CUMMINS DGBA, DGBC, DGCB, DGDA, DGEA, DGFA, DGFB, QSEA, QSFA Service Manual

CUMMINS DGCB is a reliable and versatile generator set designed to provide backup power for a variety of applications. It features a durable construction, advanced control systems, and a range of optional features to meet specific requirements. With its exceptional performance and dependability, CUMMINS DGCB is an ideal choice for ensuring uninterrupted power supply during emergencies or outages.

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Service Manual

Detector Control

Generator Sets

Printed in U.S.A.

Models

DGBA, DGBB, DGBC, DGCA, DGCB, DGDA, DGDB

DGEA, DGFA, DGFB

QSGBA, QSGCA, QSGCB, QSDA, QSDB, QSEA, QSFA

4B3.9, 4BT3.9, 6BT5.9, 6CT8.3, 6CTA8.3

960-0505 4-2001

Redistribution or publication of this document by any means, is strictly prohibited.

SECTION TITLE PAGE

SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iii

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

About This Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

Test Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

AC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

Standard Control Panel Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

Optional Control Panel Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

Automatic Voltage Regulator (AVR) Adjustments . . . . . . . . . . . . . . . . . . . . . 2-2

Principle Of Generator Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7

ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

Standard Control Panel Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

Optional Control Panel Components

Control Box Interior

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-2

3-3

Engine Control Monitor (A11) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4

Engine Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Auxiliary Control Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-6

3-10

Sequence Of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

TROUBLESHOOTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

The Engine Does Not Crank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

The Engine Cranks But Does Not Start . . . . . . . . . . . . . . . . . . . . . . . . . . . .

The Engine Runs Until Fault Shutdown (Red Shutdown Lamp On) . . . . .

4-4

4-6

The Engine Lacks Power Or Stable Speed

Amber Warning Lamp On

. . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-8

4-10

The Green Run Lamps Stay Off But The Set Runs Normally

There Is No Output Voltage (Engine Speed Is Stable)

. . . . . . . . .

. . . . . . . . . . . . . . .

4-11

4-12

Output Voltage Is Too High Or Too Low

Output Voltage Is Unstable

. . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-16

4-17

The Field Circuit Breaker Keeps Tripping

The Phase Currents Are Unbalanced

. . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-18

4-19 i Redistribution or publication of this document by any means, is strictly prohibited.

SERVICING THE GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

Testing The Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Removing And Disassembling The Generator . . . . . . . . . . . . . . . . . . . . . . .

5-1

5-8

Reassembling The Generator

Servicing The PMG

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-10

GOVERNORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

Mechanical Governor

Electric Governor

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6-1

6-4

DAY TANK FUEL PUMP AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2

Wiring Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fuel Transfer Pump Motor Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7-4

7-5

Testing The Float Switch Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6

QS- AND QSG-SERIES GENERATOR SETS . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

Optional Power Distribution Panel for QSG-Series . . . . . . . . . . . . . . . . . . . 8-1

Optional Trailer Package for QS- and QSG-Series

Fan Belt Replacement Procedure for QSG-Series

. . . . . . . . . . . . . . . . . . .

8-3

8-5

Blower Replacement Procedure for QS-Series . . . . . . . . . . . . . . . . . . . . . . 8-6

WIRING DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1 ii Redistribution or publication of this document by any means, is strictly prohibited.

IMPORTANT SAFETY INSTRUCTIONS

SAVE THESE INSTRUCTIONS − This manual contains important instructions that should be followed during installation and maintenance of the generator and batteries.

Before operating the generator set (genset), read the

Operator’s Manual and become familiar with it and the equipment. Safe and efficient operation can be achieved only if the equipment is properly operated

and maintained. Many accidents are caused by failure to follow fundamental rules and precautions.

The following symbols, found throughout this manual, alert you to potentially dangerous conditions to the operator, service personnel, or the equipment.

This symbol warns of immediate hazards which will result in severe personal injury or death.

WARNING This symbol refers to a hazard or unsafe practice which can result in severe personal injury or death.

CAUTION This symbol refers to a hazard or unsafe practice which can result in personal injury or product or property damage.

FUEL AND FUMES ARE FLAMMABLE

Fire, explosion, and personal injury or death can result from improper practices.

•

DO NOT fill fuel tanks while engine is running, unless tanks are outside the engine compartment.

Fuel contact with hot engine or exhaust is a potential fire hazard.

•

DO NOT permit any flame, cigarette, pilot light, spark, arcing equipment, or other ignition source near the generator set or fuel tank.

•

Fuel lines must be adequately secured and free of leaks. Fuel connection at the engine should be made with an approved flexible line. Do not use zinc coated or copper fuel lines with diesel fuel.

•

Be sure all fuel supplies have a positive shutoff valve.

•

Be sure battery area has been well-ventilated prior to servicing near it. Lead-acid batteries emit a highly explosive hydrogen gas that can be ignited by arcing, sparking, smoking, etc.

EXHAUST GASES ARE DEADLY

•

Provide an adequate exhaust system to properly expel discharged gases away from enclosed or sheltered areas and areas where individuals are likely to congregate. Visually and audibly inspect the exhaust daily for leaks per the maintenance schedule. Make sure that exhaust manifolds are secured and not warped. Do not use exhaust gases to heat a compartment.

•

Be sure the unit is well ventilated.

•

Engine exhaust and some of its constituents are known to the state of California to cause cancer, birth defects, and other reproductive harm.

MOVING PARTS CAN CAUSE SEVERE

PERSONAL INJURY OR DEATH

•

Keep your hands, clothing, and jewelry away from moving parts.

•

Before starting work on the generator set, disconnect battery charger from its AC source, then disconnect starting batteries, negative (−) cable first.

This will prevent accidental starting.

•

Make sure that fasteners on the generator set are secure. Tighten supports and clamps, keep guards in position over fans, drive belts, etc.

•

Do not wear loose clothing or jewelry in the vicinity of moving parts, or while working on electrical equipment. Loose clothing and jewelry can become caught in moving parts.

•

If adjustment must be made while the unit is running, use extreme caution around hot manifolds, moving parts, etc.

DO NOT OPERATE IN FLAMMABLE AND

EXPLOSIVE ENVIRONMENTS

Flammable vapor can cause an engine to overspeed and become difficult to stop, resulting in possible fire, explosion, severe personal injury and death. Do not operate a genset where a flammable vapor environment can be created by fuel spill, leak, etc., unless the genset is equipped with an automatic safety device to block the air intake and stop the engine. The owners and operators of the genset are solely responsible for operating the genset safely. Contact your authorized Onan/Cummins dealer or distributor for more information.

iii

LS-13M

Redistribution or publication of this document by any means, is strictly prohibited.

ELECTRICAL SHOCK CAN CAUSE

SEVERE PERSONAL INJURY OR DEATH

•

Remove electric power before removing protective shields or touching electrical equipment. Use rubber insulative mats placed on dry wood platforms over floors that are metal or concrete when around electrical equipment. Do not wear damp clothing

(particularly wet shoes) or allow skin surface to be damp when handling electrical equipment. Do not wear jewelry. Jewelry can short out electrical contacts and cause shock or burning.

•

Use extreme caution when working on electrical components. High voltages can cause injury or death. DO NOT tamper with interlocks.

•

Follow all applicable state and local electrical codes. Have all electrical installations performed by a qualified licensed electrician. Tag and lock open switches to avoid accidental closure.

•

DO NOT CONNECT GENERATOR SET DIRECT-

LY TO ANY BUILDING ELECTRICAL SYSTEM.

Hazardous voltages can flow from the generator set into the utility line. This creates a potential for electrocution or property damage. Connect only through an approved isolation switch or an approved paralleling device.

MEDIUM VOLTAGE GENERATOR SETS

(601V to 15kV)

•

Medium voltage acts differently than low voltage.

Special equipment and training is required to work on or around medium voltage equipment. Operation and maintenance must be done only by persons trained and qualified to work on such devices. Improper use or procedures will result in severe personal injury or death.

•

Do not work on energized equipment. Unauthorized personnel must not be permitted near energized equipment. Due to the nature of medium voltage electrical equipment, induced voltage remains even after the equipment is disconnected from the power source. Plan the time for maintenance with authorized personnel so that the equipment can be de-energized and safely grounded.

GENERAL SAFETY PRECAUTIONS

•

Coolants under pressure have a higher boiling point than water. DO NOT open a radiator or heat exchanger pressure cap while the engine is running.

Allow the generator set to cool and bleed the system pressure first.

•

Used engine oils have been identified by some state or federal agencies as causing cancer or reproductive toxicity. When checking or changing engine oil, take care not to ingest, breathe the fumes, or contact used oil.

•

Keep multi-class ABC fire extinguishers handy.

Class A fires involve ordinary combustible materials such as wood and cloth; Class B fires, combustible and flammable liquid fuels and gaseous fuels; Class

C fires, live electrical equipment. (ref. NFPA No. 10).

•

Make sure that rags are not left on or near the engine.

•

Make sure generator set is mounted in a manner to prevent combustible materials from accumulating under the unit.

•

Remove all unnecessary grease and oil from the unit. Accumulated grease and oil can cause overheating and engine damage which present a potential fire hazard.

•

Keep the generator set and the surrounding area clean and free from obstructions. Remove any debris from the set and keep the floor clean and dry.

•

Do not work on this equipment when mentally or physically fatigued, or after consuming any alcohol or drug that makes the operation of equipment unsafe.

•

Substances in exhaust gases have been identified by some state or federal agencies as causing cancer or reproductive toxicity. Take care not to breath or ingest or come into contact with exhaust gases.

•

Do not store any flammable liquids, such as fuel, cleaners, oil, etc., near the generator set. A fire or explosion could result.

•

Wear hearing protection when going near an operating generator set.

•

To prevent serious burns, avoid contact with hot metal parts such as radiator, turbo charger and exhaust system.

KEEP THIS MANUAL NEAR THE GENSET FOR EASY REFERENCE

iv Redistribution or publication of this document by any means, is strictly prohibited.

1. Introduction

GENERAL

This manual covers models produced under the

Cummins



/Onan



and Cummins Power Generation brand names.

Each operator should read this manual before operating the set for the first time. A generator set (genset) must be operated and maintained properly if you are to expect safe, reliable and quiet operation.

The manual includes a troubleshooting guide and a maintenance schedule.

The engine manual is included with the set. Where there is conflicting information, this manual takes precedence over the engine manual.

WARNING Improper operation and maintenance can lead to severe personal injury or loss of life and property by fire, electrocution, mechanical breakdown or exhaust gas asphyxiation. Read and follow the safety precautions on page iii and carefully observe all instructions and precautions in this manual.

HOW TO OBTAIN SERVICE

When the generator set requires servicing, contact your nearest Cummins Power Generation distributor. Factory-trained Parts and Service representatives are ready to handle all your service needs.

To contact your local Cummins Power Generation distributor in the United States or Canada, call

1-800-888-6626 (this automated service utilizes touch-tone phones only). By selecting Option 1

(press 1), you will be automatically connected to the distributor nearest you.

If you are unable to contact a distributor using the automated service, consult the Yellow Pages. Typically, our distributors are listed under:

GENERATORS-ELECTRIC or

ELECTRICAL PRODUCTS

For outside North America, call Cummins Power

Generation, 1-763-574-5000, 7:30 AM to 4:00 PM,

Central Standard Time, Monday through Friday. Or, send a fax to Cummins Power Generation using the fax number 1-763-574-8087.

When contacting your distributor, always supply the complete Model, Specification, and Serial Number as shown on the generator set nameplate.

WARNING

INCORRECT SERVICE OR PARTS REPLACEMENT CAN RESULT IN SEVERE PERSONAL IN-

JURY, DEATH, AND/OR EQUIPMENT DAMAGE. SERVICE PERSONNEL MUST BE TRAINED

AND EXPERIENCED TO PERFORM ELECTRICAL AND/OR MECHANICAL SERVICE.



Cummins and Onan are registered trademarks of Cummins Inc.

Detector is a trademark of Cummins Inc.

1-1

Redistribution or publication of this document by any means, is strictly prohibited.

THIS PAGE LEFT INTENTIONALLY BLANK

1-2

Redistribution or publication of this document by any means, is strictly prohibited.

2. AC Control

GENERAL

The control box is mounted on top of the generator, facing the rear. Figure 2-1 points out the components on the AC control panel. Pages 9-3 through

9-6 show the wiring connections.

STANDARD CONTROL PANEL

COMPONENTS

Field Circuit Breaker (CB21) The field circuit breaker protects the generator from over-excitation.

OPTIONAL CONTROL PANEL

COMPONENTS

AC Voltmeter (M21) The voltmeter indicates output voltage for the phase selected.

AC Ammeter (M22) The ammeter indicates output amperage for the phase selected. Input to the am-

OUTPUT

VOLTAGE

TRIMMER meter is from current transformers CT21, CT22 and

CT23.

Phase Selector Switch (S21) The selector switch is used to select the phase for voltage and amperage readings.

