
The Maintenance section is guide for your engine and alternator care. Please refer themaintenance instruction given in Engine and Alternator section to take proper care of your Genset.Maintenance intervals are guided by running Hours pattern or calendar intervals.Recommended service should be performed at appropriate intervals as indicated in themaintenance interval schedule .The actual operating environment of engine also governs theMaintenance interval schedule. Therefore under extremely severe, Dusty, Wet, or Freezing coldoperating conditions, More Frequent lubrication and Maintenance than specified in themaintenance interval schedule may be necessary.
The Maintenance schedule advised in the manual is preventive maintenance managementprogram. The implementation of preventive maintenance management program should minimizeoperating cost through cost avoidances resulting from reductions in unscheduled downtime andfailures.
Maintenance Intervals
Maintenance schedule given in this manual be reproduced and Displayed near your Genset as aconvenient reminder. We also Recommend that a maintenance record be maintained as part ofEngine's Permanent record.
Please consult your seller or KOEL's nearest service Provider for More information On this.
Overhaul
Major engine overhaul details are not covered in this manual. Major repairs are best left to thetrained personnel or an authorized KOEL service Provider. Who shall offer you variety of options regarding overhauling and maintenance program for your Genset. Consult your seller of thisGenset or KOELs nearestArea office for more information on this.
Product Support TeamKOEL
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Sections of the Manual
1. Genset Warranty 5
2. Safety Information 9
3. Typical Log Sheet 11
4. Typical Installation report 13
5. Installation 15
6. Cable Selection Chart 23
7. Genset 26
8. R1040 Engine 87
9. Alternator 134
10. Warranty Registration Form 186
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GENSETWARRANTY
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GENSET WARRANTY
This warranty is applicable for the “Kirloskar Green Power Ideas” genset manufactured
by Kirloskar Oil Engines Limited (KOEL).
Before commissioning of the Genset, please go through the contents of this warranty
section carefully
For details of the KOEL authorized service dealer for your genset, please contact either
your genset supplier or the nearest KOEL product support office.
For availing the warranty services, please ensure following:
Please provide the following details to our authorized service Dealer /Distributor.
This shall help them restore your genset at the earliest.
Genset Model and Serial Number
Engine serial Number
Detailed site address
Name of the contact person
Land line and cell phone numbers of the contact person
The number of hours for which the genset has run
The nature of complaint
A) Produce this warranty booklet to KOEL authorized service dealer, when
requested.
B) Carry out First installation check through KOEL authorized service
Dealer/Distributor within seven days of installation.
C) Use only recommended grade of Lube oil and ensure periodic change of oil as
per the duration mentioned in this manual.
D) Always use genuine parts like Air filter elements , Lube oil and Fuel filter
elements, Coolant that are sourced through authorized dealers / distributors of
KOEL.
E) Please maintain the proper log book for your genset. A sample of a typical log
sheet to be used is included later in this manual.
F) Any routine or breakdown maintenance should be carried out only through KOEL
authorized service dealer/distributors.
G) The performance of Genset depends on the quality of Lube oil and periodic
preventive maintenance, Use only the recommended “K-oil” lubricant that is
available with your local service dealer/Distributor.
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7
Warranty Terms and condition
This warranty is applicable to Kirloskar Gensets with R/HA/SL 90/R1040/R1080/K series of diesel engines.
The warranty is meant for 18 months from the date of dispatch from our factory OR
12 months from the date of commissioning OR 3000 hours of operation, whichever is
earlier.
Kirloskar Oil Engines Ltd hereby warrants that this Kirloskar Genset is free from any
defects in material, design and workmanship .
This warranty shall be limited for repairs and replacements under normal use,
regular check up and maintenance of Kirloskar Green genset as per our maintenance
schedule and purchase of the Kirloskar Green Genset through our authorized
dealer/distributor.
This warranty is the only documents given by us warranting the Kirloskar Green
genset. No other document giving any warranty terms conflicting these contents shall
be considered and entertained.
Kirloskar Oil Engines Ltd. is not liable to Service or Repair the genset free of cost
during the warranty period for the Kirloskar Green Genset purchased from person
other than authorized person.
Kirloskar oil engines Ltd is not liable for any loss or damage direct or consequential,
labour charges or the effect of any accident resulting from defective material, faulty
workmanship or otherwise.
In any case the liability of Kirloskar Oil Engines Ltd. will not exceed the Kirloskar
Green genset price or the market value of the Kirloskar Green genset, whichever is
lower and shall be without any interest .
This Warranty is not applicable in following conditions.
1. The Kirloskar Green Genset or engine failure due to any misuse including
improper shutdown, mishandling and adjustments, negligence, over-speeding,
alteration of specification, due to accident or act of nature.
2. Kirloskar Green Genset or engine if not maintained as per the maintenance
schedule given by Kirloskar Oil Engines Ltd.
3. If K-cool Super plus or equivalent engine coolant is not used for water cooled
Genset.
4. Damage due to improper installation of the parts , components and
accessories.
5. For the parts supplied under warranty or voluntarily at special rates or free of
charge, the warranty will be applicable only to unexpired portion of genset
warranty.
6. Damage due to use of improper lubricant or the lubricant used other than
suggested by Kirloskar Oil Engines Ltd.
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7. Normal wear and tear of components of Kirloskar Green Genset/engine.
8. If the Genset is operated at load less than 40% of full load for long time.
9. Rubber components, O Rings, Gaskets, all electrical and electronic components.
10. If the gensets are stored for long time without preservation process explained
in the manual.
11. For resale of Kirloskar Green Genset or if the Kirloskar Green Genset purchased
is second Hand.
Any claim or obligation in connection with sale or performance of Kirloskar Green
Genset shall be subject to the jurisdiction of Pune, India.
Condition precedent to Kirloskar green Genset Warranty
The Kirloskar Green warranty Given by the Company is subjected to following condition
.Which are to be observed by the every purchaser /User of Kirloskar Green Genset, Without
which warranty claims if any will be rejected.
1. Proper Installation of the Kirloskar Green Genset as per the recommendation
given in this manual is sole responsibility of owner of Kirloskar Green Genset /
Purchaser of Genset.
2. Operation & maintenance as recommended by the company within the limits
mandated by the specifications.
3. Any defective part claimed to be returned to Kirloskar oil Engines Ltd. If such
parts are replaced by the company under Warranty. The return parts become
the property of the company. The transportation charges for same to be paid by
the customer/purchaser.
4. In case of interchange of parts between Kirloskar Green Genset / Engines shall
void the Warranty. Unauthorized repair work will make the warranty null and
void.
5. For the proprietary parts not manufactured by Kirloskar Oil Engines Ltd . such
as Fuel Injection equipments , Batteries, Starter Electrical equipments and
instruments etc., the warranty terms of respective supplier will be applicable.
The warranty detailed above is offered for the Kirloskar Green power ideas diesel
genset consisting of the Kirloskar engine, Kirloskar Green AC Generator and sound
proof enclosures branded as Kirloskar Green and the control panel.
To meet specific customer needs, your Genset may not contain Kirloskar Green Power
Ideas Ac generator, sound proof enclosures or control panel. If so, warranty for such
aggregates may be availed from the manufacturers of these assemblies. The seller of
the Genset will be happy to provide you the details.
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SAFETYINFORMATION
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SAFETY INFORMATION:
Safety precautions for operation and maintenance
Daily checklist
Make a habit of checking the genset visually before operating (before the engine is started) and after operating (after the engine has been stopped). This will help you to quickly detect fuel, coolant or oil leaks and spot anything else unusual that has happened or is about to happen.
Refuelling
When refueling, there is a danger of fire and explosion. Do not smoke near the genset at all times. The engine must be stopped before refueling.Do not overfill the tank as some vacant space is necessary for the proper operation of the engine. Do remember to close the fuel tank filler cap fully.Only use the clean fuel recommended in the Instruction Manual. The wrong grade of fuel can cause operating problems or cause the engine to stop. On a diesel engine, poor quality fuel may cause the fuel injection pump to seize and the engine to overspeed with a resultant risk of damage to the engine and personal injury.Carbon monoxide poisoningOperate the engine only in a well-ventilated area. If operating the engine in an enclosed space, ensure that there is proper ventilation in order to remove exhaust gases and crankcase ventilation emissions from the working area.
Operation
The genset must not be run in areas that contain explosive materials or gases. There are a number of electrical and mechanical components on the genset which may cause sparking, thus dangerous in an explosive atmosphere.A running genset has numerous points that can pose danger to user. Be aware that the loose clothing, hair, fingers or even a dropped tool may catch in the rotating parts of the engine and cause serious personal injury.Please run the genset with all the supplied guards that prevent the user from coming in contact with hot and moving parts.
Starting authorization
The user must ensure that the genset cannot be used by unauthorized persons. The genset room should be locked such that only the trained and authorized persons can approach the genset.
Maintenance and service knowledge
The Instruction Manual contains instructions on how to carry out general maintenance and service operations safely and correctly. Read and understand the instructions carefully before starting work. Service literature covering more complicated operations is available from your KOEL dealer.
Never carry out any work on the engine if you are unsure of how it should be done. Contact your KOEL dealer who will be glad to offer assistance.
Stop the engine
Stop the engine before opening or removing engine covers. Unless otherwise specified, all maintenance and service must be carried out with the engine stopped.To prevent accidental starting, remove the ignition key, turn off the power supply to the engine at the main switches and lock them in the OFF position before starting work. Put up a warning sign in the control position that work on the engine is being carried out. Approaching or working on an engine that is running is a safety risk. Loose clothing, hair, fingers or a dropped tool may catch in the rotating parts of the engine and cause serious personal injury. It is recommended that all the servicing with the genset running be done by the service staff trained and authorized by KOEL.
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TYPICALLOG SHEET
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12
Su
gg
este
dL
og
Bo
ok
Fo
rmat
CU
ST
OM
ER
NA
ME
:D
GS
ET
RA
TIN
G:
DA
TE
:
EN
GIN
ES
R.
NO
.:
EN
GIN
EM
OD
EL
:A
LT
ER
NA
TO
RM
AK
E:
ALT
ER
NA
TO
RF
RA
ME
:A
LT
ER
NA
TO
RS
r.N
o.
:
BY
LU
BE
LU
BE
OIL
WA
TE
R
CLO
CK
PR
ES
ST
EM
P.
TE
MP.
CU
RR
EN
T(A
MP
S)
VO
LTA
GE
(V)
PO
WE
R
PO
WE
RU
NIT
FA
CT
OR
FR
EQ
GE
NE
RA
TIO
NH
OU
R
(LE
AD
/M
ET
ER
LA
G)
RE
AD
ING
Sta
rtT
ime
kg
/cm
2D
eg.C
.D
eg.C
.R
YB
R-Y
Y-B
B-R
KW
Hz.
KW
H
0700
0800
0900
1000
1100
1200
1300
1400
1500
1600
1700
1800
1900
2000
2100
2200
2300
2400
0100
0200
0300
0400
0500
0600
Ro
om
Te
mp
(De
g.C
):
Am
bie
ntTe
mp
(De
g.C
):
Leakag
e/
Co
nd
itio
n(I
fN
ot
OK
,g
ive
deta
ils)
FuelS
yste
m
Lube
Oil
Syste
m
Coolin
gS
yste
m
Air
Inta
ke
/Exh.
Syste
ms
Re
ma
rks
:
Belts
&H
oses
Safe
tyC
ontr
ols
Battery
/Chrg
.Alt.
Main
Alt./P
anel
Opera
tors
Nam
e/S
ign./D
ate
Superv
isors
Nam
e/S
ign./D
ate
DG
STA
RT
ING
TIM
E:
DG
ST
OP
PIN
GT
IME
:
SU
MM
AR
Y
Hours
Run
Today
Cum
ula
tive
Units
Genera
ted
(KW
H)
(based
on
Multip
lyin
g
Facto
r)
Today
Cum
ula
tive
Tota
lDie
selF
illed
Today
Ltr
s.
Tota
lOilTopped
Today
Ltr
s.
Coola
ntT
opped
Today
Ltr
s.
Co
mm
en
ts
Date
Hrs
.
Date
Hrs
.
Air
cle
aner
Ele
ment
Changed
Cle
aned
En
rich
ing L
ives
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Ge
ns
et
Ma
inte
na
nc
e S
ch
ed
ule
- R
10
40
En
gin
es
Ru
nn
ing
Ho
urs
Sr
No
Des
crip
tio
nC
heck
Cle
an
Ren
ew
10
/Ev
ery
Da
y5
01
00
40
08
00
12
00
24
00
1O
il Le
vel I
n E
ngin
e
2 3 4 5 6 7 8 9 10
11 12
13
14
15
16
17
18
19
20
21
22
23
24
25
26 27
28
29
30
Fue
l Lev
el in
the
Tank
Coo
lant
Lev
el In
Rad
iato
r
Dry
Typ
e a
ir c
lea
ne
r
Rubber
hoses
Che
ck R
estr
ictio
n In
dica
tor
Pre
Cle
an
er o
f Dry
typ
e A
ir C
lea
ne
r
Lu
be
Oil
Filt
er C
art
rid
ge
(eve
ry o
il ch
an
ge
)
Ce
ntr
ifug
al F
ilte
r (e
very
250
hrs
.)
En
gin
e O
il - K
oil
Ba
tte
ry a
nd le
ad C
on
ne
ctio
n
Prim
ary
Filt
er o
n F
eed
Pum
p
V b
elt T
ensio
nA
dju
st If R
equired
Fuel F
ilter
Ele
ment
(eve
ry 2
50
hrs
.)
Ra
dia
tor F
ins
Ext
ern
ally
Radia
tor
cle
anin
g in
tern
aly
Fuel F
ilter
Mic
ro
Th
erm
ost
at E
lem
en
t
Tappet s
ettin
g/v
alv
e c
leara
nce
Adju
st If
nece
ssary
In
jecto
r
Fast
enin
gs
Sta
rte
r,A
ltern
ato
r & R
eg
ula
tor
Main
Ele
ment o
f Dry
type A
ir C
leaner
(eve
ry 2
50 h
rs.)
Exh
uast
Sile
nce
r
Fu
el P
um
p
Turb
o C
harg
er
FuelT
ank
Saf
ety
func
tiona
l che
ck
Tig
htn
ess o
f ele
ctr
ica
l co
nn
ectio
n
Ear
thin
g
g g g g g g g g
Inte
rvals
indic
ate
d a
re M
axim
um
perm
issib
le tim
eIn
terv
als
indic
ate
d a
re s
ub
ject to
the u
se o
f specifie
d q
ualit
y o
f F
uel a
nd
opera
ting
conditio
ns.
Majo
r overh
aul o
f engin
e s
hould
be c
arr
ied
out after
9000 h
ours
and
Top
overh
aulin
g e
very
5000 h
ours
Use
Only
Genuin
e K
irlo
skar
spare
sO
nly
pro
per
main
tenance
and
care
will
ensure
availa
bili
ty a
nd r
elia
bili
ty o
f your
Genset
Use
K O
il and
enhance
the o
il change
inte
rval
Refe
r O
&m
Manual s
upplie
d w
ith
your
set fo
r fu
ther
deta
ilsR
epla
ce
the
belts a
fter
every
1000 h
ours
of opera
tion
In c
ase o
f any d
oubt/queries P
I conta
ct U
s a
t K
IRL
OS
KA
R O
IL E
NG
INE
S L
TD
. P
une-
India
p
rod
ucts
upport
export
@kirlo
skar.
com
36
00
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TYPICALINSTALLATION
REPORT
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TYPICAL INSTALLATION REPORT
Kirloskar Oil Engines Ltd.Genset Installation Report.
Format No.Koel/export/inst/001
Genset Model Genset manufacturing Date/ Sr No.
Make
Sr. No.
Type
Ratings
Sr.No. Nature of Check
Ok Not Ok
1 Check for foundation suitability
2
3
4
5
6 Check for earthing resistance of earth pit
7 Check earthing of body and alternator neutral
8
9 Operation Of AMF conducted and demonstrated
10
Load % Testing Time LoadAmp Voltage Frequency Lube Oil Pr Water Temp
Amps V Hz Kg/Cm DegC
IDLE 5 Min
25 5min
50 5 Min
75 5 Min
100 10 Min
Remarks
Training conducted for the Customer O&M staff on routine operation and maintenance check No
Genset O&M Manual copy is availlable with the customer
Genset is successfully tested and handed over to the customer for commercial operation with effect from:
Signature and Name of customer
Head ofiice copy
Check for availlability of fire fighting equipment inside the room
Safety checks of cooling water system, lube oil system and overspeed conducted
Signature, Name & address of Dealer
Check for ventilation if the set is mounted inside
the room
Check for the supporting of exhaust bellows, silencer and exhuast pipe
Is the Exhaust pipe is drawn out of the room?
Is the Exhaust pipe is provided with rain protection cover?
Details of Alternator
Name and location of customer Name and location of Distributor
Date of InstallationInvoice No. and Date
Phone nos.Customer contact person
Status Remarks
Installation Check Points
Performance Test
2
Yes
NoYes
Enriching Lives
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INSTALLATION
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Guidelines for Installation:
effect the engine life as well as the performance.
Normally, the inlet can be taken from the area surrounding the installation site. However, in some
cases the condition of the air surrounding the machine may require ducting the air from outside
or from another room.
When it does become necessary to duct air in, the air filter should remain mounted to the engine
as opposed to a remote mounting (such as on a roof or in another room). This will eliminate the
possibility of dirt leaking through the duct work upstream of the air filter.
Ensure that hot air is positively discharged from the building by fitting a flexible
connection between the radiator and the duct.
The size of the openings should be calculated to ensure that excessive restriction is not imposed
on the flow of cooling air. Openings should at least be as big as the radiator core area but, as a
guide, an area on 150% of the core area of the radiator should be selected.
For weather protection, louvers should be fitted to the intake and exhaust openings. These can
be either of the fixed or movable type.
The circuit breaker position can vary according to the requirements of the installation. It may be
mounted remote from the genset.
The control panel could be mounted on the wall.
The power cables may be installed from bottom through ducts or floor trenches depending on
cable routing to the genset room and terminal points at the generator.
Openings should be provided behind the alternator for incoming cold air and directly in front of
the radiator for outgoing hot air. The cold air first passes over the alternator, then the engine,
picking up radiant heat as it passes. It then passes through the radiator and is discharged
through a duct to the outside of the genset room.
A temperature rise of 5 to 15 Deg C (9 to 27 Deg F) in the cooling air can be expected at full
load.
Doors must be sized to allow access in and out for the complete generator set and major
accessories. Air inlet and outlet vents can often be made removable till the floor level to provide
easy access.
For acoustic enclosure, ensure that the openings provided for fresh air inlet and outlet are not
blocked.
Manually operated movable louvers may be acceptable in some cases, but they are not
acceptable for automatic standby units.
Radiator air should not be depended on to open the louver vanes.
Engine inlet air must be clean and as cool as possible. Both these conditions would drastically
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INSTALLATION:
The procedure is listed for your information only. The task of installation of a genset is expected to done by qualified, trained and competent personnel who are experienced in the job. Please contact your local KOEL dealer or their representatives for advice regarding the installation.
The task of the genset installation involves moving of heavy objects and use of hazardous materials. Extreme care has to be taken to ensure safety during the operation. Serious injury or even death can occur due to carelessness during the genset installation.
The genset is transported to the site in a specially designed packing case that protects the contents from shock, weather and offers security during transit.
Once unloaded on the site from the transport, the genset must remain inside packing case till the last possible moment to prevent damage during handling etc.
In case the genset is not installed immediately, ensure that the intact packing case is protected from weather, dust and vermin during storage.
The packing case should be opened carefully using the appropriate tools. Take care as to not to hammer or poke the packing case as it might inadvertently damage the internal contents.
Apart from the genset, the packing case would also contain the documents, manuals, tools, spare parts, accessories etc. - so please look out for these and tally them against the packing list.
The genset would be covered with a weather and dust protecting polythene sheet that must be carefully removed from all the components.
The genset’s openings such as the exhaust and air intake points would be sealed to avoid ingress of debris - these must remain in place until the other matching systems like exhaust pipe or the air cleaner are ready to be fitted.
The rotating parts of the machine may be secured to prevent unintended movement during transportation - all of these securing devices should be removed before commissioning.
The genset and the other heavy parts of the package would be bolted to the base of the packing case - ensure that all such fasteners have been removed before moving te genset out of the case.
The genset should be carefully unloaded and shifted using appropriate devices such as a crane or a forklift truck.
The foundation is expected to be ready before the genset arrives so that it may be installed at the final location in the shortest possible time.
The supporting systems such as bulk fuel tank (if fitted), electrical cables, earth pits, exhaust piping, civil structures etc should be ready at the time of the genset installation.
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Please study the correct procedures of Lifting the Genset, Foundation,Ventilation and Air Supply System, Fuel System, Exhaust etc covered in the manual for more details.
COMMISSIONING THE ENGINE
Preparing for Operation
Before starting your engine, be sure that it is positioned on a level surface so that proper liquid levels can be obtained. Ensure that the fuel tank is clean and filled with the recommended diesel.
Check the engine oil.
Check the radiator coolant.
Check the battery electrolyte and charge condition.
CAUTION
Be sure that the Genset will be operated in a well ventilated area with all exhaust fumes are piped away.
Before connecting batteries, ensure that the control panel is switched off.
Avoid prolonged inhalation of exhaust fumes as it may result in serious illness or death.
Prolonged exposure to the noise levels of a diesel engine can impair hearing unless proper ear protection is worn.
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19
Before any attempt is made to operate the machine, be sure that engine and alternator are properly earthed.
Local and national regulations for the grounding of gensets should be adhered to as well as those regulations which describe the methods of connection and minimum sizes of grounding conductors based on the size of the load cables.
Important
Adequate grounding of the genset is necessary for all types of gensets to prevent the possibility of injury or death in the event of electrical fault.
When filling the fuel tank, do not smoke or use an open flame in the vicinity. Also the tank should never be filled when the Genset is operating or while the engine is hot. Fuel spilt on the genset could ignited easily.
Never attempt to disconnect a load connection or perform maintenance while the Genset is in operation.
To avoid an accidental start of the engine, always disconnect the battery when performing major operations.
The negative pole of the battery system earthed. Hence the negative connection
should be disconnected first and reconnected last.
The cover of the control panel should not be removed while the genset is in operation. The cover, when removed, exposes live electrical connections. Maintenance on the control panel should only be carried out by a qualified and trained technician.
Important
Always shut down the Genset and switch off circuit breaker prior to connecting
or disconnecting, loads cables. Restart only when a sound connection has been
made.
INITIAL START-UP
The following procedure should be used to make initial start-up of the Genset.
These steps are critical and must be followed closely to avoid complications in operating the Genset.
Ensure that the machine is on a level surface so that correct volumes of liquids (oil, fuel etc.) can be added.
Check the engine oil and coolant levels, replenishing if necessary.
Fill the fuel tank with the recommended grade of diesel.
Fill the battery with suitable electrolyte for type of batteries supplied, if not already wet charged.
Remove any loose items or debris in the vicinity of the genset that may inhibit operation or could cause injury.
The following procedure should be used when starting the Generator for the first time or when it has been out of service for a time for maintenance purposes.
Ensure the key switch/ control switch is turned OFF.
Ensure the circuit breaker is switched OFF.
Connect the batteries to the engine with correct polarity.
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Prime the fuel system using the hand priming pump and bleed entrapped air from the fuel filter – see engine manual for details.
Confirm all the control MCB's are ON. Turn the Key switch to Position ''ON'' engine control system will be switched on.
In the manual mode of operation, carefully crank the engine. In case the engine does not start in the first attempt, please allow an interval of approximately 10 Seconds between the second cranking attempt.
In case the engine does not start even after three cranking attempts, please investigate the cause of the failure to start and rectify.
After the engine has been started check for any abnormal noise or vibration.
Check for coolant leakage or high engine temperature.
Check the control panel for indications of abnormal operation, in particular above normal engine temperature or below normal oil pressure.
Immediately after the engine reaching the full operating speed, the AC voltmeter should be checked to ensure that the voltage has reached the correct operating level on all the phases.
The AC voltage is factory set on the Automatic Voltage Regulator (AVR) inside the alternator and needs no further adjustment. If the voltage is incorrect, the adjustment should only be carried out by a trained personnel.
Voltage adjustment is done by varying the setting of a potentiometer on the AVR fitted inside the alternator terminal box.
The frequency of the output voltage should also be checked on the panel meter. Thefrequency without the genset being loaded is approximately 52 Hz. for 50 Hz gensets and approximately 62.4 Hz for 60 Hz gensets.
When the generator is producing voltage, check the phase rotation of the generator by connecting a Phase Rotation Meter to the terminals on the generator side of the circuit breaker. (Caution: DO NOT close the circuit breaker to the load). This check should be carried out by a qualified technician and the result noted for use later if the genset is to beconnected to an existing system.
After the voltage and frequency checks have been made, shut the machine down by operating the appropriate stop switch on the genset control panel.
Restart the engine and check all the safety controls like Low Oil Pressure, High Coolant Temperature, Low Fuel Level etc. by shorting across the appropriate switch terminals. Depending on the logic of the panel, the engine should trip and/or create an alarm condition.
IMPORTANT
Always shut the genset down prior to connecting, or disconnecting, load cables. Only restart when a sound connection has been made.
SHUTDOWN PROCEDURE
To shut down the Genset, turn off the load using the circuit breaker, and press button the ''O'' (as per applicable) position. In case of an emergency where immediate shut down is necessary press the emergency off push button.
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NORMAL STARTUP PROCEDURE
(For manual operation)
The procedure for the normal starting of the genset is explained below. Please follow these procedures strictly.
The Genset must be checked daily before starting.
FOR YOUR SAFETY ENSURE THE KEY SWITCH OR PANEL MASTER SWITCH IS TURNED TO POSITION ‘'OFF'' WHILE CHECKING THE ENGINE.
Make a visual check of the entire Genset. Watch for signs of leaks from the engine. Fuel system, cooling system or lubrication seals.
Check engine oil, water and fuel levels, replacing if necessary.
Check the battery terminals for corrosion, cleaning where necessary.
Check the battery electrolyte level and fill with distilled water if necessary.
If the exhaust system has condensate traps, do open to them to drain any moisture trapped in them. Check for evidence of exhaust leaks.
For manual starting press the start button on genset control unit, if provided.
The Starter Motor would then rotate and the engine would start.
In case the engine does not rotate, please ensure that lube oil pressure switch contact is closed when engine is at standstill, otherwise the controller would not crank the engine.
Starter supply will be disconnected automatically by the controller after getting supply from AC alternator or after the oil pressure switch has opened.
Once the engine starts, the Lube Oil Pressure gauge will show a healthy reading.
The “Charge Failure” lamp which lights before the engine starts is extinguished once the battery charging alternator starts generating the output current to charge the battery. This charging activity can be seen on the DC ammeter and the DC Voltmeter(if provided).
If the weather is cold, run the genset without load for at least 5-10 minutes to warm up the engine.
After the engine warms up, the genset can be connected to the load by closing the ouput MCB/MCCB.
After a few minutes of operation, the Coolant Temperature gauge shows an indication.
For healthy conditions, the reading should be 70 to 90 degree centigrade.
The AC voltmeter would show the alternator output voltage.
The Voltmeter Selector Switch (if provided) could be used to view the phase to phase or phase to neutral voltage readings.
The AC ammeter (if provided) would show the load current depending upon the connected load.
The Ammeter Selector Switch (if provided) could be used to view the currents of the three phases.
Refer to the engine manual for specific engine maintenance requirements.
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If the genset is operating in the normal weather, the genset may loaded immediately by closing the Alternator Circuit Breaker.
However, the maximum step load that can be accepted is dependent on the BMEP of the engine and the type of the genset.
If the genset is at normal operating temperature (approx 80 degrees C / 176 degrees F) the maximum step load of 60 - 100 % can be applied immediately depending on the type of engine and the type of connected load.
The above guidelines are only indicative of the genset’s performance. Please do consult KOEL or the local representatives for the solution as per the local site conditions.
WARNING: Always shut the Genset down prior to connecting, or disconnecting, load cables. Only restart after a sound connection has been made.
If at any time the generator stops because of a fault, the fault should be rectified before trying to restart the generator.
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23
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I N D E X
1. Introduction 28
2. Description of the Genset 29
3. Selection Formula 31
4. Load Calculations 32
5. Genset Dimensions 32
6. Location of the Genset 35
7. Ventilation and Air Supply System 36
8. Foundation 39
9. Lifting the Genset 41
10. Exhaust 43
11. Fuel Systems 47
12. Fire Precautions 48
13. Electrical Connections 48
14. Earthing 49
15. Maintenance of Electrical System 53
16. Acoustic Canopy 56
17. Control System 58
18. Control Panels 58
19. Wiring Diagrams 66
20. Manual of DSE 704 controller 73
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INTRODUCTION
Kirloskar Oil Engine Ltd. brings you a quality genset backed by superior engineering and over 55
years of experience.
We recommend, that for optimal performance, please follow the installation and maintenance
procedures as recommended in this manual.
The proven engine of your genset is highly reliable and fuel efficient. The matching alternator has an
optimum output waveform, a fast response to varying loads and a precise voltage regulation.
This manual is your guide to proper installation, operation and maintenance.
A well maintained genset would meet all your emergency standby or prime power needs.
This manual describes some simple yet essential procedures. Please follow these guidelines for the
proper installation and maintenance of your genset.
Adherence to these procedures will help to avoid preventable problems, ensuring good efficiency
and the life of your genset.
There is a trained and well equipped Kirloskar Service and Spare Parts dealer located near you.
Please do contact them, or the nearest Kirloskar area office, for any assistance. Please turn to the
end of this document for contact details of help near you.
Do study the "Trouble-Shooting" chart located in this manual to identify and overcome some
common problems.
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DESCRIPTION OF THE GENSET
Figure 1 shows the major components of the genset including the alternator, the diesel engine, the
exhaust, the cooling system, and the control panel.
The engine has a mechanical governor that maintains the engine speed within the tolerance
required to deliver the rated power and frequency. In case a closer tolerance is required, an
electronic governor can be offered as an option.
ENGINE
The engine of the generating set is of proven reliability and is specifically designed to operate in
conjunction with an alternator. The engine is of the heavy-duty industrial type, water cooled, 4-
stroke cycle, compression ignition and fitted with all accessories necessary to provide a reliable
power supply.
Radiator Diesel Engine Air Cleaner AlternatorControl Panel
Fuel Filter Anti-vibration mountings Lube Oil Filter Fuel Filling spoutBaseframe
Figure 1 - Major Genset Components
NOTE: The positions of some peripherals may change in case the Genset has an acoustic enclosure.
(Example - Control Panel, Fuel filling spout, Fuel level indicator etc.)
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COOLING OF ENGINE AND ALTERNATOR
The engine cooling system comprises of a radiator, a high capacity pusher fan and a thermostat.
The radiator is used to transfer the heat from the engine to the atmosphere. The fan draws the cool
air through the radiator to help this transfer. The alternator is ventilated by an inbuilt fan.
ENGINE GOVERNOR
The primary function of the governor system is to maintain engine speed in relation to varying load
requirements. This is accomplished by the governor that senses the engine speed and maintains a
constant speed.
In case the speed drops due to an increase in the load, the governor would deliver more fuel flow to
the engine, thus maintaining the engine speed.
The same principle is applied when the load decreases. As the load is reduced, the speed
increases, and the governor delivers less fuel to maintain the rated speed.
ALTERNATOR
The genset is supplied with a robust and efficient Brushless excitation type alternator that eliminates
most of the maintenance.
The alternator output is controlled by an inbuilt Automatic Voltage Regulator (AVR). This device
allows quick building up of the output during start and keeps the output voltage within a set limit
during operation.
To suit the exact site requirements, most of the three- phase alternators have provision to vary the
connections of the internal coils and deliver a variety of voltages up to 480 Volts AC.
The genset alternator may also be of the Single phase output type. These units supply the output
through two or three lead connection offering a variety of voltages from 120-250 Volts AC.
The standard genset alternator is rated for 50 Hz output. See Alternator Section for further details of
the available connections.
SYSTEM PROTECTION
An important function of the control system is to protect the engine against faults such as high
temperature, low oil pressure, over speed etc. To prevent damage to the starter motor and deep
discharge of the starting battery, a crank limiting circuit is included on all automatic start sets.
A detailed explanation of these systems is included later in the manual.
CONTROL PANEL POWER SUPPLY
Engine instruments and the control panel are supplied from the battery fitted to the genset. This
battery also provides power for operation of the starter motor to crank and start the engine and for
the stop solenoid.
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The stop (or fuel) solenoid is used to cut off the fuel supply and thus stop the engine during normal
stops and during abnormal conditions. During the normal condition, the genset is stopped as it is no
longer required. A shutdown during an abnormal condition could be due to detection of an unsafe
condition – here the genset is shutdown to prevent damage to the engine, the alternator or the load.
CONTROL PANEL MOUNTING
The control panel and main circuit breaker are normally mounted on a separate base frame
mounted stand thus ensuring vibration free operation. Floor standing control panels are provided
for more complex control systems.
For acoustic enclosures, the control panel is fitted inside the enclosure. Suitable glass cover
opening is provided on the enclosure to allow the operator a clear view of the instruments.
SELECTION FORMULA
KVA / KW Rating:
The rating of the alternator is either expressed in KVA (Kilo-Volt- Ampere) or KW (Kilo Watt). The
following formulae show the relation between KVA and KW for single phase and three phase
alternators.
Normally, a generator has a designed power factor of 0.8
The relation between KW and KVA rating is:
Where:
V is the rated voltage in volts
and
A is the current in Amperes.
KW = V x A x Power Factor / 1000
For 1 phase alternator
The relation between KW and KVA rating is:
KW = V x A x %3 x Power Factor /1000
Where:
V is the rated voltage in volts
and
A is the current in Amperes.
KW = V x A x Power Factor / 1000 or
For 3 phase alternator
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INPUT HORSE POWER REQUIREMENT
The engine used for your genset is selected on the basis of the power requirements.
Load Calculations
The name plate on the engine mentions the horse power (HP) that can be delivered at the Mean
Sea Level (MSL) assuming the Normal Temperature and Pressure (NTP) conditions.
However, the engine may deliver less power than the listed amount due to the various site
conditions. This is known as the Power Loss or Deration due to the site conditions.
For details of the Deration due to site conditions, please consult your genset OEM or service dealer.
Conditions that de-rate the engines are:o
Ambient temperature greater than 27 C
Altitude beyond 150 meters above sea level
Humidity in excess of 60%
A small reduction in the rated HP is caused by the power absorbed by the
radiator fan (in case of liquid cooled engines). This loss of power is mentioned in the
engine specifications of your genset.
GENSET DIMENSIONS
The mentioned dimensions are meant only for guidance. The actual figures may differ due to
continuous process of development. Please confirm the exact size with your genset OEM or the
KOEL office nearest to you.
The required input horse power (HP) is given by the formula:
Input HP (Metric) = KW/ 0.736 x Efficiency of the Alternator
Genset
ModelEngine
Model
Prime
Power
Rating at
0.8 pf
(kVA)
Genset Overall canopy
dimensions with silencer.
Length x Width X Height (mm)
(with canopy)
Approx. weight (Kg)
KG15AS HA294 15 1990 X 1090 X 1840 1220
KG25AS HA394 25 2730 X 1100 X 1920 1350
KG30AS HA494 30 3130 X 1100 X 1940 1440
KG35AS HA494 35 3130 X 1100 X 1940 1440
KG45AS HA494T 45 3220 X 1100 X 1940 1580
KG55AS HA694 55 3970 X 1240 X 1900 1870
KG70AS HA694T 70 3980 X 1290 X 1840 1920
Typical sizes for Air Cooled gensets with Silent/Acoustic enclosure.
The above dimensions are only for guidance.
Please consult M/s KOEL or their local representatives
for the exact details of your genset.
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Typical sizes for Water Cooled gensets with Silent/Acoustic enclosure.
Typical sizes for gensets with SL 90 engines without Silent/Acoustic enclosure.
Genset
ModelEngine
Model
Prime
Power
Rating at
0.8 pf
(kVA)
Genset Overall canopy
dimensions with silencer.
Length x Width X Height (mm)
(with canopy)
Approx. weight (Kg)
KG20WS 2R1040 20 2170 X 1240 X 1895 1200
KG30WS 3R1040 30 2520 X 1190 X 2100 1260
KG40WS 4R1040 40 3350 X 1190 X 2100 1520
KG50WS 4R1190 50 3350 X 1190 X 2100 1500
KG62.5WS 4R1040T 62.5 3370 X 1900 X 2100 1930
KG82.5WS 4R1040TA 82.5 3625 X 1390 X 2250 1950
KG100WS 6R1080T 100 3940 X 1640 X 2450 2500
KG125WS 6R1080TA 125 3940 X 1640 X 2450 2700
KG140WS 6SL9088TAI 140 4625 X 1840 X 2890 3580
KG160WS 6SL9088TA 160 4625 X 1840 X 2890 3720
KG180WS 6SL1500TAI 180 4625 X 1840 X 2890 3870
KG200WS 6SL1500TA 200 4625 X 1840 X 2890 3950
KG250WS1 6SL8800TA 250 5340 X 1840 X 2450 4660
KG275WS1 6K12TA 275 5730 X 2250 X 3250 5860
KG320WS1 6K12TASrl 320 5730 X 2250 X 3250 5860
KG400WS1 8K15TA 400 5900 X 2000 X 3274 6180
KG500WS1 10K18TA 500 6235 X 2000 X 3375 6990
KG600WS1 12K22TA 600 6675 X 2000 X 3510 8200
The above dimensions are only for guidance.
Please consult M/s KOEL or their local representatives
for the exact details of your genset.
The above dimensions are only for guidance.
Please consult M/s KOEL or their local representatives
for the exact details of your genset.
33
DG Capacity kVA 140 160 180 200 250
DG set without
acoustic:
L(mm)xB(mm)xH(mm)
3605 X
1176 X
1500
3606 X
1176 X
1500
3650 X
1210 X
1600
3651 X
1210 X
1600
3340 X
1280 X
1610
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Typical sizes for rooms for gensets with acoustic enclosures.
kVA RatingsLength mm) Width (mm)
Height(mm)
36 3100 3000 2600
50 3200 3000 2600
75 3250 3000 2600
125 3850 3000 2700
160 3850 3000 2700
250 4850 3250 2800
Typical sizes for rooms for gensets without acoustic enclosures.
kVA RatingsLength (mm) Width (mm) Height (mm)
20 2680 940 1500
25 2680 940 1500
36 2740 1240 1625
50 2740 1240 1625
75 2990 1390 1625
125 3540 1400 1990
160 4100 1700 2025
250 4500 1640 2460
The above dimensions are only for guidance.
Please consult M/s KOEL or their local representatives
for the exact details of your genset.
The above dimensions are only for guidance.
Please consult M/s KOEL or their local representatives
for the exact details of your genset.
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1.0
me
ter
min
imu
m
1.5 meterminimum
Ro
llin
g S
hu
tte
r
Window
Window
Win
dow
1.5 meter minimum
ControlPanel
ca
ble
s
1.0
me
ter
min
imu
m
Figure 2: Typical genset room
LOCATION OF GENSET
Selecting a location for the genset is a very important part of any installation procedure.
Always locate the genset in an area that would provide adequate ventilation and physical
protection for the unit.
To ease the maintenance and inspection, place the genset such that movement around the machine is easily possible.
Generally, a space of 1.0 to 2.0 meters is required all around the genset for easy access.
The location should be clean, dry and have good drainage capabilities.
In case the location is outdoors, the genset should be fitted with a weatherproof enclosure.
Ensure the space required to undertake major overhaul or service operations where large components and the assemblies may have to be replaced.