Scale Indicator Lamps (DS21 and DS22) The scale indicator lamps indicate whether to read the upper or lower scales of the voltmeter and ammeter.

Frequency Meter (M23) The frequency meter indicates output frequency in Hertz (Hz) and engine speed in RPM.

Wattmeter (M24) The wattmeter indicates output power in kilowatts (kW).

Powerfactor Meter (M25) The powerfactor meter indicates output powerfactor as a percentage of unity powerfactor.

Output Voltage Trimmer (R21) The output voltage trimmer can be used to adjust output voltage plus or minus five percent of nominal voltage.

SCALE

INDICATOR

LAMPS

VOLTMETER

FIELD

CIRCUIT

BREAKER

AMMETER

PHASE

SELECTOR

SWITCH

FREQUENCY

METER

WATTMETER

POWER

FACTOR

METER

FIGURE 2-1. AC CONTROL PANEL

2-1

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AUTOMATIC VOLTAGE REGULATOR

(AVR) ADJUSTMENTS

The automatic voltage regulator is mounted on the back wall of the control cabinet. It can be adjusted by means of the potentiometers (pots) shown in Figure 2-2 or 2-3. Figures 2-4 and 2-5 show typical voltage regulating circuits.

These measurements and adjustments are done while the set is running and require access to uninsulated high voltage parts in the control and power output boxes.

HIGH VOLTAGE. Touching uninsulated high voltage parts inside the control and power output boxes can result in severe personal injury or death. Measurements and adjustments must be done with care to avoid touching high voltage parts.

For your protection, stand on a dry wooden platform or rubber insulating mat, make sure your clothing and shoes are dry, remove jewelry from your hands and wear elbow length insulating gloves.

Jumper Reconnections

Jumpers provide for reconnections to adapt the voltage regulator to the application. See Figure 2-2.

Reconnect the response jumper, if necessary, so that terminal A connects to terminal C if generator output is 90 kW or less, B to C if generator output is greater than 90 kW but less than 550 kW and A to B if output is greater than 550kW. Reconnect the frequency jumper, if necessary, to correspond to the application frequency.

Voltage and Voltage Stability Adjustments

Use the control panel mounted voltage trimmer, if provided, for small voltage adjustments. Measure generator output voltage while the set is running without load at the nominal frequency. If the trimmer does not provide enough adjustment, lock it at its midpoint. Then turn the VOLTS pot fully counterclockwise and the STABILITY pot to its midpoint. If the red LED (light emitting diode) on the board lights, refer to Jumper Reconnections and to UFRO

Adjustments. Then turn the VOLTS pot clockwise until rated voltage is obtained. If voltage becomes unstable when a large load is connected, turn the

STABILITY pot clockwise until voltage is stable.

2-2

Check and readjust the VOLTS pot, if necessary, each time the STABILITY pot is readjusted.

UFRO Adjustments

The voltage regulator has an under-frequency protection circuit having a threshold frequency that can be preset (typically at 59 Hz for 60 Hz applications and 49 Hz for 50 Hz applications). The red

LED on the board lights when frequency dips below the threshold. The threshold frequency is preset by turning the UFRO (under frequency roll off) pot clockwise to raise it and counterclockwise to lower it. Determine threshold frequency by lowering generator frequency until the LED lights. Note that Dip and Dwell adjustments, below, are related.

Dip Adjustments

The DIP pot adjusts the voltage vs. frequency slope of the generator for frequencies below the threshold preset by the UFRO pot. Turning the DIP pot clockwise increases the slope (for greater voltage roll off as frequency drops), making it easier for the engine to pick up a large load, but also increasing the voltage dip. The generator voltage vs. frequency slope is the same above and below the threshold frequency when the pot is turned fully counterclockwise.

Dwell Adjustments

The DWELL pot times voltage recovery when frequency dips below the preset threshold. Clockwise adjustment increases dwell time. Full counterclockwise adjustment eliminates dwell, in which case, voltage recovery follows engine speed recovery.

Droop Adjustments

The DROOP pot is for adjusting the input signal from the droop compensating CT in paralleling applications. DROOP is preset at the factory for five percent droop at full load and zero power factor.

V / Trim Adjustments

The V / Trim pot is for adjusting the input signal from a VAR / PF controller in utility paralleling applications. Full clockwise adjustment is normal, resulting in maximum sensitivity. The auxiliary controller has no effect when the pot is turned fully counterclockwise.

EXC, OVER V, I / LIMIT, STAB/1and RMS

These pots are factory preset and do not require adjustment.

Redistribution or publication of this document by any means, is strictly prohibited.

PMG-EXCITED GENERATORS

I/LIMIT

MX321

VOLTS

LED

UFRO

V/TRIM

DROOP

DIP

STABILITY

DWELL

EXC

VOLTAGE REGULATOR

(VR21)

FREQUENCY JUMPER:

50 HZ—3-2

60 HZ—3-1

RESPONSE JUMPER:

A TO C—UNDER 90 KW

B TO C—90-550 KW

A TO B—OVER 550 KW

OVER V

SELF-EXCITED GENERATORS

A B C 60 C 50

UFRO LED

STABILITY

RESPONSE JUMPER:

A TO C—UNDER 90 KW

B TO C—90-550 KW

A TO B—OVER 550 KW

FREQUENCY JUMPER:

50 HZ—C-50

60 HZ—C-60

THESE JUMPERS

MUST BE:

2-3, 4-5 AND 6-7

SX440

VOLTS

DROOP

V/TRIM

FIGURE 2-2. VOLTAGE REGULATOR ADJUSTMENT POTS AND SELECTION JUMPERS

(BEGINNING JANUARY 1990)

2-3

Redistribution or publication of this document by any means, is strictly prohibited.

PMG-EXCITED GENERATORS

I/LIMIT

VOLTS

V/TRIM

DROOP

DIP

UFRO

LED

STABILITY

STAB/1

EXC

VOLTAGE REGULATOR

(VR21)

RMS

OVER V

FREQUENCY JUMPER:

50 HZ—C-50

60 HZ—C-60

SELF-EXCITED GENERATORS

60 C 50

UFRO LED

VOLTS

DROOP

V/TRIM

STABILITY

THESE JUMPERS

MUST BE:

2-3, 4-5 AND 6-7

FIGURE 2-3. VOLTAGE REGULATOR ADJUSTMENT POTS AND SELECTION JUMPERS

(PRIOR TO JANUARY 1990)

2-4

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EXCITER

ROTOR

ROTATING

RECTIFIERS

MAIN

ROTOR

PMG

ROTOR

PMG

STATOR

EXCITER

STATOR MAIN

STATOR

OUTPUT

VOLTAGE

SENSING

LEADS

(NOTE 2)

ISOLATION TRANSFORMER

(NOTE 3)

INPUT

8 7 6 −

OUTPUT

8 7 6 −

TB21

VOLTAGE

TRIMMER R21

(NOTE 4)

FIELD CIRCUIT

BREAKER

CB21

K1 K2 P2 P3 P4 S2 S1 A2 A1 XXXX X 8 7 6 3 2 1

AUXILIARY TERMINAL BOARD

MX321

VOLTAGE

REGULATOR

(VR21)

WHEN PARALLELING WITH

A GENERATOR SET OR

UTILITY, TERMINALS S1

AND S2 ARE FOR

CONNECTING A DROOP

COMPENSATING CT

WHEN PARALLELING WITH

A UTILITY, TERMINALS A1

AND A2 ARE FOR

CONNECTING A

VAR / POWER FACTOR

CONTROLLER

— NOTES —

1. Connect like numbered terminals on auxiliary terminal board and voltage regulator.

2. See the appropriate reconnection diagram for connecting sensing leads 6, 7 and 8.

3. When the generator is connected for singlephase output, voltage regulator terminal 6 is not connected to the isolation transformer but is jumpered to voltage regulator terminal 8.

4. There must be a jumper between voltage regulator terminals 1 and 2 when voltage trimmer

R21 is not used.

FIGURE 2-4. TYPICAL VOLTAGE REGULATING CIRCUITS FOR PMG-EXCITED GENERATORS

2-5

Redistribution or publication of this document by any means, is strictly prohibited.

EXCITER

ROTOR

ROTATING

RECTIFIERS

MAIN

ROTOR

EXCITER

STATOR

MAIN

STATOR

OUTPUT

VOLTAGE

SENSING

LEADS

(NOTE 2)

TB21

1 2 3

SX440

VOLTAGE

REGULATOR

(VR21)

X XX P4 P3 P2 K1 K2

K1 K2 P2 P3 P4 S2 S1 A2 A1 XXXX X 8 7 6 3 2 1

AUXILIARY TERMINAL BOARD

WHEN PARALLELING WITH

A GENERATOR SET OR

UTILITY, TERMINALS S1

AND S2 ARE FOR

CONNECTING A DROOP

COMPENSATING CT

VOLTAGE

TRIMMER R21

(NOTE 3)

FIELD CIRCUIT

BREAKER

CB21

WHEN PARALLELING WITH

A UTILITY, TERMINALS A1

AND A2 ARE FOR

CONNECTING A

VAR / POWER FACTOR

CONTROLLER

1. Connect like numbered terminals on auxiliary terminal board and voltage regulator.

2. See the appropriate reconnection diagram for connecting sensing leads 6, 7 and 8.

— NOTES —

3. There must be a jumper between voltage regulator terminals 1 and 2 when voltage trimmer

R21 is not used.

FIGURE 2-5. TYPICAL VOLTAGE REGULATING CIRCUITS FOR SELF-EXCITED GENERATORS

2-6

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PRINCIPLE OF GENERATOR OPERATION

1. The generator field (main rotor) is rotated by the engine to induce output current (AC) in the main stator windings.

2. Generator output current is proportional to field strength, which is varied to match the load.

Output voltage and frequency are held constant by the voltage regulator and engine governor, respectively.

3. Generator field strength is proportional to field current, which is supplied by the exciter.

4. The exciter field (stator) induces current in the exciter rotor windings. A full wave rectifier bridge (rotating rectifiers) mounted on the exciter rotor converts exciter output (3-phase AC) to DC. The exciter rotor is mounted on the main rotor shaft.

PMG

ROTOR

AND

STATOR

5. Exciter output current is proportional to exciter field current.

6. The automatic voltage regulator (AVR) regulates exciter field current by comparing generator output voltage and frequency with reference values.

7. PMG-Excited Generators. Exciter field current is supplied by a PMG (permanent magnet) exciter through the voltage regulator. The PMG consists of a stator and a permanent magnet rotor mounted on the end of the main rotor shaft.

8. Self-Excited Generators. Exciter field current is supplied by the generator stator through the voltage regulator. Residual field magnetism initiates “self-excitation” during startups.

AVR

PMG-EXCITED GENERATORS

ELECTRICAL POWER OUTPUT

MAIN STATOR

EXCITER

ROTOR

AND

STATOR

MAIN ROTOR

ROTATING

MECHANICAL

POWER

INPUT

AVR

EXCITER

ROTOR

AND

STATOR

SELF-EXCITED GENERATORS

ELECTRICAL POWER OUTPUT

MAIN STATOR

MAIN ROTOR

ROTATING

MECHANICAL

POWER

INPUT

FIGURE 2-6. SCHEMATIC OF GENERATOR OPERATION

2-7

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2-8

Redistribution or publication of this document by any means, is strictly prohibited.

3. Engine Control

CONTROL PANEL

The control box is mounted on top of the generator, facing the rear. Figure 3-1 shows the components on the engine control panel.

STANDARD CONTROL PANEL

COMPONENTS

Run / Stop / Remote Switch (S12) The switch is pushed to the Run position to start and run the generator set and the Stop position to stop the set. The

Remote position allows a remote controller to automatically run the set. The switch must be in the Stop position when the reset switch (described next) is used to restore generator set operation following a fault shutdown.

Reset / Lamp Test / Panel Lamp Switch (S11) The switch is pushed to the Reset position (momentary contact) to reset the engine control to restore operation following a fault shutdown. The Run / Stop / Re-

mote switch must be in the Stop position for reset to occur. The Lamp Test position (momentary contact) lights all the fault indicator lamps. Replace lamps that do not light. The Panel Lamp position lights the panel illumination lamp.

Oil Pressure Gauge (M11) The oil pressure gauge indicates engine oil pressure.

Coolant Temperature Gauge (M12) The coolant temperature gauge indicates engine coolant temperature.

OIL PRESSURE

GAUGE

RUN/STOP/REMOTE

SWITCH

PANEL

LIGHT

RESET/LAMP TEST/

PANEL LIGHT SWITCH

COOLANT

TEMPERATURE

GAUGE

INDICATOR

LAMPS

SPEED

ADJUSTING

RHEOSTAT

VOLTMETER

HOUR

METER

OIL TEMPERATURE

GAUGE

TACHOMETER

FIGURE 3-1. ENGINE CONTROL PANEL

3-1

EMERGENCY STOP

BUTTON

Redistribution or publication of this document by any means, is strictly prohibited.

DC Voltmeter (M13) The DC voltmeter indicates voltage across the battery terminals during operation.