Ensure a high degree of cleanliness as the dust and fumes could lead to a clogged radiator and the consequential engine damage.
Refer to Figure 2 for a plan of typical geset room.
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VENTILATION AND AIR SUPPLY SYSTEM
All engines dissipate heat during operation.
This heat is removed by the ventilation provided in the genset room.
Failure to ventilate the genset room may overheat the engine and cause the engine to
breakdown.
Ensure that the hot air from engine is not re-circulated but removed from the
area by the ventilation system.
If this hot air is used by the radiator fan for cooling, the engine would overheat.
If the hot air is used by the engine for combustion, the power output will reduce.
As a general guideline for an engine installed in a closed room, the temperature of fresh air
passing through radiator (suction type radiator fan) should not be more than 10 deg C
above the ambient air temperature.
Provide adequate clean openings for sufficient air circulation and ensure the
expulsion of hot air from radiator etc.
Ensure that the space in front of the radiator is not obstructed to prevent clear ventilation of
the hot air.
Ensure that the inlet to the air cleaner is provided with cool, fresh air.
The room could be provided with side windows on both sides of the genset fo additional air
circulation.
Suitable thermal insulation (lagging) should be provided on the exhaust pipes to avoid
heating of the ambient air.
The hot air can be removed from the genset room by the use of exhaust fans.
The natural airflow through the genset room should follow the draft of radiator fan. In case
the natural airflow is not favorable, a wall may be constructed to prevent the radiator’s flow
being opposed. Refer Figure 3.
Figures 4, 5 and 6 show various schemes for ventilating the genset room using fans.
The power to drive the ventilation fans is drawn from the alternator and should be
considered while calculating the total electrical load on the genset.
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Wind
Wind
Wall to block wind from the
opposing the airflow from the radiator.
Preferred airflow direction.
Figure 3: Natural draft through a genset room
To Silencer
Forced
Air
Vent Acoustic
louvers
Figure 4: Forced draft through a genset room- example 1
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260
# #
# #
#
#
#
#
To Silencer
fixed support
Alternative
location for
forced air
Window Forced
Air
260
# #
# #
#
#
#
#
To Silencer
fixed support
Acoustic
louvers
Figure 5: Forced draft through a genset room-example 2
Figure 6: Forced draft through a genset room- example 3
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300 mm
300 mm
100 mm
Figure 7: Typical Foundation
300 mm PCC block
above ground level
100 mm PCC block
230 mm soling
Compacted Soil
(Murum)
Figure 8: Correct method of preparing the foundation
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FOUNDATION
A reinforced concrete pad makes the best foundation. A pad with sufficient mass in proportion to the
size of the genset will provide the rigid support necessary to minimize deflection and vibration.
Typically, this should be 150 mm to 200 mm deep and have a mass at least equal to that of the
genset.
The foundation may be located on soil, structural steel, building floors etc., provided the total weight
of the foundation and genset package does not exceed the permitted bearing load of the support.
The bearing loads of structural steel can be obtained from Engineering Handbooks while the local
building codes would provide the permitted bearing loads for different types of soil.
A correctly designed foundation is important to a good genset installation. The absence of an
adequately foundation may lead to excessive genset vibrations resulting in radiator leaks, failure of
the auto-electrical and safety system, failure of gauges and other engine parts.
A good foundation has the following functions:
Supports the total weight of the genset
Maintains alignment
Isolates the surrounding structures by absorbing the genset's vibrations
Isolation
It is advisable that the foundation of each genset rests on bedrock or solid earth completely
independent of other foundations, cement work, walls or operating platforms.
Vibration
The design of the genset is such that only minimal vibration is transmitted to the foundation. To
achieve this, anti-vibration mounts are fitted between the engine, the alternator and the baseframe.
In larger capacity gensets, the vibration isolators are mounted below the baseframe.
In generator rooms situated on the upper floors, special attention to vibration isolation is necessary.
Often spring type vibration isolators would be needed.
It is necessary to ensure that building structures are capable of supporting the genset, fuel storage
and accessories.
Anti-Vibration Mounting
The suitable Anti-Vibration Mountings (AVMs) are provided by KOEL with the genset. Please
ensure that the original parts are used in the event of any future replacement.
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Figure 8: Genset lifted by a crane
CROSS MEMBER TOPREVENT INWARDMOVEMENT OF THELIFTING CABLES
SUITABLE LIFTING TACKLESTO BEARRANGED BY THE END USER.
GENSETWITHCANOPY
LIFTING THE GENSET
Make sure that your genset is unloaded at your works with a proper crane/hoist to avoid
damaging the oil sump, radiator or other genset parts.
Figure 9 shows a genset lifted with the help of a crane. The lifting belt is connected to the slots
provided around the frame of the genset. Note the frame to prevent the lifting belts coming close to
the genset.
Figure 9 shows a genset that is being moved using a forklift truck.
The general guidelines for lifting are:
Ensure that the lifting equipment is adequately rated to lift the weight of the genset.
Ensure that the lifting rope does not touch the parts of the genset as it would distort or
damage the various assemblies of the that are subjected to the stress while lifting.
Ensure that the lifted genset remains steady and does not swing as it may touch other
objects or injure personnel.
Maintain the highest standard of safety, be vigilant and cautious while lifting or moving
the genset.
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Figure 9 : Genset moved using a forklift truck
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EXHAUST
The exhaust system is used to direct exhaust gases to non-confined areas and reduce the noise to
tolerable levels. When designing a system, the main objective is to minimize back pressure.
Excessive back pressure in an exhaust system will create loss of horsepower while increasing the
engine operating temperature and the emissions.
When bends are required in an exhaust system, always make the radius at least 150% of the inside
diameter of the pipe. As most of the exhaust system designs are governed by the physical
characteristics of the building or room in which they are located, it is important that the exhaust pipe
be routed in a path offering the least amount of turns or bends to prevent an increase back pressure
greater than 50 mm of Hg (Mercury) column.
Be sure that all pipes are well supported and that springs or other dampers are used at points of
high vibration. Due to the heat radiation of the exhaust pipes it is recommended that all pipes be
located at least 250 mm from any combustible material.
Wrapping the exhaust pipes with high temperature insulation or installing fitted insulated sections will
prevent excessive heat radiation within the room.
A metal thimble guard 300 mm in diameter slightly larger than the pipe should be installed at the
points where the piping passes through a wall or roof.
The Exhaust Outlet
The exhaust pipe outlet should be bent. This is done so that the outgoing hot exhaust gases do not
enter the power house again. Normally, the pipe outlet should be bent in the direction of the wind
and the end should be cut at an angle of about 45 degrees.
As shown in the figures 10 and 11, bevel the end of the pipe at a 30-45 degree angle. Should the
pipe end be horizontal, bevel the pipe from the top back to the bottom. This will not only reduce the
noise levels at the outlet but will also minimize entrance of precipitation on horizontal pipes.
Figure 11: Typical Exhaust installation
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Figure 12 : Correct profile of the Exhaust outlet
The level or height at which the outlet is situated should be sufficient to prevent fumes and gases from becoming an annoyance or potential hazard. An exhaust pressure actuated raincap is recommended for use on vertical outlet pipes.
Type of pipe used for the exhaust system
The exhaust system should be made from black MS ERW Type (Electric Resistance Welded) pipes rather than with galvanized water pipes. The ERW pipes have the following advantages.
Length of the exhaust pipe
The total length of the exhaust pipe should not exceed 15 meters and should have a maximum of four right angle bends. Avoid using many pipe elbows. Increase the pipe's internal diameter by 38 mm (1.5 inch) after every 5 meter running length.
Any long horizontal or vertical piping should include water legs and drain traps at their lowest points so that water does not reach either the silencer or the engine.It is also recommended that a slight slope downward from the silencer to the water leg or drain trap be added to assure the proper removal of water.
By locating the silencer as close to the engine as possible you will be able to minimize the noise level in the exhaust piping. Each genset installation should have it's own exhaust system. Thegenset should not be connected to a system accommodating more than one engines to prevent the possibility of exhaust gas and condensation backflow which may cause permanent damage to an idle engine.
BLACK MS PIPE GI PIPE
Creates less exhaust back pressure as
the welded joints offer a smooth surface.
The threaded joints and sockets create more
exhaust back pressure.
The seams do not fail due to the firing
impulse and the vibration.
The seams fail frequently when subjected to
engine vibration.
Cheaper than the GI pipe, yet easily
available.Costly and heavy weight.
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Note: Health warning: Inhalation of exhaust fumes is potentially lethal. The correct installation of exhaust systems to prevent accumulation of exhaust gas cannot be over emphasized.
Additionally, prolonged exposure to engine exhaust noise can be damaging to hearing. Agenset should never be operated without a fully installed exhaust system and all personnel in close vicinity should wear ear protection.
Inside Diameter (ID) of the exhaust pipe
Use the exhaust piping with the recommended ID (inside diameter) as mentioned in the engine specifications. Use the Nomogram in Figure 14 as a guide for selecting the diameter of the exhaust pipe.
Exhaust Silencer
The exhaust silencer should preferable be outside the power house to avoid excess radiation of heat in the room. Normally, the silencer is installed horizontally.However, if the silencer is installed vertically, do provide a rain cap to prevent water from entering the exhaust pipe. More details of the rain cap are provided later in this document.
Expansion bellows / flexible pipes
These parts compensate for the expansion of the exhaust pipe due to heat and to provide flexibility between genset and rigid piping during the various phases such as starting, running and stopping.The expansion bellows and flexible pipes should be installed between exhaust piping and engine.
Exhaust Support
Provide proper support from the roof of the genset room to the exhaust system. This would avoid the direct weight of the exhaust pipe and silencer on the exhaust manifold.
Rain Cap
A rain cover should be provided over the pipe's mouth to prevent the entry of rain water.The rain cover should be of about 60 degrees angle. The outer diameter for the rain cover should be approximately 5 times the pipe diameter. The cover center should be 2.5 times the pipe's diameter away from the pipe's mouth.
Figure 13: Typical Rain Cap
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Figure 14: Back pressure nomogram
Exhaust Gas FlowCubic feet per minute
(cfm)
1100010000 9000 8000
7000
6000
5000 4500 4000
3500
3000
2500
2000
1500
1000 900 800
600
400
300
250
200
Back Pressure ÎP in Hg.
per foot
2.0
1.0
0.5
0.1
0.05
0.020.150.01
0.005
0.0020.00150.001
0.0005
0.00020.000150.0001
0.00005
0.00001
2.0
2.5
3
4
5
6
7
8
9
10
13
BACK PRESSURE NOMOGRAM
Silencer and Exhaust PipeDiameter in Inches
(Inches H
g X
25
.4 =
mm
Hg)
(cfm
X 0
.472 =
l/s)
(inches X
25
.4 =
mm
)
0.0067 in. HG
Example:2000 cfm = 16 X 6” dia.thru 6 in., = 96 in. length equivalentdia elbow = 8 ft of 6” pipe =.0067 X 8 = .0536 in. Hg
Resistance of:
FLEX PIPE
Use 2X Equivalentof straight pipe
ELBOWS
Straight pipe EquivalentLength
90º Elbow = 10 X Dia. in inch/1245º Elbow = 9 X Dia. in inch/12
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FUEL SYSTEM
The fuel system must be capable of delivering to the engine a clean and continuous supply of fuel. When designing a fuel system, always incorporate the requirements of Local, State, or National Codes.
Diesel Fuel Bulk Storage (If provided)
Bulk fuel storage is the most preferable method of providing fuel supply. This method allows bulk fuel purchases which will minimize dirt and contamination possibilities, especially when the fuel is seldom used. The bulk storage tank (if provided) may be located either above or below the ground.
The bulk storage tank is not included in the standard scope of supply.
A vent must be installed on the main tank to relieve the air pressure created by filling the tank as well as preventing a vacuum within tank as fuel is consumed. The tank bottom should be rounded and placed on a 2 degree tilt to assure a concentrated settling of both water and sediments. At the low point of the tank a drain valve should be installed to remove water that may accumulate due to condensation.
Underground tanks must be pumped periodically to remove this water. This is best done by a tube through the filter pipe to the low end of the tank. For these reasons it is imperative that the tank be placed in or on stable ground. In locations with low temperature, burying the tank below the frost line would help in avoiding seasonal settling.
Another consideration while locating the main tank is the height difference between it and the auxiliary tank (day tank). The maximum vertical lift capabilities of a standard electric motor driven fuel transfer pump is 5 meters. Do not place either tank at a level that would exceed the pump lift capabilities. Also keep in mind the possibilities of pressure drop created by excessive horizontal distances and bends in the pipes.
The fuel delivery line carrying fuel to the engine and the fuel return line for carrying excessive fuel back to the tank should be of the same size. For longer runs or during operations in extremely lowambient temperatures, increase the size of these lines to ensure adequate flow.
The fuel lines can be made of suitable material such as steel pipe or fuel line tube that will tolerate ambient conditions. Overflow piping should be of the same material and one size larger.
Figure 15:Typical Fuel System
VENT
LEVEL GAUGE
OVERFLOWAND DRAINLINE
DRAIN VALVEFOR REMOVINGSLUDGEAND WATER
STORAGETANK(IF PROVIDED)
TO DAYTANK
FUELTRANSFERPUMP
FUELSHUTOFFVALVE / SOLENOID
DAY TANK IN THE GENSETBASE FRAME
DRAIN
FILLER
FUELFILTER
FUELPUMP
GENSET
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The fuel return line should enter the tank at the top and not contain a shut-off valve. This line should be designed with a minimum amount of bends or dips to prevent an air lock in the system. The fuel delivery line should pick up the fuel from the point no lower than 20mm from the bottom of the tank. If possible, locate this line at the end of the tank opposite that of the return line and at the high end of the tank.
Flexible fuel lines should be used at a point between the tank and engine (preferably adjacent to the genset) to avoid the potential damage that could be created by vibration.
Day Tanks
The use of Auxiliary tanks or day tanks is recommended. All standard gensets with acoustic enclosure are provided with tank fitted in the baseframe. The day tank should have capacity for holding sufficient fuel for 8 hours operation at 75 % load.
Filters and Traps
Clean fuel will aid in attaining maximum engine life and reliability. Primary filters are recommended for use between the engine filters and the transfer pump. Water and sediment traps should
also be included upstream of the transfer pump. However, on border line pump installations, do not increase fuel line restrictions to a point exceeding the capabilities of the pump.
FIRE PRECAUTIONS
When designing a genset installation the following points should be noted:
The room should be designed so that there is an easy escape route for operating personnel in the event of fire within the room.
A recommended type of fire extinguisher or fire extinguishing system should be provided to fight the fire.
Gravity operated fire valves operated by fusible links, mounted above the engine, can be installed in the fuel lines.
The room should be kept clean and free from accumulated rubbish which can be a fire hazard.
ELECTRICAL CONNECTIONS
Only fully qualified and experienced electrical technicians should carry out the electrical installation work.
The electrical connection to the genset should be made with flexible cable to prevent the transmission of vibration and possible damage to the alternator or circuit breaker terminals. If it is not convenient to use flexible cable throughout then a link box can be installed close to the set with a flexible connection between it and the set.
The cable may be laid in a duct or on cable tray. When bending cable reference must be made to the recommended minimum bending radius.
No rigid connection should be made between the set and the cable support system, eg, cable tray.
When single core cables are used the gland plates must be of non-ferrous material, eg, aluminum, brass or a non-metallic material such as nylon or teflon.
The cable must be suitable for the voltage being used and adequately sized to carry the rated current with allowances made for ambient temperature, method of installation, proximity of other cables, etc.
All electrical work should be carried out in accordance with any applicable National, Local Standards, Codes or Regulations.
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All connections should be carefully checked for integrity. Phase rotation must be checked for compatibility with the installation. This is vitally important when connection is made to an auto transfer switch, or if the genset is to run in parallel with another genset.
Loading
When planning your distribution system it is important to ensure that a balanced load is
presented to your genset. The unbalanced loading of a three phase alternator would cause
damage to the windings.
Protection
The cables connecting the genset with the distribution system should be protected by means of
a circuit breaker, fuses or other means to disconnect the genset in case of overload or short
circuit. Ensure that the Load current exceeds that of the current rating of the genset.
It may be necessary to reorganize the electrical distribution system if a genset is to be
connected to an existing installation.
Power Factor
The power factor (cos Ø) of the connected load should be determined. Power factors below 0.8 will
overload the generator. The genset will provide its kilowatt rating and will operate satisfactorily from 0.8
power factor. Particular attention must be given to installation with automatic or manual power factor
correction equipment to ensure that a leading power factor is not present under any conditions. The
power factor problems would result in voltage instability on the generator output.
EARTHING
The Earthing should be done in accordance with applicable National, Local Code or Regulation.
Regulations vary and advice should be sought from the local supply utility as to their
requirements.
The factory connects the frame of the alternator to the frame of the genset therefore the
complete mass of the genset is at the same potential. The connection if required of the
generator winding neutral to earth is the responsibility of the installation technicians.
Warning:
Never attempt to work on live wiring. Always stop the genset and open the circuit breaker on the load cables before working
on the alternator or it's connections.
Why is Earthing necessary?
Earthing provides protection to personnel and equipment by ensuring protective control gear and isolation of faulty circuit in following cases :
Insulation puncture or failure. Accidental contact between high & low voltage lines. Breakdown of insulation between primary & secondary windings of a transformer. Lightning strike.
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Methods Of Earthing
Following are the two most commonly used methods of earthing.
The recommended materials for the Earth Electrode are copper, copper - cladiron, cast iron and galvanized steel.
Rod and Pipe Electrodes.
Earth Connection
Figure 16: Earthing Electrodes - Pipe type
Rod and Pipe Electrodes
Rod electrodes shall be at least 16 mm in diameter if of steel, and 12.5 mm diameter if of copper.
Pipe electrodes shall not be smaller than 38 mm internal diameter if of galvanized iron or steel and
100 mm internal diameter if made of cast iron.
The length of rod and pipe electrodes shall not be less than 2.5 m, which shall be driven to a
minimum depth of 2.5m. Where rock is encountered at depth of less than2.5m the electrodes may
be buried inclined to the vertical with inclination not more than 30° from the vertical.
The recommended method of installing a pipe electrode is illustrated in Figure 16 . If one electrode
fails to give the required low resistance, a number of such electrodes may be installed and
connected in parallel.
The distance between to adjacent electrodes should not be less than twice the length of the
electrodes.
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Plate Electrodes
Plate electrodes may be made of copper, galvanized iron or steel. The size of copper plate shall not
be less than 60 cm x 60 cm x 3.15 mm and that of iron and steel plates not less than
60cmx60cmx6.30mm. The installation of the plate electrode is shown in Figure 17.
The top edge of the plate shall be at a depth not less than 1.5m from the surface of ground.
“P”, the resistance of a plate electrode may be calculated from the formula:
Where = resistivity of the soil in ohm-meters 2
and A = area of both sides of the plate in cm
Where the resistance of one plate electrode is not satisfactory two or more plates may be used in parallel with a minimum distance of 8 meters between the two plates. The size of the plate too has an effect on the resistance but there is little gain with plate area more than 1.75 m² per side.
The use of plate electrodes is recommended in generating stations and sub stations where current carrying capacity is the prime consideration.
Figure 17: Earthing Electrodes - Plate type
ρ
4
ρ ΠΡ = Ο
Αhms
EarthConnection
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Earth Bus and Earth Wires
Round and flat sections of copper and galvanized -iron are used for earthing purposes. No earth wire shall have cross -sectional area less than 3.0 mm² if of copper, and 6mm² if of galvanized iron, except in portable equipment whose current carrying conductor has a less than 3.0mm². In such a case , the earth wire shall have a cross-sectional area equal to that of the current - carrying conductor.
The size of the main earth bus of copper can be worked out from the formula,A = .03 I mm² for bolted or pressure joints.where A is cross-sectional area in mm² and I is the maximum fault current.
The minimum size of copper earth bus should be nearly half the size of the corresponding current carrying conductor, but not less than 65mm² if of copper and 200 mm² if of galvanized iron and steel.
In case of steel wire, the conductivity should be equal to that of copper. The earth wires should be so laid that there is no danger of mechanical damage to them.
Earth - Continuity Conductor (E.C.C.)
The cross - sectional area of every separate copper E.C.C. not contained in a cable, flexible cable or flexible cord shall not be less than one- half that of the largest current carrying conductor feeding the circuit and in no case shall any separate earth continuityconductor have a cross-sectional area less than 3.0 mm² if of copper and 6 mm² if of galvanized iron or steel. It need not have a cross-sectional area greater than 65 mm² (copper) in any case.
Metal conduit pipe should normally not be used as an earth continuity conductor. Where so used, all joints should be screwed tight for effective electrical continuity Locknuts should also be used to safeguard against loosening.
Type of Connections
Welded, bolted and clamped joints are permissible.All bolted and screwed connections shall be protected against corrosion.Special care should be taken to protect connections of dissimilar metals against corrosion.All surfaces where connections are made should be free of grease, paint, dirt or any other foreign material.
Prohibited Connections
Water and gas pipes and members of structural steel-work shall not be used as continuityconductor. Flexible conduit shall not be used as E.C.C. A separate earth wire should be provided either inside or outside the flexible conduit which should be connected by means of earths clips to the earth system at one end, and to the equipment at the other end.
Note
Each genset requires two separate earth pits separated by not less than 1 meter distance on any suitable location.
Earth Pit No. 1 - Engine, Alternator, Genset base and the Control Panel.
Earth Pit No. 2 - Alternator neutral.
No separate earth pit is required for battery since the battery negative is connected to genset body.
Voltage difference between alternator neutral and earthing terminal should be less than 5 Volts ACwhen the genset is running at full load.
As the earth pit depends on good conductivity, it should always be kept moist. This is achieved by wetting with water using a suitable funnel. The user should be educated to keep the earth pit moist as a regular maintenance practice.
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MAINTENANCE OF THE ELECTRICAL SYSTEM:
BATTERY
Care of the battery is very critical as they are used to start the genset whenever the backup power is required. Maintenance procedures should be carried out rigorously since the battery has to be in perfect condition to start the diesel engine. Apart from powering the starter motor, the battery serves as the energy source for all the electrical controls and safety devices on the engine.
Even a the slightest resistance in the starting circuit has a significant effect on the starting ability of the engine. Therefore, the battery should be located as close as possible to the genset and the connections should be kept tight and corrosion free. The battery should be accessible for servicing. During charging, the battery give out fumes that are corrosive and contain inflammable gases such as hydrogen, hence the area should be well ventilated.
A regulated source of charging the battery is required with the genset. This may include an engine driven battery charging alternator, a static battery charger or both. The static battery charger may be energized from the mains supply and keeps the battery fully charged so that it may start the engine whenever required.
The regulated source ensures that the battery is charged rapidly when it is discharged but preventsovercharging once the voltage has recovered.
Checking Electrolyte Level:
Remove cell caps. If electrolyte test elements (pegs) are available, the electrolyte level in each cell
should be high enough to wet the end of these pegs. An alternative method is to insert a clean wooden stick into the cell, until it touches the top
edge of lead plates.
The electrolyte should wet the stick over a length of about 10 to 15 mm. If the electrolyte level is low, top-up with distilled water only. Replace the caps.
Checking Specific Gravity of Electrolyte:
Check the specific gravity of electrolyte with a hydrometer, five minutes after adding distilled water.
Measure the specific gravity of electrolyte in the individual cells with a commercial hydrometer.
Figure 18: Checking the electrolyte level
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The measured values in the table below indicate the state of charge of the battery. Charge the battery if the reading is below the one mentioned in the following table.
Maintenance of the Starter Motor:
Ensure that the mounting bolts are securely fastened and all electrical connections are clean and tight. Cables should be examined for fractures, particularly where the strands enter the terminal lugs.
Check the brushes. They must be renewed if worn to approximately 10 mm and 13mm which is half of the original or to a point where springs no longer provide effective pressure. Brushes must always be replaced in sets and with the correct grade.
Check the brush spring balance as shown in The spring pressure should be as follows- 0.965 to 1.080kg. If the pressure is not within the above limits, renew the springs in set and not individually.
Check the commutator surface. It should be clean and entirely free from oil, any trace of which should be removed by pressing a dry fluff free cloth against the commutator while the armature is hand rotated.
It the surface is dirty or badly discoloured, clean it with a strip of fine emery. Remove all traces of dust and abrasive using compressed air.
The starter does not require lubrication from outside, since it is equipped with porous bronze bushes, which are pre-lubricated.
Check the drive assembly for free movement over the shaft splines. If necessary, smear grease over the shaft splines to enable the drive assembly to move freely.
Figure 19 : Checking the starter motor brush spring
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Specific Gravity(kg/l)
State of Charge
NormalClimate
TropicalClimate
1.28 1.23 Fully Charged
1.20 1.12 Half Charged, suggestedto recharge.
1.12 1.08 Discharged, must rechargeimmediately.
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Other regular electrical maintenance:
Connections to terminals, terminal strips, plugs and sockets should be periodically tightened. Examine the condition of the insulators, lugs, sleeves etc for cuts, abrasions, burns, cracks etc.
Instruments: The only regular maintenance the instruments would require is ensure that the connections are tight and that the mounting clamps are secure. Do not change the settings of the instruments unless trained specifically for the task.
WARNING: Always shut the Genset down prior to connecting, or disconnecting, load cables. Restart only after a sound connection has been made.
If the generator stops at any time because of a fault, the defect should be identified and rectified before restarting the generator.
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ACOUSTIC CANOPY:
All gensets make sounds while they are running. These sounds can be a source of nuisance to the surroundings and hence they are fitted with an acoustic canopy that are fitted around the working genset.
Your genset can be supplied with the following accessories and components to reduce noise emissions - Residential and super critical silencers, acoustic louvers and splitter vents, fan silencers and acoustically treated enclosures.
Addition of any of the device increases the costs, complexity and price of a genset in addition of reducing the mechanical and electrical power. These factors must be borne in mind while selectingthe sound control devices for the genset.
The local pollution control laws (such as the CPCB norms in India) may require the genset to run inside an acoustic canopy to prevent excessive noise. Generally the noise level is controlled as per the customer’s specifications.
The requirements for each site vary enormously and for any critical installation we recommend you consult your dealer at an early stage. The information needed to select acoustic equipment is:
· The model and capacity of genset
· The location and overall site plan.
· The designed noise level at a fixed distance
· Environmental conditions, ambient temperature etc.
Noise emissions from diesel gensets (without acoustic treatment) are at sound pressure levels of between 100 dB(A) and 110 dB (A) at 1m. Upto 200 KVA capacity, the typically Kirloskar Gensets with acoustic enclosures could have a typical noise pressure level of 70 dB(A) at a distance of 7 meter from the enclosure. As mentioned before, the acoustic treatment depends on the customer’srequirement.
Intermediate levels of treatment will prove more economic and are often satisfactory depending only on the nature and type of installation. Sensitive areas such as hospitals etc. require more attention than the normal commercial / industrial installation.
Figure 20 : A typical genset with acoustic canopy
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An acoustic canopy is provided for the genset with the following characteristics:
To reduce the noise level.
To protect the genset against weather.
To make the genset as a self contained assembly, thus aiding installation,
transportation and utility.
The canopy has lockable doors to allow only authorized service personnel access to the
genset. The fuel filling spout on the canopy may also have a locking arrangement.
The interior of the canopy would include adequate area for the service personnel to move
around the engine. The canopy could have a lamp to provide interior illumination when
required.
The canopy has to be ventilated by exhaust fans so that the temperature inside
remain within limits. These fans are operated from the power generated from the alternator,
hence has to be considered while calculating the output of the genset.
Adequate anti-vibration devices are placed between the genset and the canopy so that the
surface on which the assembly is installed is not affected while the engine is running.
The canopy may contain the assemblies such as the fuel tank, control panel and the
exhaust silencer.
Depending on the application and location, the silencer may be fitted with an additional
exhaust pipe to lead the fumes away from the genset.
The canopy would have eyelets and slots in the frame so that it may be lifted by a crane or
a forklift truck during installation.
The exterior of the canopy is treated with paints or finish so that it would withstand the
effects of weather and extremes of temperature.
Care has been taken to ensure that the rain water does not enter the canopy. The canopy
has guards or grills to prevent small animals or birds entering the openings.
The sides of the canopy are fitted with special sound absorption material.
One of the sides of the canopy may contain a glass window to show the view of the control
panel while the engine is running without having to open the doors.
An Emergency Stop push button switch is usually fitted outside the canopy to stop the
genset on an urgent basis.
The canopy would have a cable entry point through which the power wiring is connected.
There may be a few earth points inside and on the outside of the canopy that are to be
connected to the external earth pits.
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CONTROL SYSTEM
The Control System consists of:-
Control Panel providing a means of starting and stopping the Generator Set, monitoring its
operation and output, and causing the engine to automatically shut down in the event of a
circuit condition arising. E.g. low oil pressure, high coolant temperature, over speed, low fuel
level etc.
An Alternator Circuit Breaker providing a means of switching the Generator output, and
automatically disconnecting the load in event of short circuit.
The power to operate all the control systems is derived from the engine starting
battery.
The engine itself is fitted with devices such as:
> Various safety switches (like switches for low oil pressure, high coolant
temperature, low fuel level etc).
> Various sensors and sender (magnetic pickup for engine speed sensing, oil pressure
sender etc).
> Solenoids, Actuators and Motors to translate electrical signals into mechanical motion
(like fuel or stop solenoid, throttle actuator or a starter motor).
CONTROL PANEL:
While some parts of the controls are fitted on the genset engine, most of the elements may be fitted
inside a control panel.
There are essentially two types of controls panels:
Manual Engine Safety panels.
Automatic Mains Failure (AMF) panels.
Figure 21 : A typical control panel
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Manual Engine Safety panel:
As is evident from the name, these panels need the user to operate the genset. The control system
automatically stops the engine if it detects an unsafe condition like high coolant temperature, low oil
pressure, engine overspeed etc.
The heart of the panel is an electronic controller, the DSE 704. This compact unit has the
inbuilt interlocks, timers, indications, switches, inputs, relay outputs etc to avoid using
external timers and switchgear.
Engine gauges. The engine gauges indicate the engine parameters such as oil
pressure, coolant temperature, battery voltage and fuel level. These gauges operate
proportionally based on an analogue sensor that is fitted to the oil gallery, the coolant
system or the fuel tank etc.
Electrical Gauges: The electrical gauges indicate the three phase voltage, current or
frequency of the alternator. The voltmeter and the ammeter gauges have a switch that
selects to read between the three phases. Larger gensets may have electrical gauges with
advanced functions such as KVA, KW, PF, KVAR etc.
Relays: The coils of the relays are driven by the controller. When energized, the relay
contacts are used to switch the heavy current required to operate the starter motor or the
stop solenoid.
MCB (Miniature Circuit Breaker) and MCCB (Moulded Case Circuit Breaker): These protect
the electrical circuits from overloads and short circuits. They break the supply whenever the
current exceeds a set limit, thus offering protection.
The MCB is generally used when lower currents are handled and operates on a thermal
principle. The MCBs are available in 1,2,3 and 4 pole configurations and are used in AC as
well as DC circuits.
The MCCB is generally used when higher currents are handled and operate on thermal as
well as magnetic principles. The MCCBs are generally available in 2,3 and 4 pole
configuration and are used in the AC circuits.
The user has to manually choose between the mains or genset supply using a changeover
switch. The user must ensure that the load is not connected to the genset during starting
and stopping of the engine.
Automatic Mains Failure (AMF) panel:
The AMF panels offer a high degree of automation. The AMF panel can operate completely without
user intervention.
The AMF panel is also built around the DSE 704 electronic controller.
The 'Line Voltage Monitor' (LVM) relay in the panel detects the presence of a healthy mains
supply and signals the controller via a relay contact.
This controller switches a mains contactor that charges the load feeder from the mains
supply.
If the mains supply is detected as defective (under or over voltage, phase failure etc), the
mains contactor is switched off and the genset is cranked via the starter motor.
The starter motor is switched off automatically once the engine fires.
Once the engine is running and the alternator is producing an output, the genset contactor
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is switched and the load feeder is now charged from the genset supply.
The engine safety parameters are continuously monitored by the controller and the engine
is shut down if the parameter is found to be exceeding the limits.
While the load is being charged from the genset supply, the mains feeder is being monitored
for return back to normalcy.
Once the mains supply is restored, the load is switched to the mains feeder by switching off
the genset contactor and switching on the mains contactor.
The genset is run for a short period without load to cool the engine and the alternator before
being shut down.
The system now again monitors the mains supply for operation within the set limits.
Thus the AMF panel operates automatically without any inputs from the user.
The panel may be fitted with audio and visual alarms to indicate various conditions.
Many of these conditions would be also available on 'potential free' relay contacts for
remote annunciation and telemetry.
The other features of the AMF panels are similar to the Manual panels such as the engine
and electrical gauges etc.
In case the engine does not fire in the first attempt, the controller would try many crank
cycles to start the genset.
If the genset does not start even at the end of many crank cycles, the controller locks out
further activity to avoid draining the battery further.
A 'Start Failure' alarm is generated in such a condition. The user would have to reset the
panel before a fresh attempt can be made to start the genset once again.
The AMF panel is fitted with a static charger that keeps the engine starting
battery in a healthy state. This would ensure that the battery is ready to start the genset
whenever required.
The controller has many inbuilt timers, interlocks and logics that help to simplify the panel
wiring and reduce the complexity of the panel.
The mains and genset contactors may be interlocked to prevent both of them from operating
at the same time.
The coils of the contactors are fed from the supply of the same feeder i.e. the mains
contactor runs off the mains supply and the genset contactor runs off the genset supply.
The contactors may be of 2,3 or 4 pole configuration. As the current of the Neutral is half of
the Phases, sometimes the power contactor for the three phases may have only three
poles, while the neutral is switched by a separate, smaller contactor. Often the poles of the
contactors may be wired in parallel to increase their current handling capacity.
Larger AMF panels use ACBs (air circuit breakers) in place of contactors to switch the
power currents.
MCBs, MCCBs and Fuses are used in the panel to offer protection against short circuits and
overloads. The advantages of the MCB or MCCB is that they can be reset to the original
condition while a fuse has to replaced after failing under excessive current.
Apart from the usual fully automatic mode of operation, the AMF panel may have a Manual
mode of operation where the genset is controlled by the user. The Manual mode may offer
genset safety during operation.
The AMF panel may also have a Bypass mode, in which the operation is controlled by the
user but there is no safety to the genset. This mode is used in case of an emergency.
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Emergency StopPush button
Canopy LightSwitch
Control On/OffSwitchHourmeter
AmmeterVoltmeter
OilPressureGauge
CoolantTemperatureGauge Battery Voltmeter Fuel Level Gauge
Load On Mains Lamp
Load On Genset Lamp
ACVoltmeter
ACAmmeter Frequency
Meter
AMF ControllerDC Supply On Lamp
CommonFault Lamp
Figure 22 : A typical AMF Panel
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A typical Three Phase AMF panel.
Note: The three phase AMF panel fitted in your genset may be significantly different from the
illustrated panel, however most of the components and principle of operation remain identical.
Apart from being wired to the engine and the battery, the panel is connected to the Mains,
Genset and Load feeders.
The logic in the panel and monitors the mains supply. If the supply is healthy then the Mains
contactor is selected, thus charging the Load feeder with supply from the Mains feeder.
If the mains supply is found to be unhealthy, the mains contactor is de-selected and the
genset started via the panel logic.
Once the genset is working, the genset contactor is selected to charge the Load feeder with
the genset supply.
As the genset is running, the engine parameters are being monitored for operation within
the safe limits. In case the engine parameter is unsafe (low oil pressure, high coolant
temperature, engine overspeed etc) the panel logic shuts the engine down to prevent
damage.
Even as the genset is running and the load is being charged from the genset feeder, the
panel monitors the mains supply for a return to normalcy.
Once the mains is detected as normal, the load is transferred to the mains feeder and the
genset is shut down. Thus the panel operates in an automatic mode and strives to keep the
load feeder charged with a healthy supply from either the mains or the genset supply.
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Components on the door:
AMF Controller: This unit is the heart of the panel. It takes decision about the starting and
the stopping of the genset. The unit selects either the Mains or the Genset contactor and
monitors the engine for safety function. The unit has inbuilt lamps and switches that reduce
the need for external components and wiring. The controller has many inbuilt timers,
sequences and interlocks that enhance the flexibility of the application.
Control On/Off switch: This switches the power to the control circuits inside the panel.
Please note that the panel may have dangerous voltages inside even if this switch is in the
off position – hence isolate the supplies at the source before working inside the panel.
The Control On/Off switch should be in the On position while the panel when the panel is
active.
Emergency Stop Push Button: This switch is used to stop the genset in urgent situations.
On operation, the mushroom head of the switch latches in the depressed condition. The
switch has to be de-latched before the genset can be restarted by rotating in the direction
as indicated on the mushroom head. Additionally, the panel may have to reset from the
Emergency Stop condition by operating the Reset switch (if fitted) or by turning off the
Control On/Off switch for a few seconds.
Canopy Lamp Switch: This switch controls the lamp that is fitted inside the acoustic
canopy to illuminate the dark interiors when required.
Hourmeter: This time totalizer counts the period for which the genset has run. This reading
is required to plan the maintenance of the genset and to maintain a log of the activities.
Ammeter Selector Switch: This switch selects the current from one of three phases for
display on the AC Ammeter. The current is sensed by the three CTs (Current Transformers)
fitted on each of the three phase cables. The switch connects one of these CTs to the AC
Ammeter while keeping the other two in a shorted condition. The shorting of the unused CTs
is done to prevent a dangerous rise in the voltage across the terminals of the CTs. This
switch has three positions apart from the OFF position.
Voltmeter Selector Switch: This switch selects the voltages from the three phases for
display on the AC Voltmeter. The voltage can be read in six ways: three readings across
the three phases and three voltages between the three phases and the neutral. Thus this
switch has six positions apart from the OFF position.
DC Supply On Lamp: This lamp is when the control supply is switched on. Thus it indicates
that the panel is in an active state.
Common Fault Lamp: This lamp is lit when the panel detects a fault in the genset.
“Load On Mains” Lamp: This lamp is lit when the Mains feeder is selected for charging the
load by energizing the Mains contactor.
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“Load On Genset” Lamp: This lamp is lit when the Genset feeder is selected for charging
the load by energizing the Genset contactor.
Oil Pressure Gauge: This gauge reads the pressure of the lube oil circuit of the engine.
The gauge measures the oil pressure via an engine mounted ratiometric sender that varies
its resistance in proportion to the changing oil pressure.
Coolant Temperature Gauge: This engine gauge reads the coolant temperature via a
ratiometric sender that varies its resistance in proportion to the changing temperature.
Battery Voltmeter: This gauge reads the voltage of the engine starting battery. A slight
increase in voltage can be observed on this meter after the engine starts to confirm that the
battery is being charged.
Fuel Level Gauge: This gauge gives an approximate indication of the content of the fuel
tank. The tank has a fitted float sender whose resistance varies as per the fuel level. The
gauge is connected to this float sender and thus indicates the fuel level inside the tank.
AC Voltmeter: This meter reads the AC voltage between either two of the three phases
(Red-Yellow, Yellow-Blue or Red-Blue) or between the three phases and the neutral (Red-
Neutral, Yellow-Neutral or Red-Neutral). The voltage to be displayed by this meter is
determined by the Voltmeter selector switch mentioned earlier. The unit of reading is Volts
AC (VAC).
AC Ammeter: This meter reads the AC current of one of the three phases (Red, Yellow or
Blue) via the one of the three current transformers. The unit of reading is Amperes (A).
AC Frequency Meter: This meter reads the frequency of the AC line in Hertz (Hz.).