Hour Meter (M14) The hour meter indicates the accumulated number of hours the set has run. It cannot be reset.

Panel Lamp (DS11) The panel lamp illuminates the control panel.

Detector-7 Fault and Status Indicator Lamps

(A12)

•

Run (Green) This lamp indicates that the generator set is running and that the starter has been disconnected.

•

Pre Low Oil Pressure (Yellow) This lamp indicates that engine oil pressure is abnormally low

(less than 20 psi).

•

Low Oil Pressure (Red) This lamp indicates that the engine shut down because of excessively low engine oil pressure (less than

14 psi).

•

Pre High Engine Temperature (Yellow) This lamp indicates that engine coolant temperature is abnormally high (greater than 220 ° F).

•

High Engine Temperature (Red) This lamp indicates that the engine shut down because of excessively high engine coolant temperature

(greater than 230 ° F).

•

Overcrank (Red) This lamp indicates that the engine shut down because it did not start during the timed cranking period (approximately

75 seconds, including two rest periods).

•

Overspeed (Red) This lamp indicates that the engine shut down because of overspeed.

OPTIONAL CONTROL PANEL

COMPONENTS

Oil Temperature Gauge (M15) The oil temperature gauge indicates engine oil temperature.

Tachometer (M16) The tachometer indicates engine speed in RPM.

Speed Adjusting Rheostat The speed adjusting rheostat is used to adjust engine speed from the control panel (an option with the optional electric governor).

539−0741c2

FIGURE 3-2. DETECTOR-12 INDICATOR LAMPS

3-2

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Emergency Stop Button (S14) The emergency stop button is a red, push-in switch used to stop the engine. The button lights up when it is pushed in.

The button has to be pulled out and the engine control reset to restore operation.

Low Coolant Level Cutout Switch (S7) When coolant level in the radiator top tank falls below the switch sensor, the switch closes the circuit to ground. This switch may be connected in parallel with the high engine temperature cutout switch to shut down the engine and light the High Engine

Temperature lamp or in parallel with the pre-high engine temperature switch to light the Pre High En-

gine Temperature light only.

RADIATOR

TOP TANK

LOW

COOLANT

LEVEL

SWITCH

(S7)

Detector-12 Fault and Status Indicator Lamps

(A12) The Detector-12 control panel has the five following indicator lamps in addition to the standard seven.

•

Low Engine Temperature (Yellow) This lamp indicates that engine temperature is less than

F, and the possibility that the engine might not start.

•

Low Fuel (Yellow) This lamp indicates that the fuel level in the supply tank has dropped to less than the reserve necessary to run the set at full load for the prescribed number of hours. The customer has to make connections to use this lamp.

•

Fault 1 (Red) This lamp indicates that the engine shut down because of a system fault. The customer has to make connections to use this lamp. The lamp is a part of a 10 second time delay shutdown circuit. The customer can make reconnections for non-timed shutdown.

See Engine Control Monitor (ECM).

•

Fault 2 (Red) This lamp indicates that the engine shut down because of a system fault. The customer has to make connections to use this lamp. The lamp is part of a non-time delay shutdown circuit. The customer can make reconnections for 10 second time delay shutdown.

See Engine Control Monitor (ECM).

•

Switch-off (Flashing Red) This lamp indicates that the Run / Stop / Remote switch is in the Stop position, which prevents remote, automatic operation.

——— SWITCH TERMINALS ——-

SWITCH

S2 OR S6

SWITCHED

B+

(T26)

ENGINE

GROUND

—— OR ——

SWITCHED

B+

(T26)

SWITCH

S2 OR S6

NOT

USED

ECM

WARNING

ONLY

ECM

SHUTDOWN

ENGINE

GROUND

———— SCHEMATICS ————

3-3

FIGURE 3-3. LOW COOLANT LEVEL SWITCH

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ENGINE

CONTROL

MONITOR A11

VOLTAGE

REGULATOR

VR21

TIME DELAY

START/STOP

MODULE A15

TERMINAL BOARD

TB21

OVERSPEED

MODULE

RUN RELAYS K11

(NOT SHOWN − MOUNTED ON

A BRACKET IN FRONT OF A11)

ALARM RELAY MODULES

A13 AND A14

ES1561s−

FIGURE 3-4. ARRANGEMENT OF COMPONENTS INSIDE THE CONTROL BOX

CONTROL BOX INTERIOR

Figure 3-4 shows the arrangement of components inside the control box, including the engine control monitor and some of the auxiliary components under following headings.

ENGINE CONTROL MONITOR (A11)

The heart of the engine control system is the engine control monitor (ECM). It is a printed circuit board assembly mounted on the back wall of the control box. It starts and stops the engine in response to the control panel switches, engine sensors and remote control signals. Figure 3-5 shows the newer ECM board used in current production and as a direct replacement for older boards. The boards are distinquishable from each other in that the newer boards have automotive-type fuses and the older boards have cartridge-type fuses.

Terminals and Connectors

See Pages 9-7 through 9-10 for the appropriate connection and schematic drawings for the DC control system. See Page 9-16 for typical customer connections at terminal boards TB1 and TB2 on the

ECM and page 9-17 if the set is also equipped with the auxiliary relay board.

Fuses

The ECM has five replaceable fuses to protect it from overloads and groundfaults. They are:

F1 Starter solenoid circuit, 20 amps

F2 Fuel solenoid (switched B+) circuits, 20 amps

F3 Continuous B+ out to remote circuits, 15 amps

F4 ECM circuits, 5 amps

F5 Engine gauge circuits, 5 amps.

Function Selection Jumpers

Newer ECM boards have six selection jumpers that can be repositioned to provide the following timed or non-timed warnings or timed or non-timed shutdowns with warnings:

W1 Jumper Position (jumper W8 must be in the B position):

A Non-timed warning under FLT 2 conditions.

B Non-timed shutdown and warning under

FLT 2 conditions.

C Timed warning under FLT 2 conditions.

D Timed shutdown and warning under FLT 2 conditions.

3-4

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W2 Jumper Position (jumper W9 must be in the B position):

A Non-timed warning under FLT 1 conditions.

B Non-timed shutdown and warning under

FLT 1 conditions.

C Timed warning under FLT 1 conditions.

D Timed shutdown and warning under FLT 1 conditions.

W6 Jumper Position:

A Warning under Pre-High Engine Tem-

perature conditions.

B Shutdown and warning under Pre-High

Engine Temperature conditions.

W7 Jumper Position:

A Warning under Pre-Low Oil Pressure conditions.

B Shutdown and warning under Pre-Low

Oil Pressure conditions.

W8 Jumper Position:

A Warning while running or during standby under FLT 2 conditions.

B Allows selection of functions with W1 jumper.

W9 Jumper Position:

A Warning while running or during standby under FLT 1 conditions.

B Allows selection of functions with W2 jumper.

8 7 6 5 4 3 2 1 6 5 4 3 2 1

FIGURE 3-5. ENGINE CONTROL MONITOR FUSES AND FUNCTION SELECTION JUMPERS

3-5

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ENGINE SENSORS

Figures 3-6, 3-7, 3-8 and 3-9 show the locations of the gauge senders and the coolant temperature and oil pressure sensing switches to which the ECM responds. The switches function by closing the fault or warning circuit to the engine chassis ground (battery negative [-]).

POSITIVE BATTERY

CABLE CONNECTION

POINT (B1)

PRE-LOW OIL

PRESSURE

SENSOR S5

PRE-HIGH ENGINE

TEMPERATURE

SENSOR S6

HIGH ENGINE

TEMPERATURE

SENSOR S2

COOLANT

TEMPERATURE

SENDER E2

GND

AND T26

(SWITCHED B+)

NEGATIVE

BATTERY CABLE

CONNECTION POINT

LOW ENGINE

TEMPERATURE

SENSOR S4

OIL

TEMPERATURE

SENDER E4

OIL

PRESSURE

SENDER E1

LOW OIL

PRESSURE

SENSOR S1

100-3148, REV

FIGURE 3-6. ENGINE SENSOR LOCATIONS (FOUR CYLINDER B-SERIES ENGINES)—BEGINNING SPEC H

3-6

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POSITIVE BATTERY

CABLE CONNECTION

POINT (B1)

PRE-LOW OIL

PRESSURE

SENSOR S5

PRE-HIGH ENGINE

TEMPERATURE

SENSOR S6

HIGH ENGINE

TEMPERATURE

SENSOR S2

COOLANT

TEMPERATURE

SENDER E2

OIL

TEMPERATURE

SENDER E4

GND

AND T26

(SWITCHED B+)

NEGATIVE

BATTERY CABLE

CONNECTION POINT

LOW ENGINE

TEMPERATURE

SENSOR S4

OIL

PRESSURE

SENDER E1

LOW OIL

PRESSURE

SENSOR S1

100-3141, REV

FIGURE 3-7. ENGINE SENSOR LOCATIONS (SIX CYLINDER B-SERIES ENGINES)—BEGINNING SPEC H

3-7

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HIGH ENGINE TEMPERATURE

SENSOR (S2)

— FOUR CYLINDER ENGINES —

PRE-HIGH ENGINE

TEMPERATURE SENSOR (S6)

COOLANT TEMPERATURE

SENDER (E2)

A A

LOW ENGINE TEMPERATURE

SENSOR (S4)

HIGH ENGINE TEMPERATURE

SENSOR (S2)

— SIX CYLINDER ENGINES —

OIL TEMPERATURE

SENDER (E4)

PRE-HIGH ENGINE

TEMPERATURE SENSOR (S6)

A A

OIL TEMPERATURE

SENDER (E4)

LOW ENGINE TEMPERATURE

SENSOR (S4)

COOLANT TEMPERATURE

SENDER (E2)

— VIEW A-A —

LOW OIL PRESSURE

SENSOR (S1)

OIL PRESSURE

SENDER (E1)

PRE-LOW OIL PRESSURE

SENSOR (S5)

M1695

M1695−1

FIGURE 3-8. ENGINE SENSOR LOCATIONS (B-SERIES ENGINES)—PRIOR TO SPEC H

3-8

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HIGH ENGINE

TEMPERATURE

SENSOR (S2)

PRE-LOW OIL

PRESSURE

SENSOR (S5)

PRE-HIGH ENGINE

TEMPERATURE

SENSOR (S6)

COOLANT

TEMPERATURE

SENDER (E2)

LOW ENGINE

TEMPERATURE

SENSOR (S4)

OIL

PRESSURE

SENDER (E1)

OIL

TEMPERATURE

SENDER (E4)

LOW OIL

PRESSURE

SENSOR (S1)

M1720

FIGURE 3-9. ENGINE SENSOR LOCATIONS (C-SERIES ENGINES)

3-9

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AUXILIARY CONTROL COMPONENTS

The set might be equipped with one or more of the following components.

Mechanical Overspeed Switch (Standard)

The mechanical overspeed switch is bolted to the end of the generator rotor shaft.

1. Check overspeed cutout RPM and turn the adjustment screw, if necessary, so that shutdown occurs within the following RPM ranges:

60 Hz Sets . . . . . . . . 2000 to 2200 RPM

50 Hz Sets . . . . . . . . 1800 to 2100 RPM

2. Replace the switch if the cutout speed adjustment results in an air gap between the magnet and the fly arm of less than 0.005 inches (0.13

mm).

3. Torque the center rotor bolt to 40 ft-lbs (54 Nm) when replacing the switch.

MAIN

ROTOR

SHAFT

ROTOR

CENTER

BOLT

CUTOUT

SWITCH

ASSEMBLY

SWITCH

CONTACT

BRACKET

—SCHEMATIC—

SWITCH

COVER

CUTOUT RPM

ADJUSTMENT

SCREW

Es1860s

Electronic Overspeed Module (Optional)

PMG-excited generators are equipped with an electronic overspeed module in the control box. The module senses PMG output frequency to determine generator speed (frequency). Adjust the overspeed pot to cut out at 1800 to 1900 RPM for 50 Hz sets and 2100 to 2200 RPM for 60 Hz sets. Do not adjust the cranking pot.

FIGURE 3-10. MECHANICAL OVERSPEED SWITCH

FOR FACTORY

ADJUSTMENTS

ONLY

OVERSPEED

ADJUSTMENT

POT

3-10

* − AUXILIARY TERMINAL BLOCK

612-6488

FIGURE 3-11. ELECTRONIC OVERSPEED MODULE

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Run Relays (K11)

The set can be equipped with one to three 3-pole, double-throw relays to control auxiliary equipment such as fans, pumps, and motorized air dampers.

The relays are mounted on a standoff bracket in front of the ECM.

The contacts are rated:

•

10 amps at 28 VDC or 120 VAC, 80% PF

6 amps at 240 VAC, 80% PF

3 amps at 480 VAC, 80% PF

The set might instead be equipped with an auxiliary relay board. If so, see Auxiliary Relay Board (ARB).