Components inside the panel (not illustrated):
MCBs: For Control: The two pole Miniature Circuit Breakers (MCBs) are used to switch the
DC current to the various control elements. The single pole MCB connects the Battery
positive pole to the panel. As mentioned earlier, the MCB can be used as a switch but more
importantly, it acts like a fuse that opens the path in case of an overload or short circuit.
However unlike a fuse, the MCB can be reset to the closed condition by operating the user
by moving the dolly to the appropriate position.
MCBs: For Power: These four pole MCBs are located at the incoming of the Mains and
Genset incoming feeders. The four poles MCBs are used for switching the three phase and
the neutral supplies. The MCB poles are ganged i.e. they are operate at the same time, thus
excess current in any one phase would cause all the four poles to switch off simultaneously.
These MCBs handle three phase AC voltage (440 VAC max) while the control MCBs
mentioned earlier handle 12 VDC supply.
Terminal Strips: The three phase supplies (Mains and Genset incoming, Load outgoing)
are terminated on a four pole power terminal strip. The engine terminations are located on
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Number Observed Problem Possible solution
1. DC voltage absent in the panel even afterswitching on the control switch.
• Check battery supply.
• Check the electrical connections.
• Check the the MCB to ‘ON’ position.
2. DC voltage present in the panel but theengine does not crank. The panel also goesoff when the starter motor is energized.
• Weak or discharged batteries. Thebattery may be sufficient to power thepanel, however it is not sufficient toprovide the current for the starter motorto rotate. The voltage of the batteryreduces when loaded with the startermotor and hence the panel is alsostarved of supply.
3. Panel has DC voltage but the starter motordoes not rotate.
• Check the lube oil pressure switch andthe associated wiring. The engine safetyunit/ AMF controller contact would startthe engine only if the lube oil pressureswitch is in the closed position.
• Check the starter relay operation –observe the voltage at the S terminal ofthe starter motor.
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channel mounted connectors.
Power Contactors: The two numbers of four pole contactors are used to switch either
mains or genset power to the load feeder. The contactors are electrically as well as
mechanically interlocked to ensure that only one contactor operates at the same time. The
interlocks prevent serious mishaps caused a short circuit between the mains and genset
feeders. The contactors are fitted with auxiliary contact blocks that provide additional NO or
NC contacts for control, indication and interlock purposes. The contactor coils are
energized by the AMF controller to switch the contactors on.
Relays: These are used for purposes such as engine starting, engine stopping, contactor
operations, hooter operation, providing potential free contact etc.
Hooter: This device makes an loud audible sound to attract the attention of the operator in
case of a fault.
Current Transformers (CTs) : The three CTs measure the current flowing through the
phase wires and make a proportional output available for driving the AC Ammeter.
Line Voltage Monitor (LVM): This unit compares the three phase supply for operation
within the set limits. The inbuilt relay contact is kept closed when the voltage is within the
set limits. Once the limit is crossed, the LVM waits for a small duration to ascertain that this
is not a transitory problem and then opens the contact which in turn triggers the AMF
controller. The LVM has setting potentiometers for low as well as high voltages. The unit
also has potentiometers to set mains restoration and mains failure timers.
Battery Charger: This static battery charger is used to keep the engine starting battery In a
good condition specially when the genset has not run for some time. The charger has a
good regulation that supplies a high current when the battery is low and low current when
the battery is fully charged. This serves to charge the battery rapidly and at the same time
avoids overcharging of the battery.
PANEL TROUBLESHOOTING
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Number Observed Problem Possible solution
4. Engine turns but does not start whencranked.
• Weak batteries rotating the engine tooslowly to start – change or charge thebatteries.
• Air lock in fuel system – remove the airlock.
• Fuel solenoid (if used) is not switchedon.
• Stop solenoid stuck in the OFF position.
• Restriction in a fuel pipe or filter.Before starting the engine, ensure that the loadswitch or MCB/MCCB is off.
5. Charge Fail lamp is lit even if the engine isrunning.
• Check the V belt or the pulley rotatingthe battery charging alternator properly –the V belt could have broken, dislocatedor be slipping.
• Check ‘IND’/WL terminal of the batterycharging alternator is connectedproperly.
• Check the wiring including the DCammeter.
• Check the battery charging alternator isgenerating a DC voltage – if not, thealternator may be defective.
6. The engine trips due to the High WaterTemperature fault.
• The actual water temperature may behigh.
• The High temperature switch may befaulty or the wire may be earthed to thegenset frame.
• There may be no water in the radiator.
• Water circulation system may be faulty.
• Faulty or stuck thermostat.Do not open the radiator cap on a hot engine.
7. Engine may start and the trips after a fewseconds due to Low Oil Pressure fault.
• Oil pressure may be low - check the oillevel in the engine sump.
• The LOP switch may not be workingproperly or may be wrongly connected.
• Wiring to the switch may be shorted tothe earth at some location.
• Blockage in the lube oil circuit.
8. Low fuel level is indicated. • Check fuel level in tank and fill asrequired.
• Check Float switch. Check wiring.
9. Engine Overspeed indication (Frequencybased units)
• Check alternator output and theconnections to the controller. ]
• Check the engine speed.
• Check for loose connections.
10. The engine trips due to the Auxiliary Input . • Emergency Stop push button is in theoperated condition either on the panel oron the canopy.
• Check the wiring to switch for shorting toearth.
• The switch may be faulty – remove the
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Number Observed Problem Possible solution
11. No output voltage from the power alternatorwhen the genset is running. No reading onthe AC voltmeter.
• Check the voltmeter and the selectorswitch. Ensure that the switch is not inthe OFF position.
• Check any protective fuses or MCBs.
• Check the age at the alternatorterminals with an independentvoltmeter. If voltage is present, checkthe wiring between alternator andpanel.
• Check the voltmeter. Replace ifnecessary.
• The alternator or the regulator may befaulty – replace or adjust the regulator.
• The alternator may have lost theresidual magnetism – flash with a DCsupply to re-establish the magneticfield as mentioned in the alternatormanual.
12. Generator does not stop when expected to doso.
• Check key switch operation.
• Check the Stop Solenoid and theprotection fuse.
• Check the voltage at terminals of stopsolenoid.
• Check for loose connections.
• Check the setting of the stop solenoidlinkage.
13. Generator does not go on load. • Check that the circuit breaker isswitched on.
• Check that the generator is producingvoltage.
WIRING DIAGRAMS:
The following six page show typical wiring diagrams for the genset panels.
The first two pages show a Manual Engine Safety Panel, while the next four pages show an AMFpanel.
Both the panels use the DSE 704 controller for starting and stopping the engine, to provide safety and audio/visual annunciation etc.
The wiring diagram for your genset may be different from the ones shown in this section.
Please refer to the manual of the DSE 704 controller after the wiring diagrams. Please note the controller may be set as per the requirements of the genset. Therefore, please follow only the circuit diagrams specific to your genset.
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Manual Engine Safety Panel, 1 of 2
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Manual Engine Safety Panel, 2 of 2
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AMF Panel, 1 of 4
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AMF Panel, 2 of 4
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AMF Panel, 3 of 4
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AMF Panel, 4 of 4
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704 AUTOMATIC MAINS FAILURE MODULE
OPERATING INSTRUCTIONS
Please refer to the default settings done at the factory in the circuit diagram specific for your genset.
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TABLE OF CONTENTS
1 DESCRIPTION OF OPERATION.......................................................... 41.1MANUAL MODE OPERATION .........................................................................41.2AUTOMATIC MODE OF OPERATION.............................................................51.3WARNINGS.......................................................................................................61.4SHUTDOWNS ...................................................................................................6
2 CONFIGURATION INSTRUCTIONS..................................................... 7
3 CONFIGURATION TABLES ................................................................. 8
4 TERMINAL DESCRIPTION................................................................. 12
5 SPECIFICATION................................................................................. 13
6 SOLID STATE OUTPUTS................................................................... 14
7 DIMENSIONS...................................................................................... 15
8 TYPICAL CONNECTIONS.................................................................. 15
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1 DESCRIPTION OF OPERATION
1.1 MANUAL MODE OPERATION
To initiate a start sequence in MANUAL, press the pushbutton, and the start sequence isinitiated.
NOTE:- Ther e is no Start Delay in thi s mode of op erat ion.
If the pre-heat output option is selected this timer is then initiated, and the auxiliary output selectedis energised.
After the above delay the Fuel Solenoid is energised, then the Starter Motor is engaged.
The engine is cranked for a 10 second period. If the engine fails to fire during this cranking attemptthen the starter motor is disengaged for a 10 second period. Should this sequence continue
beyond the 3 starting attempts, the start sequence will be terminated and Fail to Start faultwill be illuminated.
When the engine fires, the starter motor is disengaged and locked out at 20 Hz measured from theAlternator output. Rising oil pressure can also be used to disconnect the starter motor, however itcannot be used for underspeed or overspeed detection.
After the starter motor has disengaged, the Safety On timer is activated (which is fixed at 12seconds), allowing Oil Pressure, High Engine Temperature, Under-speed, Charge Fail and anydelayed Auxiliary fault inputs to stabilise without triggering the fault.
Once the engine is running, the Warm Up timer, if selected, is initiated, allowing the engine tostabilise before it can be loaded.
The generator will run off load, unless the mains supply fails or a Remote Start on load signal isapplied, at which point the load will be transferred to the generator.
The generator will continue to run On load regardless of the state of the mains supply or remotestart input until the Auto mode is selected.
If Auto mode is selected, and the mains supply is healthy with the remote start on load signal notactive, then the Remote Stop Delay Timer begins, after which, the load is disconnected. Thegenerator will then run off load allowing the engine a cooling down period.
Selecting STOP de-energises the FUEL SOLENOID, bringing the generator to a stop.
NOTE:- The safety on time (used for delayed alarms) is pr e set to 12 seconds and cannot be change d.
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1.2 AUTOMATIC MODE OF OPERATION
This mode is activated by pressing the pushbutton. An LED indicator beside the buttonconfirms this action.
Whether the start sequence is initiated by mains (utility) failure or by remote start input, thefollowing sequence is followed:
To allow for short term mains supply transient conditions or false remote start signals, the StartDelay timer is initiated. After this delay, if the pre-heat output option is selected then the pre-heattimer is initiated, and the corresponding auxiliary output (if configured) will energise.
NOTE:- If the mains supply returns within limits, (or the Remote Sta r t signal isremoved if the start sequence was initia ted by remote start) during the Star t Delay timer,
the unit will return to a stand-by stat e.
After the above delays the Fuel Solenoid is energised, then one second later, the Starter Motor is engaged.
The engine is cranked for a 10 second period. If the engine fails to fire during this cranking attemptthen the starter motor is disengaged for a 10 second rest period. Should this sequence continuebeyond the 3 starting attempts, the start sequence will be terminated and
Fail to Start fault will be illuminated.
When the engine fires, the starter motor is disengaged and locked out at 20 Hz measured from theAlternator output. Rising oil pressure can also be used to disconnect the starter motor, however itcannot be used for underspeed or overspeed detection.
After the starter motor has disengaged, the Safety On timer is activated, allowing Oil Pressure,High Engine Temperature, Under-speed, Charge Fail and any delayed Auxiliary fault inputs tostabilise without triggering the fault.
Once the engine is running, the Warm Up timer, if selected is initiated, allowing the engine tostabilise before accepting the load.
If the remote start is being used and has been configured to Remote start is on load, or the mainshas failed, the load will be transferred to the generator.
On the return of the mains supply, (or removal of the Remote Start signal if the set was started byremote signal), the Stop delay timer is initiated. Once it has timed out, the load is transferred backto the mains (utility). The Cooling timer is then initiated, allowing the engine a cooling down periodoff load before shutting down. Once the Cooling timer expires the Fuel Solenoid is de-energised,bringing the generator to a stop.
If the mains should fail (or a Remote Start signal is re-activated) whilst the generator is Coolingdown, the load will be immediately transferred to the generator.
Should the mains supply fall outside limits again (or the Remote Start signal be re-activated)during the cooling down period, the set will return on load.
NOTE:- The safety on time (used for delayed alarms) is pr e set to 12 seconds and can
not be change d.
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1.3 WARNINGS
Warnings are used to warn the operator of an impending fault
BATTERY CHARGE FAILURE, if the module does not detect a voltage from the warning light
terminal on the auxiliary charge alternator, the icon will illuminate. (Either 8 Volts or 16 Voltsdepending on the configuration of Nominal DC Voltage).
Inputs 1 and 2 can be configured as warnings or shutdowns. The relevant icon will be illuminatedwhen the input is active
1.4 SHUTDOWNS
Shutdowns are latching and stop the Generator. The alarm must be cleared, and the fault removedto reset the module. In the event of a shutdown the appropriate icon will be illuminated
NOTE:- The alarm condit ion must be rectified before a reset wi ll take place. If theala rm condition remains it will not be possible to reset the unit (The exception to this is theLow Oil Pressure alarm and similar ‘del ayed al arms’, as the oil pressure will be low withthe engine at rest). Any subsequent warnin gs or shutdowns that occur will be displayed
steady, ther efore only the first-up shutdown will ap pear flashing.
NOTE:- The safety on time (used for delayed alarms) is pr e set to 12 seconds and can
not be change d.
FAIL TO START, if the engine does not fire after the pre-set 3 attempts at starting, a shutdown willbe initiated.
The icon will illuminate.
LOW OIL PRESSURE, if the module detects that the engine oil pressure has fallen below the lowoil pressure switch after the Safety On timer has expired, a shutdown will occur.
The icon will illuminate.
HIGH ENGINE TEMPERATURE if the module detects that the engine coolant temperature hasexceeded the high engine temperature switch after the Safety On timer has expired, a shutdownwill occur.
The icon will illuminate.
OVERSPEED, if the engine speed exceeds the pre-set trip (14% above the nominal frequency) ashutdown is initiated. Overspeed is not delayed, it is an immediate shutdown.
The icon will illuminate.
NOTE:- Duri ng the start-up sequence the overspeed trip level is extended to 24%above the normal frequency for the duration of the saftey timer to allow an extra trip l evel
margin. This is used to p revent nui sance trip ping on start-up.
UNDERSPEED, if the engine speed falls below the pre-set trip (20% of the nominal frequency)after the Safety On timer has expired, a shutdown is initiated.
The icon will illuminate.
Inputs 1 and 2 can be configured as warnings or shutdowns. The relevant icon will be illuminated when the input is active
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2 CONFIGURATION INSTRUCTIONS
With the unit in Stop mode, Configuration Mode is selected by operation of a smallswitch on the rear, left-hand edge of the PCB. This is partially hidden to prevent accidentaloperation.
Normal
Configuration
Once Configuration Mode is selected, the ‘Auto’ LED will commence rapid flashing, and allnormal operation is suspended.
The Stop pushbutton can be used to select the LED ‘code’ that corresponds to therequired function. The 5 left-hand LED’s will form the code. See configuration table over leaf.
The Manual pushbutton will allow the user to change the associated value. The 3 right-hand LED’s inform the user of the current setting for the chosen function. See configurationtable over leaf.
When the required parameters are displayed, pressing the Auto button will savethe new setting, and the process is repeated for each function change.
When configuration is complete, the Configuration Mode Selector Switch should be returnedto the ‘Normal’ position.
Parameter Value
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3 CONFIGURATION TABLES
FUNCTIONS AND CONFIGURATION TABLE
Function ! 1 ! 2 Value (Default in Bold)
0 Seconds
5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds
Pre-heat Timer
180 Seconds Used to pre-heat the engine prior to cranking. The output is active for the duration of the setting, prior to cranking.
0 Seconds 5 Seconds
10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds
Start Delay
180 Seconds Used to give a delay between activating the remote start input, or a mains failure, and actually starting the engine.
0 Seconds 5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds
60 Seconds
Stop DelayMains Return Delay
180 Seconds Used to give a delay between the mains returning and the system switching the load back to the mains. Used to ensurethat the mains is steady before this action is executed.
0 Seconds
5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds
Energise to Stop Hold Timer
180 Seconds Used for the control of the engine stop solenoid. When the engine is to be stopped, the Energise To Stop outpu tbecomes active, closing the stop solenoid (fuel valve). When the engine comes to rest, the stop solenoid will remainenergised for the period of the Energise To Stop Timer, to ensure the engine has come to a complete stop.
0 Seconds
5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds
Warm-up Timer
180 Seconds Delay between the engine being available for use, and the closure of the generator load-switching device to allow timefor the engine to warm before being loaded. This occurs after the 12 second safety on timer.
0 Seconds
5 Seconds 10 Seconds 15 Seconds 20 Seconds 30 Seconds 60 Seconds
Cooling Timer
180 Seconds Delay between opening the generator load-switching device and stopping the engine to allow time for the engine tocool down before being stopped. This is particularly useful when used in conjunction with turbo-charged engines.
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FUNCTIONS AND CONFIGURATION TABLE
Function ! 1 ! 2 Value (Default in Bold)
50 Hz (O/S +14% /Overshoot +24%)
Nominal Frequency
60 Hz (O/S +14% / Overshoot +24%)
The systems nominal frequency. Either 50 Hz or 60 Hz
12V DC (CF 8V)Nominal DC Voltage
24V DC (CF 16V)The generator battery voltage. Either 12 Volts or 24 Volts. It is used for the charge alternator failure level.
Close on FaultLOP Switch Contact
Open on Fault Configuration for the oil pressure switch. Either to close to battery negative on a fault, or open on a fault.
Close on FaultHET Switch Contact
Open on Fault Configuration for the coolant temperature switch. Either to close to battery negative on a fault, or open on a fault.
DisabledCrank disconnect on Oil Pressure Enabled (2 Second
Delay)If this is enabled, the starter motor will disconnect 2 seconds after the oil pressure switch detects oil pressure.
NOTE:- Not suitable for all generators, due to the different monitoring points on lubrication systems.
DisabledUnderspeedDetection Enabled (U/S –20%)
If this is enabled, the unit will shut down the generator if the frequency falls below 20% of the nominal frequency.
Remote startRemote start function Simulated mains Programmable input can be configured to one of the following.
Remote start – If the input is active the generator will be started, and stopped if the input is deactive. Mains fail isallways active.
Simulated mains – If the input is active the generator will not start in the event of a mains failure. E.G. if the generator is supporting a non 24 hour operation, a 24 hour timer can be used to prevent a mains failure from starting the generator and taking load.
Remote start is offload
Remote start on load (ignore if simulated mains) Remote start is on load The remote start input can be configured to one of the following.
Remote start is off load – The generator will start and run off load when the remote start input is active.
Remote start is on load – The generator will start, and the load transferred to the generator when the remote start is active.
80
This setting values are only for guidance please refer the settings supplied with your Genset electrical drawings
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FUNCTIONS AND CONFIGURATION TABLE
Function ! 1 ! 2 Value (Default in Bold)
Immediate WarningClose on Fault
Immediate WarningOpen on Fault Immediate ShutdownClose on Fault Immediate ShutdownOpen on Fault Delayed WarningClose on Fault Delayed WarningOpen on Fault Delayed ShutdownClose on Fault
Auxiliary Input 1Function
Delayed ShutdownOpen on Fault
Programmable input, can be configured to on of the following
Immediate warning close on fault – If the input is activated at any time the unit will alarm and energise the common warning and common alarm output.
Immediate warning open on fault – If the input is deactivated at any time the unit will alarm and energise the common warning and common alarm output.
Immediate shutdown close on fault – If the input is activated at any time the generator will be shutdown and energise the common warning and common shutdown output. The generator can not be started.
Immediate shutdown open on fault – If the input is deactivated at any time the generator will be shutdown and energise the common warning and common shutdown output. The generator can not be started.
Delayed warning close on fault – If the input is activated and the saftey time has elapsed the unit will alarm and energise the common warning and common alarm output.
Delayed warning open on fault – If the input is deactivated and the saftey time has elapsed the unit will alarm and energise the common warning and common alarm output.
Delayed shutdown close on fault – If the input is activated and the saftey time has elapsed the generator will be shutdown and energise the common warning and common shutdown output.
Delayed shutdown open on fault – If the input is deactivated and the saftey time has elapsed the generator will be shutdown and energise the common warning and common shutdown output.
Immediate WarningClose on Fault
Immediate WarningOpen on Fault Immediate ShutdownClose on Fault Immediate ShutdownOpen on Fault Delayed WarningClose on Fault Delayed WarningOpen on Fault Delayed ShutdownClose on Fault
Auxiliary Input 2Function
Delayed ShutdownOpen on Fault
Programmable input, can be configured to on of the following
Immediate warning close on fault – If the input is activated at any time the unit will alarm and energise the common warning and common alarm output.
Immediate warning open on fault – If the input is deactivated at any time the unit will alarm and energise the common warning and common alarm output.
Immediate shutdown close on fault – If the input is activated at any time the generator will be shutdown and energise the common warning and common shutdown output. The generator can not be started.
Immediate shutdown open on fault – If the input is deactivated at any time the generator will be shutdown and energise the common warning and common shutdown output. The generator can not be started.
Delayed warning close on fault – If the input is activated and the saftey time has elapsed the unit will alarm and energise the common warning and common alarm output.
Delayed warning open on fault – If the input is deactivated and the saftey time has elapsed the unit will alarm and energise the common warning and common alarm output.
Delayed shutdown close on fault – If the input is activated and the saftey time has elapsed the generator will be shutdown and energise the common warning and common shutdown output.
Delayed shutdown open on fault – If the input is deactivated and the saftey time has elapsed the generator will be shutdown and energise the common warning and common shutdown output.
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FUNCTIONS AND CONFIGURATION TABLE
Function ! 1 ! 2 Value (Default in Bold)
Not used Pre-heat
Engine Running Common Warning
Common Shutdown
System in Auto
Common Alarm
Auxiliary Output 1Function
Energise to Stop
Programmable output can be configured to one of the following.
Pre-heat. - The output is energised for the period of pre-heat time prior to cranking, and between the crankingattempts.
Engine Running. - The output is active after the saftey timer has elapsed. Common warning. - The output is active if there are any warning alarm active. Common shutdown - The output is active if there are any shutdown alarms active. System in auto. - The output is active when the system is in automatic mode. Common Alarm. - The output is active if there is any alarm condition.
Energise to stop. - The output is energised when the engine is required to stop (normal or fault conditions), and will remain energised for the period of the Energise To Stop Timer, to ensure the engine has come to a complete stop.
Not used Pre-heat
Engine Running Common Warning
Common Shutdown
System in Auto
Common Alarm
Auxiliary Output 2Function
Energise to Stop
Programmable output can be configured to one of the following.
Pre-heat. - The output is energised for the period of pre-heat time prior to cranking, and between the crankingattempts.
Engine Running. - The output is active after the saftey timer has elapsed. Common warning. - The output is active if there are any warning alarm active. Common shutdown - The output is active if there are any shutdown alarms active. System in auto. - The output is active when the system is in automatic mode. Common Alarm. - The output is active if there is any alarm condition.
Energise to stop. - The output is energised when the engine is required to stop (normal or fault conditions), and will remain energised for the period of the Energise To Stop Timer, to ensure the engine has come to a complete stop.
60V / 70V 70V / 80V 80V / 90V 90V / 100V 120V / 140V 140V / 160V 160V / 180V
Mains Under Voltage(Trip / Return)
180V /200V
If for example 180/200 is selected the generator will be started and the load transferred if any phase falls below 180V with respect to the neutral for the duration of the delay start timer. The load will be transferred back to mains when themains voltage returns to 200V or higher for the duration of the mains return timer. (The system must be in Auto)
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4 TERMINAL DESCRIPTION
PINNo
DESCRIPTION CABLESIZE
NOTES
1 DC Plant Supply Input(-ve)
1.0mm Connected to plant battery negative
2 DC Plant Supply Input(+ve)
1.0mm Connected to plant battery positive (Recommended Fuse 2A)
3 Fuel relay Output 1.0mm Used to operate the fuel relay.
4 Start relay Output 1.0mm Used to operate the cranking relay.
5 Auxiliary Output relay 1 1.0mm Configurable output.
6 Auxiliary Output relay 2 1.0mm Configurable output.
7 Charge Fail Input/ Excitation Output
1.0mm Must NOT be connected to plant supplynegative if not used.
8 Low Oil Pressure Input 0.5mm Switch to negative.
9 High Engine Temp Input 0.5mm Switch to negative.
10 Auxiliary Input 1 0.5mm Switch to negative.
11 Auxiliary Input 2 0.5mm Switch to negative.
12 Remote Start Input 0.5mm Switch to negative.
13 Mains loading Relay Normally Open contact
1.0mm Used to close the mainscontactor / breaker
14 Generator loading Relay Normally Open contact
1.0mm Used to close the generatorcontactor / breaker
15 Functional Earth 1.0mm Connect to a good clean earth point 16 Mains L1
Voltage Monitoring Input1.0mm Connect to Mains L1 supply (AC)
(Recommend 2A Fuse Max.)17 Mains L2
Voltage Monitoring Input1.0mm Connect to Mains L1 supply (AC)
(Recommend 2A Fuse Max.)18 Mains L3
Voltage Monitoring Input1.0mm Connect to Mains L1 supply (AC)
(Recommend 2A Fuse Max.)19 Mains N
Voltage Monitoring Input1.0mm Connect to Mains N supply (AC)
20 Alternator Input L1 1.0mm Do not connect if not used. (2A Fuse) 21 Alternator Input N 1.0mm Do not connect if not used.
NOTE:- For single phase mains monitoring the neutral should be connected to terminal19, L1 should be connected to terminals 16,17 and 18.
NOTE:- For two phase mains monitoring the L2 should be connected to terminal 19, L1should be connected to terminals 16,17 and 18. The voltage between the two phases mustnot exceed 305 Volts.
NOTE:- All the outputs are solid state , rated at 1.2 Amps 8 Volts to 35 Volts DC, and
switch to battery negative when active.
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5 SPECIFICATION
DC Supply: 8 Volts to 35 Volts DC Continuous.Cranking Dropouts: Able to survive 0 Volts for 50 mS, providing supply was at
least 10 V before dropout and supply recovers to 5 Volts.This is achieved without the need for internal batteries.
Max. Current: Operating 50mAStandby 10mA
Alternator Input Range: 75 Volts (ph-N) to 277 Volts (ph-N) AC (+20%) Mains Input Voltage 15 – 277 Volts (ph-N) AC (+20%)
Alternator Input Frequency: 50 - 60 Hz at rated engine speed(Minimum: 75V AC Ph-N) (Crank Disconnect from 15V Ph-N @ 20Hz)Overspeed +14% (+24% overshoot)Underspeed –20%
Mains Frequency 50 – 60 Hz Start Output: 1.2 Amp DC at supply voltage. Fuel Output: 1.2 Amp DC at supply voltage.
Auxiliary Outputs: 1.2 Amp DC at supply voltage. Dimensions: 125mm x 165mm x 28 mm Charge Fail: 12 Volts = 8 Volts CF 24 Volts = 16 Volts CF
Operating Temperature Range: -30°C to + 700C
Applicable Standards Compliant with BS EN 60950 Low Voltage Directive Compliant with BS EN 50081-2: 1992 EMC DirectiveCompliant with BS EN 61000-6-4: 2000 EMC Directive
Compliance to European Legislation
Registered Component for USA & Canada
Deep Sea Electronics plc reserve the right to change specification without notice.
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6 SOLID STATE O UTPUTS
DSE’s utilisation of Solid State Outputs gives many advantages, the main points being: No Moving Parts
Fully Overload / Short Circuit Protected.
Smaller dimensions hence lighter, thinner and cheaper than conventional relays.
Less power required making them far more reliable.
The main difference from conventional outputs is that solid state outputs switch to negative (–ve)when active. This type of output is normally used with an automotive or plug in relay.
TYPICAL CONNECTIONS
Battery positive (+)
Solid state output from DSE module
eg. Terminal 3 of 703/4 - FUEL
Fuel Solenoid (+ terminal)
* Observe polarity when usingrelays fitted with integral diodes!
*
A D
B C
Solid State Outputfrom DSE Module Pin
Automotiverelay Pin
8 Pin Plugin relay Function
3 86 7 Fuel Output85 2 To Positive supply via fuse 30 1 To Positive supply via fuse
ABCD 87 3 To Fuel Solenoid
Example of relay pins connected to DSE solid state output to drive a fuel solenoid.See overleaf for overall typical wiring diagram
NOTE:- The Close Mains Relay should be NORMALLY CLOSED when de-energised for fail safe reasons. Should the DC supply fail the mains will always be available. The output from the DSE solid state output when energised will OPEN the relay therefore isolating the mains supply.
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7 DIMENSIONS
Dimensions:165mm x 125mm x 29mm (6.5” x 4.9” x 1.2”)
Panel cutout:149mm x 109mm(5.9” x 4.3”)
Mounting Method:4 x 4.2mm diameter holes suitable for M4screws.
8 TYPICAL CONNECTIONS
F 2A
SS OSS OSS OSS O
SS O = So lid state outputs
= External 'Aut om ot ive' or 'Plug- in' type relays
41 2 3 5 6 7
2021
Auxiliary Outputs
++
8 9 10 11 12
Auxiliary AlarmInputs
+
Battery
F2A F
Crank
FuelStartermotor
Chargealt
+ +
Fuel output Start output
N
L1
L2
L3
Alternator Output
Load
Mechanical Interlock
N
L1
L2
L3
Mains / Utility supply
14SS O
Close Gen output
+
G M
Electrical Interlock
13SS O
Close mains output
FUSES 2A
Oil
Pre
ssure
Engin
ete
mpera
ture
Rem
ote
Sta
rt
Normally closedNormally open
16 17 18 19
Close mains relayClose gen relay +
*NOTE
* Close mains relay must be normally closedto ensure fail safe operation
15
Terminals suitable for 22-16 awg (0.6mm2-1.3mm
2 )field wiringTightening Torque = 0.8N-m (7lb-In)
End of Document
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I
720 AUTOMATIC MAINS FAILURE MODULE
OPERATING MANUAL
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II
INTENTIONALLY LEFT BLANK
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III
TABLE OF CONTENTS
1 INTRODUCTION 4
2 CLARIFICATION OF NOTATION USED WITHIN THIS PUBLICATION 4
3 OPERATION 5
3.1 MANUAL OPERATION 6
3.2 TEST OPERATION 7
3.3 AUTOMATIC OPERATION 8
3.4 PROTECTIONS 9
3.5 WARNINGS 9
3.6 SHUTDOWNS 10
4 FRONT PANEL CONFIGURATION 11
4.1 ACCESSING THE FRONT PANEL CONFIGURATION EDITOR 11
4.2 EDITING A PARAMETER 11
5 INSTALLATION INSTRUCTIONS 16
5.1 PANEL CUTOUT 16
5.2 CABLE GUIDES . 16
5.3 COOLING 16
5.4 UNIT DIMENSIONS AND REAR PANEL LAYOUT 17
5.5 FRONT PANEL LAYOUT 17
6 ELECTRICAL CONNECTIONS 18
6.1 CONNECTION DETAILS 18
6.1.1 CONNECTOR A 18
6.1.2 CONNECTOR B. 19
6.1.3 CONNECTOR C 19
6.2 ORDERING REPLACEMENT CONNECTORS FROM DSE 19
7 SPECIFICATION 20
8 COMMISSIONING 21
8.1 PRE-COMMISSIONING 21
9 FAULT FINDING 22
10 TYPICAL WIRING DIAGRAM 23
11 SOLID STATE OUTPUTS 24
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IV
1 INTRODUCTION
The DSE 720 automatic mains failure module has been primarily designed to monitor the
mains(utility) supply, starting the generator automatically should it fall out of limits,
transferring the load automatically to the generator. Once the mains (utility) has returned
the load is automatically transferred back to the mains (utility) and the generator cooled
down before it stops. If required the generator can be started and stopped manually.
The DSE 720 module monitors the mains (utility) supply indicating the status of the mains
via an LED. Additionally the module monitors the engine, indicating that the generator is
running via an LED. An LCD display is used to indicate further status and alarm conditions.
When a fault is detected the generator is automatically shut down, giving a true first up
fault condition.
Using the module’s front panel configuration editor it is possible to alter selective
operational sequences, timers and alarm trips. Comprehensive configuration and
monitoring is also available using the 700 series PC configuration software for Windows™.
The module is housed in a fully enclosed robust plastic case for front panel mounting,
offering a high IP rating of 56 with the optional gasket. Connections to the module are via
locking plug and sockets.
2 CLARIFICATION OF NOTATION USED WITHIN THIS PUBLICATION.
NOTE: Highlights an essential element of a procedure to ensure
correctness.
CAUTION! Indicates a procedure or practice which, if not strictly observed,
could result in damage or destruction of equipmen
WARNING! Indicates a procedure or practice, which could result in injury to
personnel or loss of life if not followed
Deep Sea Electronics Plc owns the copyright to this manual, which
cannot be copied, reproduced or disclosed to a third party without
prior written permission.
Compliant with BS EN 60950 Low Voltage Directive
Compliant with BS EN 50081-2 EMC Directive
Compliant with BS EN 50082-2 EMC Directive
C US UL Registered Component for USA & Canada
©
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V
3 OPERATION
The following description details the sequences followed by a module containing the
standard ‘factory configuration’. Always refer to your configuration source for the
exact sequences and timers observed by any particular module in the field.
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3.1 MANUAL OPERATION
This mode is activated by pressing the pushbutton. An LED indicator beside the button
confirms this action.
Press the button to begin the start sequence.
NOTE:- There is no Start Delay in this mode of operation.
If the pre-heat output option is selected this timer is then initiated, and the auxiliary
output selected is energised.
After the above delay the Fuel Solenoid is energised, then the Starter Motor is engaged.
The engine is cranked for a configurable period. If the engine fails to fire during this
cranking attempt then the starter motor is disengaged for the configurable rest period.
Should this sequence continue beyond the 3 cranking attempts, the start sequence will be
terminated and Fail to Start fault will be displayed.
When the engine fires, the starter motor is disengaged and locked out at 20Hz measured
from the
Alternator output.
After the starter motor has disengaged, the Safety On delay is activated.
‘Delayed’ alarms (underspeed, low oil pressure etc) will be monitored after the end of the
Safety On delay.
The generator will run off load, unless the mains (utility) supply fails or a Remote Start on
load signal is applied, at which point the load will be transferred to the generator so long as
the Warmup Timer (if configured) has expired.
The generator will continue to run on load regardless of the state of the mains (utility)
supply or remote start input until the Auto mode is selected.
If Auto mode is selected, and the mains supply is healthy with the remote start on load
signal not active, then the Remote Stop Delay Timer begins, after which, the load is
transferred to the mains (utility). The generator will then run off load allowing the engine a
cooling down period.
Selecting STOP (O) de-energises the FUEL SOLENOID, bringing the generator to a stop.
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VII
3.2 TEST OPERATION
This mode is activated by pressing the pushbutton. An LED indicator beside the button
confirms this action.
Press the button to begin the test sequence.
If the pre-heat output option is selected then the pre-heat timer is initiated, and the
corresponding auxiliary output (if configured) will energise.
After the above delay the Fuel Solenoid is energised, then ½ second later, the Starter
Motor is engaged.
The engine is cranked for a configurable period. If the engine fails to fire during this
cranking attempt then the starter motor is disengaged for the configurable rest period.
Should this sequence continue beyond the 3 cranking attempts, the start sequence will be
terminated and Fail to Start fault will be displayed.
When the engine fires, the starter motor is disengaged and locked out at 20Hz measured
from the Alternator output.
After the starter motor has disengaged, the Safety On delay is activated. ‘Delayed’ alarms
(underspeed, low oil pressure etc) will be monitored after the end of the Safety On delay.
The Warmup timer (if configured) is then followed.
NOTE:- The set will not be allowed to load until all delayed alarms indicate “normal”
operation. This prevents excessive wear on the damage that could be caused by
loading an engine with low oil pressure.
The load will be transferred to the generator and the set will run on load until Auto mode is
selected or STOP is pressed.
Selecting STOP (O) de-energises the FUEL SOLENOID, bringing the generator to a stop.
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VIII
3.3 AUTOMATIC OPERATION
This mode is activated by pressing the pushbutton. An LED indicator beside the
button confirms this action.
Should the mains (utility) supply fall outside the configurable limits for longer than the
period of the delay start timer, the mains (utility) is healthy indicator will extinguish.
Additionally, while in AUTO mode, the remote start input is monitored.
Whether the start sequence is initiated by mains (utility) failure, or by remote start input,
the following sequence is followed :
To allow for short term mains supply transient conditions or false remote start signals, the
Start Delay timer is initiated. After this delay, if the pre-heat output option is selected then
the pre-heat timer is initiated, and the corresponding auxiliary output (if configured) will
energise.
NOTE:- If the mains supply returns within limits, (or the Remote Startsignal is removed if the start sequence was initiated by remote start) duringthe Start Delay timer, the unit will return to a stand-by state.
After the above delays the Fuel Solenoid is energised, then ½ second later, the StarterMotor is engaged.
The engine is cranked for a configurable period. If the engine fails to fire during this
cranking attempt then the starter motor is disengaged for the configurable rest period.
Should this sequence continue beyond the 3 cranking attempts, the start sequence will be
terminated and Fail to Start fault will be displayed.
When the engine fires, the starter motor is disengaged and locked out at 20Hz measured
from the
Alternator output.
After the starter motor has disengaged, the Safety On delay is activated.
‘Delayed’ alarms (underspeed, low oil pressure etc) will be monitored after the end of the
Safety On delay.
The Warmup timer (if configured) is then followed.
NOTE:- The set will not be allowed to load until all delayed alarms indicate“normal” operation. This prevents excessive wear on the damage that couldbe caused by loading an engine with low oil pressure.
If the remote start is being used and has been configured to Remote start is on load, or
the mains (utility) has failed, the load will be transferred to the generator.
On the return of the mains supply, (or removal of the Remote Start signal if the set was
started by remote signal), the Stop delay timer is initiated, once it has timed out, the load
is transferred back to the mains (utility). The Cooling timer is then initiated, allowing the
engine a cooling down period off load before shutting down. Once the Cooling timer
expires the Fuel Solenoid is de-energised, bringing the generator to a stop.
Should the mains supply fall outside limits again (or the Remote Start signal be
re-activated) during the cooling down period, the load will be immediately transferred to
the generator.
Selecting STOP (O) de-energises the FUEL SOLENOID, bringing the generator to a stop.
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IX
3.4 PROTECTIONS
The module will indicate that an alarm has occurred by illuminating the relevant LED.
3.5 WARNINGS
Warnings are used to warn the operator of an impending fault but the engine continues to
run.
BATTERY CHARGE FAILURE, if the module does not detect a voltage from the warning
light terminal on the auxiliary charge alternator, the icon will illuminate. (Either 8 Volts
or 16 Volts depending on the configuration of Nominal DC Voltage).
LOW PLANT BATTERY ALARM The module’s DC supply is monitored and if it falls below
the configurable level an alarm is generated and the icon will illuminate.
INPUTS 1 AND 2 can be configured as warnings or shutdowns. The relevant icon will be
illuminated when the input is active.
The item is indication only (not an alarm). For instance this could indicate “System in
Auto”
The item has generated a Warning alarm condition.
V
!
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X
3.6 SHUTDOWNS
Shutdowns are latching and stop the Generator. The alarm must be cleared, and the fault
removed to reset the module. In the event of a shutdown the appropriate icon will be
illuminated
NOTE:- The alarm condition must be rectified before a reset will take
place. If the alarm condition remains it will not be possible to reset the unit
(The exception to this is the Low Oil Pressure alarm and similar ‘delayed
alarms’, as the oil pressure will be low with the engine at rest). Any
subsequent warnings or shutdowns that occur will be displayed steady,
therefore only the first-up shutdown will appear flashing.
FAIL TO START, if the engine does not fire after the pre-set 3 attempts at starting, a
shutdown will be initiated.
The icon will illuminate.
LOW OIL PRESSURE, if the module detects that the engine oil pressure has fallen below
the low oil pressure setting after the Safety On timer has expired, a shutdown will occur.
The icon will illuminate.
HIGH ENGINE TEMPERATURE if the module detects that the engine coolant
temperature has exceeded the high engine temperature setting after the Safety On timer
has expired, a shutdown will occur.
The icon will illuminate.
OVERSPEED / OVERFREQUENCY, if the engine speed exceeds the pre-set trip a
shutdown is initiated. Overspeed is not delayed, it is an immediate shutdown.
The icon will illuminate.
NOTE:- During the start-up sequence the overspeed trip level is extended to 24%
above the normal frequency for the duration of the safety timer to allow an extra trip
level margin. This is used to prevent nuisance tripping on start-up.
UNDERSPEED / UNDERFREQUENCY, if the engine speed falls below the pre-set trip
after the Safety On timer has expired, a shutdown is initiated.
The icon will illuminate.
INPUTS 1 AND 2 can be configured as warnings or shutdowns. The relevant icon will be
illuminated when the input is active.
The item is indication only (not an alarm). For instance this could indicate “System in
Auto”
(Flashing) The item has generated a Shutdown alarm condition.
FAILED TO REACH LOADING VOLTAGE, If the engine fires but the generator fails to
reach the loading voltage before the end of the Safety On timer a shutdown is initiated.
The icon will illuminate.
FAILED TO REACH LOADING FREQUENCY, If the engine fires but the generator fails to
reach the loading frequency before the end of the Safety On timer a shutdown is initiated.
The icon will illuminate.
!
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XI
4 FRONT PANEL CONFIGURATION
The DSE 720 module is fully configurable from the front panel or from the 7xx PC
configuration software.
4.1 ACCESSING THE FRONT PANEL CONFIGURATION EDITOR
NOTE:- Configuration mode can ONLY be entered when the module is in
the STOP mode and the engine is at rest.
Press the DOWN and STOP buttons to enter configuration mode.
The first configurable parameter is displayed.
In this example, the Start delay timer
(parameter 0) is currently set to 5s.
4.2 EDITING A PARAMETER
• Enter the editor as described above.
• Press + / - to scroll through the parameters to the one you want to change.
• Press to enter edit mode. The symbol will flash on the display to indicate that edit
mode has been entered.
• Press + / - to change the value to the desired parameter.
• Press to save the value and exit edit mode for this parameter.
• The symbol will be removed from the display to indicate that edit mode has been
exited.
• To select another value to edit, press the + / - buttons. Continuing to press the + and –
buttons will cycle through the adjustable parameters as shown in the following lists.
NOTE: To exit the front panel configuration editor at any time, press the
Stop/Reset button.
Ensure you have saved any changes you have made by pressing the button first .
and
Parameter(Start delay)
Current value(5 seconds)
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Parameter
0 - Start Delay 0 secs 60 mins 5 secs
1 - Preheat 0 secs 60 secs 0 secs
2 - Cranking Time 3 secs 60 secs 10 secs
3 - Crank Rest Time 3 secs 60 secs 10 secs
4 - Safety On Delay 8 secs 60 secs 8 secs
5 - Warm Up Time 0 secs 10 mins 0 secs
6 - Frequency Alarm Delay (gen transient delay) 0 secs 10 secs 0 secs
7 - Remote Stop Delay Time 0 secs 60 mins 30 secs
8 - Cooling Time 0 secs 30 mins 1 min
9 - ETS Hold Time 0 secs 60 secs 0 secs
10 - Fail To Stop Delay Time 10 secs 60 secs 60 secs
11 - Low DC Voltage Alarm Delay 0 secs 60 mins 5 mins
12 - Under Frequency 0 60Hz 40Hz
13 - Loading Frequency 20Hz 60Hz 47Hz
14 - Over Frequency 50Hz 72Hz 57Hz
15 - Loading Voltage 50V 333V 212V
16 - Over Current Alarm Limit 50% 120% 110%
17 - Over Current Alarm Type 0 2 1
Possible selections 0 - Warning
1 - Shutdown
2 - Electrical Trip
18 - Low DC Voltage Alarm Limit 0 25V 8V
19 - Charge Fail Voltage Alarm Limit 0V 25V 8V
s
20 - Low Oil Pressure 5 PSI 150 PSI 15 PSI
21 - High Engine Temperature 90°C 150°C 95°C
22 - Remote Start / Simulated Mains input 0 3 0
Possible selections : 0 - Remote start, close to activate
1 - Remote start, open to activate
2 - Simulated mains, close to activate
3 - Simulated mains, open to activate
23 - Aux Input 1 (see note 5) 0 9 8
Possible selections : 0 - Delayed, warning, close to activate
1 - Delayed, warning, open to active
2 - Immediate, warning, close to activate
3 - Immediate, warning, open to activate
4 - Delayed, shutdown, close to activate
5 - Delayed, shutdown. Open to activate
6 - Immediate, shutdown, close to activate
7 - Immediate, shutdown, open to activate
8 - Lamp test, close to activate
9 - Lamp test, open to activate
24 - Aux Input 1 delay 0 secs 10.0 secs 0
25 - Aux Input 2 (see note 6) 0 9 0
Possible selections : 0 - Delayed, warning, close to activate
1 - Delayed, warning, open to active
2 - Immediate, warning, close to activate
3 - Immediate, warning, open to activate
4 - Delayed, shutdown, close to activate
5 - Delayed, shutdown. Open to activate
6 - Immediate, shutdown, close to activate
7 - Immediate, shutdown, open to activate
8 - Electrical trip, close to activate
9 - Electrical trip, open to activate
26 -Aux Input 2 delay 0 sec 10.0 secs 0
Minimum Maximum Default
Timers
Generator
Engine
Input setting
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Parameter
27 - Aux Output 1 0 15 1
Possible selections : 0 - Unused
1 - Preheat Mode 0
2 - Air Flap
3 - Close Generator
4 - Energise to stop
5 - Engine Running
6 - Shutdown Alarm
7 - System in auto
8 - Auxiliary input 1 active
9 - Auxiliary input 2 active
10 - Preheat mode 1
11 - Preheat mode 2
12 - Preheat mode 3
13 - Warning Alarm
14 - Common Alarm
15 - Fail to start
28 - Aux Output 2 0 15 14
Possible selections : 0 - Unused
1 - Preheat Mode 0
2 - Air Flap
3 - Close Generator
4 - Energise to stop
5 - Engine Running
6 - Shutdown Alarm
7 - System in auto
8 - Auxiliary input 1 active
9 - Auxiliary input 2 active
10 - Preheat mode 1
11 - Preheat mode 2
12 - Preheat mode 3
13 - Warning Alarm
14 - Common Alarm
15 - Fail to start
NOTE:- The ‘preheat modes’ selectable for configurable outputs and LCD indicators
perform the following actions :
Preheat mode 0 - Preheat during preheat timer, ceasing at end of preheat timer.
Preheat mode 1 - Preheat during preheat timer and continue until engine stops
cranking.
Preheat mode 2 - Preheat during preheat timer and continue until the safety delay
timer has expired.
Preheat mode 3 - Preheat during preheat timer and continue until the warming timer
has expired.
In addition, in all preheat modes, preheat takes place during the crank rest timer
between crank cycles.
Minimum Maximum Default
Outputs
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Parameter
29 - LCD Indicator 1 0 15 8
Possible selections : 0 - Unused
1 - Preheat Mode 0
2 - Air Flap
3 - Close Generator
4 - Energise to stop
5 - Engine Running
6 - Shutdown Alarm
7 - System in auto
8 - Auxiliary input 1 active
9 - Auxiliary input 2 active
10 - Preheat mode 1
11 - Preheat mode 2
12 - Preheat mode 3
13 - Warning Alarm
14 - Common Alarm
15 - Fail to start
28 - LCD Indicator 2 0 15 9
Possible selections : 0 - Unused
1 - Preheat Mode 0
2 - Air Flap
3 - Close Generator
4 - Energise to stop
5 - Engine Running
6 - Shutdown Alarm
7 - System in auto
8 - Auxiliary input 1 active
9 - Auxiliary input 2 active
10 - Preheat mode 1
11 - Preheat mode 2
12 - Preheat mode 3
13 - Warning Alarm
14 - Common Alarm
15 - Fail to start
NOTE:- The ‘preheat modes’ selectable for configurable outputs and LCD indicators
perform the following actions :
Preheat mode 0 - Preheat during preheat timer, ceasing at end of preheat timer.
Preheat mode 1 - Preheat during preheat timer and continue until engine stops
cranking.
Preheat mode 2 - Preheat during preheat timer and continue until the safety delay
timer has expired.
Preheat mode 3 - Preheat during preheat timer and continue until the warming timer
has expired.
In addition, in all preheat modes, preheat takes place during the crank rest timer
between crank cycles.
Minimum Maximum Default
LCD Indicators
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Parameter
31 - Full Load Current Rating 5A 6000A 500A
32 - Current Transformer Primary 5A 6000A 500A
33 - Alternator Poles 2 8 4
34 - AC Topology (see note 1) 0 1 0
Possible selections : 0 - 3 phase, 4 wire
1 - Single phase, 2 wire
35 - Oil Pressure Display Units 0 1 0
Possible selections : 0 - Bar / PSI
1 - Kpa
36 - Oil pressure sender type 0 - Not used
1 - Digital closed for low oil pressure
2 - Digital open for low oil pressure
3 - VDO 5 bar
4 - VDO 10 bar
5 - Datcon 5 bar
6 - Datcon 10 bar
7 - Datcon 7 bar
8 - Murphy 7 bar
9 - User configured
37 - Coolant temperature sender type 0 – Not used
1 - Digital closed for high temperature
2 - Digital open for high temperature
3 - VDO 120°C
4 - Datcon high
5 - Datcon low
6 - Murphy
7 - Cummins
8 - PT100
9 - User configured
38 - Immediate Mains Dropout 0 1 1
Possible selections : 0 - No
1 - Yes
39 - Mains Undervolt Trip 50V 333V 184V
40 - Mains Undervolt Return 50V 333V 207V
41- Mains Overvolt Return 50V 333V 253V
42 - Mains Overvolt Trip 50V 333V 276V
43 - Mains transient Delay 0 sec 30 sec 0 sec
Minimum Maximum Default
Misc
Mains
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5 INSTALLATION INSTRUCTIONS
The model DSE 720 Module has been designed for front panel mounting. Fixing is by 4 x
4mm screws into the panel fascia.
5.1 PANEL CUTOUT
182mm x 137mm (7.17” x 5.39”) Maximum panel thickness – 8mm (0.3”)
In conditions of excessive vibration the module should be mounted on suitable
anti-vibration mountings.
5.2 CABLE GUIDES
The model 720 has integral cable clamp/guides fitted to the rear of the module. These
enable the panel wiring to be tethered to the clamps helping to guide the cables neatly
around the panel. The clamps are designed for cable tie attachments and are spaced to
match the sticky backed cable tie bases commonly used in this type of application.
HINT!:- The cables can be placed in three different positions, above the
clamps, between the clamps and below the clamps. Showing rear view of
module without cables Showing cable between the clamps
Showing rear view of module without cables Showing cable between the
clamps
5.3 COOLING
The module has been designed to operate over a wide temperature range -30ºC to
+70ºC. Allowances should be made for the temperature rise within the control panel
enclosure. Care should be taken NOT to mount possible heat sources near the module
unless adequate ventilation is provided. The relative humidity inside the control panel
enclosure should not exceed 93%.
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XVII
5.4 UNIT DIMENSIONS AND REAR PANEL LAYOUTMounting holes suitable for 4 x 4mm screws
209.00[8.228 in]
196.00[7.717 in]
146.
00[5
.748
in]
103.
50[4
.075
in]
4.00[.157 in]
26.30[1.035 in]
Mounting holes suitable for 4 x 4mm screws
5.5 FRONT PANEL LAYOUT
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6 ELECTRICAL CONNECTIONS
6.1 CONNECTION DETAILS
The following describes the connections and recommended cable sizes to the 3 plugs and
sockets on the rear of the Module.
Termination at the plug is by screw terminal : Tightening torque 0.8Nm (7 lb-in)
6.1.1 CONNECTOR A
1 Plant supply negative 2.5mm2 (13 AWG)
2 Plant supply positive 2.5mm2 (13 AWG) Fuse at 2A anti-surge
3 Emergency stop input 1.0mm2 (18 AWG) Switch to battery
positive, OPEN to STOP
the set.
4 Fuel output 1.0mm2 (18 AWG) Connect to Fuel slave
relay coil
5 Start output 1.0mm2 (18 AWG) Connect to Start slave
relay coil
6 Configurable output 1 1.0mm2 (18 AWG)
7 Configurable output 2 1.0mm2 (18 AWG)
8 Mains loading switch output 1.0mm2 (18 AWG) Connect to Mains slave
relay coil
9 Generator loading switch output 1.0mm2 (18 AWG) Connect to Gen slave
relay coil
10 Charge Fail / Excite 2.5mm2 (13 AWG) Do not connect to
ground (battery -ve)
11 LOP input 0.5mm2 (20 AWG) Sender / Switch( to plant
supply negative) input
12 HET input 0.5mm2 (20 AWG) Sender / Switch( to plant
supply negative) input
13 Sender/Switch common 0.5mm2 (20 AWG) Requires a contact to
plant supply negative.
NOTE:- Emergency stop input is normally closed to positive, open to STOP the
set. If Emergency Stop is not required you must connect a permanent positive signal
onto terminal 3.
NOTE:- Fuel, Start, configurable output 1, configurable output 2, mains loading
switch and generator loading switch outputs are Solid State Outputs that switch to
battery positive when active. See section entitled “Solid State Outputs” elsewhere in
this manual for further details.
NOTE:- The Close Mains Slave relay should be NORMALLY CLOSED when
deenergised for fail safe reasons. Should the DC supply fail the mains will always be
available. The output from the DSE solid state output will energise to OPEN the relay
and isolate the mains supply from the load.
NOTE:- Terminal 13, sender common must be connected to a sound earth point on
the engine block, or battery negative. The connection to terminal 13 must not be used
for any other purpose.
NOTE:- When using Switches instead of senders (oil pressure / coolant temp)
connect the switch from T13 to the relevant input (T11 = oil press, T12 = coolant
temp) AND connect T13 to battery negative.
PIN DESCRIPTION CABLE SIZE NOTES
No
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6.1.2 CONNECTOR B
PIN DESCRIPTION CABLE SIZE NOTES
No
14 Remote Start / Simulated Mains 0.5mm2 (20 AWG) Requires a contact to plant
input supply negative.
15 Configurable input 1 0.5mm2 (20 AWG) Requires a contact to plant
supply negative.
16 Configurable input 2 0.5mm2 (20 AWG) Requires a contact to plant
supply negative.
17 Functional Earth 2.5mm2 (13 AWG) Connect to a good, clean
Earth point
18 Generator Current L1 i/p 2.5mm2 (18 AWG) Connect to Gen L1 CT
19 Generator Current L2 i/p 2.5mm2 (18 AWG) Connect to Gen L2 CT
20 Generator Current L3 i/p 2.5mm2 (18 AWG) Connect to Gen L3 CT
21 Generator Current Common i/p 2.5mm2 (18 AWG) Connect to Gen CT common
NOTE:- Remote Start / Simulated Mains function is configurable using either the
front panel configuration editor or the 72x PC configuration software.
NOTE:- Current inputs are rated at 5A maximum. If it is required to measure
overload, then the CT should be sized to cater for this. Ie for 100A set, fit 120A:5A CTs
to allow the module to measure 20% overload without exceeding the module’s 5A
specification.
6.1.3 CONNECTOR C
22 Mains(Utility)voltage L1 i/p 1.0mm2 (18 AWG) Connect to Mains L1
23 Mains(Utility)voltage L2 i/p 1.0mm2 (18 AWG) Connect to Mains L2
24 Mains(Utility)voltage L3 i/p 1.0mm2 (18 AWG) Connect to Mains L3
25 Mains(Utility)voltage Neutral i/p 1.0mm2 (18 AWG) Connect to Mains Neutral
26 Generator voltage L1 i/p 1.0mm2 (18 AWG) Connect to Generator L1 out
put
27 Generator voltage Neutral i/p 1.0mm2 (18 AWG) Connect Generator Neutral
6.2 ORDERING REPLACEMENT CONNECTORS FROM DSE
A (1-13) BL13 PCB connector 5.08mm plug 007-104
B (14-22) BL08 PCB connector 5.08mm plug 007-125
C (23-27) BL06 PCB connector 7.62mm plug 007-432
PIN DESCRIPTION CABLE SIZE NOTES
No
Connector Description DSE Part No.
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7 SPECIFICATION
DC Supply 8.0V to 35V Continuous.
Cranking Dropouts Able to survive 0V for 50mS, providing supply was at
least 10V before dropout and supply recovers to 5V.
This is achieved without the need for internal
batteries.
Typical Standby Current 145mA at 12V. 150mA at 24V
Max. Operating Current 180mA at 12V. 190mA at 24V
Alternator / Mains (Utility) Input
Range
Single phase 2 wire system 35V AC - 277V AC (ph-N) (+20%)
3Phase 4Wire System 35V AC - 277V AC (ph-N) 3 Phase 4wire (+20%)
(Must be at least 15V during engine cranking)
Alternator / Mains (Utility) Input
Frequency 50Hz - 60 Hz at rated engine speed
Start Output 2.4 Amp DC at supply voltage.
Fuel Output 2.4 Amp DC at supply voltage.
Auxiliary Outputs 1.2 Amp DC at supply voltage.
Dimensions 209mm x 146mm (8.23” x 5.75”)
Panel cut-out 182mm x 137mm (7.17” x 5.39”)
Maximum panel thickness – 8mm (0.3”)
Charge Fail / Excitation Range 12 Volts nominal = 8 Volts Charge fail
24 Volts nominal = 16 Volts Charge fail
Current Transformer Specification 5A 0.5VA secondary winding
Operating Temperature Range -30°C to +70°C
Electromagnetic Compatibility BS EN 50081-2 EMC Generic Emission Standard
(Industrial)
BS EN 50082-2 EMC Generic Immunity Standard
(Industrial)
Electrical Safety BS EN 60950 Safety of I.T. equipment, including
electrical business equipment.
Cold Temperature BS EN 60068-2-1 to –30°C
Hot Temperature BS EN 60068-2-2 to +70°C
Humidity BS2011-2-1 to 93% RH @ 40°C for 48 Hours
Vibration BS EN60068-2-6
10 sweeps at 1 octave/minute in each of 3 major
axes.
5Hz to 8Hz @ +/-7.5mm constant displacement
8Hz to 500Hz @ 2gn constant acceleration
Shock BS EN 60068-2-27
3 Half sine shocks in each of 3 major axes
15gn amplitude, 11mS duration
Applicable Standards Compliant with BS EN 60950 Low Voltage Directive
Compliant with BS EN 50081-2: 1992 EMC Directive
Compliant with BS EN 61000-6-4: 2000 EMC
Directive
Compliance to European Legislation
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8 COMMISSIONING
8.1 PRE-COMMISSIONING
Before the system is started, it is recommended that the following checks are made:-
The unit is adequately cooled and all the wiring to the module is of a standard and rating
compatible with the system.
The unit DC supply is fused and connected to the battery and that it is of the correct
polarity.
To check the start cycle operation take appropriate measures to prevent the engine from
starting (disable the operation of the fuel solenoid). After a visual inspection to ensure it is
safe to proceed, connect the battery supply. Select “MANUAL” and press the START button.
The unit start sequence will commence.
The starter will engage and operate for the pre-set crank period. After the starter motor
has attempted to start the engine for the pre-set number of attempts the LCD will display
‘Failed to start’.
Restore the engine to operational status (reconnect the fuel solenoid), again select
“MANUAL” and press the START button. This time the engine should start and the starter
motor should disengage automatically. If not then check the engine is fully operational
(fuel available, etc.) and that the fuel solenoid is operating. The engine should now run up
to operating speed. If not, and an alarm is present, check the alarm condition for validity,
then check input wiring. The engine should continue to run for an indefinite period.
Select “AUTO” on the front panel, the engine will run for the pre-set cooling down period,
then stop. The generator should stay in the standby mode. If not check that there is not a
signal present on the Remote start input and that the mains (utility) supply is healthy and
available.
Initiate an automatic start by supplying the remote start signal or failing the mains (utility)
supply. The start sequence will commence and the engine will run up to operational speed.
Once the generator is available a load transfer will take place, the Generator will accept the
load. If not, check the wiring to the Generator switching device.
Remove the remote start signal and/or ensure the mains (utility) supply is healthy, the
return sequence will start. After the pre-set time period, the load will be removed from the
generator. The generator will then run for the pre-set cooling down period, then shutdown
into it’s standby mode.
If despite repeated checking of the connections between the 720 and the customer’s
system, satisfactory operation cannot be achieved, then the customer is requested to
contact the factory for further advice on:-
INTERNATIONAL TEL: +44 (0) 1723 890099
INTERNATIONAL FAX: +44 (0) 1723 893303
E-mail: [email protected]
Website : www.deepseaplc.com
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XXII
9 FAULT FINDING
Unit is inoperative Check the battery and wiring to the unit. Checkthe DC supply. Check the DC fuse.
Unit shuts down Check DC supply voltage is not above 35 Volts orbelow 9 Volts Check the operating temperature isnot above 70 °C. Check the DC fuse.
Low oil Pressure fault operates Check engine oil pressure. Check oil pressureafter engine has fired switch and wiring. Check switch polarity is correct
(i.e. Normally Open or Normally Closed).
High engine temperature fault Check engine temperature. Check switch andoperates after engine has fired. wiring. Check switch polarity is correct (i.e.
Normally Open or Normally Closed).
Shutdown fault operates Check relevant switch and wiring of faultindicated by the illuminated LED. Checkconfiguration of input.
Warning fault operates Check relevant switch and wiring of faultindicated by the illuminated LED. Checkconfiguration of input.
Fail to Start is activated after Check wiring of fuel solenoid. Check fuel. Checkpre-set number of attempts to battery supply. Check battery supply is presentstart on the Fuel output of the module. Refer to engine
manual.
Continuous starting of generator Check that mains (utility) supply is healthy andwhen in AUTO check that it’s protection fuses are in place and
are not blown. Check that there is no signalpresent on the “Remote Start” input.
Generator fails to start on receipt If remote start fault, check signal is on (utility)of Remote Start signal or mains supply failure. “Remote Start” input. Confirm that
the input is configured to be used as “RemoteStart”.
Pre-heat inoperative Check wiring to engine heater plugs. Checkbattery supply. Check battery supply is presenton the Pre-heat output of module. Check pre-heat has been selected in your configuration.
Starter motor inoperative Check wiring to starter solenoid. Check batterysupply. Check battery supply is present on theStarter output of module. NB all the outputs are negative switching.
Fuel solenoid inoperative Check wiring to fuel solenoid. Check batterysupply. Check battery supply is present on thefuel output of module. NB all the outputs arenegative switching.
Engine runs but generator will not Check that the output is working, NB all outputstake load are negative switching.
NOTE:- The above fault finding is provided as a guide check-list only. As it ispossible for the module to be configured to provide a wide range of differentfeatures always refer to the source of your module configuration if in doubt.
NOTE:- All the outputs are solid state and switch to battery positive whenactive.
SYMPTOM POSSIBLE REMEDY
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XXIII
10 TYPICAL WIRING DIAGRAMS
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XXIV
Battery neg ati ve (-)
Solid state output from DSE module
eg. Terminal 4 o f 720 - F UEL
Fuel Solenoid
(+ terminal )
* Observe p ola rity whe n us ing
relays fitted with integ ral diodes !
*
A D
B C
Battery pos itive (+ )
Solid State Outputfrom DSE Module Pin
Automotiverelay Pin
8 Pin Plugin relay Function
4 86 7 Fuel Output
85 2 To Negative supply
30 1 To Positive supply via fuse
AB
C
D 87 3 To Fuel Solenoid
11 SOLID STATE OUTPUTS
DSE’s utilisation of Solid State Outputs gives many advantages, the main points being:
No Moving Parts
Fully Overload / Short Circuit Protected.
Smaller dimensions hence lighter, thinner and cheaper than conventional relays.
Less power required making them far more reliable.
This type of output is normally used with an automotive or plug in relay.
Battery negative (-)
NOTE :- The Close Mains Relay should be NORMALLY CLOSED when de-energised
for fail safe operation. Should the DC supply fail the mains will always be available. The
output from the DSE solid state output when energised will OPEN the relay therefore
isolating the mains supply.
Example of relay pins connected to DSE solid state output to drive a fuel solenoid.
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XXVIII
INTENTIONALLY LEFT BLANK
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6122 AUTOMATIC MAINS FAILURE MODULE
OPERATING MANUAL
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DSEULTRA®
DSE6000 Quick Start GuideDocument Number 057-102
Author : John Ruddock
COMPLEXSOLUTIONSMADESIMPLE. DSE
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Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 14/04/2009 JR 2
DSE
R
Deep Sea Electronics Plc
Highfield House
Hunmanby
North Yorkshire
YO14 0PH
ENGLAND
Sales Tel: +44 (0) 1723 890099
Sales Fax: +44 (0) 1723 893303
E-mail: [email protected]
Website: www.deepseaplc.com
DSE Model 6000 series Control and Instrumentation System Operators Manual
© Deep Sea Electronics Plc
All rights reserved. No part of this publication may be reproduced in any material form
(including photocopying or storing in any medium by electronic means or other) without
the written permission of the copyright holder except in accordance with the provisions of
the Copyright, Designs and Patents Act 1988.
Applications for the copyright holder’s written permission to reproduce any part of this
publication should be addressed to Deep Sea Electronics Plc at the address above.
The DSE logo and the names DSEUltra, DSEControl, DSEPower, DSEExtra, DSEMarine and
DSENet are UK registered trademarks of Deep Sea Electronics PLC.
Any reference to trademarked product names used within this publication is owned by their
respective companies.
Deep Sea Electronics Plc reserves the right to change the contents of this document
without prior notice.
Amendments since last publication
Amd. No. Comments
NOTE: Highlights an essential element of a procedure to ensure
correctness.
CAUTION! Indicates a procedure or practice, which, if not strictly
observed, could result in damage or destruction of equipment.
WARNING! Indicates a procedure or practice, which could result in injury to
personnel or loss of life if not followed correctly.
Clarification of notation used within this publication.
DSE Model 6000 Series Quick Start Guide
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TABLE OF CONTENTS
Section Page
1 BIBLIOGRAPHY .....................................................................................4
1.1 INSTALLATION INSTRUCTIONS.........................................................4
1.2 TRAINING GUIDES..........................................................................4
1.3 MANUALS......................................................................................4
2 INTRODUCTION ....................................................................................5
3 DESCRIPTION OF CONTROLS .................................................................6
3.1 QUICKSTART GUIDE ....................................................................8
3.1.1 STARTING THE ENGINE..........................................................8
3.1.2 STOPPING THE ENGINE .........................................................8
3.2 VIEWING THE INSTRUMENTS.......................................................9
4 OPERATION.........................................................................................10
4.1 ECU OVERRIDE..................... .....................................................10
4.2 AUTOMATIC MODE .....................................................................11
4.2.1 WAITING IN AUTO MODE .......... ...........................................11
4.2.2 STARTING SEQUENCE .............. ...........................................11
4.2.3 ENGINE RUNNING .......... ....................................................12
4.2.4 STOPPING SEQUENCE .........................................................12
4.3 MANUAL MODE...........................................................................13
4.3.1 WAITING IN MANUAL MODE ... ..............................................13
4.3.2 STARTING SEQUENCE ............ .............................................13
4.3.3 ENGINE RUNNING .......................... ....................................14
4.3.4 STOPPING SEQUENCE .........................................................14
4.4 TEST MODE OF OPERATION........................................................ 15
4.4.1 WAITING IN TEST MODE ................. .................................... 15
4.4.2 STARTING SEQUENCE ...................... .................................. 15
4.4.3 ENGINE RUNNING .............................................................. 16
Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 JR 3
DSE Model 6000 Series Quick Start Guide
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1 BIBLIOGRAPHY
This document refers to and is referred to by the following DSE publications which can
be obtained from the DSE website www.deepseaplc.com
1.1 INSTALLATION INSTRUCTIONS
Installation instructions are supplied with the product in the box and are
intended as a ‘quick start’ guide only.
053-059 6110 installation instructions
053-060 6120 installation instructions
053-061 6130 installation instructions
1.2 TRAINING GUIDES
Training Guides are produced to give ‘handout’ sheets on specific subjects
during training sessions.
056-005 Using CTs with DSE products
056-010 Overcurrent protection
056-022 Breaker Control
056-029 Smoke Limiting
056-030 Module PIN codes
1.3 MANUALS
057-004 Electronic Engines and DSE wiring manual
057-100 6000 Series Configuration Suite manual
DSE PART DESCRIPTION
DSE PART DESCRIPTION
DSE PART DESCRIPTION
Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 14/04/2009 JR 4
DSE Model 6000 Series Quick Start Guide
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2 INTRODUCTION
This document details the installation and operation requirements of the DSE6000
Series modules, part of the DSEUltra® range of products.
The manual forms part of the product and should be kept for the entire life of the
product. If the product is passed or supplied to another party, ensure that this
document is passed to them for reference purposes.
This is not a controlled document. You will not be automatically informed of updates.
Any future updates of this document will be included on the DSE website at
www.deepseaplc.com
The DSE 6100 series module has been designed to allow the operator to start and
stop the engine/generator, and if required, transfer the load.
The user also has the facility to view the system operating parameters via the LCD
display.
The DSE 6100 module monitors the engine, indicating the operational status and fault
conditions, automatically shutting down the engine and giving a true first up fault
condition of an engine failure. The LCD display indicates the fault.
The powerful microprocessor contained within the module allows for incorporation of a
range of enhanced features:
Text based LCD display
Voltage monitoring.
Engine parameter monitoring.
Fully configurable inputs for use as alarms or a range of different functions.
Engine ECU interface to electronic engines (specify on ordering)
Magnetic pickup interface for engine only applications (specify on ordering)
Using a PC and the 6000 series configuration software allows alteration of selected
operational sequences, timers and alarm trips.
Additionally, the module’s integral fascia configuration editor allows adjustment of this
information.
A robust plastic case designed for front panel mounting houses the module.
Connections are via locking plug and sockets.
True RMS
DSE Model 6000 Series Quick Start Guide
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DSE Model 6000 Series Quick Start Guide
3 DESCRIPTION OF CONTROLS
The following section details the function and meaning of the various controls on the
module.
Main status display Common Alarm
Indicator
Start engine
Display Scroll button
Alarm
mute/lamp test
Select
Auto mode
Select
Test mode
(DSE 6120 only)Select
Manual mode
Select
Stop mode
Info button
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DSE Model 6000 Series Quick Start Guide
Generator Available
Generator On Load
Mains On Load
(DSE 6120 only)
Mains Available
(DSE 6120 only)
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DSE Model 6000 Series Quick Start Guide
3.1 QUICKSTART GUIDE
This section provides a quick start guide to the module’s operation.
3.1.1 STARTING THE ENGINE
NOTE :- For further details, see the section entitled ‘OPERATION’ elsewhere in this
manual.
3.1.2 STOPPING THE ENGINE
NOTE:- For further details, see the section entitled ‘OPERATION’ elsewhere in this
manual.
...Then, press the
Start button to
crank the engine
First press
Manual mode
Select Stop/Reset
mode. The generator
is stopped.
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DSE Model 6000 Series Quick Start Guide
3.2 VIEWING THE INSTRUMENTS
It is possible to scroll to display the different pages of information by repeatedly operating
the scroll button
Once selected the page will remain on the LCD display until the user selects a different page
or after an extended period of inactivity, the module will revert to the status display.
When scrolling manually, the display will automatically return to the Status page if no
buttons are pressed for the duration of the configurable LCD Page Timer.
If an alarm becomes active while viewing the status page, the display shows the Alarms
page to draw the operator’s attention to the alarm condition.
Metering: Generator Voltage, 3-phase, L-L and L-N
Generator Amps L1, L2 and L3 (On/Off selectable in software)
Generator Frequency
Mains Voltage, 3-phase, L-L and L-N
Battery Voltage
Engine hours Run
Oil Pressure Gauge
Engine Temperature Gauge
Fuel Level
Fail to Start
Indicators:
Fail to Stop
Low Oil pressure
High Engine Temperature
Under/Over-speed
Under/Over voltage – Warning, Shutdown or Electrical Trip
Emergency Stop
Failed to reach loading voltage
Failed to reach loading frequency
Charge Fail
Over Current – Warning, Shutdown or Electrical Trip
Low DC Voltage
+ AMF indications
+ CAN diagnostics
At power up, the display will display the software version, then display the default
display screen, which will display Generator Frequency.
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When the ECU powered down (as is normal when in STOP mode), it is not possible to read
the diagnostic trouble codes or instrumentation. Additionally, it is not possible to use the
engine manufacturers’ configuration tools.
As the ECU is usually unpowered when the engine is not running, it must be turned on
manually as follows :
Select STOP mode on the DSE controller.
Press and hold the START button to power the ECU. As the controller is in STOP mode,
the engine will not be started.
Continue to hold the start button for as long as you need the ECU to be powered.
The ECU will remain powered until a few seconds after the START button is released.
This is also useful if the engine manufacturer’s tools need to be connected to the engine, for
instance to configure the engine as the ECU needs to be powered up to perform this
operation.
DSE Model 6000 Series Quick Start Guide
4 OPERATION
4.1 ECU OVERRIDE
NOTE:- ECU Override function is only applicable to the CAN variant of the6100 series controller.
NOTE:- Depending upon system design, the ECU may be powered orunpowered when the module is in STOP mode. ECU override is onlyapplicable if the ECU is unpowered when in STOP mode.
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DSE Model 6000 Series Quick Start Guide
Activate auto mode by pressing the pushbutton. The icon is displayed to indicate Auto Modeoperation if no alarms are present.
Auto mode will allow the generator to operate fully automatically, starting and stopping as required withno user intervention.
4.2.1 WAITING INAUTO MODE
If a starting request is made, the starting sequence will begin.
Starting requests can be from the following sources :
Mains failure (DSE6120 only)
Activation of an auxiliary input that has been configured to remote start
Activation of the inbuilt exercise scheduler.
4.2.2 STARTING SEQUENCE
To allow for ‘false’start requests, the start delay timer begins.
Should all start requests be removed during the start delay timer, the unit will return to a stand-by state.
If a start request is still present at the end of the start delay timer, the fuel relay is energised and theengine will be cranked.
NOTE:-If a digital input configured to panel lock is active, changingmodule modes will not be possible. Viewing the instruments and eventlogs is NOT affected by panel lock.
4.2 AUTOMATIC MODE
If the engine fails to fire during this cranking attempt then the starter motor is disengaged for the crankrest duration after which the next start attempt is made. Should this sequence continue beyond the setnumber of attempts, the
start sequence will be terminated and the display shows Fail to Start.
When the engine fires, the starter motor is disengaged. Speed detection is factory configured to bederived from the main alternator output frequency but can additionally be measured from a Magnetic Pickup mounted on the flywheel (Selected by PC using the 3000 series configuration software).
Additionally, rising oil pressure can be used to disconnect the starter motor (but cannot detectunderspeed or overspeed).
NOTE:- If the unit has been configured for CAN, compatible ECU’s will receive the start command via CAN.
After the starter motor has disengaged, the Safety On timer activates, allowing Oil Pressure, High
Engine Temperature, Under-speed, Charge Fail and any delayed Auxiliary fault inputs to stabilise
without triggering the fault.
NOTE:- If the unit has been configured for CAN, speed sensing is via CAN.
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DSE Model 6000 Series Quick Start Guide
4.2.3 ENGINE RUNNING
Once the engine is running and all starting timers have expired, the animated icon is
displayed.
DSE6110 - The generator will be placed on load if configured to do so.
NOTE:-The load transfer signal remains inactive until the Oil Pressure hasrisen. This prevents excessive wear on the engine.
4.2.4 STOPPING SEQUENCE
The return delay timer operates to ensure that the starting request has been permanently
removed and isn’t just a short term removal. Should another start request be made during
the cooling down period, the set will return on load.
If there are no starting requests at the end of the return delay timer, the load is removed
from the generator to the mains supply and the cooling timer is initiated.
The cooling timer allows the set to run off load and cool sufficiently before being stopped.
This is particularly important where turbo chargers are fitted to the engine.
After the cooling timer has expired, the set is stopped.
If all start requests are removed, the stopping sequence will begin.
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DSE Model 6000 Series Quick Start Guide
NOTE:- If a digital input configured to panel lock is active, changingmodule modes will not be possible. Viewing the instruments and eventlogs is NOT affected by panel lock.
After the starter motor has disengaged, the Safety On timer activates, allowing Oil
Pressure, High Engine Temperature, Under-speed, Charge Fail and any delayed Auxiliary
fault inputs to stabilise without triggering the fault.
If the engine fails to fire during this cranking attempt then the starter motor is disengaged
for the crank rest duration after which the next start attempt is made. Should this
sequence continue beyond the set number of attempts, the start sequence will be
terminated and the display shows Fail to Start.
When the engine fires, the starter motor is disengaged. Speed detection is factory
configured to be derived from the main alternator output frequency but can additionally be
measured from a Magnetic Pickup mounted on the flywheel (Selected by PC using the 3000
series configuration software).
Additionally, rising oil pressure can be used disconnect the starter motor (but cannot
detect underspeed or overspeed).
NOTE:- If the unit has been configured for CAN, compatible ECU’s willreceive the start command via CAN.
The fuel relay is energised and the engine is cranked.
NOTE:- There is no start delay in this mode of operation.
4.3.2 STARTING SEQUENCE
Manual mode allows the operator to start and stop the set manually, and if required change
the state of the load switching devices. Module mode is active when the button is
pressed.
4.3.1 WAITING IN MANUAL MODE
To begin the starting sequence, press the button. If ‘protected start’ is disabled, the start
sequence begins immediately.
If ‘Protected Start’ is enabled, the icon is displayed to indicate Manual mode and the
manual LED flashes. The button must be pressed once more to begin the start sequence.
4.3 MANUAL MODE
NOTE:- If the unit has been configured for CAN, speed sensing is via CAN.
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DSE Model 6000 Series Quick Start Guide
4.3.3 ENGINE RUNNINGIn manual mode, the load is not transferred to the generator unless a ‘loading
request’ is made. A loading request can come from a number of sources.
Detection of mains failure (DSE6120 only)
Activation of an auxiliary input that has been configured to remote start on load
Activation of the inbuilt exercise scheduler if configured for ‘on load’ runs.
NOTE:-The load transfer signal remains inactive until the Oil Pressure hasrisen. This prevents excessive wear on the engine.
Once the load has been transferred to the generator, it will not be automatically
removed. To manually transfer the load back to the mains either:
Press the auto mode button to return to automatic mode. The set will observe
all auto mode start requests and stopping timers before beginning the Auto
mode stopping sequence.
Press the stop button
De-activation of an auxiliary input that has been configured to remote start on
load
4.3.4 STOPPING SEQUENCE
In manual mode the set will continue to run until either :
The stop button is pressed – The set will immediately stop
The auto button is pressed. The set will observe all auto mode start requests
and stopping timers before beginning the Auto mode stopping sequence.
Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 14/04/2009 JR 14SE
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DSE Model 6000 Series Quick Start Guide
4.4 TEST MODE OF OPERATION
NOTE:- Test Mode is only applicable to DSE7220/DSE7320 controllers.
NOTE:- If a digital input configured to panel lock is active, changing
module modes will not be possible. Viewing the instruments and event
logs is NOT affected by panel lock.
Activate test mode be pressing the pushbutton. An LED indicator beside the button
confirms this action.
Test mode will start the set and transfer the load to the generator to provide a Test on load
function.