A11

TB1 10

TB1 5

K11

CUSTOMER

CONNECTIONS

Alarm Relay Modules (A13 and A14)

The set can be equipped with relay modules to interface with a remote annunciator that is powered independently of the control circuit of the set. Sets with Detector-7 need module A13 and sets with Detector-12, modules A13 and A14.

These are all normally open contacts and they are rated:

•

15 amps at 250 VAC

15 amps at 30 VDC

The set might instead be equipped with an auxiliary relay board. If so, see Auxiliary Relay Board (ARB).

3-11

FIGURE 3-12. RUN RELAYS

FAULT#1

FAULT#2

LET

LOW FUEL

SWITCH

OFF

TB1

A14

TB2

A11-TB2-4

A11-TB2-2

A11-TB2-13

A11-TB2-15

A11-TB2-12

A13-TB2-8

A13

RUN

PRE -LOP

PRE-HET

LOP

HET

TB1 TB2

A11-TB1-3

A11-TB2-11

A11-TB2-10

A11-TB2-9

A11-TB2-8

A11-TB2-7

A11-TB2-6

A11-TB1-7

A14-TB2-6

(12 LIGHT)

FIGURE 3-13. ALARM RELAY MODULES

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Auxiliary Relay Board (ARB)

The following describes the design/functional criteria for the auxiliary relay board (ARB) with a Detector-7 or -12 Genset control. The board is mounted directly on top of the ECM using standoffs and has access holes for the fuses located on the ECM.

There are two versions of the ARB; with and without the set of 12 Fault relays (Figure 3-14). Page 9-17 is a detailed connection diagram for the ARB.

The set might instead be equipped with separate run and alarm relay modules. If so, see Run Relay

(K11) and Alarm Relay Modules (A13 and A14).

Terminal Blocks:

•

TB1 − ARB TB1 and ECM TB1 are identically numbered and provide the same remote control connection points. Note that additional terminals are provided for terminals 5, 7, and 10 of

ARB TB1.

•

TB2 through TB5 − Connection points for relays K1 through K3. TB2 provides the N/O and

N/C connections (three form ‘C’ contacts for each relay). TB3 through TB5 provide the common connection points (TB3 for K1, TB4 for K2 and TB5 for K3).

•

TB6 and TB7 − Connection points for fault relays K4 through K15. Three terminals are provided for each relay, which are labeled COM,

N/C, N/O.

Plug-In Relays (K1, K2, K3): The ARB can be equipped with one to three 3-pole, double-throw relays. These relays (K1, K2, K3) are field changeable plug-in relays for easy field addition and replacement.

Each relay can be operated as a RUN, COMMON

ALARM, or ISOLATED COIL with the changing of a jumper.

The relay contact ratings are:

•

10 amps at 28 VDC or 120 VAC, 80% PF

•

6 amps at 240 VAC, 80% PF

•

3 amps at 480 VAC, 80% PF

Jumper Positions for Plug-In Relays: Jumpers

W1, W2 and W3 perform the same functions for their respective relays, W1 for relay K1, W2 for relay

K2, and W3 for relay K3. They can be located in any of 3 positions (A, B, C) independently of each other.

•

Jumper Position A (Run) − The relay operates as a Run relay, energizing when SW B+ is applied from the ECM.

•

Jumper Position B (Common Alarm) − The relay operates as a Common Alarm relay. The relay energizes any time there is an engine shutdown. This signal is provided from the

ECM.

•

Jumper Position C (Isolated) − The relay operates as an Isolated relay. The relay coil is energized by a customer applied B+ signal through the terminal block; TB3-1 for relay K1,

TB4-1 for relay K2, and TB5-1 for relay K3.

Jumpers W11, W12, and W13 perform the same functions for their respective relays; W11 for relay

K1, W12 for relay K2, and W13 for relay K3. They can be located in two different positions (A, B) independently of one another.

•

Jumper Position A − The relay operates isolated from the board. The customer provides the circuit completion through terminal block;

TB3 for relay K1, TB4-5 for relay K2, and TB5-5 for relay K3. The customer can operate the relay with switched ground logic or use this relay in the middle of more complex logic circuits if needed.

•

Jumper Position B − The relays operate with the coils connected to ground through the board connections. The coil will require a B+ signal to energize with the jumper in this position.

Fault Relays (K4 through K15): These optional relay modules are used to operate a remote alarm annunciator that has an independent power source.

This allows the use of either AC or DC for alarm drives. The relays are energized through the latching relays on the ECM and provided N/O and N/C contacts for each external alarm connection.

The 12 relays with form ‘C’ contacts are rated:

•

10 Amp, 120 VAC

•

10 Amp. 30 VDC

3-12

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JUMPERS

J1, J2 WIRE

HARNESS PLUG

CONNECTIONS

FROM ECM

RUN RELAY

MODULE(S)

K1 K2 K3

JUMPERS

TB6, TB7 AND

RELAYS K4

THROUGH K15

ARE OPTIONAL

300−4111c

FIGURE 3-14. AUXILIARY RELAY BOARD (ARB)

3-13

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Over / Under Voltage Module (A17)

The set can be equipped with an adjustable voltage-sensitive relay usually connected into the Fault

1 circuit (Detector-12 controls only) to shut down the set when the output voltage is over or under nominal voltage by the preselected percentage

(typically 10 percent over and under).

With the module is an adjustable time delay relay

(K17) to prevent nuisance tripping. An adjustment of 25 percent is equivalent to about 2.5 seconds delay.

Recalibrate the module as follows before installing it on 139/240 VAC or 277/480 VAC sets.

1. Remove the two screws that secure the top to the case of the module and withdraw the top assembly.

2. Adjust the SET pot for the UNDER setpoint on the face of the top assembly to 75 percent.

3. Apply single-phase, 60 Hertz, 104.25 VAC across terminals L and N.

4. Adjust pot R25 on the PC board until the relay trips (de-energizes).

5. Adjust the SET pot for the OVER setpoint on the face of the top assembly to 125 percent.

6. Apply single-phase, 60 Hertz, 173.75 VAC across terminals L and N.

7. Adjust pot R26 on the PC board until the relay trips (energizes).

8. Repeat the above steps until no adjustments are necessary.

9. Reassemble the module.

10. On the module nameplate mark out the factory calibration value for monitored voltage (120 V) and write in 139 V.

Over / Under Frequency Module (A19)

The set can be equipped with an adjustable frequency-sensitive relay to shut down the set when the output frequency (Hz) is over or under nominal frequency by the preselected amount. It is usually connected into the Fault 2 circuit (Detector-12 controls only) if the over / under voltage module is also provided. Set points are typically 5 Hertz over and under nominal frequency (50 or 60 Hertz) and reset points 3 Hertz over and under.

* CONNECTED TO TB11-45 WHEN GENERA-

TOR IS PARALLELED.

** CONNECTED TO GENERATOR LEAD LO

WHEN THE GENERATOR IS CONNECTED

FOR SINGLE PHASE.

FIGURE 3-15. OVER / UNDER VOLTAGE

MODULE

3-14

300-314

FIGURE 3-16. OVER / UNDER FREQUENCY

MODULE

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Time Delay Start / Stop Module (A15)

The set can be equipped with a module to delay starting and stopping when the start and stop signals are received from the remote controller. It is ad-

TIME DELAY START

POTENTIOMETER justable to delay starts from 1 to 15 seconds to prevent nuisance starts in installations where momentary power interruptions are frequent. It is adjustable to delay stops 1 to 30 minutes to allow the prime source of power time to stabilize.

TIME DELAY STOP POTENTIOMETER

TB1

A11-TB1-2

(PRIMARY START DISCONNECT)

A11-TB1-3

(SECONDARY START DISCONNECT)

A11-TB1-6

(REMOTE START)

A11-TB1-5

(B−)

REMOTE

CONTROL

A11-TB1-7

(B+)

FIGURE 3-17. TIME DELAY START / STOP MODULE

A11-TB1-7

(B+)

ES1855s

3-15

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SEQUENCE OF OPERATION

The sequence of operation is as follows. Refer to the schematic on Page 9-8 or 9-10, as appropriate.

1. The ECM is powered by cranking battery voltage (24 VDC). Terminal TB1-9 is connected to battery positive (+) and connector P1-6 to battery negative (-).

2. The starting cycle begins when relay K7 is powered, either manually by pushing the panel

Run switch, or automatically by a remote controller connected at terminal TB1-6. (The panel switch must be in the Remote position for remote, automatic operation.)

3. Relay K7 powers relays K2 and K3.

4. Relay K2 powers the engine gauges and terminal TB1-10, to which the fuel solenoid and ignition module are connected.

5. Relay K3 powers terminal TB1-8 to which starter relay K4 is connected. Engine cranking begins.

6. The engine starts and runs up to governed speed in a matter of seconds.

7. The starter is disconnected when engine relay K10 or K14, whichever acts first to open the circuit powering relay K3.

8. Relay K10 is powered by the generator output voltage (120 VAC) through plug-in connectors

P1-1 and P1-2. The remote Run indicator lamp should light (connected through terminal

TB1-3).

9. Relay K14 is powered by the engine-driven battery charging alternator (24 VDC) through plug-in connector P1-3. The panel Run indicator lamp should light. Relays K10 and K14 are redundant.*

10. Relays K2 and K3 are deenergized (by latching relay K6) causing shutdown to occur if the engine does not start within 75 seconds. The

Overcrank indicator lamp lights and common alarm terminal TB1-4 is powered.

The ECM has a cycle crank feature whereby the engine is cranked for three 15 second periods alternated with two 15 second rest periods.

11. Relay K3 is deenergized (by latching relay K6) causing shutdown to occur during operation when a low oil pressure, high engine temperature or engine overspeed condition is sensed or the optional emergency stop button is pressed. The appropriate fault indicator lamp lights and common alarm terminal TB1-4 is powered. (There is no fault lamp for emergency stop.)

The low oil pressure and high engine temperature shutdowns have 10 second time delays to allow oil pressure and engine temperature to stabilize during startup.

12. To restore operation after a shutdown fault has been serviced, reset latching relay K6 by pushing the panel Stop switch and then the Reset switch. The set should run or be ready to run when the panel switch is pushed to Run or to

Remote.

If the emergency stop switch has been used, the control will have to be reset to restore operation.

First pull the emergency stop switch button and then push the panel Stop and Reset switches.

13. The set is stopped manually by pressing the panel Stop switch or automatically by a remote controller. (The panel switch must be in the Re-

mote position for remote, automatic operation.)

* On older ECM boards (those having cartridge-type fuses):

•

If the starter disconnects normally but the panel Run indicator lamp does not light, the DC (K14) starter disconnect circuit is not working.

•

If the starter disconnects normally but neither the panel nor the remote Run indicator lamps light, the AC (K10) starter disconnect circuit is not working.

* On newer ECM boards (those having automotive-type fuses):

•

If the starter disconnects normally but neither the panel nor the remote Run indicator lamps light, the AC (K10) starter disconnect circuit is not working.

•

Both the remote and the panel Run indicator lamps will light even if the DC (K14) starter disconnect circuit is not working.

Check the DC voltmeter to determine whether or not the battery charging alternator is working.

3-16

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4. Troubleshooting

These troubleshooting charts are designed to help you think through generator set problems. To save time troubleshooting, read the entire manual ahead of time to understand the generator set. Try to think through problems. Go over what was done during the last service call. The problem could be as simple as an empty fuel tank, closed fuel shutoff valve, loose wire, blown fuse or tripped circuit breaker.

WARNING There are hazards present in troubleshooting that can cause equipment damage, severe personal injury or death. Troubleshooting must be performed by qualified persons who know about fuel, electrical and machinery hazards. Read the safety precautions page and carefully observe all instructions and precautions in this manual.

The Run-Stop-Remote switch is at Stop.

(The Switch-Off light will be flashing, if provided.)

THE ENGINE DOES NOT CRANK

Push the Run-Stop-Remote switch to Run or Re- mote.

The Emergency Stop switch has been used. (No fault lamp is on.)

The remote control circuit is faulty.

A Fault Shutdown is being indicated by one of the red lights on the control panel.

A Lo Shutdown is being indicated on the day tank pump control panel (if provided).

Pull the Emergency Switch button. To reset the engine control, push the Run-Stop-Remote switch to

Stop and the Reset switch to Reset. Then push the

Run-Stop-Remote switch to Run or Remote.

Push the Run-Stop-Remote switch to Run. If the engine cranks, find and repair the fault in the remote control circuit.

Service the set as necessary. To reset the engine control, push the Run-Stop-Remote switch to Stop and the Reset switch to Reset. Then push the Run-Stop-

Remote switch to Run or Remote.

Determine the cause and service as necessary. See

Section 7, Day Tank Fuel Pump and Control. To reset the engine control, push the Run-Stop-Remote switch to Stop and the Reset switch to Reset. Then push the Run-Stop-Remote switch to Run or Re-

mote. Note that the engine control will shut down unless the day tank control has been reset first.

Continued on next page.

4-1

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THE ENGINE DOES NOT CRANK (CONT.)

Continued from previous page.

Cranking voltage is too low to crank the engine.