4.4.1 WAITING IN TEST MODE
When in test mode, the set will not start automatically.
To begin the starting sequence, press the button.
4.4.2 STARTING SEQUENCE
The set begins to crank.
Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 JR 15
NOTE:- If the unit has been configured for CAN, compatible ECU's willreceive the start command via CAN.
If the engine fails to fire during this cranking attempt then the starter motor is disengaged
for the crank rest duration after which the next start attempt is made. Should this sequence
continue beyond the set number of attempts, the start sequence will be terminated and the
display shows Fail to Start.
When the engine fires, the starter motor is disengaged. Speed detection is factory
configured to be derived from the main alternator output frequency but can additionally be
measured from a Magnetic Pickup mounted on the flywheel (Selected by PC using the 7000
series configuration software).
Additionally, rising oil pressure can be used disconnect the starter motor (but cannot
detect underspeed or overspeed).
After the starter motor has disengaged, the Safety On timer activates, allowing Oil
Pressure, High Engine Temperature, Under-speed, Charge Fail and any delayed Auxiliary
fault inputs to stabilise without triggering the fault.
NOTE:- If the unit has been configured for CAN, speed sensing is via CAN.
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DSE Model 6000 Series Quick Start Guide
4.4.3 ENGINE RUNNING
Once the engine is running, the Warm Up timer, if selected, begins, allowing the
engine to stabilise before accepting the load.
Load will be automatically transferred from the mains supply to the generator.
Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 14/04/2009 JR 16
In test mode, the set will continue to run on load until either:
The stop button is pressed – The set will immediately stop
The auto button is pressed. The set will observe all auto mode start requests
and stopping timers before beginning the Auto mode stopping sequence.
NOTE:-The load transfer signal remains inactive until the Oil Pressurehas risen. This prevents excessive wear on the engine.
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Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 JR 17SE
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Deep Sea Electronics Plc.
Tel:+44 (0)1723 890099
Fax: +44 (0)1723 893303
LO CALL (from UK BT landlines)
Telephone 0845 260 8933
Email: [email protected]
Web: www.deepseaplc.com
Deep Sea Electronics inc.
Phone: +1 (815) 316-8706
Fax: +1 (815) 316- 8708
TOLL FREE (USA only) :
Tel: 1 866 636 9703
Email: [email protected]
Web: www.deepseausa.com
Deep Sea Electronics Plc.
(Far East)
Tel:+66 2 670 6228
Fax: +66 2 678 3028
Email: [email protected]
Web: www.deepseaplc.com
053-059
ISSUE 1 D E E P S E A E L E C T R O N I C S
DSE
R
DSE6110 Installation Instructions
Enter Pin
ACCESSING THE FRONT PANEL EDITOR (FPE)
The module must be in STOP mode with the engine at rest before configuration mode can
be accessed.
To enter the ‘configuration mode’ press both the INFO and STOP buttons together.
ENTERING THE CONFIGURATION EDITOR PIN NUMBER
If the module PIN number has been set, the PIN number request is then shown. The
configuration cannot be viewed or changed until the PIN number is correctly entered.
The first * is flashing. Press + or – buttons to adjust it to the correct value for the first
digit of the PIN number.
Press when the first digit is correctly entered.
The entered digit will turn back to a * to maintain security.
Enter the remaining digits of the pin number using the same method.
If the Configuration PIN has been entered successfully (or the PIN number has not been set
in the module) the first configurable parameter is displayed.
EDITING A PARAMETER
Enter the editor as described above.
Press to select the required ‘page’ as detailed below.
Press (+) to select the next parameter or (-) to select the previous parameter within the
current page.
When viewing the parameter to be changed, press the ( ) button.The value begins to
flash.
Press (+) or (-) to adjust the value to the required setting.
Press ( ) the save the current value, the value ceases flashing.
Press and hold the ( ) button to exit the editor.
NOTE: - Values representing pressure will be displayed in Bar. Values representing temperature
are displayed in degrees Celsius.
NOTE:- To exit the front panel configuration editor at any time, press and hold the ( ) button.
Ensure you have saved any changes you have made by pressing the button first.
NOTE:- When the editor is visible, it is automatically exited after 5 minutes of inactivity to ensure
security.
NOTE:- The PIN number is automatically reset when the editor is exited (manually orautomatically) to ensure security.
NOTE:- When is pressed after editing the final PIN digit, the PIN is checkedfor validity. If the number is not correct, the editor is automatically exited. Toretry you must re-enter the editor as described above.
Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 14/04/2009 JR 18SE
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ADJUSTABLE PARAMETERS (Configuration editor)
(Factory default settings are shown in bold italicised text)
PIN Pin Entry # # # #
DISPLAY Contrast 0% - 100% (53%)
Language English - Others
LCD Page Timer hh:mm:ss (5m)
Auto Scroll Delay 1s - 1hr (2s)
ALT CONFIG Default Config Default Config
ENGINE Oil Pressure Low Shutdown 0bar - 9.97bar (1.03bar)
Coolant Temperature High Shutdown 2ºC - 140ºC (95ºC)
Start Delay Timer 0 - 10hr (5s)
Pre Heat Timer 0 - 5m (0s)
Crank Duration Timer 0 - 1m (10s)
Crank Rest Timer 0 - 1m (10s)
Safety On Delay 0 - 1m (10s)
Smoke Limiting 0 - 15m (0s)
Smoke Limiting Off 0 - 1m (0s)
Warm Up Timer 0 -1hr (0s)
Cool Down Timer 0 - 1hr (1m)
Speed Low Shutdown Active, Inactive
Speed Low Shutdown 0RPM - 6000RPM (1270RPM)
Speed High Shutdown 0RPM - 6000RPM (1740RPM)
Fail To Stop Delay 0 - 2m (30s)
Battery voltage Low Warning Delay 0 - 24hr (1m)
Battery Voltage Low Warning Active, Inactive
Battery Low Voltage 0V – 40V (10V)
Battery Voltage High Warning Active, Inactive
Battery Voltage High Warning Delay 0V - 24hr (1m)
Battery Voltage High Warning 0V – 40V (30V)
Charge Alternator Failure Warning Active, Inactive
Charge Alternator Failure Warning 0V – 39V (6V)
Charge Alternator Failure Warning Delay 0 - 24hr (5s)
Charge Alternator Failure Shutdown Active, Inactive
Charge Alternator Failure Shutdown 0V – 5.9V (4.0V)
Charge Alternator Failure Shutdown Delay 0 - 24hr (5s)
GENERATOR Voltage Low Shutdown 50V – 360V (184V)
Voltage Nominal 50V – 276V (230V)
Voltage High Shutdown 231V – 360V (277V)
Frequency Low Shutdown 0Hz - 75Hz (43Hz)
Frequency Nominal 0Hz - 75Hz (50Hz)
Frequency High Shutdown 0Hz - 75Hz (58Hz)
Full Load Rating 5A – 6000A (500A)
Delayed Over Current Active, Inactive
Delayed Over Current 50% - 120% (100%)
AC System Single Phase, 2 Wire
3 Phase, 4 Wire
2 Phase, 3 Wire (L1&L3)
3 Phase, 4 Wire (Delta)
2 Phase, 3 Wire (L1&L2)
3 Phase, 3 Wire
CT Primary 5A - 6000A (600A)
Generator Transient Delay 0 - 10m (0.7s)
Section Parameter as shown on display Values
Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 JR 19SE
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Section Parameter as shown on display Values
TIMERS LCD Page Timer hh:mm:ss (5m)
Auto Scroll Delay 1s - 1hr (2s)
Pre Heat Timer 0 - 5m (0s)
Crank Duration Timer 0 - 1m (10s)
Crank Rest Timer 0 - 1m (10s)
Safety On Delay 0 - 1m (10s)
Smoke Limiting 0 - 15m (0s)
Smoke Limiting Off 0 - 1m (0s)
Warm Up Timer 0 -1hr (0s)
Cool Down Timer 0 - 1hr (1m)
Fail To Stop Delay 0 - 2m (30s)
Battery voltage Low Warning Delay 0 - 24hr (1m)
Battery Voltage High Warning Delay 0V - 24hr (1m)
Return Delay 0 - 5hr (30s)
Generator Transient Delay 0.1s - 2m (30s)
(Factory default settings are shown in bold italicised text)
FIXING CLIPS
The module is held into the panel fascia using the supplied fixing clips.
Withdraw the fixing clip screw (turn anticlockwise) until only the pointed end is
protruding from the clip.
Insert the three ‘prongs’ of the fixing clip into the slots in the side of the 6000 series
module case.
Pull the fixing clip backwards (towards the back of the module) ensuring all three prongs
of the clip are inside their allotted slots.
Turn the fixing clip screws clockwise until they make contact with the panel fascia.
Turn the screws a little more to secure the module into the panel fascia. Care should be
taken not to over tighten the fixing clip screws.
DIMENSIONS AND MOUNTING
DIMENSIONS216mm x 158mm x 42mm
(8.5” x 6.2” x 1.6”)
PANEL CUTOUT182mm x 137mm
(7.2” x 5.4”)
WEIGHT510g (0.51kg)
NOTE:- In conditions of excessive vibration, mount the panel on suitable anti-vibration mountings.
Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 14/04/2009 JR 20SE
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Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 JR 21SE
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Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 14/04/2009 JR 22SE
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Part No. 057-102 6000 Series QUICK START GUIDE ISSUE 1 JR 23SE
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R1040 Engine
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Sr. Topic PageNo. Nos
1 General 881.1 Service and Maintenance 881.2 Maintenance and Repairs 881.3 Safety 88
2 Engine details 88-972.1 Engine Name Plate 882.2 Engine illustrations 892.3 Engine lifting device 892.4 Lube oil system 902.5 Fuel supply system 942.6 Cooling System 962.7 Electrical System 97
3 Engine operation 98-1043.1 Commissioning 983.2 Starting 1013.3 Stopping 1013.4 Operating conditions 1023.5 Running-in period 104
4 Routine Maintenance 105-1064.1 Maintenance Schedule 1054.2 Top Overhaul and Major Overhaul Periods 106
5 Service and Maintenance 106-1245.1 Maintenance of Lubrication system 1065.2 Maintenance of Fuel System 1135.3 Maintenance of Cooling System 1145.4 Maintenance of Dry type air cleaner 1175.5 Belt drives 1215.6 Adjustments 1225.7 Maintenance of Electrical Equipment 1235.8 Checking of Fasteners 124
6 Troubleshooting and Remedial measures 124-1286.1 Troubleshooting 1256.2 Useful tips for Turbocharger 1276.3 Periodical Inspection of Turbocharger
for Generating set application 1276.4 Recommendation for Turbocharger operation
and maintenance 128
7 Instruction Manual for Electronic Governor 128
8 Engine preservation 130-1318.1 Recommended Preservatives 1308.2 Preservation Procedure 1308.3 Commissioning of Preserved Engine 131
9 Tightening Torque, Settings 132-1339.1 Tightening Torque 1329.2 Settings 133
10 Fuel timing 133
I N D E X
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1 General
Your engine needs
Fresh air for combustion of fuel, for cooling of engine.
Proper ventilation of engine compartment to avoid re-circulation of hot air.
Genuine spare parts for its maintenance.
1.1 Service and Maintenance
Sound service and maintenance practices will ensure that the engine continues to meet your requirements. Recommended service intervals must be observed. The service and maintenance work should be carried out conscientiously.
Special care should be taken under abnormally demanding operating conditions.
1.2 Maintenance and Repairs
Shut down the engine before carrying out maintenance or repair work.
When the work is complete, be sure to install safety devices that may have been removed.
If you have to work on a running engine, ensure that all clothing is tight fitting and cannot catch the moving parts.
Never fill the fuel tank while the engine is running.
Observe all industrial safety regulations when engines are operating inenclosed spaces or underground.
Please contact your Distributor for Spare parts enquiry. Use only genuine spare parts.
1.3 Safety
All Safety instructions (for both engine and operator) in this manual are designed by the accompanying symbol. Please follow them carefully.
The attention of operating personnel should be drawn to these instructions.
General safety and accident prevention regulations laid down by law must also be observed.
2 Engine details –
2.1 PCV / CCV Arrangement –
PCV / CCV Arrangement only for COM stage II engine.
2.2 Engine Name Plate
Clean High Speed Diesel oil.
Lubricating oil of specified quality and viscosity grade.
Fig 2.1.1
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Engine no is punched on the Name Plate which is fixed on the engine Crankcase. Fig. No 2.1.1 showthe engine nameplate
2.2.2 Engine Number System
4H 3002 / 06 00001
Engine serial No
Year of Manufacturing
Application code No. (i.e. build of the engine)
2H for 2R10403H for 3R10404H for 4R1040NAor 4R1040T or 4R1040TA6H for 6R1080T or 6R1080TA
Please furnish the complete engine number so that matter concerning Customer Service and SpareParts can be more easily dealt with.
2.2.3 Model Designation
The engine model is punched on nameplate in column ‘TYPE’. The information about engine series,No off cylinders, Piston displacement in liter per cylinder and Aspiration is mentioned. The examplesare stated below will clarify the matter.
3 R 1040
Indicates Piston displacement 1.04 Lit. /Cylinder as 1040
Indicates series of engine as R series
Indicates No.off Cylinders as 3
6 R 1080 TA
Indicates engine aspiration TA as ‘Turbocharged After cooled’ engine. (Incase of Naturally aspirated engines this denomination is not mentioned.)
Indicates Piston displacement 1.08 Lit. /Cylinder as 1080
Indicates series of engine as R series
Indicates No. off Cylinders as 6
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2.1 Engine illustrations
Exhaust Manifold SideInlet Manifold Side
1 Air inlet manifold 13 Stop solenoid2 Air cleaner 14 Breather (Positive crankcase ventilation)3 Oil filling body 15 Alternator (for battery charging)4 Fuel pump 16 Crankcase5 Fuel Feed pump 17 Starter6. Spin-on Lube oil filter 18. Engine mounting foot (Gear end side)7. Spin-on Fuel Filter 19. Engine mounting foot (Flywheel end side)8. Dipstick 20. Exhaust manifold9. Lube oil sump with drain Plug 21. Rocker cover10.Gear casing 22. Flywheel housing11.Radiator 23. Flywheel12.Balance Water Tank
2.3 Engine lifting device
2.3.3 For bare engine for ’R1040/R1080’
Before lifting the engine first fix the lifting hooks on the engine and then lift the engine (see Fig. 2.3.1).The lifting hooks provided on the engine are meant for lifting bare engine only. Use of engine liftinghooks for lifting of generating set must be avoided as it can cause damage to engine or generating setin the event of breakage.
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Fig.2.3.1
91
For Canopied generating set lifting is shown below. Use proper sling/tackle arrangement for lifting the
generating set.
2.4 Lube oil system
Lube oil circuit
Force feed lubrication is provided by a 'G' rotor type pump to main bearings, large end bearings,
camshaft journals and to the valve gear, fuel pump and turbocharger (incase of turbocharged
engines). Other components like connecting rod small end bushes, cylinder liners and gear train are
splash lubricated. Piston cooling nozzles are provided for piston cooling for turbocharged engines
only. Oil supply to valve gear is achieved through rocker shaft core hole; the oil supply is controlled to
the valves and rocker arm by oil metering screw, which results into lower oil consumption and lower
carbon deposition. The system includes adequate filtering by replaceable 'Spin-on' filter cartridge.
For 6R1080 series engines twin filter cartridges are provided and a centrifuge Lube oil filter is also provided. The water-cooled lube oil cooler is provided to maintain the oil temperature within limits. Arelief valve controls the maximum oil pressure, which is provided on delivery side of the lube oil pump.
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2.4.2 Lube oil pump: -
Lube oil pump Delivery
Engine type 2R/3R/4R1040 4R1040T/TA 6R1080/T/TAEngine rpm 1500 1500 1500Lube oil pump rpm 1680 1680 1680Delivery Liters/min.
2at 4kg/cm pressure 20.5 30 32
Lube oil pressure:
2 2At low idling speed Minimum 1.5 Kg/cm Minimum 1.5 Kg/cm2In normal working condition when engine is warm 2.5 Kg/cm
2At loaded condition in operating range 2.5 to 5.5 Kg/cm
2If the pressure at any time drops, at engine idling rpm or below 1.5 kg/cm at operating speed of 1500rpm, under loaded condition, then replace the lube oil filter cartridge and check the pressure. If the
pressure is still low, then contact your Distributor.
2.4.3 Lube oil Temperature:
The maximum lube oil temperature for 'R1040/R1080' series engines is ambient temperature plus0 0 070 C. For example if ambient temperature is 40 C, the maximum lube oil temperature should be 110
C
2.4.4 Lube oil consumption:
Lube oil consumption for well run in 0.3% of fuel
engine & under normal load condition. consumption
Note:
1 During the running in period of first 50 hours, never exceed 'full load' even for a short duration; this is applicable for stationary applications like power generation application.
2 During the running in period the oil consumption is slightly more than the above figure. 3 The lube oil consumption varies according to engine operating conditions. The value
mentioned above is for the normal engine operating condition.
2.4.5 Lube oil sump capacity and oil change period:
The lube oil sump capacities and oil change period of 'R1040/R1080' series engines are as below:
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These capacities are for the standard cast iron and standard sheet metal sumps.
Engine type 2R1040 3R1040 4R1040/T/TA 6R1080/T/TAOil sump type S.M. S.M. S.M. S.M.Initial fill (lit.) 5.5 9 11.5 15Refill (lit.) 4.5 7.5 9.5 13.5
Oil Specifications Oil change period (Hours) To be used for
MIL-L-2104 C PLUS 400 Naturally aspirated as well CF4, D4, D5 as Turbo charged engines
The oil must be changed at least once in a year. This is applicable to the engines,which are running for standby duty application.
The above oil change period is subject to following conditions.0
The minimum ambient temperature should not less than – 10 C.Please contact your distributor for change in the ambient temp condition.
Note:
First fill = Sump capacity + Gallery capacity + Lube oil filter capacity Fill the oil Lube oil filter before fitting on the engine. Do not forget to fill the Lube oil filter whenever you replace the filter. Whenever Lube oil filter is drained off, add approximately 0.5 lit. /1 lit. extra
Lube oil(as per the size of the Spin-on filter cartridge) in the sump to maintain the correctoil level.)
The oil level in the sump should be checked at room temperature by usingdipstick. Top up with fresh oil when the level reaches the low level mark on dipstick, fill till it increases to top level mark.Avoid over filling.
2.4.6 Lube oil Specifications and recommendations
The chart below shows the nomenclature of lube oil in different standards. Lubeoils of correct viscosity and detergency grades should be used. For detergency, oilshould comply with the following specifications
US Military American CCMCSpecifications Petroleum Institute
classification (API) MIL-2104C CD/SE -
MIL-2104C Plus CF4 D4
For viscosity, the recommended SAE number should be used. SAE J 30 specifies the
viscosity of Lube oils for each SAE No.
Always use oil brands of reputed oil companies. Too viscous oil causes starting difficulties.The ambient temperature prevailing at the time of starting the engine should be governedthe choice of the viscosity grade, during winter operation.
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It is recommended to use 'multi grade oil' considering the maximum and minimum ambienttemperatures.
No guarantee claims will be entertained on the grounds of engine damages due to use of unsuitable
engine Lube oils.
AtmosphericTemperature range in C
0 0-20 to +20 SAE 10W30 0 0-10 to +50 SAE 15W40
0 0-5 to +45 SAE 20W40
Viscosity no
Note:
The anticipated lowest temperature at the time of engine starting should be used as reference in winter. While in summer the highest anticipated temperature of the day should be used as
reference.
2.5 Fuel supply system
2.5.1 Fuel Circuit
Fuel is supplied to the block type fuel pump by a fuel lift pump (feed pump) incorporated in the fuel
pump itself. A dual type spin-on fuel filter consisting of efficient pre and micro paper filter cartridges
ensures the supply of clean fuel to the fuel pump. The schematic diagram (Fig.2.5.1)shows the fuel
circuit of the engine.
NOTE: It the fuel tank is to be installed below the fuel pump level, and then the bottom level of
the fuel tank should be less than 1 meter below the feed pump inlet2.5.2 Fuel Specifications
The performance of the engine depends upon supply of clean and correct grade of fuel.
The fuel injection equipment is manufactured to very close tolerances and slightest
amount of dirt in fuel can cause wear on the injection equipment. Following points are
important in use of fuel on Kirloskar R1040/1080 series engines.
The following specifications are approved: BS: 2869-A1&A2 (In case ofA2, note sulphur content)
We recommend to use K-oil, for your engine.
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DIN51601 ASTMD 975-81:1D&2D
Winter Grade Fuel-
At low temperatures, waxing may occur and clog the fuel system, thus causingoperationaltroubles.
In the case of ambient temperature below 10° c, use 'Winter Grade' diesel fuel,mixedwithKerosene.
0 10 20 30 40 50
+5
-10
-20
0
-15
+10
WINTER GRADEHIGH SPEED DIESEL
% of Kerosene
Am
bie
ntTem
pera
ture
°C
Fig.2.5.2
Proportion of Kerosene to be mixed in Diesel, depends on the ambient temperature asshown in the graph (Fig.2.5.2). (Maximum proportion limited to 50%) For coldstartingaidsee3.4.1
PREPARE THE BLEND IN THE TANK IT SELF. FILL IN THE NECESSARY AMOUNT OF
KEROSENE FIRST, THEN ADD DIESEL FUEL.
2.5.3 Storing Fuel Oil
The storage of fuel oil is of utmost importance since many engine problems are traced to
dirty fuel or fuel stored for too long a period. Store fuel in a convenient place outside the building.
It is recommended that the fuel tank should be filled in at the end of the day's work. This
keeps moisture out of the tank.
To eliminate water from the fuel, drain out small quantity of fuel from fuel tank through a
drain plug every day before starting the engine.
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2.6 Cooling System
2.6.1 Radiator type cooling system
The Radiator type cooling system is used.
The Schematic diagram, of the typical water circuit with Radiator type cooling system, is Shown in the
Fig. 2.6.1 below.
Fig. 2.6.1
IMPORTANT In order to have the efficient cooling and optimum performance of the engine, we
recommend using the radiator supplied by KOEL. It is also necessary to ensure proper ventilation to avoid hot air re-circulation into the
cooling system. Please refer KOELGenset Manual for details.
2.6.2 Coolant
In summer, use fresh water with anticorrosion additive for engine cooling to avoid rust
formation.
Water should be clear and free of any corrosive chemicals such as chloride, sulphates and
acids.
We recommend to use, coolant blend of soft water and one of the following rust preventive compound as mentioned below
In winter, use Ethylene glycol antifreeze diluted with coolant blend as mentioned above in theproportion in the cooling system as mentioned below
Nalco-2000 35 cc per liter.
Ambient Ratio by volume of antifreeze 0temperature C to cooling winter
+5 to –5 20:80 -6 to -15 33:67-16 to -25 40:60Below -25 50:50(Max. permissible ratio)
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Commercially available ready mixed coolants can also be used, with Antifreeze and
anticorrosion additives after ascertaining suitability for low ambient temperature.
Storage of engine with only fresh water in engine cooling system should be avoided at
ambient temperature below 5° C. This may cause cracks in the engine components.
If the engine is to be transported from normal ambient areas to Low ambient areas
ambient below +5°C the complete cooling system should be drained and refilled with
Antifreeze + water mixture as mentioned above.
We recommend to use Pre-Mixed type K Cool super plus radiator coolant
2.7 Electrical System
2.7.1 Electrical Equipment
Standard engines are equipped with 12V, negative earth electrical starting system without battery and leads.
12 V Electrical system
Alternator
Starter
2.7.2 Battery
Battery Capacity Ratings C.I.M (Compression ignition Motor) Rating -Minimum current at 27° C with full
charged battery should sustain for 5 min. 30 sec with cell voltage of 1.33V/cell Cranking Performance Rating-It is a minimum current in amperes which fully charged
battery at 27°C will sustain for a period of 2 minutes andmaintaincellvoltageof1.2V/cellorhigher.
20 hours capacity rating-it is the capacity in ampere-hour, which the fully charged battery will deliver when it is discharged at 27°C at a constant current for 20 hour before reaching a final voltage over all of 1.75 V/cell.
Recommended Battery Capacity
0Ambient temperature in C Battery Capacity inAmp-hr 20 hr rate
12 V 24V
Above + 10 135 Two Batteries of 12V, 88Amp-hr. in series
Below +10 up to-20 180 Two Batteries of 12V,120Amp-hr. in series
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For battery capacity at extreme low temperature i.e. below -20°C, contact your distributor.
Battery Cables setting Parameter
Cable drop should not exceed than 1.2 V at 600A.
Normal starting current is 600A Based on above two parameters, battery cables are recommended as below
All above cable sizes are for copper cables and use of copper cables is
recommended.
The battery leads and terminals should be lead coated to avoid corrosion.
2.7.3 Engine wiring
Battery + ve and –ve connection, charging alternator +ve and –ve connections, startercoil2
and pull coil connection should be wired/connected with 4 mm wires. Since current through2
these wire is 30 A. All other wires should be of 1.5 mm minimum due to mechanical strength
consideration and not by electrical current capacity.
3 Engine operation
3.1 Commissioning
Before you start a new or overhauled engine, attend following points
3.1.1 Oil
Fill the engine with Lube oil through oil filling neck as shown in fig. 3.1.1 below. Foroil quantity, gradeand viscosity refer point no. 2.4.5 & 2.4.6 respectively.
Length in meter Core size in mm2 Wire Specification
Up to 2.5 70 19/2.14 or 440/0.4
Up to 1.5 35 7/2.5 or 276/0.4
Up to 0.75 25 7/2.14 or 196/0.4
Fig. 3.1.1
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3.1.2 Diesel
Fill the fuel tank after making sure that it is properly clean. Use High Speed Diesel fuel as
recommended in section 2.5.2. According to the ambient temperatures, summer or winter grade
diesel fuel should be used. Connect the fuel pump to fuel supply tank as shown in fuel circuit diagram
fig. 2.5.1.
Never fill the fuel tank while the engine is running. Strictly observe cleanliness. Do not spill any fuel.
The recommended minimum fuel pipe inside diameter for fuel inlet pipes & fuel return pipe (leak off) between tank and engine are as below.
Fuel pipe Min. inside diameter mm
Fuel supply pipe between tank, engine & filters 10 mm
Leak off return pipe from engine to tank 6 mm
3.1.3 Bleeding of fuel system
Loosen the vent screw on primary fuel filter as shown in fig.3.1.3.1 below
Fig.3.1.3.1 Primary element Fig. 3.1.3.2 Micro element
Operate the fuel lift pump (feed pump) until oil flows without air bubbles as shown in fig.3.1.3.3 below
Fig. 3.1.3.3
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Tighten the vent screw on primary fuel filter while the diesel fuel id flowing without air
bubbles.
Similarly bleed the micro filter element by loosening the vent screw on it as shown in fig.
3.1.3.2 above and tighten the vent screw after the removing the air lock.
Loosen the banjo bolt on fuel pump gallery as shown in fig. 3.1.3.4 below. Operate the fuel
lift pump till the fuel flows free of air bubbles
Fig. 3.1.3.4
3.1.4 Cooling system
Fill the cooling water system with recommended coolant blend (See section 2.6.2) Fill the coolant through neck of radiator till it flows through the radiator over flow pipe. (See fig. 3.1.4)
Do not open the radiator cap while engine is running or hot. The cooling system is under
pressure hence danger of burning body skin.
Add coolant when the coolant system is cold. The temperature difference between the0
coolant in the engine and the coolant being added must not exceed 50 C.
3.1.5 Belts
Check that belts are in position and the belt tension is proper. If the belt tension is not proper adjust
the same as described in section 5.5
Fig. 3.1.4
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3.1.6 Valve Clearance
It is not necessary to check adjust the valve clearance on a new engine as it is already adjusted at its
required value. However after overhauling the engine, it is necessary to recheck and adjust the valve
clearance before starting the engine. See section 5.6.1
3.1.7 Other preparations
Check battery and lead connections. Also check the cable connections at the starter & alternator. Loose connections lead to improper contact and damage to the terminals.
Remove lifting eyebolts after engine installation. For trial run starting instructions, see section 3.2 After completing the preparations, run the engine for a short period of 10 minutes without
load.
-Check the engine for oil and water leakages. If the leakages are noticed, remove them.
After stopping the engine after the trial run check following.
-With engine stationary, check the oil level. Top up the oil if necessary see section 5.1.2-Retighten the V belts, see section 5.5.1
3.2 Starting
3.2.1 Electric Starting
Before starting, make sure that no one is standing in the close vicinity of the engine driven
machine.
Open the 'Shut off' cock under fuel tank (if provided).
After repairs:
Make sure that all safety guards have been put back into their original position. All tools are removed from the engine and the driven machine. .
3.3 Engine stopping
Never stop the engine suddenly when running on load. First allow the engine to run on “NO” load for 5 minutes and then stop the engine.
To stop the engine, follow the instructions as below.
Press the stop push button till the engine is completely stopped.
Charging current lamp lights up when engine has come to rest.
Turn the key counter clockwise to 'OFF' position and withdraw the key. The pilot lamp will be
goes off.
After stopping the engine, close the 'Shut off' cock under fuel tank (if provided)
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3.4 Operating conditions
3.4.1 Operation in winter
Lube oil viscosity
Select specified viscosity grade to meet the performance level for the ambient temperatureprevailing at the time of starting the engine. Refer section 2.4.6
0Note shorter periods between oil changes when operating below –10 C. See section 5.1.1
Diesel fuel
0Use winter grade fuel for operation below +10 C. See section 2.5.2.
Cold starting aids
Cold starting of a diesel engine depends upon the capacity of starter motor and that of thebattery. Since the starting equipment of the engine may differ according to its application,please consult your dealer about the use of cold starting aid. However the general guidelinesare given below.
Battery
0Cold starting requires a good state of charge of battery. Lowering the starting limit temperature by 4
0 0to 5 C is possible by increasing the battery temperature to about +20 C. Removing the battery and
storing it in a warm room or by using battery-preheating pads could achieve this.
Engine coolant
0Use coolant blend with antifreeze 'Ethylene Glycol' for operations below +5 C. The percentage
of mixing the antifreeze into water as per ambient temperatures is given in section 2.6.2
High ambient temperature and/or High altitude
With increasing altitude or ambient temperature, the air density decreases, which affects,
1) Maximum power output of the engine.
2) The exhaust gas temperature.
3) In extreme cases the starting behavior.
Temperature range Starting aid 0Up to 0 C No cold starting aid is required.
000 to –20 C Use flame heater or start pilot 0Below –20 C Consult your distributor
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Note:- The declared power ratings of the engine are obtained at standard reference conditions as per ISO 3046/ BS 5514/ DIN 6271/ IS 10000. Where engines are operated at greater altitudes and or higher ambient temperatures, they must be derated in accordance with respective standards.
Deration Charts
Deration chart for Naturally aspirated engines
The deration chart applicable for naturally aspirated engines is illustrated below.The chart is prepared on the basis of standard ambient conditions mentioned in ISO3046/DIN 6271/BS 5514, with 60% relative humidity. For higher relative humidity thederation increases by 2% for 20% rise in relative humidity above 60% relative humidity.
Deration chart for 4R1040T/6R1080T enginesThe deration chart applicable for R1040T/6R1080T engines is illustrated below.
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Deration chart for 4R1040TA/6R1080TAengines
The deration chart applicable for 4R1040TA/6R1080TA engines is illustrated below
In case of doubt concerning such engine applications, contact your distributor.
3.5 Running in period
3.5.1 After first 100 hours running Change engine oil and see 5.1.3 Change the Lube oil filter Cartridge/element see 5.1.4. Check and retighten fasteners for Lube oil sump if necessary. Clean the fuel strainer (button filter or sediment bowl at feed pump inlet) see 5.2.1 Clean and drain fuel filter bowl and change pre filter element/cartridge see 5.2.4 Check V belt tension and retighten if necessary see 5.5.1 Check engine for leakages of Lube oil, fuel, water. Check the engine mounting bolts, retighten if necessary. See 5.8.3. Retighten intake and exhaust manifold fastening at cylinder heads.
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Note :-Please refer the Genset Maintenance Schedule given at the begaining of this Manual.
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4.2 Top Overhaul and Major Overhaul Periods
The duration of the operating period before overhaul depend entirely on the maintenance and service
given to engine and also the type of environment and engine load cycle. However after about 3000running hours engine may need top overhaul (servicing of combustion system) and after about 9000running hours engine may need major overhaul. These periods are based upon the assumption that
the engine is maintained properly as per the instructions given in this manual. Hence, the above
estimated overhaul periods are to be referred to as general guideline. Please refer the workshop
manual for further details.
5 Service and Maintenance
5.1 Maintenance of Lubrication system
5.1.1 Oil change intervals
The oil change intervals depend on engine application and on quality of lube oil. Refer tablebelow:
Should, within ONE YEAR, the engine runless than the hours stated in the table, the oil must bechanged at least ONCEA YEAR.
The table is subject to the following condition: -Prevailing ambient temperature down to -10°C.
Standard Oil Grade Oil change (Running hours) U.S.Military MIL-L-2104C/ 2104 C plus, 400API CD/CD plus, CE, CF-4 400CCMC D4,D5, K-Oil 400
5.1.2 Checking oil level
Stop the engine and wait for a while till oil level in the sump is settled. Ensure that engine is in horizontal position.
Pull out dipstick, wipe it with a non-fraying rag and push it in as far as it will go and then withdraw again (Fig. 5.1.2).
Fig. 5.1.2
The film of oil left on the dipstick should extend to the upper (max) mark. If the level only reaches to the lower mark, the oil should be topped-up without delay.
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IMPORTANT Failure to attend to this may result in serious damage tothe engine (piston & bearing seizure)
5.1.3 Changing Engine Oil
Change engine oil at recommended intervals, See 5.1.1 Run engine until warm.(lube oil temp. approx. 80°C) Stop the engine (Fig. 5.1.3.1)
Place oil tray under drain pipe Unscrew oil drain plug on the end of drain pipe and drain oil completely (Fig, 5.1.3.2)
Collect used oil insuitable receptacle ready for proper disposal to prevent environmental pollution. Refit oil drain plug with new joint washer and tighten firmly. Fill in fresh lube oil.
-Lube oil specifications, refer 2.4.6-Lube oil sump capacity, refer 2.4.4
IMPORTANT Take care when draining off hot oil: Danger of scalding!
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5.1.4 Lube oil filterReplace 'Spin-on' lube oil filter cartridge for every oil change.
Release lube oil filter cartridge with special tool and spin off as shown in fig. 5.1.4.1
Clean sealing surface off iltercarrier (Fig.5.1.4.2).
Fig. 5.1.4.1
Fig. 5.1.4.2
Fill the new cartridge with Lube oil before assembly Apply light film of oil to rubber seal of new cartridge. Screw cartridge into place by hand until seal is evenly seated. Tighten lube oil filter cartridge firmly by giving a final half turn (Fig.- 5.1.4.3)
Fig. 5.1.4.3
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Check oil level and lube oil pressure. Check seal of lube oil filter cartridge for leaks
5.1.5 Centrifuge Lube oil filter (Applicable for 6R1080T/TAengines)
Instruction Manual
Introduction
The Centrifuge Cleaner cleans your engine oil continuously when your engine is running. Itseparates dirt above 1 micron approximately from engine oil thus lowers wear rate of engine
components drastically. It avoids harmful oil degradation and arrests depletion of oil additives
increasing the oil life. The Centrifuge Cleaner does not require any spare parts to be replaced and gives consistent performance throughout engine oil.
Cleaning frequency
For consistent performance, the centrifuge rotor needs to be cleaned periodically as mentioned in
this manual. It is recommended that you service the centrifuge every 250 hours of working or at
every oil change period.
The volume of dirt collected depends upon engine application, loading and environment in which
engine is working. Exact period of servicing the centrifuge can thus vary between 200 hours of
working to your oil change period. Please follow the instructions given below for cleaning of
centrifuge cleaner.
Identification and location
The centrifuge Cleaner is located on the same manifold on which full flow oil filter is mounted. The
centrifuge can be easily identified with a dome shaped cover bearing instruction sticker. The exact location is as shown in this photograph 5.1.5.1. The internal components of the centrifuge is shown in
Fig 5.1.5.2
Fig 5.1.5.1 Centrifuge Lube oil filter
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Fig. 5.1.5.2
Servicing Instructions -It is a precision assembly, handle with care. -Carry out servicing preferably when the engine oil is still warm -All threaded parts of the centrifuge require following gadgets: a 13 mm spanner, a blint knife, a
small adjustable pliers and waste cotton for cleaning.
Servicing Instructions
Fig. 5.1.5.3
Unscrew top nut with a 13 mm spanner and remove centrifuge cover. See Fig 5.1.5.3 above. The
centrifuge cover nut has a puller arrangement so that the cover will be lifted as you unscrew the top nut.
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Fig. 5.1.5.4
Hold the rotor in hand and lift rotor to remove it completely from central shaft. See Fig 5.1.5.4 above.
The rotor will contain about 200 ml of oil. Drain oil from the rotor. The rotor has two bushes at its ends.
Take care while removing rotor from central shaft. The rotor should not fall; otherwise it will damage
the bushes.
Un screw rotor nut by holding rotor assembly in hand. The rotor nut can be opened by hand. if itis tight, unscrew it with light pliers. Never grip the rotor nut tightly in clamping device like a benchvice. It may damage the rotor body permanently. Remove rotor cover and deflect or inside. Forremoving rotor cover, remove the rotor nut completely, hold the rotor cover in hand and give a lightblow to the rotor body at the rotor nut end by hand. The rotor body and deflector will come out fromthe opposite end.
After you open the rotor, you will see cake formed sticky dirt mass all around the rotor cover frominside. Remove the dirt by a blunt knife as shown. Clean the rotor cover and all rotors thoroughly bycompressed air. See Fig 5.1.5.5 below. Clean the centrifuge central shaft also.
Fig. 5.1.5.5
Assemble rotor in correct sequence of parts. Match arrow marks on rotor cover and rotor. Tightenrotor nut firmly by hand. Install rotor on shaft and assemble cleaner cover.
Fig. 5.1.5.6 Arrow mark
Now your centrifuge is ready to collect more dirt from oil.
Points to care about centrifuge cleaner 1 Replace rubber rings if deformation or cuts are observed. Using damaged rubber rings will
result in oil leakage and improper functioning of centrifuge cleaner.
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1 While assembling the rotor, ensure that the rubber ring has taken proper seat in its place. This isnecessary for proper sealing of rotor assembly.
2 Take care with the centrifuge housing and rotor body. They are made of aluminium, hence aresusceptible to damage due to accident.4.Always ensure that the arrow marks on rotor cover and rotor are matched afterassembling the rotor. See Fig 5.1.5.6 above. The rotor body is dynamically balanced. Mismatch ofarrow marks on rotor cover and rotor will result in excessive vibrations of the cleaner and partbreakage.
3 The rubber ring is made of Viton rubber. Use genuine spare rubber ring only. Rubber ring of anyother material will not give desired performance.
Don'ts about centrifuge cleaner
Fig. 5.1.5.7
Do not over tighten the top nut. Tighten just enough to prevent leakage of oil from centrifuge cover
and housing. Over tightening top nut will damage the threading in centrifuge housing and damage
the centrifuge permanently.
Use 1.2 kg-m torque for tightening of centrifuge cover.
Fig. 5.1.5.8
Do not hold the rotor nut in clamping device like bench vice as shown. Extra clamping pressure on
rotor nut may result in damaging the circularity of upper bush and will result in permanent damage
to rotor assembly. See Fig 5.1.5.7 above
Do not open or tamper with the valve assembly. The valve assembly is preset for opening oilpressure in engine's oil gallery. If the setting is lost or the valve assembly is damaged, there is riskthat your engine will not get enough oil or the centrifuge will not function properly. See Fig 5.1.5.8above
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Consult your Distributor in case of any doubt.