Clean and tighten or replace the battery cable connectors and cables at the battery and the set.

Recharge or replace the battery. Specific gravity for a fully charged battery is approximately 1.260 at 80

(27

C).

If the set is in standby service, install a battery charger.

Replace the engine-driven battery charging alternator if normal battery charging voltage is not between 24 and 28 volts.

Fuse F1 on the ECM (A11) board has blown.

The wire between ECM terminal TB1-9 and starter solenoid terminal BAT is loose, damaged or missing.

Continued on next page.

Replace the fuse with one of the same type and amp rating.

If fuse F1 blows again, the wire between ECM terminal

TB1-8 and starter solenoid terminal S may be loose or damaged, causing a short to ground. Repair as necessary.

If fuse F1 still blows, service or replace the starter or the solenoid according to the engine service manual.

Check for battery voltage (24 VDC) between ECM terminal TB1-9 (B+) and the grounding stud (−) on the floor of the control cabinet. Check, clean and tighten the connectors at both ends and replace the wire if it is damaged.

4-2

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THE ENGINE DOES NOT CRANK (CONT.)

Continued from previous page.

A grounding strap between the control box and the battery negative (−) terminal is loose, damaged or missing.

Check for electrical continuity (zero ohms) between the grounding stud on the floor of the control box and the battery negative (−) terminal. If there is no electrical continuity, check for loose, damaged or missing grounding straps and repair as necessary.

The Run-Stop-Remote switch (S12) or wiring is faulty.

The ECM is faulty. (Check fuse F1 again.)

Disconnect pin connector J4 from the ECM board and check for electrical continuity (zero ohms) between switch terminals 2 and 3 when the switch is in the Run position and between terminals 1 and 2 when it is in the

Remote position. Replace the switch if either set of contacts is faulty.

If the switch works, check for electrical continuity (zero ohms) between J4-6 and J4-7 on the wire harness when the switch is in the Run position and between

J4-5 and J4-6 when the switch is in the Remote position. Replace the wire harness if there is no electrical continuity in either position of the switch.

Push the Run-Stop-Remote switch to Run and check for battery voltage (24 VDC) between ECM terminal

TB1-8 and the grounding stud on the floor of the control box. If there is no voltage when the switch is in the

Run position, replace the ECM.

The wire between ECM terminal TB1-8 and starter solenoid terminal SW is loose, damaged or missing.

The starter motor or solenoid is malfunctioning.

Push the Run-Stop-Remote switch to Run and check for battery voltage at starter solenoid terminal SW. If there is no voltage repair the wiring as necessary.

If there is voltage at starter solenoid terminal SW but the motor does not function, repair or replace the starter motor or solenoid according to the engine service manual.

4-3

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THE ENGINE CRANKS BUT DOES NOT START

When the Run-Stop-Remote switch is in the Run position, the control will attempt to crank the engine for approximately 75 seconds (including two rest periods) and then the red OVERCRANK lamp will light if the engine does not start. If the OVERCRANK lamp comes on, reset the control by pushing the Run-Stop-Remote switch to Stop and the Reset switch to Reset. Then push the Run-Stop-Remote switch to Run or Remote.

The engine is not getting fuel.

Fuse F2 on the ECM board (A11) has blown.

Fuel solenoid K1 is faulty (does not open).

Continued on next page.

Open any closed shutoff valve in the fuel line supplying the engine.

Fill the main fuel supply tank.

Restore fuel pump prime according to the applicable

Operator’s Manual.

Replace the fuse with one of the same type and amp rating.

If fuse F2 blows again, the wire between ECM terminal

TB1-10 and engine block terminal T26 may be loose or damaged, causing a short to ground. Repair as necessary.

If fuse F2 still blows, the wire between fuel solenoid K1 and terminal T26 may be loose or damaged, causing a short to ground. Repair as necessary.

Connect the terminal on fuel solenoid K1 to the BAT terminal on the starter solenoid with a jumper wire. Replace the fuel solenoid if it does not “click” each time power is connected.

4-4

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THE ENGINE CRANKS BUT DOES NOT START (CONT.)

Continued from previous page.

Low engine temperature is causing too low a cranking speed for starting.

Cranking voltage is too low to reach required cranking speed.

Plug in, repair or install engine coolant and engine oil heaters.

Replace the engine oil if it is not of the recommended viscosity for the ambient temperature.

While cranking the engine, measure voltage directly across the battery terminals and then immediately across the starter motor terminal and the grounding bolt on the block. Cable, terminal or relay contact resistance is too high if the difference is more than 2 volts. Service as necessary.

Recharge or replace the battery. Specific gravity for a fully charged battery is approximately 1.260 at 80

(27

C).

Replace the engine-driven battery charging alternator if normal battery charging voltage is not between 24 and 28 volts.

The ECM is faulty. (Check fuse F2 again.)

While cranking, check for battery voltage at the terminal TB1-10 on the ECM. Replace the ECM if there is no voltage at the terminal.

Service as necessary.

The air cleaner is blocked.

The engine fuel system is worn or malfunctioning or has lost prime (fuel lift pump, injection pump, injectors, timing).

The engine is worn or malfunctioning mechanically.

Service according to the engine service manual.

4-5

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THE ENGINE RUNS UNTIL FAULT SHUTDOWN (RED SHUTDOWN LAMP ON)

The OVERSPEED lamp comes on when the engine shuts down.

Reset the ECM by pushing the Run-Stop-Remote switch to Stop and the Reset switch to Reset and restart the set, monitoring engine speed. Readjust the cutout speed if it is lower than specified. Replace the overspeed module (PMG equipped sets) or the overspeed switch if it cannot be readjusted. See Section 3,

Engine Control.

Adjust the governor according to Section 6, Governors.

Mechanical Governor: Service or replace the injection pump unit if the set still shuts down due to overspeed.

Electronic Governor: If the governor cannot be adjusted to prevent shutdown due to overspeed, check for binding in the linkage. Repair and adjust the linkage as necessary. (A spring inside the actuator will resist movement, which is normal.)

Continued on next page.

If the set still shuts down due to overspeed, re-install the magnetic speed pick-up unit to make sure the clearance with the flywheel gear teeth is correct. Replace the speed-pickup unit if output voltage at cranking speed is less than 2.5 VDC as measured at terminals 10 (−) and 11 (+) on the governor controller.

Disconnect the actuator leads at governor controller terminals 4 and 5. Jumper the lead for terminal 4 to the

BAT terminal on the starter solenoid and touch the lead for terminal 5 to a good ground on the block. Replace the actuator unit if it does not drive the linkage through its full travel when power is connected or return it when power is disconnected.

Replace the governor controller if the set still shuts down due to overspeed.

4-6

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THE ENGINE RUNS UNTIL FAULT SHUTDOWN (CONT)

Continued from previous page.

The LOW OIL PRESSURE lamp comes on when the engine shuts down.

Reset the ECM by pushing the Run-Stop-Remote switch to Stop and the Reset switch to Reset and fill up with as much engine oil as necessary and repair all oil leaks.

The HIGH ENGINE TEMPERATURE lamp comes on when the engine shuts down.

If the set still shuts down due to low oil pressure, disconnect the wire to fuel solenoid K1 (to keep the engine from starting) and observe oil pressure while cranking the engine. Service the lubricating oil system according to the engine service manual if oil pressure is less than 10 psi. Replace the low oil pressure cutout switch if oil pressure is greater than 10 psi. See Figure

3-5, 3-6, 3-7 or 3-8 in Section 3, Engine Control to locate the switch.

Reset the ECM by pushing the Run-Stop-Remote switch to Stop and the Reset switch to Reset and fill up with as much engine coolant as necessary and repair all leaks.

If the set still shuts down due to high engine temperature, start the engine and observe coolant temperature as the system heats up. If shutdown occurs before the coolant reaches 200

F (93

C), replace the high engine temperature cutout switch. If coolant temperature exceeds 200

F (93

C), clean and service the entire cooling system as required to restore full cooling capacity. See Figure 3-5, 3-6, 3-7 or 3-8 in Section 3,

Engine Control, to locate the switch.

The FAULT 1 or FAULT 2 lamp comes on when the engine shuts down.

Service as required. (The customer has supplied the system fault indicating switches. By means of selection jumpers, either fault may be chosen to display the warning only. See Section 3, Engine Control.)

If the set is equipped with the optional low frequency shutdown feature and the red FAULT 1 or FAULT 2 lamp is on, the set probably ran out of fuel. Service as required.

4-7

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THE ENGINE LACKS POWER OR STABLE SPEED

Fuel delivery to the set is inadequate.

Check for and replace clogged fuel lines and filters.

Check for air in the fuel lines and repair all air leaks.

Measure the vertical distance between the fuel lift pump on the engine and the bottom of the dip tube in the supply tank. Make necessary provisions so that lift does not exceed 6 feet (1.8 metres).

The fuel is contaminated.

Connect the set to a container of fuel of known quality and run the set under various loads. Replace the contents of the fuel supply tank if there is a noticeable improvement in performance.

The engine air filter element is dirty.

Replace the air filter element.

Continued on next page.

4-8

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THE ENGINE LACKS POWER OR STABLE SPEED (CONT.)

Continued from previous page.

The governor adjustment is incorrect.

The engine fuel system (lift pump, injection pump, injectors, timing) is faulty.

Adjust the governor according to Section 6, Governors.

Mechanical Governor: Service the fuel injection unit according to the engine service manual if it cannot be adjusted for full power or stable speed.

Electronic Governor: If the governor cannot be adjusted for full power or stable speed, shut down the set and check for binding in the linkage. Repair and adjust the linkage as necessary. (A spring inside the actuator will resist opening the movement, which is normal.)

Re-install the magnetic speed pick-up unit to make sure the clearance with the flywheel gear teeth is correct. Replace the speed-pickup unit if output voltage at cranking speed is less than 2.5 VDC as measured at terminals 10 (−) and 11 (+) on the governor controller.

Disconnect the actuator leads at governor controller terminals 4 and 5. Jumper the lead for terminal 4 to the

Replace the governor controller if it still cannot be adjusted for full power or stable speed.

Service the fuel system according to the engine service manual.

The engine is worn.

Service the engine according to the engine service manual.

4-9

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The PRE-LOW OIL PRESSURE lamp comes on while the engine is running.

AMBER WARNING LAMP ON

Shut down the set if possible or disconnect non-critical loads.(Oil pressure will be less than 20 psi but greater than 14 psi.) Service the engine lubricating system according to the engine service manual.

The PRE-HIGH ENGINE TEMPERA-

TURE lamp comes on while the engine is running.

Shut down the set if possible or disconnect non-critical loads. (Engine temperature will be greater than 220

F but less than 230

F.) Service the engine cooling system to restore full cooling capacity.

The LOW ENGINE TEMPERATURE Plug in, repair or install engine coolant and engine oil heaters.

The LOW FUEL lamp comes on.

FAULT 1 or FAULT 2 (RED)

Fill the main fuel supply tank with the appropriate grade of fuel. (The customer has supplied the fuel level switch to make use of this warning.)

4-10

Service as required. (The customer has supplied the system fault indicating switches. By means of selection jumpers, either fault may be chosen to shut down the engine. See See Section 3, Engine Control.

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THE GREEN RUN LAMPS STAY OFF BUT THE SET RUNS NORMALLY

The set mounted RUN lamp does not light although the starter has disconnected normally and the engine is running

Press the panel Lamp Test switch and replace the run lamp bulb if it does not light.

If the lamp is good and the set has an older ECM board

(one with cartridge-type fuses) this indicates that the

DC disconnect circuit (K14 relay circuit on the ECM) is not working. Check the DC voltmeter and if there is not at least 24 volts, check for loose or missing wiring between the battery charging alternator and terminal

TB1-2 and pin connector P1-3 on the ECM. See Page

9-8 or 9-9 regarding the applicable alternator configuration. If the connections are good, replace the battery charging alternator.

If the RUN lamp, wiring connections and battery charging alternator are all good and the RUN lamp does not light during normal operation, replace the

ECM.

Neither the remote nor the set mounted

RUN lamp light although the starter has disconnected normally and the engine is running.

Press the panel Lamp Test switch and replace the run lamp bulb if it does not light. Test the remote RUN lamp by suitable means and replace it if it does not light.

If both lamps are good, this indicates that the AC disconnect circuit (K10 relay circuit on the ECM) is not working. Check the AC voltmeter to determine whether or not there is generator output voltage and service as necessary. See There Is No Output Voltage.

If there is generator output voltage, check for 120 VAC across pin connectors P1-1 and P1-2 on the ECM. If there is no voltage, check for loose or missing leads between the connectors and TB21-21 and TB21-32 inside the control box and service as necessary.

Replace the ECM if there is 120 VAC across pin connectors P1-1 and P1-2 but neither RUN lamp lights during normal operation.

4-11

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THERE IS NO OUTPUT VOLTAGE (ENGINE SPEED IS STABLE)

The line circuit breaker is OFF.