Troubleshooting
Sr.No. Problem Probable cause Action
Leakage through cleaner
Rotor does not rotate
Rotor does not rotateeven af ter c leaningnozzles
Rotor rotates but at lowSpeed
Rotor speed very loworeven rotor does not rotate
Abnormal vibrations ofcentrifuge cleaner
Cleaner does not collectany dirt
R e c t a n g u l a r r u b b e rringdamage
Nozzles blocked
Entry valve blocked
Leakage of oil through rotorassembly.Rotor f i l l ed wi th d i r tcompletely
B u s h e s d a m a g e dpermanently
Mismatch between arrowmarks on rotor cover androtor
Rotor not rotating at desiredspeed
Change rubber ring.
O p e n r o t o r a n d c l e a nn o z z l e s T h o r o u g h l y. R e -assemble the cleaner.
D o n o t o p e n e n t r yvalveassembly. It requiresspecialtools Contact yourDistributor.
Open rotor and ensure thattherubber ring has takenproperseat on rotor body.Thenre-assemble the rotor.Time for cleaning the rotor
Ensure that the rotor is free onShaft. Else replace entire rotorAssembly.
Open rotor and reassemble itproperly.
See point 2 & 3.Consult your Distributor.
1
2
3
4
5
6
7
5.2 Maintenance of Fuel System
5.2.1 Cleaning Fuel Strainer Close fuel stop cock. Remove special banjo bolt situated at the bottom at the Inlet of feed pump. Takeout screw with strainer fitted inside banjo bolt(Fig.5.2.1).
Clean the strainer with clean diesel. Fig. 5.2.1
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Refit the strainer inside the banjo bolt and screw in the banjo bolt using new copper washers Bleed the fuel system (see3.1.5) check for leaks
5.2.2 Fuel Filter
Close fuel stop cock.
Change pre-filter cartridge only. Do not change Pre-filter cartridge and Micro filter cartridge at a
time. * (see Notes below)
Fig. 5.2.1
Complete the filter assembly and bleed the fuel system before starting the engine, see 3.1.5 Change over period for pre-filter insert and micro filter insert is given in 'Routine Maintenance
Schedule 4.1. For changing micro-filter insert follow the same procedure explained above.
NOTE:
1) Always replace the cartridge with new one atrecommended intervals. 2) Since a filter attains the maximum efficiency only after a film of dirt is deposited on the surface of
the filter insert, avoid replacing pre-filter cartridge and micro-filter cartridge at the same time. First
change pre-filter cartridge and then after 250running hours change micro-filter cartridge.
3) The Routine Maintenance schedule is meant to serve as a guide only for normal fuel storage and
engine operating conditions. Replacement of cartridges may have to be made earlier than the
recommended period.
IMPORTANT when working on the fuel system, keep naked lights away! Do not smoke!
5.3 Maintenance of Cooling System
Engine cooling system contains radiator, fan, water pump and temperature controller i.e. thermostat.
The engine control panel consists of water temperature gauge. High water temperature trip for
engine safety could be provided as an optional.
The chemical treatment of cooling water for rust prevention and antifreeze solution in winter is given
in section 2.6.2
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Check coolant level in the radiator every day before starting the engine Remove the radiator cap and
fill coolant through radiator neck until it spills out of overflow pipe fitted on radiator (Fig.5.3.1). Refit
radiator cap firmly.
5.3.1 Radiator
IMPORTANT Do not open radiator cap while the engine is running or hot. The cooling systemis under pressure. Danger of burning body skin!
Add coolant only when the cooling system is cold. The temperature difference between the coolant in the engine and the coolant being added must not exceed 50 °C.
Cleaning the radiator fins Clean the radiator fins after every 1000 hours.(Under very dusty conditions, this is to be done
if coolant overheating is observed)
Fig. 5.3.1
For cleaning, blow the pressurized air through radiator fins in the reversedirection of the flow of radiator fan (Fig.5.3.2). Do not spill water on radiator fins.
Fig. 5.3.2
Flushing the radiator
Flush the radiator inside after every 1000 hours or once in a year whichever is earlier. This period is
applicable for clean soft water. If the water is hard and saline, the flushing is to be done after every
500 hours or even earlier depending upon the
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type of water. In order to prevent the rust formation use rust preventive compound.
To flush, top up the radiator with clean fresh water and run the engine on no load till it reaches workingtemperature.
While the engine is still running, open the drain cock of radiator and allow the water to flow out.This will wash away any impurities embedded in water passages. With engine still running, keepon adding fresh coolant for at-least 5 minutes. Stop the engine and discontinue adding freshwater. Then drain the radiator completely.
Check the radiator hoses and connections. Replace the damaged hoses and tighten theconnections.
5.3.3 Thermostat
A thermostat having single element is used in the water circuit. Thermostat is provided to attain
working temperature quickly during warm-up period and maintains desired temperature of coolant
during running of the engine.
Normally thermostat does not require regular maintenance. Its operation shall be checked if suddendeviations from the specified coolant temperature occurs. Visual inspection will reveal whether or notthe element rests in its seat i.e. whether or not close tightly. See Fig 5.3.3.1 below.
Fig. 5.3.3.1
5.4 Maintenance of Dry type air cleaner
Construction of typical Dry type Plastic Air Cleaner, supplied, is shown below in fig, 5.4.1 andconstruction of typical Dry type air cleaner with sheet metal housing is shown below in Fig 5.4.2
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Dry type air cleaner with Plastic housing Dry type air cleaner with sheet
metal housing Fig 5.4.1 Fig 5.4.2
Inlet cap or pre -cleaner is supplied for the air intake inlet cap prevents ingress of rain/heavy particles.
Two filter elements are co -axially fitted in the air cleaner housing. The outer element is the main filter
element, with a built in cyclone separator which gives a swirling effect to in coming air, to separate out
heavy dust particles by centrifugal action. This dust is collected in the end cover (which is removable).The vacuator valve at the bottom of cover helps in expelling the accumulated dust. This is achieved
by opening / closing of vacuator valve outlet due to the airflow fluctuations inside the air cleaner.
Inner element is a 'Safety Element' to prevent ingress of dust into the engine, when the outer (main)element is removed for cleaning / replacement. (For genset application, air cleaners with only single
main element are used.)
Maintenance
Regular check up and maintenance of the air cleaner is essential to ensure maximum protection to
the engine from the dust.
Daily check the connection of rubber hose and the hose clips between the manifold and the air cleaner before starting the engine. Damaged hose/ clips must be replaced immediately. Any
bypassing of unfiltered air through cracks in the hose / loose hose will quickly lead to serious
damage to the engine.
IMPORTANT Since this is a dry type air cleaner, do not fill a single drop of oil in it. Also,protect the air cleaner form ingress of rain / moisture.
The restriction indicator, mounted on air cleaner near the hose, indicates the condition of the air
cleaner element, when the air element is in good condition, a red signal will be seen through the
transparent window on the indicator when the engine is running and will disappear when engine is
stopped. However, if the element is choked, then the red signal will remain 'ON' even after engine
is stopped. This is an indication that the main filter element must be removed & cleaned or
replaced.
NOTES:1 If engine performance is poor, but restriction is still within limits, do not change the element.
The air cleaner is probably not at fault. 2 To get those extra service hours out of air cleaner element, make sure the air inlet
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is away from any heavy dust clouds caused by operation. Also, make sure that exhaust carboncannot enter the air cleaner.
3 Discharge the dust vaccuator valve by pressing apart the lips of the ejections lot, applyingpressure as indicated by the arrows. See Fig 5.4.2 below.
Fig. 5.4.2
Clean the vacuation slot time to time. Remove any cakes of dust by pressing together the upper part of the valve. Make sure that vacuator valve is not damaged, if required change it
Cleaning of Filter Element
Cleaning of filter element is to be done only when a restriction indicator shows a red signal even after the engine is stopped. For cleaning proceed as follows
1) Loosen the mounting band of the dust cup, take out the outer element for checking and cleaning.See Fig 5.4.3 below
2) Use a damp cloth to wipe out all excess dust in the air cleaner.
3) Thorough cleaning of the fitter element with compressed air is recommended. Clean the element from inside to outside using the pressurised air pipe. See Fig 5.4.4 below
Fig. 5.4.3
Fig. 5.4.4
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IMPORTANT Too much air pressure can break the filter paper and destroy the element.2(Max.Air Pressure 3.0 kg/cm )
4) Replace the main element after two cleaning intervals. 5) Rapping, Tapping or Pounding dust out of the mis dangerous. Severe damage to the filter will
result!6) Carefully check new or properly cleaned element for damage before installing. Conduct a light
test by passing the light through element as shown in Fig 5.4.5. If there is any crack in the
element, the light will pass through it. In that case replace the element.
7) Inspect the rubber-sealing ring at the end cover of the element. In case the seal is damaged, replace the filter element. (Fig 5.4.6)
Fig. 5.4.5
Fig. 5.4.6
7) Replace the cleaned or new element in the air cleaner body and reinstall the end cover, making
sure it seals 360° around the air cleaner body. Reset the restriction indicator by pressing the
button at the top.
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5.5 Belt drives
A single V belt of NPA/XPA section is used to drive engine water pump, radiator fan and battery
charging alternator for R1040/3R1040/4R1040/4R1040T engines.
Inspect V-belts over whole length for damage or cracks. Renew damaged or cracked v-belts.
Check by pressing with the thumb midway between the pulleys to see whether the belt deflects in
wards bynotmorethan10to15mm.(Fig5.5.1)
Fig. 5.5.1
If necessary re-tension V-belt by loosening and re-tightening the battery charging
alternator.
On 6R1080T/TAengines a separate fan drive is provided with two belts in addition to single belt drivefor engine water pump, radiator fan and battery charging alternator. Refer Fig 5.5.2
Fig. 5.5.2
Check the belt tension for fan drive in the similar fashion. If necessary adjust the fan belt
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tension with the help of tension adjusting screw provided on the fan driving arrangement.
5.6 Adjustments
5.6.1 Checking and adjusting valve clearance
The valve clearance is the requisite gap between the rocker arm toe and valve stem end. See Fig
5.6.1 below. Engine performance and power output depend on its correct setting, which can be done
by a skilled mechanic according to the instructions below
Fig. 5.6.1
Checking Valve Clearance Check clearance when engine is cold. (At room temperature) Remove the rocker cover. Turn crankshaft until the valves of the cylinder (on which the clearance is being checked) are
“overlapping” (exhaust valve about to close, inlet valve about to open). Then continue turning the crankshaft through 360° (one complete revolution).At thisposition
both valves are closed. Insert a feeler gauge of 0.25 mm in the gap between rocker arm toe and valve for both inlet.
The valve clearance is correct when the filler gauge can be inserted with a slight drag. Failing this, the valve clearance must be readjusted as follows –
Adjusting valve clearance
Loosen lock nut of adjusting screw through one or two turns and adjust the screw with screwdriverso that, when locknut is retightened, the feeler gauge of 0.25 mm can be inserted and with drawnwith slight drag. (Fig 5.6.2).
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Similarly, check the valve clearance of exhaust valve with 0.3mm feeler gauge. Readjust ifnecessary.
Check the valve clearances of each of the remaining cylinders and readjust, if necessary. Do not change the setting of oil metering screw unless required. With hot engine running at idling,
an oil flow to pad at rocker arm must be just noticeable. An excess oil flow can lead to higher oilconsumption.
5.7 Maintenance of Electrical Equipment
5.7.1 Starter Motor
Ensure that the mounting bolts are securely fastened and all electrical connections are clean andtight. Cables should be examined for fractures, particularly where the strands enter the terminallugs.
Check the brushes.They must be renewed if worn to approximately10mm(for2&3cylinderengines,and13mm(for4&6cylinderengines, which is half of the original or to a pointwhere springs no longer provide effective pressure.
Brushes must always be replaced in sets and with the correct grade. Check the brushs pring balance as shown in Fig.5.7.1. The spring pressure should beas follows-
Fig 5.6.2
Fig 5.7.1
0.965to1-080kg (for 2&3cylinderengines)
1.220to1.580kg(for 4&6cylinderengines)
If the pressure is not within the above limits, renew the springs in set and not individually.
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Check the commutator surface. It should be clean and entirely free from oil, any trace of which should be removed by pressing a dry fluff less cloth against the commutator while the armature is hand rotated. It the surface is dirty or badly discolored, clean it with a strip of fine emery. Remove all traces of dust and abrasive using compressed air.
The starter does not require lubrication from outside, since it is equipped with sealed type bearings.
Check the drive assembly for free movement over the shaft splines. If necessary, smear grease over the shaft splines to enable the drive assembly to move freely.(frequencyoncein3months.)
Any work involving repairs/replacement of components of starter contact your distributor.
5.7.2 Battery charging Alternator
Check the brushes. Renew the brush and spring assemblies, if the overall lengths of the brushes are worn to less than 10 mm. If brushes are satisfactory but require cleaning, use petrol moistened cloth.
The slip ring surfaces should be clean and smooth. If slip rings are burnt and require refinishing,the surfaces may be cleaned with a piece of very fine emery paper.
Check bearings and renew if worn. Check belt tension, readjust if necessary(see5.5.1 &5.5.4) Check the battery condition Keep the alternator reasonably clean and ensure that ventilation slots or air spaces are clear and
unobstructed. Check mounting bolts for tightness.
IMPORTANTAslack belt will rapidly wear and because of slip may not drive the alternator atthe required speed. Too tight a belt will impose severe side thrust on the bearings andseriously shorten their life.
Any work involving repairs/replacement of components of alternator contact your distributor.
5.8 Checking of Fasteners
Check&Tighten-upthefastenersforfollowing
Air intake and exhaust manifolds, exhaust piping
Radiator hose connections
Engine and Radiator mountings
Lube oil sump
Front cover
Hose clip for air cleaner
Lube oil filter mounting
Engine mounting
Fuel connections
All external nuts and bolts
6 Troubleshooting and Remedial measures
Operating troubles are often due to improper operation or maintenance of the engine.
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In the event of trouble, always check whether the operating and maintenance instructions have been strictly followed.
An appropriate diagnosis chart is given on the next page. If you are unable to identify the cause of the trouble or to put it right yourself, contact your
Distributor.
TROUBLE SHOOTING
Trouble Cause Redress
Engine does not start. No fuel in tank Fill in fuel, vent fuel system.
Air in fuel system. Vent fuel system
In sufficient speed of starter Charge batteries.
Engine does not start See above or the ready to start Of above or change lampat temperatures signal lamp does not light.below 0°C.
Defect of series resister solenoid Consult your Distributorvalve or flame heater plug.
Paraffin precipitation of fuel Heat up fuel piping. Change filter.
Engine starts but Fuel tank cock closed Open cockstop after brief time.
Dirt in primery fuel strainer or in Clean the strainer or change fuel filter the filer cartridge.
No fuel in tank, no conveyance of Fill in fuel, vent fuel system,fuel inspect correct operation of fuel
pump, repair if necessary andcheck safe venting of tank.
Water or dirt in fuel system Clean fuel tank, fill in clean fuel,replace filter and vent fuel system
No power and Interruption of air supply or heavy Inspect, clean or replace air filtermisfiring of engine jamming of air cleaner element
Air in fuel Vent fuel system
Fuel filter cartridge jammed Replace fuel filter cartridge
Starts of fuel supply missed Reset start of fuel supply
Defect of exhaust brake Inspect and repair
Engine emits white Retorted and start of fuel supply Set correct start of fuel supplyor bluish fumes
Engine is still cold Permit engine to heat up in operation
Miss setting of fuel injection system Check start of fuel supply.Inspect injectors.
Engine emits black Engine is overloaded Reset fuel injection system,fumes contact your Distributor
Air filter jammed Clean or change filter element
Fuel injection piping loose or broken Tighten fuel injection piping orreplace it respectively
Heavy knocking of Starts of fuel supply too early Set correct start of fuel supply
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engine Mis setting of valve air gaps
Mechanical defects of engine Consult your Distributor
Engine grows Slipping of V-belts Tighten or replace V-belts
excessively hot V-belts broken Replace V-belts
Defect of temperature governor Emergency operation; forcedopening of valve plate
Defect of temperature Controller Perform electrical checktemperature controller
Lack of coolant Fill in coolant
Radiator is dirty Clean radiator
Mis setting of fuel supply Set correct engine in fuel supply
Intake or exhaust system jammed Redress cause of trouble
Heavy dirt accumalation on cylinder Consult your Distributorelements
Irregular speed of Defect of speed governor Inspect fuel pump and governorengine
Excessively high fuel Mis-setting of fuel injection system Check fuel injection systemconsumption
Leakage in fuel system Check and repair
Injection of excessively high fuel Have fuel injection pumpquantity, engine emits black fumes adjusted by specialized workshop
Leakage of solenoid valve of cold Replace solenoid valvestarting device
Jammed air filter Clean or change filter element
Engine is worn Consult your Distributor
Defective exhaust brake Consult your Distributor
Very low oil Jammed paper filter cartridge Replace paper filter cartridgepressure
Deficient oil level Check and add oil
Pressure gauge or pressure gauge Inspect and replace or tightentube loose or defective
Leakage in oil system Check and repair
Improper lube oil (viscosity) Check oil brand
Defect in control valve for cooling Replace valvepistons
Heavy wears of bearings Consult your Distributor
Increase in lube oil Leakage in lube oil system Inspect pipings, filter and ductsconsumption for tightness
Excessively high oil level Adjust oil level
Defect of air filter system and Consult your Distributorcooling of pistons
No dirt deposits in Rotor jam Inspect rotor bearings, Inspect oilcentrifugal filter supply to rotor
Adjust correct valve air gapsS
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Heavy blowing from
venting hose of damages of cylinder elements Distributor
engine
No air supply from Defect of cylinder element or of Consult your Distributor
piston or compressor valve plate
Battery charging Defective insulation in fannedcable Consult your Distributor
signal lamp alight
while ignition is
switched off
Battery charging Defect of signal lamp Replace signal lamp
signal lamp does not Interruption of D governor and Plug in connector
light when ignition is generator
switched on Battery discharged Charge battery
Battery charging Broken V-belt Replace V-belt
signal lamp alight Defective alternator Inspect or Consult your
during normal Distributor
operation
Heavy boiling of Defective governor, excessive Consult your Distributor
battery contact resistance of negetive
polarity across brush holder and end
shield bearing of generator
Starter does not run Battery discharged Charge battery
Deficient speed of Starter terminal voltage too low Check battery cells, recharge
starter battery
Oxidised or loose terminal Clean and fasten terminals
connection
Carbon brushes jam or are worn Clean or replace brushes
Excessively high lube oil level, Adjust oil level. Consult your
6.2 Useful tips for Turbocharger Tampering of fuel pump and ignition system is prohibited as it may result inengine as well as
turbocharger damage. Changes in boost pressure control of the turbocharger (where applicable) may result in
reduced engine life. Use only the air filter recommended by the engine manufacturer. Use only the oil filter recommended by the engine manufacturer. Use only the charges air cooler (where applicable) recommended by the engine manufacturer. Changes in the exhaust system are not recommended. Use original gaskets and connecting pipes.
6.3 Periodical Inspection of Turbocharger for Generating set application Check rotor freeness every 1200 Hours. Clean Turbocharger if dirt or carbon deposited on compressor & turbine wheel every 1200
hours & 2400 hours. Renew overhaul kit every 3000 hours.
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6.4 Recommendation for Turbocharger operation and maintenance Operation
Recommendations
Engine should not be put under full load immediately after start. We recommend the engine
to be run at idling speed for a short time (60 seconds). Warm up the engine under medium
load.
After the engine has been operating at full toad for a longer period of time, we recommend a
short idling time (60 seconds) before switching off.
Maintenance Recommendations
Turbo chargers and boost pressure control valves do not require any maintenance.
Engine oil has to be changed regularly.
Maintenance work has to be carried out regularly on the oil filter and air filter systems.
Checks have to be made on the oil, air and exhaust piping, as well as, on all other
connections and seals, to ensure that they are still tight and no damage has occurred.
When carrying out maintenance work on the engine (e.g. adjusting valves), in most cases the piping leading from or to the turbocharger must be removed. Close the piping opening on
the turbocharger. Before fitting, clean the piping carefully.
When fitting the turbo charger to the engine, fill the central housing with clean oil and before
fitting make absolutely sure that all piping connected to the turbo charger is cleaned
carefully.
From our experiences, if this advice is followed, a turbocharged engine has the same life span as a
naturally aspirated engine.
DO'S and DON'TS for satisfactory functioning of Turbocharger
DO'S
Regular change of engine oil/oilfilters.
Regular change/clean in go fair filter element.
Check for oil pressure at engine idling condition Minimum oil pressure to be as per engine
manufactures recommendation during idling.
Idle the engine for 60 seconds after starting the Engine.
Idle the engine for 60 seconds before switching off the engine.
Periodic cleaning of crankcase breather is necessary to allow free flow of oil from turbocharger
outlet.
Regularly check all air, oil and exhaust connections for leaks and abnormal
dust/oil/carbonbuildup.
DON'TS
Don't run the engine with low oil pressure.
Don't put the engine under full load immediately after starting.
Don't switch off the engine under full load.
Don't run the engine with damaged oil feed & drain pipes, pipes between air filter and
turbocharger and as well as exhaust pipes.
Don't open the Turbocharger yourself. Please contact the Distributors for any turbocharger
problems.
7 Instruction Manual for Electronic Governor
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Electronic Governor
The Electronic Governor consists of three components.
Electric Actuator -Connected to engine fuel pump & controls the fuel quantity delivered to the
engine.
Electronic Speed Control Unit -Compares the existing engine speed with desired speed & sends corrective signals to the electric actuator.
Magnetic Speed Sensor -Measures the engine speed by sending a proportional frequency signal to the speed control unit.
The system does maintain any desired speed very accurately, independent of engine load. The
system offered is highly reliable with consistent accuracy & simplicity of adjustment. The speed
control unit is factory set. It is recommended that not to disturb the settings.
System Troubleshooting
System inoperative
If the engine governing system does not function, the fault may be determined by performing the voltage tests described in steps 1 through 6. Positive (+) and negative (-) refer to meter polarity.
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Should normal values be indicated during troubleshooting steps, then the fault may be with the
actuator or the wiring to the actuator. Tests are performed with the battery power on, engine off except
where noted. See actuator publication for testing details.
Step Terminals Normal Reading Probable Cause of AbnormalReading
1 E(+) & F(-) Battery Supply Voltage 12 1.DC battery power not connected.or 24 VDC) Check for blown fuse.
2 Low battery voltage.3. Wiring error.
2 A(+) & B () 0-3.9 with speed trim 1.Speed trim shorted or miswired7.1-7.9without speed trim 2. Defective unit.
3 C(+) & D(-) 1.0 VAC RMS min., while 1.Gap between speed sensor andcranking gear teeth too great. Check
gap.2. Improper of defective wiring to the speed sensor. Resistance between C and D should be 300 to 1200 ohms. 3. Defective speed sensor
4 E(+) & H(-) 0.8-1.5 V while cranking 1. Wiring error to actuator.2. Defective speed control unit. 3.Defective actuator.
8 Engine preservation
Preservatives and Preservation procedure is recommended for engine when it is to be kept idle
(out of use) for prolonged period (more than 12 months).
8.1 Recommended Preservatives
8.2 Preservation Procedure a) Using H.S.D. fuel, run the engine at approximately 70% of maximum rated speed with 'No'
load for 5 minutes to warm up the engine (in case of fixed speed engines like engine forGenset, it can be run at rated speed).
b) Afterstoppingtheengine,drainlubeoilfromsumpandrefillwithsuitablepreservativeoil asmentioned above.
c) Run the engine on 'No' load for 3 minutes. During this time the preservative will be circulated
throughout the lube oil system of engine. Stop the engine and disconnect diesel fuel supply
to fuel pump inlet. For engine speed refer point 8.2 (a).d) Prepare a solution Diesel + Preservative Oil (5:1 ratio) in a separate tank and connect fuel
line from this tank, directly to fuel pump inlet ensuring gravity feed (by-pass fuel filter).e) Electrically crank the engine tilt it fires ( in case of purely hand start engine,
Manufacturer Engine Lube oil Engine cooling Unpainted ferrousand fuel system system metal parts
Castrol India - - Rustilo DW 904 or DW 901
Veedol tied water Veedol 30/40 Veedol Amulkut 4 Veedol Rustop IToil co. Emulsion with water
ratio 1:15
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hand -crankDuring this time the diesel in fuel pump gallery and high pressure pipes will be displaced byDiesel + Preservative Oil mixture. Stop the engine.
Engine speed during above running In case of variable speed engine -800 to 1000 rpm In case of fixed speed engine -Rated speed at 'No' load. (Genset, Pumpset etc.)
f) Close the air inlet manifold (for the air cleaner inlet) and crank the engine by starter for 5to10seconds.(Incase of purely hand start engine, it should be hand cranked using thedecompressor lever). This will ensure coating of Diesel + Preservative oil on the combustionchamber surfaces.
g) Drain preservative oil from oil sump, reinstall drain plugs and reconnect fuel filter into the fuel
pipe line.
h) Treat all unpainted external ferrous metal parts with two coats of suitable rust preventer as
recommended in 8.1, allowing sufficient time for the first coat to thoroughly dry before
applying second coat.
i) All vents i.e. engine inlet pipe, exhaust pipe, air cleaner inlet, crankcase breather etc. to be
carefully sealed with water proof paper and water proof adhesive tape.
j) Dipstick on engine to be sealed in place, with water proof adhesive tape.
NOTE: - DO NOT ROTATE CRANKSHAFT AFTER ABOVE MENTIONED
OPERATIONS.
k) Loosen 'V beltstension.
l) Battery for engine starting, if provided, should be disconnected and stored in a cool, dry
place after ensuring the electrolyte level, refill with distilled water, if necessary.
It is recommended to recharge the battery every 30 days. m) Tag engine to indicate that it has been treated with preservatives, and should not be turned
over until ready to run, due to possible reduction of protective film. The tag should show the
date of treatment and validity date.
n) It is preferable to warp the engine inpolyethylene bag and store in dry shade. Periodically
inspect the engine for rust or corrosion and take corrective action if any.
o) If the engine is to be stored unused for more than 12 months, repeat the above procedure completely, afterevery12months.
8.3 Commissioning of Preserved Engine
a) Remove all the sealing tapes / papers from various openings. b) Remove the Rust Preventive coating from those unpainted machined surfaces, which are
interfacing surfaces for the driven equipment. This can be done using NC Thinner.
c) Fill recommended grade of lube oil in the oil sump upto the 'Top' mark of the dipstick. For oil
filling quantity see 2.4.4.
d) Readjust the V-belt tension after checking the condition of V-belt (s), replace, if necessary
(see5.5).e) Reconnect a fully charged battery to recommended voltage and Amp-hr capacity ensuring
correct polarity connection (where applicable).The engine is now ready for reuse. Follow the instructions given in section 3 before starting the engine.
the engine using decompressor lever, till it fires) and let it run for 30 seconds.S
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9 Tightening Torque, Settings 9.1 Tightening Torque
To prevent faulty assembly, following information on tightening of high tensile bolts is important. The bolts are to be tightened in stages as specified in the table below. For connecting rod bolt and main bearing cap bolt use angle torque method with the help of goniometer. The tightening angles for these two bolts are particularly important, hence Fig. 9.1indicates the various angles can be readily obtained by comparison with a clock face.
Fig. 9.1
Tommy bar is to be clamped in the tool slot and specified angle is to be turned with reference to the initial graduation on outer dial of the tool or a relation of hex head of bolt can be referred. NOTE:1 Lubricate threads and seating face of bolt with engine oil before it is assembled. 2 Screw the bolt by hand till it is engaged up to the seating face. 3 Apply initial torque and tighten the bolts according to the angles/torques in stages as specified
in the “Tightening table”. 4 In case of replacing main and big end bearings/overhaul/piston seizures, fit new bolts formain
bearing cap and connecting rod cap. 1 Nm = 0.102 kgm = 0.74 Ib.ft.
Tightening Torque Table for fasteners
Sr. Description Initial Tightening Method Total AngleNo. Torque Angle/kgm Torque
kgm
Stage1 Stage2 Stage 31 Bolt for balance weight
0 0 – 0(M12 x 1.75 x 60 mm long 10.9) 3 30 30 602 Bolt for main bearing cap
0 0 – 0(M14x2x128 mm long 10.9) 3 60 45 1053 Bolt for Connecting rod
0 0 – 0(M12x1.5x55mm long 10.9) 3 30 60 904 Bolt for Crank pulley
0 0 - 0(M24x2x100 mm long 10.9) 5 25 48 48without power take off
5 Bolt for flywheel 0 0 - 0(M10x1x45mm long 10.9) 3 30 60 90
6 Bolt for flywheel housing -(M10x1.5x40mm long 10.9) 5 - - 5kgm
6 Bolt for flywheel housing -(M10x1.5x40mm long 10.9) 5 - - 5kgm-7 Nut for injector stud M10 3 - - 3kgm-8 Nut for fuel pump hub M14 8 - - 8kgm
9 Bolt for cylinder head (M12x1.75) for sequence of 3 6kgm 0kgm 12kgm 3kgmtightening torque refer Fig 9.2
10 All M8x1.25 screws & bolts 8.8 2.2 - - - 3.511 All M10x1.5 screws & bolts 8.8 3.5 - - - 3.5 kgm
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Inlet Exhaust
0.25 mm 0.30mm
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Fig. 9.1.1
Tightening torque sequence for cylinder head bolts for 4R1040 engines is shown above. See Fig 9.1.1
9.2 Settings
9.2.1 Tappet clearance( in cold condition only
9.2.2 Bumping clearance: - 0.9 mm to 1.1 mm
9.2.3 Fuel timing setting:
A provision for locking the engine at fuel timing is provided with the help of locking pin andcorresponding hole on the flywheel.
Bring the engine near firing TDC position and Lock the engine at fuel timing by
using the locking pin as shown.
Assemble the fuel pump and set the fuel timing, using standard spill cut off method.
Remove the locking pin before cranking the engine.
Engine Name Static Injection Timing
2R1040, 3R1040, 4R1040 13 Deg BTDC
4R1040TC, 4R1040TA, 6R1080TA 11 Deg BTDC
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ALTERNATOR
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SAFETY PRECAUTIONS
Before operating the generating set, read the generating set
operation manual and this generator manual and become familiar
with it and the equipment.
SAFE AND EFFICIENT OPERATION CAN
ONLY BE ACHIEVED IF THE EQUIPMENT
IS CORRECTLY OPERATED ANDMAINTAINED.
Many accidents occur because of failure to follow fundamental
rules and precautions.
ELECTRICAL SHOCK CAN CAUSE SEVEREPERSONAL INJURY OR DEATH.
lllll Ensure installation meets all applicable safety and local
electrical codes. Have all installation performed by a qualified
electrician.
lllll Do not operate the generator with protective covers, access
covers or terminal box covers removed.
lllll Disable engine starting circuits before carrying out
maintenance.
lllll Disable closing circuits and/or place warning notice on any
circuit breakers normally used for connection to the mains or
other generators, to avoid accidental closure.
Observe all IMPORTANT, CAUTION, WARNING, and
DANGER notices, defined as :
Important ! Important refers to hazard or unsafe
method or practice which can result in
product damage or related equipment
damage.
Caution ! Caution refers to hazard or unsafe method
or practice which can result in product
damage or personal injury.
Warning refers to hazard or unsafe
method or practice which CAN result in
severe personal injury or possible death.
Warning !
Danger refers to immediate hazards which
WILL result in severe personal injury or
death.
Danger !
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FOREWORD
The function of this book is to provide the user of the Stamford
generator with an understanding of the principles of operation,
the criteria for which the generator has been designed, and the
installation and maintenance procedures. Specific areas where
the lack of care or use of incorrect procedures could lead to
equipment damage and/or personal injury are highlighted, with
WARNING and/or CAUTION notes, and it is IMPORTANT that
the contents of this book are read and understood before
proceeding to fit or use the generator.
The Service, Sales and technical staff of CG Newage Electrical
Ltd. are always ready to assist and reference to Company for
advice is welcomed.
Incorrect installation, operation, servicing
or replacementof parts can result in severe
personal injury or death, and/or equipment
damage.
Service personnel must be qualified to
WARNING ! perform electrical and mechanical service.
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l The standard generators are designed to meet the ’industrial’emissions and immunity standards. Where the generator isrequired to meet the residential, commercial and lightindustrial emissions and immunity standards reference shouldbe made to Newage document reference N4/X/011, asadditional equipment may be required.
l The installation earthing scheme involves connection of thegenerator frame to the site protective earth conductor usinga minimum practical lead length.
l Maintenance and servicing with anything other than factory
supplied or authorised parts will invalidate any Newage liabilityfor EMC compliance.
l Installation, maintenance and servicing is carried out byadequately trained personnel fully aware of the requirements
of the relevant EC directives.
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CONTENTS
FOREWORD
A. C. GENERATOR WARRANTY
CONTENTS
SECTION 1 INTRODUCTION
1.1 INTRODUCTION1.2 DESIGNATION1.3 REFERENCE NUMBER LOCATION
SECTION 2 PRINCIPLE OF OPERATION
2.1 SELF-EXCITED AVR CONTROLLED GENERATORS
2.2 PERMANENT MAGNET GENERATOR (PMG) EXCITED
AVR CONTROLLED GENERATORS
2.3 AVR ACCESSORIES
2.4 TRANSFORMER CONTROLLED GENERATORS
SECTION 3 APPLICATION OF THE GENERATOR
SECTION 4 INSTALLATION - PART
4.1 LIFTING
4.2 ASSEMBLY
4.2.2 TWO BEARING GENERATORS
4.2.3 SINGLE BEARING GENERATORS
4.3 EARTHING
4.4 PRE-RUNNING CHECKS
4.4.1 INSULATION CHECK
4.4.2 DIRECTION OF ROTATION4.4.3 VOLTAGE AND FREQUENCY
4.4.4 AVR SETTINGS
4.4.4.1 TYPE SX460 AVR
4.4.4.2 TYPE SX440 AVR
4.4.4.3 TYPE SX421 AVR
4.4.4.4 TYPE MX341 AVR
4.4.4.5 TYPE MX321 AVR
4.4.5 TRANSFORMER CONTROLLED
EXCITATION SYSTEM (Series 5)4.5 GENERATOR SET TESTING
4.5.1 TEST METERING/CABLING
4.6 INITIAL START-UP
4.7 LOAD TESTING
4.7.1 AVR CONTROLLED GENERATORS - AVR ADJUSTMENTS
4.7.1.1 UFRO (Under Frequency Roll Off)(AVR Types SX460, SX440, SX421, MX341 and MX321)
4.7.1.2 EXC TRIP (Excitation Trip)4.7.1.3 OVER/V (Over Voltage)4.7.1.4 TRANSIENT LOAD SWITCHING ADJUSTMENTS
4.7.1.5 RAMP : AVR TYPE MX3214.7.2 TRANSFORMER CONTROLLED GENERATORS -
TRANSFORMER ADJUSTMENT
4.8 ACCESSORIES
SECTION 5 INSTALLATION - PART 2
5.1 GENERAL
5.2 GLANDING
5.3 EARTHING
5.4 PROTECTION5.5 COMMISSIONING
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CONTENTS
SECTION 6 ACCESSORIES
6.1 REMOTE VOLTAGE ADJUST (ALL AVR TYPES)6.2 PARALLEL OPERATION6.2.1 DROOP
6.2.1.1 SETTING PROCEDURE
6.2.2 ASTATIC CONTROL
6.3 MANUAL VOLTAGE REGULATOR (MVR)Mx341 and MX321 AVR
6.4 OVERVOLTAGE DE-EXCITATION BREAKER
Sx421 and MX321 AVR
6.4.1 RESETTING THE BREAKER
6.5 CURRENT LIMIT - MX321 AVR
6.5.1 SETTING PROCEDURE
6.6 POWER FACTOR CONTROLLER (PFC3)
SECTION 7 SERVICE AND MAINTENANCE
7.1 WINDING CONDITION7.2 BEARINGS
7.3 AIR FILTERS
7.3.1 CLEANING PROCEDURE
7.4 FAULT FINDING
7.4.1 SX460 AVR - FAULT FINDING
7.4.2 SX440 AVR - FAULT FINDING
7.4.3 SX421 AVR - FAULT FINDING
7.4.4 TRANSFORMER CONTROL - FAULT FINDING
7.4.5 MX341 AVR - FAULT FINDING
7.4.6 MX321 AVR - FAULT FINDING
7.4.7 RESIDUAL VOLTAGE CHECK
7.5 SEPARATE EXCITATION TEST PROCEDURE
7.5.1 GENERATOR WINDINGS, ROTATING DIODES and
PERMANENT MAGNET GENERATOR (PMG)7.5.1.1 BALANCED MAIN TERMINAL VOLTAGES
7.5.1.2 UNBALANCED MAIN TERMINAL VOLTAGES
7.5.2 EXCITATION CONTROL TEST
7.5.2.1 AVR FUNCTION TEST
7.5.2.2 TRANSFORMER CONTROL
7.5.3 REMOVAL AND REPLACEMENT OF COMPONENT
ASSEMBLIES
7.5.3.1 REMOVAL OF PERMANENT MAGNET GENERATOR (PMG)7.5.3.2 REMOVAL OF BEARINGS
7.5.3.3 REMOVAL OF ENDBRACKET AND EXCITER STATOR
7.5.3.4 MAIN ROTOR ASSEMBLY
7.6 RETURNING TO SERVICE
SECTION 8 SPARES AND AFTER SALES SERVICE
8.1 RECOMMENDED SPARES
8.2 AFTER SALES SERVICE
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U C . I 2 2 4 C 2U C . M 2 7 4 C 2
1.1 INTRODUCTION
The UC 22/27 range of generators is of brushless rotating field
design, available up to 660V/50Hz (1500 rpm) or 60Hz (1800rpm), and built to meet BS 5000 Part 3, IS4722 - 1992 & IEC34.
All the UC 22/27 range are self-excited with excitation power
derived from the main output windings, using either the SX 460/SX440/SX421 AVR. The UC22 is also available with specific
windings and a transformer controlled excitation system.
A permanent magnet generator (PMG) powered excitation
system is available as an option using either the MX341 or
MX321 AVR.
Detailed specification sheets are available on request.
1.2 DESIGNATION
GENERATOR TYPE UC
SPECIFIC TYPE
INDUSTRIAL = (I) OR MARINE = (M)
SHAFT HEIGHT IN CM ON BC/UC
NUMBER OF POLES 2, 4 OR 6
CORE LENGTH
NUMBER OF BEARINGS 1 OR 2
1.3 REFERENCE NUMBER LOCATION
Each generator is metal stamped with its own unique serial
number, the location of this number is described below.
UCI & UCM generators have their serial number stamped into
the upper section of the drive end frame to end bracket adaptor
ring, shown as item 31 in the parts lists at the back of this book.
UCD generators have their serial number stamped into the top
of the drive end adaptor / fan shroud casting. If for any reason
this casting is removed, it is imperative that care is taken to refit
it to the correct generator to ensure correct identification is
retained.
SECTION 1INTRODUCTION
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2.1 SELF-EXCITED AVR CONTROLLED
GENERATORS
The main stator provides power for excitation of the exciter field
via the SX460 (SX 440 or SX421) AVR which is the controlling
device governing the level of excitation provided to the exciter
field. TheAVR responds to a voltage sensing signal derived from
the main stator winding. By controlling the low power of the
exciter field, control of the high power requirement of the main
field is achieved through the rectified output of the exciter
armature.
The SX460 or SX440 AVR senses average voltage on two
phases ensuring close regulation. In addition it detects engine
speed and provides voltage fall off with speed, below a pre-selected speed (Hz) setting, preventing over-excitation at low
engine speeds and softening the effect of load switching to relieve
the burden on the engine.
The SX421 AVR in addition to the SX440 features has three
phase rms sensing and also provides for over voltage protection
when used in conjunction with an external circuit breaker
(switchboard mounted).
2.2 PERMANENT MAGNET GENERATOR (PMG)
EXCITED - AVR CONTROLLED GENERATORS
The permanent magnet generator (PMG) provides power for
excitation of the exciter field via the AVR (MX341 or MX321)which is the controlling device governing the level of excitation
provided to the exciter field. The AVR responds to a voltage
sensing signal derived, via an isolating transformer in the case
of MX321 AVR, from the main stator winding. By controlling the
low power of the exciter field, control of the high power
requirement of the main field is achieved through the rectified
output of the exciter armature.
SECTION 2PRINCIPLE OF OPERATION
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The PMG system provides a constant source of excitation power
irrespective of main stator loading and provides high motor
starting capability as well as immunity to waveform distortion on
the main stator output created by non linear loads, e.g. thyristor
controlled dc motor.
The MX341 AVR senses average voltage on two phases
ensuring close regulation. In addition it detects engine speed
and provides an adjustable voltage fall off with speed, below a
pre-selected speed (Hz) setting, preventing over-excitation at
low engine speeds and softening the effect of load switching to
relieve the burden on the engine. It also provides over-excitation
protection which acts following a time delay, to de-excite the
generator in the event of excessive exciter field voltage.
The MX321 provides the protection and engine relief features of
the MX341 and additionally incorporates 3 phase rms sensing
and over-voltage protection.
The detailed function of all the AVR circuits is covered in the
load testing section (subsection 4.7).
2.3 AVR ACCESSORIES
The SX440, SX421, MX341 and MX321 AVRs incorporate
circuits which, when used in conjunction with accessories, can
provide for parallel operation either with ’droop’or ’astatic’control,
VAR/PF control and in the case of the MX321 AVR, short circuit
current limiting.
Function and adjustment of the accessories which can be fitted
inside the generator terminal box are covered in the accessories
section of this book.
Separate instructions are provided with other accessories
available for control panel mounting.
2.4 TRANSFORMER CONTROLLED GENERATORS
The main stator provides power for excitation of the exciter field
via a transformer rectifier unit. The transformer combines voltage
and current elements derived from the main stator output to form
the basis of an open-loop control system, which is self regulating
in nature. The system inherently compensates for load current
magnitude and power factor and provides short circuit
maintenance in addition to a good motor starting performance.
Three phase generatorsnormally have a three phase transformer
control for improved performance with unbalanced loads but a
single phase transformer option is available.
No accessories can be provided with this control system.
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SECTION 3APPLICATION OF THE GENERATOR
The generator is supplied as a component part for installation
in a generating set. It is not, therefore, practicable to fit all the
necessary warning/hazard labels during generator manufacture.
The additional labels required are packaged with this Manual,
together with a drawing identifying their locations. (See
below).
It is the responsibility of the generating set manufacturer to ensure
that the correct labels are fitted, and are clearly visible.
The generators have been designed for use in a maximum
ambient temperature of 400C & altitude less than 1000m, above
sea level in accordance with IS 4722 - 1992 & BS 5000.
Ambients in excess of 400C and altitudes above 1000m can be
tolerated with reduced ratings- refer to the generator nameplate
for rating and ambient. In the event that the generator is required
to operate in an ambient in excess of the nameplate value or at
altitudes in excess of 1000 metres above sea level, refer to thefactory. 143S
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The generators are of air-ventilated screen protected drip-proof
design and are not suitable for mounting outdoors unless
adequately protected by the use of canopies. Anti-condensation
heaters are recommended during storage and for standby duty
to ensure winding insulation is maintained in good condition.
When installed in a closed canopy it must be ensured that the
ambient temperature of the cooling air to the generator does
not exceed that for which the generator has been rated.
The canopy should be designed such that the engine air intake
to the canopy is separated from the generator intake, particularly
where the radiator cooling fan is required to draw air into the
canopy. In addition the generator air intake to the canopy should
be designed such that the ingress of moisture is prohibited,
preferably by use of a 2 stage filter.
The air intake/outlet must be suitable for the air flow given in the
following table with additional pressure drops less than or equal
to those given below:
Air FLow Additional
Frame (Intake/outlet)50Hz 60Hz Pressure Drop
0.216m3/sec 0.281m3/sec 6mm water gauge
UC22(458cfm) (595cfm) (0.25’’)
0.25m3/sec 0.31m3/sec 6mm water gauge
UCD22(530cfm) (657cfm) (0.25’’)
0.514m3/sec 0.610m3/sec 6mm water gauge
UC27(1090cfm) (1308cfm) (0.25’’)
0.58m3/sec 0.69m3/sec 6mm water gauge
UCD27(1230cfm) (1463cfm) (0.25’’)
Important ! Reduction in cooling air flow or inadequate
protection to the generator can result indamage and/ or failure of windings.
Dynamic balancing of the generator rotor assembly has been
carried out during manufacture in accordance with IS 12075 :1987 annexure 1 & BS 6861 Part 1Grade 2.5 to ensure vibration
limits of the generator are in accordance with IS 12075 : 1987annexure 1 & BS 4999 Part 142.
The main vibration frequencies produced by the generator are
as follows:-
4 pole 1500 rpm 25 Hz4 pole 1800 rpm 30Hz
However, vibrations induced by the engine are complex and
contain frequencies of 1.5, 3, 5 or more times the fundamental
frequency of vibration. These induced vibrations can result in
generator vibration levels higher than those derived from the
generator itself. It is the responsibility of the generating set
designer to ensure that the alignment and stiffness of the bedplate
and mountings are such that the vibration limits of BS 5000 Part
3 & IS 12075 are not exceeded.
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In standby applications where the running time is limited and
reduced life expectancy is accepted, higher levels than specified
in BS 5000 & IS 12075 can be tolerated, up to a maximum of
18mm/sec.
Two bearing generators open coupled require a substantial
bedplate with engine/generator mounting pads to ensure a good
base for accurate alignment. Close coupling of engine to
generator can increase the overall rigidity of the set. For the
purposes of establishing set design the bending moment at the
engine flywheel housing to generator adaptor interface should
not exceed 1000ft.lb. (140 kgm). A flexible coupling, designed
to suit the specific engine / generator combination, is
recommended to minimise torsional effects.
Belt driven applications of two bearing generators require the
pulley diameter and design to be such that the side load or force
applied to the shaft is central to the extension and does not
exceed the values given in the table below :-
Side LoadFrame Shaft Extension mm
kgf N
UC22 408 4000 110
UC27 510 5000 140
In instances where shaft extensions greater than specified in
the table have been supplied reference must be made to the
factory for appropriate loadings.
Alignment of single bearing generators is critical and vibration
can accur due to the flexing of the flanges between the engine
and generator.As far as the generator is concerned the maximum
bending moment at this point must not exceed 1000ft.lb. (140kgm). A substantial bedplate with engine/generator mounting
pads is required.
It is expected that the generator will be incorporated into a
generating set operating in an environment, where the maximum
shock load experienced by the generator will not exceed 3g. in
any plane. If shock loads in excess of 3g are to be encountered,
anti-vibrationmountings must be incorporated into the generating
set to ensure they absorb the excess.
The maximum bending moment of the engine flange must be
checked with the engine manufacturer.
Generators can be supplied without a foot, providing the option
for customers own arrangement. See SECTION 4.2.1 for
assembly procedure.
Torsional vibrations occur in all engine-driven shaft systems and
may be of a magnitude to cause damage at certain critical
speeds. It is therefore necessary to consider the torsional
vibration effect on the generator shaft and couplings.
It is the responsibility of the generator set manufacturer to ensure
compatibility, and for this purpose drawings showing the shaft
dimensions and rotor inertias are available for customers to
forward to the engine supplier. In the case of single bearing
generators coupling details are included.
Important ! Torsional incompatibility and/or excessive
vibration levels can cause damage or failureof generator and/or engine components.
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The terminal box is constructed with removable panels for easy
adaptation to suit specific glanding requirements. Within the
terminal box there are insulated terminals for line and neutral
connections and provision for earthing.Additional earthing points
are provided on the generator feet.
The neutral is NOT connected to the frame.
The main stator winding has leads brought out to the terminals
in the terminal box.
No earth connections are made on thegenerator and reference to site regulations
for earthing must be made. Incorrectearthing or protection arrangements can
Warning ! result in personal injury or death.
Fault current curves (decrement curves), together with
generator reactance data, are available on request to assist the
system designer to select circuit breakers, calculate fault currents
and ensure discrimination within the load network.
Incorrect installation, service orreplacement of parts can result in severe
personal injury or death, and/or equipment
damage. Service personnel must bequalified to perform electrical and
Warning ! mechanical service.
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SECTION 4INSTALLATION - PART 1
4.1 LIFTING
Incorrect lifting or Inadequate liftingcapacity can result in severe personal
injury or equipment damage. MINIMUM
LIFTING CAPACITY REQUIRED IS 750 kg.Generator lifiting lugs should not be used
Warning ! for lifting the complete generating set.
Two lifting lugs are provided for use with shackle and pin type
lifting aid. Chains of suitable length and lifting capacity must be
used. Lifting points are designed to be as close to the centre of
gravity of the generator as possible, but due to design restrictions
it is not possible to guarantee that the generator frame will remain
horizontal while lifting. Care is therefore needed to avoid personal
injury or equipment damage. The correct lifting arrangement is
shown on the label attached to the lifting lug. (See sample below).
IMPORTANT
REFER TO SERVICE MANUAL
BEFORE REMOVING COVERS.
IT IS THE GENERATOR SET
MANUFACTURER’S
RESPONSIBILITY TO FIT
THE SELF ADHESIVE WARNING
LABELS SUPPLIED WITH THE
GENERATOR, THE LABEL SHEET
CAN BE FOUND WITH THE
INSTRUCTION BOOK
Single bearing generators are supplied, fitted with a rotor
retaining bar at the non-drive end of the shaft.
To remove retaining bar :
1. Remove the four screws holding the sheet metal cover
at the non drive ene and remove cover.
2. Remove central bolt holding the retaining bar to the shaft.
3. Refit sheet metal cover.
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Once the bar is removed, to couple the rotor to engine, the
rotor is free to move in the frame, and care is needed during
coupling and alignment to ensure the frame is kept in the
horizontal plane.
Generators fitted with a PMG excitation system are not fitted
with retaining bar. Refer to frame designation to verify
generator type (subsection 1.2)
4.2 ASSEMBLY
During the assembly of the generator to the engine it will be
necessary firstly to carefully align, then rotate, the combined
generator rotor - engine crankshaft assembly, as part of the
construction process, to allow location, insertion and tightening
of the coupling bolts. This requirement to rotate the combined
assemblies exists for both single and two bearing units.
During the assembly of single bearing units it is necessary
to align the generator’s coupling holes with the engine flywheel
holes; it is suggested that two diametrically opposite location
dowel pins are fitted to the engine flywheel, over which the
generator coupling can slide into final location into the engine
flywheel spigot recess. The dowels must be removed and
replaced by coupling bolts before the final bolt tightening
sequence.
While fitting and tightening the coupling bolts it will be
necessary to rotate the engine crankshaft - generator rotor
assembly. Care should be taken to ensure that rotation is
carried out in an approved manner that ensures safe working
practice when reaching inside the machine to insert or tighten
coupling bolts, and that no component of the assembly is
damaged by non-approved methods of assembly rotation.
Engine manufacturers have available a proprietary tool or facility
designed to enable manual rotation of the crankshaft assembly.
This must always be used, having been engineered as an
approved method of assembly rotation, engaging the manually
driven pinion with the engine flywheel starter ring-gear.
Caution ! Before working inside the generator,
during the aligning and fitting ofcoupling bolts, care should be taken to
lock the assembly to ensure there is nopossibility of rotational movement.
4.2.1 NO FOOT OPTION
Generators can be supplied without a foot providing the option
for customers own arrangement.
For details of mounting this arrangement, see the general
arrangement drawing supplied with generator. Alternatively
refer to CG Newage Electrical Ltd. for a copy of the latest
general arrangement drawing showing the ’NO FOOT
OPTION’ appropriate to your generator.
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4.2.2 TWO BEARING GENERATORS
A flexible coupling should be fitted and aligned in accordance
with the coupling manufacturer’s instruction.
If a close coupling adaptor is used the alignment of machined
faces must be checked by offering the generator up to the
engine. Shim the generator feet if necessary. Ensure adaptor
guards are fitted after generator / engine assembly is
complete. Open coupled sets require a suitable guard, to
be provided by the set builder.
In the case of belt driven generators, ensure alignment of
drive and driven pulleys to avoid axial load on the bearings.
Screw type tensioning devices are recommended to allow
accurate adjustment of belt tension whilst maintaining pully
alignment. Side loads should not exceed values given in
SECTION 3.
Belt and pully guards must be provided by the set builder.
Important ! Incorrect belt tensioning will result inexcessive bearing wear.
Caution ! Incorrect guarding and/or generator
alignment can result in personal injury
and/or equipment damage.
4.2.3 SINGLE BEARING GENERATORS
Alignment of single bearing generators is critical. If necessary
shim the generator feet to ensure alignment of the machined
surfaces.
For transit and storage purposes the generator frame spigot and
rotor coupling plates have been coated with a rust preventative.
This MUST BE removed before assembly to engine.
A practical method for removal of this coating is to clean the
mating surface areas with a de-greasing agent based on a
petroleum solvent.
Caution ! Care should be taken not to allow anycleaning agent to come into prolonged
contact with skin.
The sequence of assembly to the engine should generally be as
follows:
1. On the engine check the distance from the coupling
mating face on the flywheel to the flywheel housing mating
face. This should be within +/-0.5 mm of nominal
dimension. This is necessary to ensure that a thrust is
not applied to the a.c. generator bearing or engine
bearing.
2. Check that the bolts securing the flexible plates to the
coupling hub are tight and locked into position. Torque
tightening is 24.9 kgfm (244Nm; 180 lb.ft.).
2a. UCD224 only
Torque tightening is 15.29 kgfm (150Nm; 110 lb.ft.)
3. Remove covers from the drive end of the generator to
gain access to coupling and adaptor bolts.
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4. Check that coupling discs are concentric with adaptor
spigot. This can be adjusted by the use of tapered
wooden wedges between the fan and adaptor.
Alternatively the rotor can be suspended by means of a
rope sling through the adaptor opening.
5. Offer the a.c. generator to engine and engage both
coupling discs and housing spigots at the same time,
finally pulling home by using the housing and coupling
bolts. Use heavy gauge washers between bolt head and
discs on dosc to flywheel bolts.
6. Tighten coupling disc to flywheel. Refer to engine manual
for torque setting of disc to flywheel bolts.
7. Remove wooden wedges.
Caution ! Incorrect guarding and / or generator
alignment can result in personal injuiryand / or equipment damage.
4.3 EARTHING
The generator frame should be solidly bonded to the generating
set bedplate. If antivibration mounts are fitted between the
generator frame and its bedplate a suitably rated earth
conductor (normally one half of the cross sectional area of the
main line cables) should bridge across the antivibration mount.
Refer to local regulations to ensure thatthe correct earthing procedure has been
followed.
Warning !
4.4 PRE-RUNNING CHECKS
4.4.1 INSULATION CHECK
Before starting the generating set, both after completing
assembly and after installation of the set, test the insulation
resistance of the windings.
The AVR should be disconnected during this test.
A 500V Megger or similar instrument should be used.
Disconnect any earthing conductor connected between neutral
and earth and megger an output lead terminal U, V or W to earth.
The insulation resistance reading should be in excess of 1MΩ to
earth. Should the insulation resistance be less than 1MΩ the
winding must be dried out as detailed in the Service and
Maintenance section of this Manual.
Important ! The windings have been H.V. tested during
manufacture and further H.V. testing may
degrade the insulation with consequentreduction in operating life. Should it be
necessary to demonstrate H.V. testing, forcustomer acceptance, the tests must be
carried out at reduced voltage levels i.e.
Test voltage = 0.8 (2 X Rated Voltage + 1000)
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4.4.2 DIRECTION OF ROTATION
The generator is supplied to give a phase sequence of U V W
with the generator running clockwise looking at the drive end
(unless otherwise specified at the time of ordering). If the
generator phase rotation has to be reversed after the generator
has been despatched apply to Factory for appropriate wiring
diagrams.
UCI224, UCI274, UCM224, UCM274
Machines are fitted with bi-directional fans and are suitable for
running in either direction of rotation.
UCD224, UCD274
Machines are fitted with uni-directional fans and are suitable for
running in one direction only.
4.4.3 VOLTAGE AND FREQUENCY
Check that the voltage and frequency levels required for the
generating set application are as indicated on the generator
nameplate.
Three phase generators normally have a 12 ends out
reconnectable winding. If it is necessary to reconnect the stator
for the voltage required, refer to diagrams in the back of this
manual.
4.4.4 AVR SETTINGS
To makeAVR selections and adjustments remove theAVR cover
and refer to 4.4.4.1, 4.4.4.2, 4.4.4.3, 4.4.4.4 or 4.4.4.5 depending
upon type of AVR fitted. Reference to the generator nameplate
will indicate AVR type (SX460, SX440, SX421, MX341 or
MX321).
Most of the AVR adjustments are factory set in positions which
will give satisfactory performance during initial running tests.
Subsequent adjustment may be required to achieve optimum
performance of the set under operating conditions. Refer to ’Load
Testing’ section for details.
4.4.4.1 TYPE SX460 AVR
The following ’jumper ’ connections on the AVR should be
checked to ensure they are correctly set for the generating set
application.
Refer to Fig. 1 for location of selection links.
1. Frequency selection
50Hz operation LINK C-5060Hz operation LINK C-60
2. External hand trimmer selection
No external hand trimmer Link 1-2External hand trimmer required- REMOVE LINK 1-2 and
connect trimmer across
terminals 1 and 2.
3. AVR Input Selection
High voltage (220/240V) Input NO LINK
Low voltage (110/120V) Input LINK 3-4
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FIG, 1
4.4.4.2 TYPE SX440 AVR
The following ’jumper ’ connections on the AVR should be
checked to ensure they are correctly set for the generating set
application.
Refer to Fig. 2 for location of selection links.
1. Frequency selection terminals
50Hz operation LINK C-5060Hz operation LINK C-60
2. Stability selection terminals
Frame UC22 LINK A-CFrame UC27 LINK B-C
3. Sensing selection terminals
LINK 2-3LINK 4-5LINK 6-7
4. Excitation Interruption Link
LINK K1-K2
Fig. 2
SX440
K2 K1
50
50 Hz60 Hz
CC B60 A
TRIM
K1-K2 Linked for
normal operation
DROOP
VOLTS
INDICATORLED
UFRO SELECTIONSTABILITY
FREQUENCY
SELECTION
SE
NS
ING
SE
LE
CT
ION
P2 P3 P4 XX X 3 2 2 1
A1A2S1S2
12345678
90 kW -550 kW
OVER 550 kW
SX460
UFRO
50 Hz
60 Hz
VOLTS
HAND TRIMMERCONNECTIONS
INPUTSELECTIONCONNECTIONS
AVR INPUTSELECTION
SELECTION
STABILITY
FREQUENCY
INDICATOR LED
XX X 6 7 8
150
2C
360
4
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4.4.4.3 TYPE SX421 AVR
The following ’jumper ’ connections on the AVR should be
checked to ensure they are correctly set for the generating set
application.
Refer to Fig. 3 for location of selection links.
1. Frequency selection terminals
50Hz operation LINK C-5060Hz operation LINK C-60
2. Stability selection terminals
Depending upon kW output LINK B-Dor LINK A-Cor LINK B-C
3. Terminals K1 - K2
Excitation circuit breaker closed.
Fig. 3
4.4.4.4 TYPE MX341 AVR
The following ’jumper ’ connections on the AVR should bechecked to ensure they are correctly set for the generating setapplication.
Refer to Fig. 4 for location of setting links.
1. Frequency selection terminals50Hz operation LINK 2-360Hz operation LINK 1-3
2. Stability selection terminalsFrame UC22 LINK A-CFrame UC27 LINK B-C
3. Sensing selection terminals
LINK 2-3LINK 4-5
LINK 6-7
4. Excitation Interruption LinkLINK K1-K2
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Fig. 4
4.4.4.5 TYPE MX321 AVR
The following ’jumper ’ connections on the AVR should bechecked to ensure they are correctly set for the generating setapplication.
Refer to Fig. 4 for location of setting links.
Fig. 5
1. Frequency selection terminals50Hz operation LINK 2-360Hz operation LINK 1-3
2. Stability selection terminalsFrame UC22 LINK A-CFrame UC27 LINK B-C
3. Terminals K1 - K2Excitation circuit breaker closed.
If this option not fitted, K1 - K2 linked at auxiliary terminal block.
K2 K1
3
4P/60 Hz
6P/60 Hz4P/50 Hz
(NO LINK) 6P/50 Hz
90 kW -550 kW
OVER 550 kW
C2 B1 A
MX341
TRIM
DROOP
K1-K2 Linked fornormal operation
VOLTS
SE
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ION
INDICATORLED
UFRO SELECTIONSTABILITY
FREQUENCYSELECTION
P2 P3 P4 XX X 3 22 1
A1A2S1S2
12345678
EXC TRIPDIP
MX 321
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4.4.5 TRANSFORMER CONTROLLED EXCITATION
SYSTEM (Series 5)
This control system is identified with the digit 5 as the last digit of
the frame size quoted on the name plate.
The excitation control is factory set for the specific voltage shown
on the name plate and requires no adjustment.
4.5 GENERATOR SET TESTING
During testing it may be necessary to
remove covers to adjust controls exposing’live’ terminals or components.
Only personnel qualified to perform
electrical service should carry out testing
Warning ! and/or adjustments.
4.5.1 TEST METERING/CABLING
Connect any instrument wiring and cabling required for initial
test purposes with permanent or spring-clip type connectors.
Minimum instrumentation for testing should be line - line or line
to neutral voltmeter, Hz meter, load current metering and kW
meter. If reactive load is used a power factor meter is desirable.
Important ! When fitting power cables for load testingpurposes, ensure cable voltage rating is at
least equal to the generator rated voltage.The load cable termination should be
placed on top of the winding lead
termination and clamped with the nutprovided.
Caution ! Check that all wiring terminations for
internal or external wiring are secure, andfit all terminal box covers and guards.
Failure to secure wiring and/or covers mayresult in personal injury and/or equipment
failure.
4.6 INITIAL START-UP
During testing it may be necessary to
remove covers to adjust controls exposing’live’ terminals or components.
Only personnel qualified to perform
electrical service should carry out testing
Warning ! and/or adjustments. Refit all access
covers after adjustments are completed.
On completion of generating set assembly and before starting
the generating set ensure that all engine manufacturer’s pre -running procedures have been completed, and that adjustment
of the engine governor is such that the generator will not be
subjected to speeds in excess of 125 % of the rated speed.
Important ! Overspeeding of the generator duringinitial setting of the speedgovernor canresult in damage to the generator rotatingcomponents.
In addition remove the AVR access cover (on AVR controlledgenerators) and turn VOLTS control fully anti-clockwise. Startthe generating set and run on no-load at nominal frequency.
Slowly turn VOLTS control potentiometer clockwise until ratedvoltage is reached. Refer to Fig. 6a, 6b, 6c, 6d or 6e for controlpotentiometer location. 155S
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Important ! Do not increase the voltage above therated generator voltage shown on thegenerator nameplate.
The STABILITY control potentiometer will have been pre-set andshould normally not require adjustments, but should this berequired, usually identified by oscillation of the voltmeter, refer
to fig. 6a, 6b, 6c, 6d or 6e for control potentiometer location andproceed as follows:-
1) Run the generating set on no-load and check that speed
is correct and stable
2) Turn the STABILITY control potentiometer clockwise, thenturn slowly anti-clockwise until the generator voltage starts
to become unstable.
The correct setting is slightly clockwise from this position (i.e.where the machine volts are stable but close to the unstableregion).
Fig. 6a
Fig. 6b
SX460
UFRO
50 Hz
60 Hz
VOLTSHAND TRIMMERCONNECTIONS
INPUTSELECTIONCONNECTIONS
AVR INPUTSELECTION
SELECTION
STABILITY
FREQUENCY
INDICATOR LED
XX X 6 7 8
150
2C
360
4
SX440
K2 K1
50
50 Hz60 Hz
CC B60 A
TRIM
K1-K2 Linked for
normal operation
DROOP
VOLTS
INDICATORLED
UFRO SELECTIONSTABILITY
FREQUENCY
SELECTION
SE
NS
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SE
LE
CT
ION
P2 P3 P4 XX X 3 2 2 1
A1A2S1S2
12345678
90 kW -550 kW
OVER 550 kW
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Fig. 6c
Fig. 6d
Fig. 6e
K2 K1
3
4P/60 Hz
6P/60 Hz4P/50 Hz
(NO LINK) 6P/50 Hz
90 kW -550 kW
OVER 550 kW
C2 B1 A
MX341
TRIM
DROOP
K1-K2 Linked fornormal operation
VOLTS
SE
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LE
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N
INDICATORLED
UFRO SELECTIONSTABILITY
FREQUENCYSELECTION
P2 P3 P4 XX X 3 22 1
A1A2S1S2
12345678
EXC TRIPDIP
MX 321
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4.7 LOAD TESTING
During testing it may be necessary to
remove covers to adjust controls exposing
’live’ terminals or components.
Only personnel qualified to perform
electrical service should carry out testing
Warning ! and/or adjustments.Refit all access covers
after adjustments are completed.
4.7.1 AVR CONTROLLED GENERATORS - AVR
ADJUSTMENTS
Refer to Fig. 6a, 6b, 6c,, 6d 0r 6e for control potentiometer
locations.
Having adjusted VOLTS and STABILITY during the initial start-up procedure, other AVR control functions should not normally
need adjustment.
If however, poor voltage regulation on-load or voltage collapse
is experienced, refer to the following paragraphs on each function
to a) check that the symptoms observed do indicate adjustment
is necessary, and b) to make the adjustment correctly.
4.7.1.1 UFRO (Under Frequency Roll Off) (AVR
Types SX460, SX440, SX421, MX341 and MX321)
The AVR incorporates an underspeed protection circuit which
gives a voltage/speed (Hz) characteristic as shown.
Fig. 7
The UFRO control potentiometer sets the ’’knee point’’
Symptoms of incorrect setting are a) the light emitting diode
(LED) indicator, just above the UFRO control potentiometer,
being permanently lit when the generator is on load, and b)poor voltage regulation on load, i.e. operation on the sloping
part of the characteristic.
Clockwise adjustment lowers the frequency (speed) setting of
the ’’knee point’’ and extinguishes the LED. For optimum setting
the LED should illuminate as the frequency falls just below
nominal frequency, i.e 47Hz on a 50Hz generator or 57Hz on a
60Hz generator.
Important ! With AVR Types MX341 and MX321 If the
LED is illuminated and no output voltage
is present, refer to EXC TRIP and /or
OVER/V sections below.158S
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4.7.1.2 EXC TRIP (Excitation Trip)
AVR Types MX341 and MX321
An AVR supplied from a permanent magnet generator inherently
delivers maximum excitation power on a line to line or line to
neutral short circuit or large overload. In order to protect the
generator windings the AVR incorporates an over excitation
circuit which detects high excitation and removes it after a pre-determined time, i.e. 8-10 seconds.
Symptoms of incorrect setting are the generator output
collapses on load or small overload, and the LED is permanently
illuminated.
The correct setting is 70 volts +/-5% between terminals X and
XX.
4.7.1.3 OVER/V (Over Voltage)
AVR Types SX421 and MX321
Over voltage protection circuitry is included in the AVR to
remove generator excitation in the event of loss of AVR sensing
input.
The MX 321 has both internal electronic de-excitation and
provision of a signal to operate an external circuit breaker.
The SX421 only provides a signal to operate an external
breaker, which MUST be fitted if over voltage protection is
required.
Incorrect setting would cause the generator output voltage to
collapse at no-load or on removal of load, and the LED to be
illuminated.
The correct setting is 300 volts +/-5% across terminals E1,E0.
Clockwise adjustment of the OVER/V control potentiometer will
increase the voltage at which the circuit operates.
4.7.1.4 TRANSIENT LOAD SWITCHING
ADJUSTMENTS
AVR Types SX421, MX341 and MX321
The additional function controls of DIP and DWELL are provided
to enable the load acceptance capability of the generating set
to be optimised. The overall generating set performance
depends upon the engine capability and governor response, in
conjunction with the generator characteristics.
It is not possible to adjust the level of voltage dip or recovery
independently from the engine performance, and there will
always be a ’trade off’ between frequency dip and voltage dip.
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DIP
AVR Types SX421, MX341 and MX321
AVR Types SX421, MX341 and MX321
The dip function control potentiometer adjusts the slope of the
voltage/ speed (Hz) characteristic below the knee point as shown
below :
Fig. 8
DWELL
AVR Type MX321
The dwell function introduces a time delay between the recovery
of voltage and recovery of speed.
The purpose of the time delay is to reduce the generator kW
below the available engine kW during the recovery period, thus
allowing an improved speed recovery.
Again this control is only functional below the ’’knee point’’, i.e. if
the speed stays above the knee point during load switching there
is no effect from the DWELL function setting.
Clockwise adjustment gives increased recovery time.
Fig. 9
The graphs shown above are representations only, since it is
impossible to show the combined effects of voltage regulator
and engine governor performance.
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4.7.1.5 RAMP
AVR Type MX321
The RAMP potentiometer enables adjustment of the time taken
for the generator’s initial build up to normal rated voltage during
each start and run up to speed. The potentiometer is factory
set to give a ramp time of three seconds, which is considered
to be suitable for most applications. This time can be reduced
to one second by turning the pot. fully counter clockwise, and
increased to eight seconds by turning the pot. fully clockwise.
4.7.2 TRANSFORMER CONTROLLED GENERATORS
- TRANSFORMER ADJUSTMENT
Normally no adjustment is required but should the no-load voltage
and / or no-load voltage be unacceptable, adjustment of the
transformer air gap can be made as follows :
Stop the generator. Remove transformer cover box. (Normally
left hand side of the terminal box when viewed from the non
drive end).
Slacken the three transformer mounting bolts along the top of
the transformer.
Start the set with a voltmeter connected accross the main output
terminals.
Adjust the air gap between the transformer top lamination section
and the transformer limbs to obtain required voltage on no-load.
Slightly tighten the three mounting bolts. Switch load ’on’ and
’off’ two or three times. Application of load will normally raise the
voltage setting slightly. With the load ’off’ recheck the no-load
voltage.
Readjust air gap and finally tighten mounting bolts.
Refit the access cover.
Failure to refit covers can result in
operator personal injuiry or death.
Warning!
4.8 ACCESSORIES
Refer to the ’’ACCESSORIES’’ Section 6 of this Manual for
setting up procedures related to generator mounted
accessories.
If there are accessories for control panel mounting supplied with
the generator refer to the specific accessory fitting procedures.
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5.1 GENERAL
The extent of the site installation will depend upon the generating
set build, e.g. if the generator is installed in a canopied set with
integral switchboards and circuit breaker, on site installation will
be limited to connecting up the site load to the generating set
output terminals. In this case reference should be made to the
generating set manufacturer ’s instruction book and any
pertinent local regulations.
If the generator has been installed on a set without switchboard
or circuit breaker the folllowing points relating to connecting up
the generator should be noted.
5.2 GLANDING
The terminal box is most conveniently glanded on either right or
left hand side. Both panels are removable for drilling/punching
to suit glands/or glanding boxes. If single core cables are taken
through the terminal box side panel an insulated or
non-magnetic gland plate should be fitted.
Incoming cables should be supported from either below or
above the box level and at a sufficient distance from the centre
line of the generating set so as to avoid a tight radius at the point
of entry into the terminal box panel, and allow movement of the
generator set on its anti-vibration mountings without excessive
stress on the cable.
Before making final connections, test the insulation resistance
of the windings. The AVR should be disconnected during this
test.
A 500V Megger or similar instrument should be used. Should
the insulation resistance be less than 5MW the windings must
be dried out as detailed in the Service and Maintenance section
of this manual.
When making connections to the terminals the incoming cable
termination should be placed on top of the winding lead
termination(s) and clamped with the nut provided.
Important ! To avoid the possibility of swarf entering
any electrical components in the terminal
box, panels must be removed for drilling.
5.3 EARTHING
The neutral of the generator is not bonded to the generator frame
as supplied from the factory. An earth terminal is provided inside
the terminal box adjacent to the main terminals.Should it be
required to operate with the neutral earthed a substantial earth
conductor (normally equivalent to one half of the section of the
line conductors) must be connected between the neutral and
the earth terminal inside the terminal box. Additional earth
terminals are provided on the generator feet. These should be
already bonded to the generating set bedplate by the generating
set builder, but will normally be required to be connected to the
site earth system.
Caution !
SECTION 5INSTALLATION - PART 2
Reference to local electricity regulationsor safety rules should be made to ensurecorrect earthing procedures have beenfollowed.
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5.4 PROTECTION
It is the responsibility of the end user and his contractors/sub-contractors to ensure that the overall system protection meets
the needs of any inspectorate, local electricity authority or safety
rules, pertaining to the site location.
To enable the system designer to achieve the necessary
protection and/or discrimination, fault current curves are
available on request from the factory, together with generator
reactance values to enable fault current calculations to be made.
Incorrect installation and/or protective
systems can result in personal injury and/
or equipment damage.
Installers must be qualified to perform
Warning ! electrical installation work.
5.5 COMMISSIONING
Ensure that all external cabling is correct and that all the
generating set manufacturer’s pre-running checks have been
carried out before starting the set.
The generator AVR controls will have been adjusted during the
generating set manufacturer’s tests and should normally not
require further adjustment.
Should malfunction occur during commissioning refer to Service
and Maintenance section ’Fault Finding’ procedure (subsection
7.4).
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Generator control accessories may be fitted, as an option, in
the generator terminal box. When the options are supplied
seperately, fitting instructions are provided with the accessory.
The following matrix indicates availability of accessories with the
differing AVRs.
Note the SX460 is not suitable for operation with accessories.
Parallel ManualAVR -ing Voltage VAr/PF Current
Model Droop or Regulator Control LimitAstatic
SX440 4 X 4 X
SX421 4 X 4 X
MX341 4 4 4 X
MX321 4 4 4 4
6.1 REMOTE VOLTAGE ADJUST (ALL AVR TYPES)
A remote voltage adjust (hand trimmer) can be fitted.
SX460 and Remove link 1-2 on the AVR and connect
MX321 adjuster to terminals 1 and 2.
SX440, SX421 and Remove link 1-2 at the auxiliary terminals
MX341 and connect adjuster to terminals 1 and 2.
6.2 PARALLEL OPERATION
Understanding of the following notes on parallel operation is
useful before attempting the fitting or setting of the droop kit
accessory. When operating in parallel with other generators or
the mains, it is essential that the phase sequence of the incoming
generator matches that of the busbar and also that all of the
following conditions are met before the circuit breaker of the
incoming generator is closed on to the busbar (or operational
generator)
1) Frequency must match within close limits.
2) Voltages must match within close limits.
3) Phase angle of voltages must match within close limits.
A variety of techniques, varying from simple synchronising
lamps to fully automatic synchronisers, can be used to ensure
these conditions are met.
Important ! Failure to meet conditions 1, 2 and 3 when
closing the circuit breaker, will generate
excessive mechanical and electrical
stresses, resulting in equipment damage.
Once connceted in parallel a minimum instrumentation level per
generator of voltmeter, ammeter, wattmeter (measuring total
power per generator) and frequency meter is required in order
to adjust the engine and generator controls to share kW in
relation to engine ratings and KVAr in relation to generator
ratings.
SECTION 6ACCESSORIES
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It is important to recognise that
1) True kW are derived from the engine, and speed governor
characteristics determine the kW sharing between sets
and
2) KVAr are derived from the generator, and excitation control
characteristics determine the kVAr sharing.
Reference should be made to the generating set
manufacturer ’s instructions for setting the governor
controls.
6.2.1 DROOP
The most commonly used method of kVAr sharing is to create
a generator voltage characteristic which falls with decreasing
power factor (increasing kVAr). This is achieved with a current
transformer (C.T.) which provides a signal dependent on
current phase angle (i.e power factor) to the AVR.
The current transformer has a burden resistor on the AVR board
and a percentage of the burden resistor voltage is summed into
the AVR circuit. Increasing droop is obtained by turning the
DROOP control potentiometer clockwise.
The diagrams below indicate the effect of droop in a simple two
generator system :-
Load at pf cos Æ
Gen No. 1 Gen No. 2
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Generally 5% droop at full load current at zero p.f. is sufficient to
ensure kVAr sharing.
If the droop accessoory has been supplied with the generator itwill have been tested to ensure correct polarity and set to a
nominal level of droop. The final level of droop will be set during
generating set commissioning.
The following setting procedure will be found to be helpful.
6.2.1.1 SETTING PROCEDURE
Depending upon available load the following setting should be
used-all are based on rated current level.
0.8 P.F. LOAD (at full load current) SET DROOP TO 3%
Zero P.F. LOAD (at full load current) SET DROOP TO 5%
Setting the droop with low power factor load is the most accurate.
Run each generator as a single unit at rated frequency or rated
frequency + 4% depending upon type of governor and nominal
voltage. Apply available load to rated current of the generator.
Adjust ’DROOP’ control potentiometer to give droop in line with
above table. Clockwise rotation increasesamount of droop. Refer
to Fig 9a, 9b, 9c or 9d for potentiometer locations.
Note 1)Reverse polarity of the C.T. will raise the generator voltage with
load. The polarities S1-S2 shown on the wiring diagrams are
correct for clockwise rotation of the generator looking at the
drive end. Reversed rotation requires S1-S2 to be reversed.
Note 2)
The most important aspect is to set all generators equal. The
precise level of droop is less critical.
Note 3)
A generator operated as a single unit with a droop circuit set at
rated load 0.8 power factor is unable to maintain the usual +/-0.5% regulation. A shorting switch can be connected across S1-S2 to restore regulation for single running.
Important ! LOSS OF FUEL to an engine can cause its
generator to motor with consequent
damage to the generator windings.
Reverse power relays should be fitted to
trip main circuit breaker.
LOSS OF EXCITATION to the generator can
result in large current oscillations with
consequent damage to generator
windings. Excitation loss detection
equipment should be fitted to trip main
circuit breaker.
6.2.2 ASTATIC CONTROL
The ’droop’ current transformer can be used in a connection
arrangement which enables the normal regulation of the
generator to be maintained when operating in parallel.
This feature is only supplied from the factory as a fitted droop
kit, however, if requested at the time of order, the diagrams given
with machine will give the necessary site connections. The end
user is required to provide a shorting switch for the droop current
transformer secondary.
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Should the generator be required to be converted from standard
droop to ’astatic’ control, diagrams are available on request.
The setting procedures is exactly the same as for DROOP.
(Subsection 6.2.1.1)
Important ! When using this connection arrangement a
shorting switch is required across each
C.T. burden (terminals S1 and S2.)
The switch must be closed a) when a
generating set is not running and b) when
a generating set is selected for single,
running.
6.3 MANUAL VOLTAGE REGULATOR (MVR)-MX341
and MX321 AVR
This accessory is provided as an ’emergency’ excitation system,
in the event of an a AVR failure.
Powered from the PMG output the unit is manually set, but
automatically controls the excitiation current, independent of
generator voltage or frequency.
The unit is provided with ’MANUAL’, ’OFF’, ’AUTO’ switching
facility.