Find out why the circuit breaker was turned OFF, make sure it is safe to reconnect power, and then throw the circuit breaker ON.

The line circuit breaker has TRIPPED.

Shut down the set and service as necessary to clear the short circuit or ground fault that caused tripping, and then RESET the circuit breaker and start the set.

The line circuit breaker is faulty.

Shut down the set, make sure the power output lines from the set have been disconnected from all other sources of power, attempt to RESET the circuit breaker and throw it ON and check for electrical continuity across each line contact. Replace the circuit breaker if there is measurable resistance across any contact.

Field circuit breaker CB21 has TRIPPED.

Field circuit breaker CB21 is faulty.

Continued on next page.

RESET the circuit breaker. If it keeps tripping, troubleshoot according to the chart, Field Circuit Breaker

Keeps Tripping.

Shut down the set, attempt to RESET the circuit breaker and disconnect either lead. Replace the circuit breaker if there is measurable resistance across the terminals.

4-12

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THERE IS NO OUTPUT VOLTAGE (CONT. )

Continued from previous page.

Determine, as follows, whether the fault is in the VOLTAGE REGULATING or GENERATOR circuits:

1. Throw the line circuit breaker OFF and shut down the set.

CAUTION This test involves unregulated excitation of the generator. To prevent damage to the generator due to overcurrent, make sure that all loads have been disconnected and that all faults have been cleared from the power output terminals of the generator.

2. Open the control panel and disconnect the X and the XX leads from the voltage regulator. See Figure 2-2 or 2-3, as appropriate.

3. Prepare to measure output voltage across the generator terminals while the set is running.

4. Bring two jumpers from a 12 volt battery for connection to the X and XX leads inside the control box. Connect the jumper from the positive (+) post of the the battery to the X lead. Be prepared to connect the jumper from the negative (−) post of the battery to the X X lead. If one of the 12 volt cranking batteries is used, bring the jumpers from the battery connected on the grounded side of the system to avoid inadvertently imposing 24 volts on the system.

− −

24 VOLTS

12 V 12 V

12 VOLTS EXCITER

−

+ +

−

5. Check polarity again. Polarity must be correct or this test will be inconclusive because the induced and residual magnetic polarities in the exciter stator will be opposed. Also, it might be necessary to reflash a self-excited generator if polarity is reversed in this test.

HIGH VOLTAGE. Touching uninsulated high voltage parts inside the control box can result in severe personal injury or death. Measurements and adjustments must be done with care to avoid touching high voltage parts.

For your protection, stand on a dry wooden platform or rubber insulating mat, make sure your clothing and shoes are dry, remove jewelry from your hands and wear elbow length insulating gloves.

6. Start the set and connect the jumper from the battery negative (−) terminal to the X X lead.

7. The generator is probably okay if rated output voltage or higher is obtained and the voltages for all phases are balanced when the exciter is powered by a 12 volt battery. Use the appropriate VOLTAGE REGULATING FAULT chart to troubleshoot. (Normal excitation voltage ranges from approximately 10 VDC at no-load to approximately

40 VDC at full-load.)

8. Use the GENERATOR FAULT chart to troubleshoot if the output voltages are not balanced or are less than ninety percent of rated output voltage when the exciter is powered by a 12 volt battery. If the voltages are unbalanced, troubleshoot the main stator first. If the voltages are uniformly low, troubleshoot the exciter and field circuits first.

Continued on next page.

4-13

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THERE IS NO OUTPUT VOLTAGE (CONT. )

Continued from previous page.

VOLTAGE REGULATING FAULTS

(PMG-EXCITED GENERATORS)

The PMG is faulty.

Disconnect leads P2, P3 and P4 from the voltage regulator. While the set is running, check voltage across lead pairs P2-P3, P3-P4 and P4-P2. Service the PMG according to Section 5, Servicing the Generator if there is less than 150 VAC for 50 Hertz generators or less than 180 VAC for 60 Hertz generators across any pair of leads.

HIGH VOLTAGE. Touching uninsulated high voltage components and wiring in this compartment can result in severe personal injury or death. Testing must be done with care to avoid touching high voltage parts.

For your protection, stand on a dry wooden platform or rubber insulating mat, make sure your clothing and shoes are dry, remove jewelry from your hands and wear elbow length insulating gloves.

Voltage Regulator VR21 is faulty.

Check all connections against the wiring diagrams on pages 9-5 and 9-11, 9-12 or 9-13 and rewire as necessary. Replace the voltage regulator if the wiring is correct and there is no output voltage.

CAUTION Replacing the voltage regulator before servicing other faults can lead to damage to the new voltage regulator.

VOLTAGE REGULATING FAULTS

(SELF-EXCITED GENERATORS)

The field has lost its residual magnetism.

Voltage Regulator VR21 is faulty.

Continued on next page.

Flash the field according to Section 5, Servicing the

Generator.

Check all connections against the wiring diagrams on pages 9-6 and 9-11, 9-12 or 9-13 and rewire as necessary. Replace the voltage regulator if the wiring is correct and there is no output voltage.

CAUTION Replacing the voltage regulator before servicing other faults can lead to damage to the new voltage regulator.

4-14

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THERE IS NO OUTPUT VOLTAGE (CONT. )

Continued from previous page.

GENERATOR FAULTS

The exciter field winding is faulty (open or shorted).

Shut down the set and check exciter field winding resistance according to Section 5, Servicing the Generator. Replace the exciter field assembly if winding resistance does not meet specifications.

The rotating rectifier assembly (diodes

CR1 through CR6) is faulty.

Shut down the set and check each diode according to

Section 5, Servicing the Generator. Service as necessary.

The exciter rotor windings are faulty

(open or shorted).

Shut down the set and check exciter winding resistances according to Section 5, Servicing the Generator. Replace the generator rotor assembly if exciter rotor winding resistances do not meet specifications.

The main rotor winding is faulty (open or shorted).

Shut down the set and check main rotor winding resistance according to Section 5, Servicing the Generator.

Replace the generator rotor assembly if main rotor winding resistance does not meet specifications.

The stator windings are faulty (open or shorted).

Shut down the set and check stator winding resistances according to Section 5, Servicing the Generator.

Replace the generator stator assembly if stator winding resistances do not meet specifications.

4-15

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OUTPUT VOLTAGE IS TOO HIGH OR TOO LOW

Engine speed is too high or too low.

Adjust engine speed according to Section 6, Governors.

If engine speed is unstable, troubleshoot according to the chart, The Engine Lacks Power or Stable Speed.

The voltage has been adjusted improperly.

Adjust output voltage according to Section 2, AC Control.

Improper connections have been made at the generator output terminals.

Shut down the set and reconnect according to the appropriate reconnection diagram. See Section 9, Wiring Diagrams.

The rotating rectifier assembly (diodes

CR1 through CR6) is faulty.

Shut down the set and check each diode according to

Section 5, Servicing the Generator. Service as necessary.

Voltage Regulator VR21 is faulty.

4-16

Replace the voltage regulator.

CAUTION Replacing the voltage regulator before servicing other faults can lead to damage to the new voltage regulator.

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The voltage has been adjusted improperly.

OUTPUT VOLTAGE IS UNSTABLE

Adjust output voltage according to Section 2, AC Control.

The voltage adjusting rheostat on the control panel is faulty (if provided).

Unlock the voltage adjusting screw on the front of the control panel and disconnect either lead from the rheostat. Measure resistance between terminals 1 and 2 while turning the adjusting screw fully one way and then the other. Replace the rheostat if it is open at any point, or if resistance does not vary smoothly from zero to approximately 1,500 ohms for sets with the SX440 voltage regulator (self-excited) or 5,000 ohms for sets with the MX321 voltage regulator (PMG-excited).

Voltage Regulator VR21 is faulty.

4-17

Replace the voltage regulator.

CAUTION Replacing the voltage regulator before servicing other faults can lead to damage to the new voltage regulator.

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The rotating rectifier assembly (diodes

CR1 through CR6) is faulty.

THE FIELD CIRCUIT BREAKER KEEPS TRIPPING

Shut down the set and check each diode according to

Section 5, Servicing the Generator. Service as necessary.

The exciter field winding is shorted.

Shut down the set and check exciter field winding resistance according to Section 5, Servicing the Generator. Replace the exciter field assembly if winding resistance does not meet specifications.

The exciter rotor windings are shorted.

The main rotor winding is shorted.

Shut down the set and check main rotor winding resistance according to Section 5, Servicing the Generator.

Replace the generator rotor assembly if main rotor winding resistance does not meet specifications.

The stator windings are shorted.

Shut down the set and check stator winding resistances according to Section 5, Servicing the Generator.

Replace the generator stator assembly if stator winding resistances do not meet specifications.

Voltage Regulator VR21 is faulty.

Replace the voltage regulator.

CAUTION Replacing the voltage regulator before servicing other faults can lead to damage to the new voltage regulator.

4-18

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The connected loads are distributed unevenly among the phases.

THE PHASE CURRENTS ARE UNBALANCED

Shut down the set and redistribute the loads so that there is a difference of less than 10 percent between phases.

Improper connections have been made at the generator output terminals.

Shut down the set and reconnect according to the appropriate reconnection diagram. See Section 9, Wiring

Diagrams.

The stator windings are faulty (open or shorted).

Shut down the set and check stator winding resistances according to Section 5, Servicing the Generator.

Replace the generator stator assembly if stator winding resistances do not meet specifications.

A load has a ground fault or short circuit.

4-19

Service the faulty equipment as necessary.

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4-20

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5. Servicing the Generator

TESTING THE GENERATOR

These tests can be performed without removing the generator. Before starting tests, disconnect the starting battery cables (negative [-] first) to make sure the engine will not start while performing these tests.

WARNING Accidental starting of the generator set while working on it can cause severe personal injury or death. Prevent accidental starting by disconnecting the starting battery cables

(negative [−] first).

Arcing can ignite the explosive hydrogen gas given off by batteries, causing severe personal injury. Arcing can occur if the negative (−) battery cable is connected and a tool being used to connect or disconnect the positive (+) battery cable accidentally touches the frame or other grounded metal part of the set. To prevent arcing, always remove the negative (−) cable first, and reconnect it last.

CAUTION Always disconnect a battery charger from its AC source before disconnecting the battery cables. Otherwise, disconnecting the cables can result in voltage spikes high enough to damage the DC control circuits of the set.

OUTPUT

TERMINALS

END

PLATE

STATOR

LEADS

MAIN

STATOR

GENERATOR

ADAPTOR

CASTING

DRIVE

DISCS

COOLING

BLOWER

EXCITER

STATOR

PMG

ASSEMBLY

ROTOR

SHAFT

BEARING

EXCITER

ROTOR

ROTATING

RECTIFIER

ASSEMBLY

MAIN ROTOR

(GENERATOR FIELD)

FIGURE 5-1. GENERATOR

5-1

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Exciter Stator

Testing Winding Resistance: Measure winding resistance with a Wheatstone bridge or digital ohmmeter. Replace the stator if winding resistance is not as specified by Table 5-1.

Testing Winding Insulation Resistance: Disconnect the exciter stator leads from terminals X and

XX on the auxiliary terminal board in the generator output box. Using an ohmmeter, measure resistance between either lead and the stator laminations. Replace the stator if insulation resistance is less than 1 megohm (1,000,000 ohms)

Flashing the Field (Self-Excited Generators

Only): If necessary, flash the exciter field before or after installation. Apply 110 to 220 VAC for one to two seconds to the X and XX leads of the exciter stator. The generator must be shut down, the AVR

disconnected, a diode used to establish correct polarity and a 3 amp fuse to prevent over-excita-

tion. See the diagram.

Alternatively, while the set is running and disconnected from all loads, apply a 12 VDC battery for one to two seconds as shown in the diagram. Polar-

ity must be correct: + to X, − to XX.

MEASURE WINDING

INSULATION RESISTANCE

BETWEEN EITHER LEAD

AND THE STATOR

LAMINATIONS

MEASURE WINDING

RESISTANCE BETWEEN

THE TWO STATOR

LEADS, X AND XX

— FLASHING THE FIELD (SELF-EXCITED GENERATORS ONLY) —

APPLY 110 TO 220 VAC TO THE EXCITER

STATOR FOR 1 TO 2 SECONDS WITH THE

AVR DISCONNECTED AND THE SET NOT

RUNNING

ALTERNATIVELY, APPLY 12 VDC FROM A

BATTERY TO THE EXCITER STATOR FOR 1

TO 2 SECONDS WITH THE AVR CONNECTED

AND THE SET RUNNING WITHOUT LOAD

110 to 220

VAC

3 AMP

FUSE

DIODE

EXCITER

STATOR

12 VDC

BATTERY

DIODE

EXCITER

STATOR

AVR

−

220−4293

FIGURE 5-2. TESTING AND FLASHING THE EXCITER STATOR

5-2

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Exciter Rectifier Bridge (Rotating Rectifier

Assembly)

The exciter rectifier bridge is mounted on the exciter rotor, inboard, facing the main rotor. It consists of a positive plate and a negative plate, split diametrically. Each carries three diodes, three terminal posts for connecting exciter rotor leads to the diode pigtails and a terminal for the main rotor (generator field) lead. A surge suppresser is connected across the two plates to prevent transient voltages that could damage the diodes.