’MANUAL’- position connects the exciter field to theMVR output. Generator
output is then controlled by the operator adjusting the excitation
current.
’OFF’- disconnects the exciter field from both MVR and the normal
AVR.
’AUTO’- connects the exciter field to the normal AVR and the generator
output is controlled at the pre-set voltage under AVR control.
Switching ’mode of operation’ should be carried out with the
generator set stationary to avoid voltage surges on the connected
load, although neither the MVR nor AVR will be damaged should
the switching be carried out with the set running.
6.4 OVERVOLTAGE DE-EXCITATION BREAKER
SX421 and MX321 AVR
This accessory provides positive interruption of the excitation
power in the event of overvoltagedue to loss of sensing or internal
AVR faults including the output power device.
With the MX321 AVR this accessory is supplied loose for fitting
in the control panel.
In the case of the SX421 the circuit breaker is always supplied
and will normally be fitted in the generators.
Important ! When the circuit breaker is supplied loose,
the AVR is fitted with a link on terminals
K1-K2 to enable operations of the AVR.
When connecting the circuit breaker this
link must be removed.
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6.4.1 RESETTING THE BREAKER
In the event of the operation of the circuit breaker, indicated by
loss of generator output voltage, manual resetting is required
when in the ’’tripped’’ state the circuit breaker switch level shows
’’OFF’’. To reset move the switch lever to the position showing
’’ON’’
When fitted in the generator, access to the breaker is gained by
removal of the AVR access cover.
Terminals which are LIVE with the
generating set running are exposed when
the AVR access cover is removed.
Resetting of the circuit breaker MUST be
carried out with generating set stationary,
Danger ! and engine starting circuits disabled.
The circuit breaker is mounted on the AVR mounting bracket
either to the left or to the right of the AVR depending upon AVR
position. After resetting the circuit breaker replace the AVR
access cover before restarting the generating set. Should
resetting of the circuit breaker not restore the generator to normal
operation, refer to subsection 7.5.
FIG. 9a
FIG. 9b
SX440
K2 K1
50
50 Hz60 Hz
CC B60 A
TRIM
K1-K2 Linked for
normal operation
DROOP
VOLTS
INDICATORLED
UFRO SELECTIONSTABILITY
FREQUENCY
SELECTION
SE
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P2 P3 P4 XX X 3 2 2 1
A1A2S1S2
12345678
90 kW -550 kW
OVER 550 kW
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FIG. 9c
FIG. 9d
6.5 CURRENT LIMIT- MX321AVR
These accessories work in conjunction with AVR circuits to
provide an adjustment to the level of current delivered into a
fault. One current transformer (CT) per phase is fitted to provide
current limiting on any line to line or line to neutral fault.
Note : The W phase CT can also privide ’’ DROOP" Refer to
6.2.1.1 for setting droop independent of current limit.
Adjustment means is provided with the "I/LIMIT" control
potentiometer on the AVR. Refer to Fig. 9d for location. If current
limit transformers are supplied with the generator the limit will
be set in accordance with the level specified at the time of order,
and no further adjustment will be necessary. However, should
the level need to be adjusted, refer to the setting procedure
given in 6.5.1.
6.5.1 SETTING PROCEDURE
Run the generating set on no-load and check that engine
governor is set to control nominal speed.
K2 K1
3
4P/60 Hz
6P/60 Hz4P/50 Hz
(NO LINK) 6P/50 Hz
90 kW -550 kW
OVER 550 kW
C2 B1 A
MX341
TRIM
DROOP
K1-K2 Linked fornormal operation
VOLTS
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INDICATORLED
UFRO SELECTIONSTABILITY
FREQUENCYSELECTION
P2 P3 P4 XX X 3 22 1
A1A2S1S2
12345678
EXC TRIPDIP
MX 321
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Stop the generating set. Remove the link between terminals
K1-K2 at the auxiliary terminal block and connect a 5A switch
across the terminals K1-K2.
Turn the "I/LIMIT" control potentiometer fully anticolckwise. Short
circuit the stator winding with a bolted 3 phase short at the main
terminals. An AC current clip-on ammeter is required to
measure the winding lead current.
With the switch across K1-K2 open start the generating set.
Close the switch across K1-K2 and turn the "I/LIMIT" control
potentiometer clockwise until required current level is observed
on the clip-on ammeter. As soon as correct setting is achieved
open the K1-K2 switch.
Should the current collapse during the setting procedure, the
internal protective circuits of the AVR will have operated. In this
event shut down the set and open the K1-K2 switch. Restart the
set and run for 10 minutes with K1-K2 switch open, to cool the
generator windings, before attempting to resume the setting
procedure.
Important ! Failure to carry out the correct COOLING
procedure, may cause overheating and
consequent damage to the generator
windings.
6.6 POWER FACTOR CONTROLLER (PFC3)
This accessory is primarily designed for those generator
applications where operation in parallel with the mains supply is
required.
Protection against loss of mains voltage or genrerator excitation
is not included in the unit and the system designer must
incorporate suitable protection.
The electronic control unit requires both droop and kVAr
current transformers. When supplied with the generator, wiring
diagrams and the additional instruction leaflet provided gives
details of setting procedures for the power factor controller
(PFC3).
The uniit monitors the power factor of the generator current and
adjusts excitation to maintain the power factor constant.
This mode can also be used to control the power factor of the
mains if the point of current monitoring is moved to the mains
cables. Refer to the factory for appropriate details.
It is also possible to operate the unit to control kVAr of the
generator if required. Refer to the factory for appropriate details.
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SECTION 7SERVICE AND MAINTENANCE
Service and fault finding procedures
present hazards which can result in
severe personal injury or death. Only
personnel qualified to perform electrical
and mechanical service should carry out
these procedures.
Warning ! Ensure engine starting circuits are
disabled before commencing service or
maintenance procedures. Isolate any
anticondensation heater supply.
As a part of routine maintenance procedures, periodic attention
to winding condition (particularly when the generators have been
idle for a long period) and bearings is recommended. (Refer to
subsections 7.1 and 7.2 respectively).
7.1 WINDING CONDITION
The condition of the windings can be assessed by measurement
of insulation resistance to earth.
Care should be taken when dealing with windings which are
suspected of being excessively damp & dirty. The initial
measurement of insulation resistance should be established
using a low voltage (500V) megger type instrument and if
manually powered the handle should initially be turned slowly.
Full megger tests or any other form of high voltage tests should
not be applied untill the windings have been dried out and if
necessary cleaned.
Caution ! The AVR should be disconnected and the
resistance temperature detector (R.T.D.)
leads grounded during this test.
Important ! The windings have been H.V. tested during
manufacture and further H.V. testing may
degrade the insulation with consequent
reduction in operating life. Should it be
necessary to demonstrate H.V. testing, for
customer acceptance, the tests must be
carried out at reduced voltage levels i.e.
(Test Voltage = 0.8 (2 X Rated
Voltage + 1000).
A 500V megger or similar instrument should be used.
Disconnect any earthing conductor connected between neutral
and earth and megger an output lead terminal U, V or W to earth.
The insulation resistance reading should be in excess of 1.0MWto
earth. Should the insulation resistance be less than 1.0MW the
winding must be dried out as detailed below.
The above insulation resistance value is quoted for windings at
an ambient temperature of approximately 200C.
It should be noted that as winding temperature increases, values
of insulation resistance may significantly reduce. Therefore, the
reference values for insulation resistance can only be established
with windings at a temperature of approximately 200C.
Should the values be less than quoted, drying out the generator
windings is essential. 171SE
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Drying out may be carried out by directing warm air from a fan
heater or similar apparatus into the generator air inlets and/or
outlets.
During drying, air must be able to flow freely through the generator
in order to carry off the moisture.
Alternatively, the alternator main stator windings may be short
circuited with a bolted 3 phase short at the main terminals and
the generating set run with the AVR disconnected at terminals Xand XX. A d.c. supply is connected to the leads X and XX (Xmust be connected to the positive of the d.c. supply and XX to
the negative of the d.c. supply). The d.c. supply must be
variable from 0 - 24 volts and capable of supplying 1.0amp. An
a.c. current clip-on ammeter or similar instrument is required to
measure the main stator winding current.
Set the DC supply voltage to zero. Start the generating set and
slowly increase the DC voltage to pass current through the main
stator winding. The current level should not exceed the rated
current of the generator.
Important ! The short circuit must not be applied with
the AVR connected in circuit. Current in
excess of the rated generator current will
cause damage to the windings.
During drying the resistance should be measured at regular
intervals, typically every 15 minutes and a graph plotted of
insulation resistance against time. The shape of the resulting
curve will be similar to Fig. 1 below.
Fig. 1 illustrates a typical curve for a generator which has
absorbed a considerable amount of moisture. The curve indicates
a temperature increase in resistance, a fall, and then a gradual
rise to a steady figure. If windings are not very damp the dotted
portion of the curve may not appear.
Fig.1
Drying should be continued after point "A" has been reached for
at least ane hour.
Once the winding insulation resistance has been raised to the
highest achievable level the I.R. (Insulation Resistance) should
be measured using a 500V megger or similar type instrument.
It is recommended that the main stator insulation resistance is
checked as follows :
1. Seperate the three neutral leads
2. Ground V and W phase and megger U phase to ground
Ground U and W phase and megger V phase to ground
Ground U and V phase and megger W phase to ground
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The generator must not be put into service if the following
minimum values cannot be achieved.
INSULATION RESISTANCE 1.0 Meg Ohm
If the minimum value of I.R. cannot be achieved rewinding or
refurbishment of the main stator winding will be necessary.
7.2 BEARINGS
All bearings are sealed for life as supplied by the bearing
manufacturer. Periodic checks for overheating or noise during
the life of the bearing are recommended. If excessive vibration
develops after a period of time this may be due to bearing wear
- the bearing should then be examined for damage or loss of
grease and replaced if necessary. Refer to subsection 7.5.4.2.
In any event the bearing should be replaced after 40000 hours
in service.
Important ! Bearing life is subject to working conditions
and environment.
Important ! Long stationary periods in an environment
where there is vibration can cause false
brinneling which puts flats on the ball and
grooves on the races. Very humid
atmospheres or wet conditions can
emulsify the grease causing corrosion.
Important ! High axial vibration from the engine or
misalignment of the set will stress the
bearing.
7.3 AIR FILTERS
The frequency of filter maintenance will depend upon the severity
of the site conditions. Regular inspection of the elements will be
required to establish when cleaning is necessary.
7.3.1 CLEANING PROCEDURE
Removal of filter elements enables access
to LIVE parts.
Only remove elements with the generator
out of service.
Danger !
Remove the filter elements from the filter frames. Immerse or
flush the element with a suitable detergent until the element is
clean. Dry elements thoroughly before refitting.
7.4 FAULT FINDING
Important ! Before commencing any fault finding
procedure examine all wiring for broken or
loose conections.
Four types of excitation control system, involving four types of
AVR, can be fitted to the range of generators covered by this
manual. The systems can be identified by a combination of AVR
type, where applicable, and the last digit of the generator frame
size designation. Refer to the generator nameplate then proceed
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to the appropriate subsection as indicated below:-
DIGIT EXCITATION CONTROL SUBSECTION
4 SX460 AVR 7.4.1
4 SX440 AVR 7.4.2
4 SX421 AVR 7.4.3
5 Transformer control 7.4.4
3 MX341 AVR 7.4.5
3 MX321 AVR 7.4.6
7.4.1 SX460 AVR - FAULT FINDING
No voltage 1. Check speed
build-up when 2. Check residual voltage refer to
starting set subsection 7.4.7.
3. Follow seperate excitation test
procedure to check generator and
AVR.
Unstable voltage 1. Check speed stability
either on no-load 2. Check stability setting. Refer
or with load to subsection 4.6
High voltage 1. Check speed.
either on no-load 2. Check that generator load is not
or with load capacitive (leading power factor).
Low voltage 1. Check speed
no-load 2. Check link 1-2 or external hand
trimmer leads for continuity.
Low voltage 1. Check speed
on-load 2. Check UFRO setting. Refer to
subsection 4.7.1.1.
3. Follow seperate excitation procedure
to check generator and AVR. Refer
to subsection 7.5.
7.4.2 SX440 AVR - FAULT FINDING
No voltage 1. Check link K1-K2 on auxiliary
build-up when terminals
starting set 2 Check speed
3. Check residual voltage refer to
subsection 7.4.7.
4. Follow seperate excitation test
procedure to check generator and
AVR. Refer to subsection 7.5.
Unstable voltage 1. Check speed stability
either on no-load 2. Check stability setting. Refer
or with load to subsection 4.6
High voltage 1. Check speed
either on no-load 2. Check that generator load is not
or with load capacitive (leading power factor)
Low voltage 1. Check speed
no-load 2. Check link 1-2 or external hand
trimmer leads for continuity.
Low voltage 1. Check speed
on-load 2. Check UFRO setting. Refer to
subsection 4.7.1.1.
3. Follow seperate excitation procedure
to check generator and AVR. Refer
to subsection 7.5.
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7.4.3 SX421 AVR - FAULT FINDING
No voltage 1. Check circuit breaker ’ON’. Refer
build-up when to subsection 6.4.1.
starting set 2. Check speed.
3. Check residual voltage. Refer to
Subsection 7.4.7.
4. Follow seperate excitation test
procedure to check generator and
AVR. Refer to subsection 7.5.
Unstable voltage 1. Check speed stability.
either on no-load 2. Check stability setting. Refer to
or with load subsection 4.6.
High voltage 1. Check speed.
either on no-load 2. Check link 1-2 or external hand
or with load trimmer leads for continuity. Check
continuity of leads 7-8 and P3-P2 for
continuity.
3. Check that generator load is not
capacitive (leading power factor).
Low voltage 1. Check speed.
no-load 2. Check link 1-2 or external hand
trimmer leads for continuity.
Low voltage 1. Check speed.
on-load 2. Check UFRO setting. Refer to
subsection 4.7.1.1.
3. Follow seperate excitation procedure
to check generator and AVR. Refer
to subsection 7.5.
Excessive 1. Check governor response.
voltage/speed 2. Refer to generating set manual.
dip on load Check ’DIP’ setting.
switching Refer to subsection 4.7.1.4.
7.4.4 TRANSFORMER CONTROL - FAULT FINDING
No voltage 1. Check transformer rectifiers
build-up when 2. Check transformer secondary
starting set winding for open circuit.
Low voltage 1. Check speed.
2. Check transformer air gap setting.
Refer to subsection 7.4.2.
High voltage 1. Check speed.
2. Check transformer air gap setting.
Refer to subsection 7.4.2.
3. Check transformer secondary
winding for short circuited turns.
Excessive 1. Check speed drop on-load.
voltage drop 2. Check transformer rectifiers.
on - load Check transformer air gap setting.
Refer to subsection 4.7.2.
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7.4.5 MX341 AVR - FAULT FINDING
No voltage 1. Check link K1-K2 on auxiliary
build-up when terminals.
Starting set 2. Follow Seperate Excitation Test
Procedure to check machine andAVR. Refer subsection 7.5.
Loss of voltage 1. First stop and re-start set. If no
when set running voltage or voltage collapses
after short time, follow Seperate
Excitation Test Procedure. Refer to
subsection 7.5.
Generator voltage 1. Check sensing leads to AVR.
high followed 2. Refer to Seperate Excitation Test
by collapse Procedure. Refer to subsectio 7.5.
Voltage unstable, 1. Check speed stability.
either on no-load 2. Check ’’STAB’’ setting. Refer to
or with load Load Testing section for procedure.
Refer to subsection 4.6.
Low voltage 1. Check speed.
on-load 2. If correct check ’’UFRO’’ setting.
Refer to subsection 4.7.1.1.
Excessive 1. Check governor response. Refer to
voltages/speed dip generating set manual. Check ’’DIP’’on load switching setting. Refer to subsection 4.7.1.4.
Sluggish recovery 1. Check governor response.
on load switching Refer to generating set manual.
7.4.6 MX321 AVR - FAULT FINDING
No voltage 1. Check link K1-K2 on auxiliary
build-up when terminals. Follow Seperate Excitation
Starting set Test Procedure to check machine and
AVR. Refer subsection 7.5.
Voltage very slow 1. Check setting of rampto build up potentiometer. Refer to 4.7.1.5
Loss of voltage 1. First stop and re-start set. If no vol-when set running -tage or voltage collapses after short
time, follow Seperate Excitation TestProcedure. Refer to subsection 7.5.
Generator voltage 1. Check sensing leads to AVR.
high followed by 2. Refer to Seperate Excitation Test
collapse Procedure. Refer to subsection 7.5.
Voltage unstable, 1. Check speed stability.
either on no-load 2. Check ’’STAB’’ setting. Refer to Load
or with load Testing section for procedure.Refer to subsection 4.6.
Low voltage 1. Check speed.
on-load 2. If correct check ’’UFRO’’ setting.
Refer to subsection 4.7.1.1.
Excessive 1. Check governor response. Refer to
voltages/speed dip generating set manual. Check ’’DIP’’on load switching setting. Refer to subsection 4.7.1.4.
Sluggish 1. Check governor response.Refer
recovery on load to generating set manual. Check
switching ’’DWELL’’ setting. Refer to Load
Testing section 4.7.1.4.
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7.4.7 RESIDUAL VOLTAGE CHECK
This procedure is applicable to generators with either SX460 or
SX440 or SX421 AVR.
With the generator set stationary remove AVR access cover
and leads X and XX from the AVR.
Start the set and measure voltage across AVR terminals 7-8 on
SX460 AVR or P2-P3 on SX440 or SX421 AVR.
Stop the set,and replace leads X and XX on the AVR terminals.
If the measured voltage was above 5V the generator should
operate normally.
If the measured voltage was under 5V follow the procedure below.
Using a 12 volt d.c. battery as a supply clip leads from battery
negative to AVR terminal XX, and from battery positive through
a diode to AVR terminal X. See Fig. 10.
Important ! A diode must be used as shown below to
ensure the AVR is not damaged.
Fig. 10
Important ! If the generating set battery is used for field
flashing, the generator main stator neutral
must be disconnected from earth.
Restart the set and note output voltage from main stator, which
should be approximately nominal voltage, or voltage at AVR
terminals 7 and 8 on SX460, P2-P3 on SX440 or SX421 which
should be between 170 and 250 volts.
Stop the set and unclip battery supply from terminals X and XX.
Restart the set. The generator should now operate normally. Ifno voltage build-up is obtained it can be assumed a fault exists
in either the generator or theAVR circuits. Follow the SEPARATE
EXCITATION TEST PROCEDURE to check generator windings,
rotating diodes and AVR. Refer to subsection 7.5.
7.5 SEPARATE EXCITATION TEST PROCEDURE
The generator windings, diode assembly and AVR can be
checked using the appropriate following section.
7.5.1 GENERATOR WINDINGS, ROTATING DIODES
and PERMANENT MAGNET GENERATOR (PMG)
7.5.2 EXCITATION CONTROL TEST.
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7.5.1 GENERATOR WINDINGS, ROTATING DIODES
and PERMANENT MAGNET GENERATOR (PMG)
Important ! The resistances quoted apply to a standard
winding. For generators having windings or
voltages other than those specified refer to
factory for details.
Ensure all disconnected leads are isolated
and free from earth.
Important ! Incorrect speed setting will give
proportional error in voltage output.
CHECKING PMG
Start the set and run at rated speed.
Measure the voltages at theAVR terminals P2, P3 and P4. These
should be balanced and within the following ranges :-
50Hz generators - 170-180 volts
60Hz generators - 200-216 volts
Should the voltages be unbalanced stop the set, remove the
PMG sheet metal cover from the non drive endbracket and
disconnect the multipin plug in the PMG output leads. Check
leads P2, P3, P4 for continuity. Check the PMG stator
resistances between output leads. These should be balanced
and within +/- 10% of 2.3 ohms. If resistances are unbalanced
and/or incorrect the PMG stator must be replaced. If the voltages
are balanced but low and the PMG stator winding resistance are
correct - the PMG rotor must be replaced.
CHECKING GENERATOR WINDINGS AND
ROTATING DIODES
This procedure is carried out with leads X and XX disconnected
at the AVR or transformer control rectifier bridge and using a 12volt d.c. supply to leads X and XX.
Start the set and run at rated speed.
Measure the voltage at the main output terminals U, V and W. Ifthe voltages are balanced and within +/- 10% of the generator
nominal voltage, refer to 7.5.1.1.
Check voltages at AVR terminals 6, 7 and 8. These should be
balanced and between 170-250 volts.
If voltages at main terminals are balanced but voltages at 6, 7and 8 are unbalanced,check continuityof leads 6, 7 and 8. Where
an isolating transformer is fitted (MX321AVR) check transformer
windings. If faulty the transformer unit must be replaced.
If voltages are unbalanced, refer to 7.5.1.2.
7.5.1.1 BALANCED MAIN TERMINAL VOLTAGES
If all voltages are balanced within 1% at the main terminals, it
can be assumed that all exciter windings, main windings and
main rotating diodes are in good order, and the fault is in the
AVR or transformer control. Refer to subsection 7.5.2 for test
procedure.
If voltages are balanced but low, there is a fault in the main
excitation windings or rotating diode assembly. Proceed as
follows to identify:- 178SE
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Rectifier Diodes
The diodes on the main rectifier assembly can be checked with
a multimeter. The flexible leads connected to each diode shouldbe disconnected at the terminal end, and the forward and
reverse resistance checked. A healthy diode will indicate a very
high resistance (infinity) in the reverse direction, and a low
resistance in the forward direction. A faulty diode will give a fulldeflection reading in both directions with the test meter on the
10,000 ohms scale, or an infinity reading in both directions.
On an electronic digital meter a healthy diode will give a low
reading in one direction, and a high reading in the other.
Replacement of Faulty Diodes
The rectifier assembly is split into two plates, the positive and
negative, and the main rotor is connected across these plates.Each plate carries 3 diodes, the negative plate carrying negative
biased diodes and the positive plate carrying positive baised
diodes. Care must be taken to ensure that the correct polarity
diodes are fitted to each respective plate. When fitting thediodes to the plates they must be tight enough to ensure a good
mechanical and electrical contact, but should not be
overtightened. The recommended torque tightening is 4.06 -4.74Nm (36-42lb in).
Surge Suppressor
The surge suppressor is metal-oxide varistor connected
across the two rectifier plates to prevent high transient reverse
voltages in the field winding from damaging the diodes. This
device is not polarised and will show a virtually infinite readingin both directions with an ordinary resistance meter. If defective
this will be visible by inspection, since it will normally fail to short
circuit and show signs of disintegration. Replace if faulty.
Main Excitation Windings
If after establishing and correcting any fault on the rectifierassembly the output is still low when seperately excited, then
the main rotor, exciter stator and exciter rotor winding resistances
should be checked (see Resistance Charts), as the fault must
be in one of these windings. The exciter stator resistance ismeasured across leads X and XX. The exciter rotor is connected
to six studs which also carry the diode lead terminals. The main
rotor winding is connected across the two rectifier plates. The
respective leads must be disconnected before taking thereadings.
Resistance values should be within +/- 10% of the values given
in the tables below :-
Frame Main ExciterStator Exciter
Size Rotor Type 1 Type 2* Type 3** Rotor
UC22C 0.59 21 28 138 0.142
UC22T 0.60 21 28 138 0.142
UC22D 0.64 21 28 138 0.142
UC22E 0.69 20 30 155 0.156
UC22V 0.76 20 30 155 0.156
UC22F 0.83 20 30 155 0.156
UC22W 0.90 20 30 155 0.156
UC22G 0.93 20 30 155 0.156
UC27C 1.14 20 - - 0.156
UC27D 1.25 20 - - 0.156
UC27E 1.4 20 - - 0.182
UC27F 1.6 20 - - 0.182
UC27G 1.76 20 - - 0.182
UC27H 1.92 20 - - 0.182
UC27J 2.2 20 - - 0.182
* Used with 1 phase transformer controlled 3 phase or 1 phasegenerators.
** Used with 3 phase transformer controlled 3 phase generators.
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7.5.1.2 UNBALANCED MAIN TERMINAL VOLTAGES
If voltages are unbalanced, this indicates a fault on the main
stator winding or main cables to the circuit breaker. NOTE : Faults
on the stator winding or cables may also cause noticeable load
increase on the engine when excitation is applied. Disconnectthe main cables and separate the winding leads U1-U2, U5-U6,
V1-V2, V5-V6, W1-W2, W5-W6 to isolate each winding section.
(U1-L1, U2-L4 on single phase generators).
Measure each section resistance - values should be balanced
and within +/- 10% of the value given below :
Measure insulation resistance between sections and each section
to earth.
Unbalanced or incorrect winding resistances and/or low
insulation resistances to earth indicate rewinding of the stator
will be necessary. Refer to removal and replacement ofcomponent assemblies subsection 7.5.3.
7.5.2 EXCITATION CONTROL TEST
7.5.2.1 AVR FUNCTION TEST
A l l types of AVR ’S can be tested with this procedure.
1. Remove exciter field leads X & XX (F1 & F2) from the
AVR terminals X & XX (F1 & F2).
2. Connect a 60W 240 V household lamp to AVR terminals
X and XX (F1 & F2).
3. Set theAVR VOLTS control potentiometer fully clockwise.
4. Connect a 12V, 1.0A DC supply to the exciter field leadsX & XX (F1 & F2) with X (F1) to the positive.
SECTION RESISTANCES, 3 PHASE WINDINGS
FRAME 380V 400V 415V 416V 460V
SIZE 50Hz 50Hz 50Hz 60Hz 60Hz
UC22C 0.059 0.078 0.082 0.055 0.059
UC22D 0.054 0.056 0.057 0.049 0.054
UC22E 0.041 0.05 0.053 0.038 0.041
UC22F 0.031 0.031 0.033 0.025 0.031
UC22G 0.022 0.026 0.028 0.021 0.022
TRANSFORMER CONTROLLED GENERATORS
AVR CONTROLLED GENERATORS
FRAME SECTION RESISTANCES
SIZE Winding 311 Winding 17 Winding 05 Winding 06
UC22C 0.09 0.14 0.045 0.03
UC22T 0.08 - - -
UC22D 0.065 0.1 0.033 0.025
UC22E 0.05 0.075 0.028 0.02
UC22V 0.04 - - -
UC22F 0.033 0.051 0.018 0.012
UC22W 0.03 - - -
UC22G 0.028 0.043 0.014 0.01UC27C 0.03 0.044 - -
UC27D 0.023 0.032 - -
UC27E 0.016 0.025 - -
UC27F 0.012 0.019 - -
UC27G 0.011 0.013 - -
UC27H 0.08 0.014 - -
UC27J 0.07 0.012 - -
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5. Start the set and run at rated speed.
6. Check that the generator output voltage is within +/- 10%of the rated voltage.
Voltages atAVR terminals 7-8 on SX460AVR or P2-P3 on SX440or SX421 AVR should be between 170 and 250 volts. If thegenerator output voltage is correct but the voltage on 7-8 (or
P2-P3) is low, check auxiliary leads and connections to main
terminals.
Voltages at P2, P3, P4 terminals on MX341 and MX321 should
be as given in 7.5.1.
The lamp connected across X-XX should glow. In the case of
SX460, SX440 and SX421 AVRs the lamp should glow
continuously. In the case of the MX341 and MX321 AVRs the
lamp should glow for approximately 8 secs. and then turn off.Failure to turn off indicates faulty protection circuit and the AVR
should be replaced. Turning the "VOLTS" control potentiometer
fully anti-clockwise should turn off the lamp with all AVR types.
Should the lamp fail to light the AVR is faulty and should be
replaced.
Important ! After this test turn VOLTS controlpotentiometer fully anti-clockwise.
7.5.2.2 TRANSFORMER CONTROL
The transformer rectifier unit can only be checked by continuity,resistance checks and insulation resistance measurement.
Two phase transformer
Separate primary leads T1-T2-T3-T4 and secondary leads
10-11. Examine windings for damage. Measure resistances
across T1-T3 and T2-T4. These will be a low value but shouldbe checked. Check that there is resistance in the order of 8 ohms
between leads 10 and 11. Check insulation resistance of each
winding section to earth and to other winding sections.
Low insulation resistance, unbalanced primary resistance, open
or short circuited winding sections, indicates the transformer unit
should be replaced.
Three phase transformer
Separate primary leads T1-T2-T3 and secondary leads
6-7-8 and 10-11-12.
Examine windings for damage. Measure resistances across T1-T2, T2-T3, T3-T1. These will be low value but should be balanced.
Check that resistances are balanced across 6-10, 7-11 and 8-12 and in the order of 18 ohms.
Check insulation resistance of each winding section to earth and
to other winding sections.
Low insulation resistance, unbalanced primary or secondary
winding resistances, open or short circuited winding sections
indicates the transformer unit should be replaced.
Rectifier units - Three phase and single phase
With the leads 10-11-12-X and XX removed from the rectifier
unit ( lead 12 is not fitted on single phase transformer rectifier
units), check forward and reverse resistances between terminals
10-X, 11-X, 12-X, 10-XX, 11-XX and 12-XX with a multimeter.
A low forward resistance and high reverse resistance should be
read between each pair of terminals. If this is not the case theunit is faulty and should be replaced.
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7.5.3 REMOVAL AND REPLACEMENT OF
COMPONENT ASSEMBLIES
METRIC THREADS ARE USED THROUGHOUT
Caution ! When lifting single bearing generators,care is needed to ensure the generatorframe is kept in the horizontal plane. Therotor is free to move in the frame and canslide out if not correctly lifted. Incorrectlifting can cause serious personal injury.
7.5.3.1 REMOVAL OF PERMANENT MAGNET
GENERATOR (PMG)
1. Remove four screws holding the sheet metal cyllindricalcover at the non-drive end and remove the cover.
2. Disconnect the in line connector from the PMG stator (3wires go to this connector). It may be necessary to cut off
the nylon cable tie first.
3. Remove the 4 threaded pillers and clamps holding the
PMG stator on to the end bracket.
4. Tap the stator out of the 4 spigots and withdraw. The highly
magnetic rotor will attract the stator. Take care to avoidcontact which may damage the windings.
5. Remove the bolt in the centre from the rotor shaft and pull
off the rotor. It may be necessary to gently tap the rotor
away.Take care to tap gently and evenly - the rotor has
ceramic magnets which are easily broken by shock.
Important ! The rotor assembly must not be dismantled.
Replacement is a reversal of the above procedure.
7.5.3.3 REMOVAL OF BEARINGS
Important ! Position the main rotor so that a full poleface of the main rotor core is at thebottom of the stator bore.
NOTE : Removal of the bearings may be effected either after
the rotor assembly has been removed OR more simply by
removal of endbracket(s). Refer to 7.5.4.3 and 7.5.4.4.
The bearings are pre-packed with grease and sealed for life.
The bearing(s) are a press fit and can be removed from theshaft with 3 leg or 2 leg manual or hydraulic bearing pullers.
Single bearing only : Before trying to pull off the bearingremove the small circlip retaining it.
When fitting new bearings use a bearing heater to expand thebearing before fitting to the shaft. Tap the bearings into place
ensuring that it contacts the shoulder on the shaft.
Refit the retaining circlip on single bearing generators.
7.5.3.3 REMOVAL OF END BRACKET AND
EXCITER STATOR
1. Remove exciter leads X+, XX- at the AVR.
2. Slacken 4 bolts (2 each side) situated on horizontal centre
line holding the terminal box.
3. Remove 2 bolts holding lifting lug, at the non drive end,
and remove lug.
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4. Remove sheet metal cyllindrical cover (4 screws) over
PMG (if fitted).
or
Remove shalow sheet metal cover ( 4 screws) at the
non-drive end.
5. Ease up the terminal box and support clear of the non-drive endbracket.
6. Remove 6 bolts holding the non-drive endbracket to the
stator bar assembly. The endbracket is now ready for
removal.
7. Replace the lifting lug onto the endbracket and sling the
endbracket on a hoist to facilitate lifting.
8. Tap the endbracket around its perimeter to release from
the generator. The endbracket and exciter stator will
come away as a single assembly.
9. Remove the 4 screws holding the exciter stator to the
endbracket and gently tap the exciter stator to release
it. Replacement is a reversal of the above procedure.
7.5.3.4 REMOVAL OF THE ROTOR ASSEMBLY
Remove the permanent magnet generator. Refer to 7.5.3.1
or
Remove the four screws holding the sheet metal cover at the
non drive end and remove cover.
Caution ! With the PMG rotor removed single bearing
generator rotors are free to move in the
frame. Ensure frame is kept in the
horizontal plane when lifting.
TWO BEARING GENERATORS
1. Remove 2 screws holding the sheet metal cover around
the adaptor at the drive end and remove the cover.
2. Remove the bolts holding the adaptor to the endbracket
at the drive end.
3. Tap off the adaptor. It may be preferred to sling the
adaptor first depending on its size and weight.
4. Remove the screens and louvers (if fitted) at each side
on the drive end.
Now ensure that the rotor is positioned with a full pole face at
the bottom centre line. This is to avoid damage to the bearing
exciter, or rotor winding, by limiting the possible rotor downward
movement to the air gap length.
5. Remove 6 bolts holding drive endbracket onto adaptor
ring DE. The boltheads face towards the non-drive end.
The top bolt passes through the centre of the lifting lug.
6. Tap the drive endbracket away from the adaptor ring
DE and withdraw the endbracket.
7. Ensure the rotor is supported at the drive end on a sling.
8. Tap the rotor from the non drive end to push the bearing
clear of the endbracket and its position within an ’O’ ring.
9. Continue to push the rotor out of the stator bore,
gradually working the sling along the rotor as it is
withdrawn, to ensure that it is fully supported all the time.
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SINGLE BEARING GENERATORS
1. Remove the screws, screens louvres (if fitted) at each
side on drive end adaptor.
2. UCI224, UCI274, UCM224, UCM274, UCD274 Only
Remove 6 bolts holding the adaptor at the drive end. Itmay be preferred to sling the adaptor on a hoist. The
bolt heads face towards the non-drive end. The top bolt
passes through the centre of the lifting lug.
2a. UCD224 Only
Remove 6 bolts holding the adaptor at the drive end. Itmay be preferred to sling the adaptor on a hoist.
3. UCI224, UCI274, UCM224, UCM274, UCD274 Only
Tap the adaptor away from stator bar adaptor ring.
3a. UCD224 Only
Tap the adaptor away from stator bar assembly.
ALL SINGLE BEARING GENERATORS
4. Ensure the rotor is supported at drive end on a sling.
5. Tap the rotor from the non-drive end to push the bearing
clear of the endbracket and its position within an ’O’ ring.
6. Continue to push the rotor out of the stator bore,
gradually working the sling along the rotor as it is
withdrawn, to ensure that it is fully supported at all times.
Replacement of rotor assemblies is a reversal of the
procedures above.
Before commencing re-assembly, components should be
checked for damage and bearing(s) examined for loss of
grease.
Fitting of new bearing(s) is recommended during major overhaul.
Before replacements of a single bearing rotor assembly, check
that the drive discs are not damaged, cracked or showing other
signs of fatigue. Also check that the holes in the discs for
drive fixing screws are not elongated.
Damaged or worn components must be replaced.
Caution ! When major components have been
replaced,ensure that all covers and guards
are securely fitted, before the generator is
put into service.
7.6 RETURNING TO SERVICE
After rectification of any faults found, remove all test
connections and reconnect all control system leads.
Restart the set and adjust VOLTS control potentiometer on
AVR controlled generators by slowly turning clockwise until
rated voltage is obtained.
Refit all terminal box covers / access covers and reconnect
heater supply.
Caution ! Failure to refit all guards, access covers
and terminal box covers can result in
personal injury of death.
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SECTION 8SPARES AND AFTER SALES SERVICE
8.1 RECOMMENDED SPARES
Service parts are conveniently packaged for easy identification.
Genuine parts may be recognised by the Nupart name.
We recommend the following for Service and Maintenance. Incritical applications a set of these service spares should be held
with the generator.
AVR Controlled Generators
1. Diode Set (6 diodes with surge suppressor) RSK 2001
2. AVR SX440 E000 24030
AVR SX460 E000 24602
AVR SX421 E000 24210
AVR MX321 E000 23212
AVR MX341 E000 23410
3. Non drive end Bearing UC22 051 01032
UC27 051 01049
4. Drive end Bearing UC22 051 01044
UC27 051 01050
Transformer Controlled Generators (UC22 Only)
1. Diode Set (6 diodes with surge suppressor) RSK 2001
2. Diode Assembly E000 22006
3. Non drive end Bearing UC22 051 01032
4. Drive end Bearing UC22 051 01044
When ordering parts the machine Serial Number or machine
identity number and type should be quoted, together with the
part description. For location of these numbers see paragraph
1.3.
Orders and enquiries for parts should be addressed to :
CG NEWAGE ELECTRICAL LTD.C-33, MIDC INDUSTRIAL AREA,AHMEDNAGAR - 414 111
Telephone : + 91 241 777930, 777495, 777496.
FAX : + 91 241 777494.
Telex : 0143-203 CGLA IN.
E-mail - [email protected]
8.2 AFTER SALES SERVICE
IN INDIA :
A full technical advice and on-site service facility is available at
ourAhmednagar works and Crompton Greaves Service Centres/Branches all over India.
WORLDWIDE :
A full technical advice and on-site service facility is available
through the subsidiary companies of Newage International Ltd.,
Stamford, UK.
End of Document.
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Kirloskar Oil Engines Limited
Warranty Registration FormDate :
Make
Sr No.
Type
Ratings
Invoice No. and Date
Signature and Stamp of Genset Owner
Product Support Export
Kirloskar Oil Engines Ltd
Khadki Pune -411 003 India
Please follow all the operating instruction and the maintanance schedule in the manual strictly
Please read the operation and maintenance manual carefully before you operate the Genset.
In case of any doubts please consult your nearest KOEL distributor /Dealer or write to us at
Details of Alternator
Signature and Stamp of Genset seller
Date of Installation
Phone numbersCustomer contact person
Kindly filled up all the information, get it endorsed by the KOEL representative and send it to us at the address
given below , You may choose to scan and send the form to us by email.
Please read our warranty policy in the manual carefully . Your Genset is under warranty for 12 months from
the date of Installation or for 3000 hours of operation or 18 month from the date of manufacturing whichever
is earlier, subjected to clauses of the warranty policy.
Genset Model Engine Serial Number
186
Enriching Lives
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Kirloskar Oil Engines Ltd. Area offices and Contact Addresses
Head Office - Pune
Product Support - ExportKirloskar oil engines ltd Tel 91 2025810341Direct- +91 20 66084588Fax +91 (20) 25813208,25810209WWW.Kirloskar.com
Africa Region
Nigeria Office
Kirloskar Oil engines ltd C/0 Bhojsons Ltd 29c Kofo Abayomi StreetVictoria IslandPOBox 867 MarinaLagos NigeriaCell 01-7764620234-1-2615994,2629256fax: 234-1-2621549
Kenya Office:
Kirloskar Kenya Ltd.Po Box 60061 off Dunga Road Industrial AreaNairobi KenyaTel + 254 (2) 542 999/536 632 fax +254 (2)533 390
South Africa officeKirsons Trading (S.A.) (PTY) Ltd.
thOffice suite 501/502 128, 10 street ParkmoreSandton – 2196 Johannesburg, South AfricaTel+ 27(0) 11 6664775 /501 (Extn 2146) fax +27 (0) 11 666 4745/788Cell : +27 (0) 824697759/+ 27 28531054
Middle East Region
UAE officeKirloskar Middle east FZEPobox 4718, Ajman Free Zone Ajman U.A.ETel +9716745 7667 fax : +971 6744 8636
Asia Region
Kirloskar oil engines ltd Tel 91 2025810341Direct- +91 20 66084588Fax +91 (20) 25813208,25810209
www.kirloskar.comSE
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www.koel.co.in