Testing Diodes: Disconnect the diode pigtails from the terminal posts. Using an ohmmeter, measure electrical resistance between each diode pigtail and the plate on which the diode is mounted. Reverse the meter test probes and repeat the tests. The electrical resistance across each diode should be high in one direction and low in the other. If the resistance is high or low in both directions, replace the diode.

Replacing Diodes: Make sure the replacement diode is of the correct polarity. Disconnect the pigtail from the terminal post and unscrew the old diode.

Apply heat-sink compound under the head of the diode. Make sure the compound does not get on the threads. Torque the diodes to 36 to 42 in-lbs (4 to 4.8

Nm) and the pigtail terminals to 24 in-lbs (2.7 Nm) when reassembling.

Surge Suppresser Testing and Replacement:

Remove the suppresser. Replace the suppresser if it appears to have overheated or if ohmmeter readings indicate less than infinite resistance (end of scale) in both directions. Torque the terminals to 24 in-lbs (2.7 Nm) when reassembling.

CAUTION Layers of dust can cause diodes to overheat and fail. Brush dust off regularly.

DIODE (ONE OF SIX)

DISCONNECT THE

DIODE PIGTAIL FROM

THE TERMINAL AND

MEASURE ELECTRICAL

RESISTANCE BETWEEN

THE PIGTAIL AND THE

METAL PLATE UNDER

THE DIODE

TERMINAL

(ONE OF SIX)

DIODE PLATES

(TWO)

SURGE SUPPRESSER

REMOVE TO TEST

201−3434

FIGURE 5-3. TESTING THE ROTATING RECTIFIER ASSEMBLY

5-3

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Exciter Rotor

Testing Winding Resistance: Disconnect the six rotor winding leads from the terminal posts on the rectifier assembly. With a Wheatstone bridge, measure electrical resistance across each pair of rotor windings: U (CR1 or CR4) and V (CR2 or CR5), V

(CR2 or CR5) and W (CR3 or CR6), W (CR3 or

CR6) and U (CR1 or CR4). See the winding schematic. Replace the whole rotor shaft assembly if the resistance of any winding is not as specified in Table

5-1.

Testing Winding Insulation Resistance: Using an ohmmeter, measure the resistance between any rotor winding lead or the terminal to which it is connected and the rotor laminations. Replace the whole rotor shaft assembly if insulation resistance is less than 1 megohm.

MEASURE WINDING

INSULATION RESISTANCE

BETWEEN ANY LEAD OR

THE TERMINAL TO WHICH

IT IS CONNECTED AND

THE ROTOR LAMINATIONS

MAIN ROTOR

LEADS

WINDING SCHEMATIC

DISCONNECT THE SIX

ROTOR WINDING LEADS

FROM THEIR TERMINALS

AND MEASURE

ELECTRICAL RESISTANCE

ACROSS EACH PAIR OF

WINDINGS: U-V, V-W, W-U

FIGURE 5-4. TESTING THE EXCITER ROTOR

5-4

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Main Rotor (Generator Field)

Testing Winding Resistance: Disconnect the two leads of the main rotor from the terminals on the rotating rectifier assembly. See Figure 5-4. Measure electrical resistance between the two leads with a

Wheatstone bridge or digital ohmmeter. Replace the rotor if the resistance is not as specified in Table

5-1. Connect the rotor leads and torque the terminals to 24 in-lbs (2.7 Nm) when reassembling.

Testing Winding Insulation Resistance: Using an ohmmeter, measure the resistance between either lead of the main rotor windings, or the terminal to which it is connected, and the main rotor laminations. Replace the rotor if insulation resistance is less than 1 megohm.

MEASURE WINDING INSULATION

RESISTANCE BETWEEN EITHER

ROTOR LEAD AND THE ROTOR

LAMMINATIONS

DISCONNECT THE MAIN ROTOR LEADS

FROM THE ROTATING RECTIFIER

ASSEMBLY AND MEASURE THE

WINDING RESISTANCE BETWEEN THEM

201−3475

FIGURE 5-5. TESTING THE MAIN ROTOR

5-5

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Main Stator

Testing Winding Resistance: Measure electrical resistance across each pair of stator leads (U1-U2,

U5-U6, VI-V2, V5-V6, W1-W2 and W5-W6) with a

Wheatstone bridge or ohmmeter having at least

0.001 ohm precision. Replace the stator if the resistance of any winding is not as specified in Table

5-1.

Testing Winding Insulation Resistance: Disconnect all stator leads and winding taps from their respective terminals and make sure the ends do not touch the generator frame. Using an ohmmeter, measure electrical resistance between any stator lead and the stator laminations. Replace the stator if insulation resistance is less than 1 megohm.

THE LAST SIX DIGITS OF THE STATOR

PART NUMBER ARE STAMPED HERE

FIGURE 5-6. TESTING THE GENERATOR STATOR

WHEATSTONE

BRIDGE

G1229s−1

5-6

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MAIN STATOR

PART

NUMBER**

220-4289-31

220-4289-32

220-4289-33

220-4289-34

220-4289-35

220-4298-31

220-4298-32

220-4298-33

220-4298-34

220-4298-35

220-4298-36

220-4289-36

220-4289-37

220-4289-38

220-4289-39

220-4289-40

220-4298-37

220-4298-38

220-4298-39

220-4298-40

220-4298-41

220-4298-42

220-4289-41

220-4289-42

220-4289-43

220-4289-44

220-4289-45

220-4298-43

220-4298-44

220-4298-45

220-4298-46

220-4298-47

220-4298-48

TABLE 5-1. GENERATOR WINDING RESISTANCES*

MAIN

STATOR

(OHMS)

MAIN

ROTOR

(OHMS)

EXCITER

STATOR

(OHMS)

BROAD RANGE GENERATORS

0.170

0.129

0.110

0.069

0.055

0.062

0.047

0.033

0.025

0.022

0.016

0.57

0.64

0.67

0.80

0.93

1.11

1.20

1.31

1.50

1.66

1.80

20.3

19.5

0.285

0.200

0.150

0.099

0.082

0.090

0.066

0.052

0.040

0.027

0.029

380 VOLT GENERATORS (60 HERTZ )

0.118

0.088

0.070

0.048

0.036

0.045

0.034

0.023

0.020

0.017

0.015

0.57

0.64

0.67

0.80

0.93

1.11

1.20

1.31

1.50

1.66

1.80

20.3

19.5

600 VOLT GENERATORS

0.57

0.64

0.67

0.80

0.93

1.11

1.20

1.31

1.50

1.66

1.80

* - These values are approximate, plus or minus 10 percent at 68

F (20

C).

** - See Figure 5-6 for the location of the stator part number.

20.3

19.5

5-7

EXCITER

ROTOR

(OHMS)

0.167

0.180

0.210

0.167

0.180

0.210

0.167

0.180

0.210

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REMOVING AND DISASSEMBLING THE

GENERATOR

The generator is heavy. You will need an assistant and a hoist of sufficient capacity to remove and service the generator.

WARNING Accidentally dropping the generator can damage it and cause severe personal injury and death. The hoist, straps and chains must have sufficient capacity and be attached properly so that the load cannot shift.

Before starting, disconnect the starting battery cables (negative (-) first) to make sure the set will not start while working on it.

WARNING Accidental starting of the generator set while working on it can cause severe injury or death. Prevent accidental starting by disconnecting the starting battery cables (negative (-) first).

Always remove the negative (-) cable first, and reconnect it last, to prevent arcing if a tool accidentally touches the frame or other grounded metal part while removing the positive (+) battery cable. Arcing can ignite the explosive hydrogen gas given off by the batteries, causing severe injury.

Removing The Generator Output Box

1. Disconnect the line cables and conduit. For reconnections later, make sure each cable is clearly marked to indicate the correct terminal.

2. Disconnect the remote control wiring and conduit. For reconnections later, make sure each wire is clearly marked to indicate the correct terminal.

3. Disconnect all engine wiring harness connections in the generator control and output boxes.

For reconnections later, make sure each wire is clearly marked to indicate the correct terminal.

4. Disconnect all generator control leads (winding taps) from connections in the output box. For reconnections later, make sure each wire is clearly marked to indicate the correct terminal.

5. If the set has a mounted line circuit breaker, disconnect the cables to the circuit breaker. For reconnections later, make sure each cable is clearly marked to indicate the correct terminal.

6. Attach a hoist to the generator output box, loosen the mounting bolts on the sides of the generator and remove the box.

Withdrawing The Generator From The Set

1. The rotor will be carried inside the stator when the generator is withdrawn from the engine.

Bar the engine until one of the four poles of the rotor points straight down so that the rotor will rest on the face of the pole when the generator is withdrawn.

CAUTION The rotor can be damaged if it rests on the edges of the winding slot between two poles.

2. Attach lifting eyes and a hoist of sufficient capacity (Figure 5-7).

3. Take up hoist slack and remove the two through bolts securing the generator to the rubber isolation mounts.

4. Raise the generator end approximately one inch (12 mm) and securely block the engine under the flywheel housing. Lower the generator slightly so that the blocks carry most of the weight.

5. Remove the bolts securing the generator drive discs to the flywheel.

6. Loosen all the bolts securing the generator adapter casting to the flywheel housing. Adjust the hoist to carry the full weight of the generator, remove the bolts and pull the generator away.

CAUTION Never withdraw the generator leaving the rotor to hang by the drive discs.

The weight of the rotor will damage the drive discs.

5-8

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DRIVE

DISCS

GENERATOR

LIFT POINTS

COOLING

BLOWER

MAIN

ROTOR

ROTATING

DIODE

ASSEMBLY

EXCITER

ROTOR

STATOR

MAIN

ROTOR

BEARING

STATOR

LEADS

CINCH STRAP

AROUND THE

MIDDLE OF

THE ROTOR

CORE TO LIFT

EXCITER

STATOR

END

PLATE

FIGURE 5-7. GENERATOR ASSEMBLY

5-9

G1190s−1

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Withdrawing the Rotor From the

Generator

1. Remove the generator adaptor casting on the drive disc end and the end plate on the bearing end.

2. Using a hoist of sufficient capacity, cinch a lifting strap on the drive end of the rotor. Lift the bearing end of the rotor by hand and push it towards the drive end of the generator until half the width of the rotor core protrudes from the stator. Release the weight of the rotor and recinch the lifting strap around the middle of the rotor core. Withdraw the rotor until it is free of the stator, guiding it by hand on both ends to prevent contact with the stator windings

3. Rest the rotor in a cradle, solidly supporting it on two pole faces—not on the drive discs, blower or exciter.

4. Remove the retaining clip if the rotor shaft bearing is to be removed.

REASSEMBLING THE GENERATOR

Reassembling is the reverse of disassembling.

Note the following.

1. Apply force to the inner race of the rotor bearing when pressing it onto the shaft, otherwise, it will be damaged. Be sure to secure the retaining clip.

2. The drive disc-to-rotor bolts should be torqued to 190 ft-lbs (257 Nm).

3. The drive disc-to-flywheel bolts should be torqued to 50 ft-lbs (67 Nm).

4. The exciter stator mounting screws should be torqued to 7 ft-lbs (10 Nm).

5. The generator end plate mounting bolts should be torqued to 25 ft-lbs (34 Nm).

6. Make sure the rubber O-ring is in place in the bearing bore in the generator endplate.

7. The generator mounting bracket bolts should be torqued to 65 ft-lbs (88 Nm) if M12 or 35 ftlbs (47 Nm) if M10.

8. The generator-to-adaptor bolts should be torqued to 40 ft-lbs (55 Nm).

9. The adaptor-to-engine bolts should be torqued to 35 ft-lbs (48 Nm).

10. Reconnect the generator as required. See

Page 9-11, 9-12 or 9-13.

SERVICING THE PMG

The following is applicable if the generator is equipped with a PMG (permanent magnet) exciter.

Testing

1. Disconnect leads P2, P3 and P4 from the voltage regulator.

2. Start the engine at the set and let the speed stabilize.

For your protection, stand on a dry wooden platform or rubber insulating mat, make sure your clothing and shoes are dry, remove jewelry from your hands and wear elbow length insulating gloves.

3. Measure voltage across lead pairs P2-P3,

P3-P4 and P4-P2. Voltage should be at least

150 VAC for 50 Hz sets and at least 180 VAC for

60 Hz sets, and should be approximately the same for each set of leads. If the voltages are low or uneven, check all the leads and connections between the voltage regulator and the

PMG and repair as necessary before disassembling the PMG. Note the connections at the auxiliary terminal board in the power output box. See Figure 2-3.

4. Stop the set and measure electrical resistance across lead pairs P2-P3, P3-P4 and P4-P2 with a Wheatstone bridge or digital ohmmeter. Each winding should have a resistance of approximately 4.4 ohms.

5-10

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Disassembling the PMG

1. Disconnect the starting battery cables (negative (-) first) to make sure the set will not start while working on it.

2. Remove the PMG cover and disconnect the leads at the connector.

3. Remove the bolts and clamps that secure the

PMG stator to the generator frame and carefully pull away the stator.

The rotor is magnetic and will attract the stator.

Hold the stator firmly so that the windings are not damaged by striking the stator support lugs.

4. Remove the rotor center bolt and pull away the rotor. The rotor is magnetic and will attract iron filings. Put it in a clean plastic bag until it is remounted. Do not take it apart or it will lose its magnetism. Also, if the dowel pin in the end of the shaft is loose, stow it in a safe place until it is time to reassemble the PMG.

Reassembling the PMG

Reassembling is the reverse of disassembling.

Torque the rotor center bolt to 40 ft-lbs (54 Nm). The stator leads must be at 12 o’clock.

DOWEL

PMG

ROTOR

PMG STATOR

CLAMP

SPACER

BOLT

COVER

PMG

STATOR

PMG

ROTOR

THROUGH

BOLT

FIGURE 5-8. PMG ASSEMBLY

5-11

G1230s

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5-12

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6. Governors

MECHANICAL GOVERNOR

Governor Adjustments: B-Series Engines

(Beginning Spec H on DG Sets and Spec

B on QS Sets)

Output frequency (50 Hz or 60Hz) can be adjusted by turning the governor speed adjusting screw while the engine is running at its normal operating temperature under full load. Adjust droop to within five percent of nominal frequency (3 Hertz for 60

Hertz sets and 2.5 Hertz for 50 Hertz sets). Check operation under various loads and increase droop if the governor hunts. Readjust full-load frequency if droop is adjusted.

Do not adjust the idle adjusting screw: it is factory set and sealed.

CAUTION Do not adjust the idle speed screw or break its wire seal. Doing so can void the generator set warranty.

THROTTLE

LEVER

SPEED

ADJUSTING

SCREW

THE IDLE SPEED

SCREW IS FACTORY

SET AND SEALED.

DO NOT ADJUST IT

AND DO NOT BREAK

ITS WIRE SEAL.

DROOP

ADJUSTING

SCREW

FIGURE 6-1. B-SERIES ENGINE GOVERNOR

6-1

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Governor Adjustments: B-Series Engines

(Prior to Spec H on DG Sets and Spec B on QS Sets)

Output frequency (50 Hz or 60Hz) can be adjusted by turning the governor speed adjusting screw while the engine is running at its normal operating temperature under full load.

LOCKNUT SPEED ADJUSTING

SCREW

FS1801s

FIGURE 6-2. B-SERIES ENGINE GOVERNOR

6-2

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Governor Adjustments: C-Series Engines

Output frequency (50 Hz or 60Hz) can be adjusted by turning the governor speed adjusting screw while the engine is running at its normal operating temperature under full load. Back off the set screw first before turning the adjusting screw.

If the governor hunts, or if droop is excessive (more than 3 Hz for 60 Hz sets or 2.5 Hz for 50 Hz sets), make the following adjustments:

1. f droop is excessive, loosen the bumper spring screw locknut and turn the screw counterclockwise in quarter-turn increments until droop is within specifications. Note the number of turns the screw has been turned out. Check for hunting under a range of loads from no-load to fullload. Tighten the locknut if the governor does not hunt. If the governor hunts, turn the screw clockwise in quarter-turn increments until hunting stops. Go to Step 2 if the bumper spring screw does not afford enough adjustment for droop or hunting.

2. Adjust the governor spring lever arm screw inside the governor housing as follows if the procedure in Step 1 does not afford enough adjustment:

A. Remove the access plug at the top of the housing.

B. Back off the throttle set screw and the idle adjustment screw so that the throttle lever can be rotated clockwise far enough to line up the lever arm screw (inside pump housing) with the opening.

C. It will take a flat bladed screwdriver or a

3/16 inch ball point driver to turn the screw.

D. The screw “clicks” every quarter-turn. Turn the screw clockwise and count the number of “clicks” until it bottoms. Write down the number. Turn the screw out (counterclockwise) the same number of “clicks” to return the adjustment to the original position.

E. Turn the screw clockwise one “click” if there is too much droop, and then readjust the output frequency under full-load. Repeat the procedure until droop is within specifications. If the governor hunts, turn the screw counterclockwise one “click” at a time until hunting stops.

F. If hunting occurs only under light load, adjust the bumper spring screw clockwise in quarter-turn increments until hunting stops. Then check droop again.

ACCESS

PLUG

IDLE ADJUSTING

SCREW

BUMPER

SPRING

SCREW

SPEED ADJUSTING

SCREW

SET

SCREW

FS1771

FIGURE 6-3. C-SERIES ENGINE GOVERNOR

6-3

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ELECTRIC GOVERNOR

Governor Adjustments: B-Series Engines

(Beginning Spec H on DG Sets and Spec

B on QS Sets)

If necessary, adjust the linkage according to Figure

6-6, wire the controller according to Figure 6-9 and install the magnetic speed pickup unit according to

Figure 6-10. Then adjust the governor controller as follows:

1. Push both selector switches (S1, S2) on the controller to their OFF positions.

2. Note that the pots (potentiometers) on the controller are adjustable from zero to 100 percent and are marked off in divisions of ten percent.

The speed pot has a 20-turn adjustment range.

Set the pots initially as follows:

Gain 20%

I 20%

D 30%

Droop 0%

3. If a remote speed pot is used, set it at its midpoint.

4. Start the set and adjust the Speed pot to obtain the required output frequency: 60 Hertz (1800

RPM) or 50 Hertz (1500 RPM). Warm up the set under load until it is up to normal operating temperature.

5. Disconnect the load and turn the GAIN pot to

100 percent or until operation becomes unstable. Then turn the pot counterclockwise until operation again becomes stable.

6. Adjust D as in Step 5.

7. Adjust I as in Step 5.

8. Readjust Speed if necessary.

9. Manually push the throttle to the minimum speed position and hold it there until the engine reaches minimum speed. Release the throttle and observe speed overshoot. Two to five

Hertz overshoot may be acceptable. If overshoot is unacceptable, turn the I pot clockwise

(slightly) to reduce overshoot. If the set hunts during steady state operation, turn the I pot counterclockwise (slightly) until the set is stable.

151-0715

FIGURE 6-4. GOVERNOR CONTROLLER TERMINALS, SWITCHES AND ADJUSTING POTENTIOMETERS

6-4

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Governor Adjustments: C-Series Engines and B-Series Engines (Prior to Spec H on

DG Sets and Spec B on QS Sets)

If necessary, adjust the linkage according to Figure

6-7 or 6-8, wire the controller according to Figure

6-9 and install the magnetic speed pickup unit according to Figure 6-10. Then adjust the governor controller as follows:

1. Warm up the set under at least 1/4 load until the engine is up to its normal operating temperature.

2. Disconnect the load and turn the Droop potentiometer to zero.

3. Turn the Speed potentiometer to obtain the specified output frequency (50 Hz or 60 Hz).

4. Turn the Gain potentiometer clockwise until the governor begins to hunt. Turn it back until there is no audible hunting.

5. Adjust the D potentiometer (if provided) the same way as the Gain potentiometer (Step 4).

6. Manually push the throttle to the minimum speed position and hold it there until the engine reaches minimum speed. Release the throttle and observe the overshoot on a frequency meter. Adjust the I potentiometer counterclockwise slightly to decrease overshoot. Some overshoot is acceptable.

7. Connect 1/4 load and readjust the Gain potentiometer (Step 4).

8. Connect rated-load in one step while the set is running. Shut down the set if it cannot pick up the load. Lengthen the governor rod by half turns and repeat the test until the set is able to pick up rated-load in one step. For B-Series engines, shorten the governor rod by half turns and repeat the test until the set is able to pick up rated-load in one step. Back off the governor full speed stop screw if necessary.

9. Check for stability (no audible hunting) under a range of loads from no-load to full-load.

10. Stop the set and wait for 30 seconds for the turbo to coast down. Restart the set and check for speed overshoot. If overspeed shutdown occurs, check for linkage binding and repair as necessary.

11. Set the governor rod locknuts, if necessary, and check again for binding in the linkage.

151-0715

FIGURE 6-5. GOVERNOR CONTROLLER TERMINALS AND ADJUSTING POTENTIOMETERS

6-5

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Linkage Adjustments: B-Series Engines

(Beginning Spec H on DG Sets and Spec

B on QS Sets)

Figure 6-6 illustrates the arrangement of electric governor components on B-Series engines.

If the injection pump has been replaced, it will be necessary to adjust the position of the throttle lever before connecting the actuator linkage. The throttle lever is on the side of the pump away from the engine. See Figure 6-1.

1. Operate the set and disconnect all loads after the engine has warmed up to normal operating temperature.

2. Loosen the locknut on the throttle lever speed adjusting screw and turn the screw counterclockwise to increase engine speed to 1980

RPM (66 Hertz) for 60 Hertz sets or to 1650

RPM (55 Hertz) for 50 Hertz sets.

3. Set the locknut. Leave the spring in place to maintain the position of the throttle lever.

Assemble the linkage as follows.

1. Thread the locknut onto the male swivel-end link. Then thread the female link five turns onto the male link and set the lock nut.

2. Secure the male end of the link to the injection pump lever on the engine side of the pump.

Make sure to tighten two nuts on the screw before connecting the swivel end of the link to the injection pump lever.

3. Loosely thread the locknut and clevis onto the actuator shaft.

4. Rotate the injection pump lever towards the front of the engine. Turn the clevis on the actuator shaft until the hole in the link swivel registers with the holes in the clevis and connect the clevis and link with the screw, nut and lock washer as shown.

5. Tighten the clevis locknut on the actuator shaft.

6-6

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MAGNETIC

SPEED PICKUP

ACTUATOR

FUEL INJEC-

TION PUMP

GOVERNOR

CONTROLLER

—DETAIL OF ACTUATOR, MOUNTING BRACKET AND LINKAGE—

SCREW SCREW INJECTION PUMP LEVER

(ENGINE SIDE)

TWO

NUTS

ACTUATOR

SHAFT

NUT AND

LOCK WASHER

LOCK NUT CLEVIS FEMALE

SWIVEL-END

LINK

NUT AND

LOCK WASHER

LOCK NUT

MALE

SWIVEL-END

LINK

FIGURE 6-6. B-SERIES ENGINE ELECTRIC GOVERNOR LINKAGE (BEGINNING SPEC H OR SPEC B)

6-7

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Linkage Adjustments: B-Series Engines

(Prior to Spec H on DG Sets and Spec B on QS Sets)

Figure 6-7 illustrates the arrangement of electric governor components on B-Series engines. The following should be noted:

1. After the actuator has been mounted, loosen the four screws around the head of the actuator and rotate the head, if necessary, until the shaft inclines approximately 30 degrees (View A-A).

2. Secure the actuator lever on the shaft so that it points towards the engine and approximately

30 degrees forward, to the front of the engine

(View A-A).

3. Adjust the governor rod to the approximate length indicated by Detail A and connect it to the actuator lever. Assemble with all the washers shown, in the order shown.

4. Rotate the throttle lever to the full speed stop and the actuator lever towards the generator end. Adjust the length of the governor rod, if necessary, so that the holes in the injection pump lever and rod swivel line up. Assemble with all the washers shown, in the order shown

(Detail A).

5. The pump and actuator levers should be approximately parallel when the assembly is pushed up against the full speed stop. The governor rod should not bind on either lever or on the fuel line at any point in its travel. Rotate the head of the actuator, if necessary, and then tighten the head screws.

6-8

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GOVERNOR ROD

(SEE DETAIL A)

ACTUATOR

MINIMUM

SPEED STOP

MAGNETIC SPEED

PICKUP

FUEL INJEC-

TION PUMP

FULL

SPEED

STOP

ACTUATOR

LEVER

GOVERNOR

CONTROLLER

VIEW A-A

13/16 INCH

WASHER

DETAIL A

4-1/2 INCHES (114mm)

4 CYLINDER

10-7/8 INCHES (276mm)

6 CYLINDER

ACTUATOR

LEVER

#10

WASHER

ONE ALUMINUM

SPACER WASHER

ACTUATOR

LEVER

TWO ALUMINUM

SPACER WASHERS

INJECTION

PUMP LEVER

#10

WASHER

13/16 INCH

WASHER

FS1713−2

FIGURE 6-7. B-SERIES ENGINE ELECTRIC GOVERNOR LINKAGE (PRIOR TO SPEC H OR SPEC B)

6-9

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Linkage Adjustments: C-Series Engines

Figure 6-8 illustrates the arrangement of electric governor components on C-Series engines. The following should be noted:

1. After the actuator has been mounted, loosen the four screws around the head of the actuator, if necessary, to line up the shaft as shown by View A-A.

2. Secure the actuator lever on the shaft so that it points down and towards the front of the engine approximately 45 degrees (View A-A).

3. Adjust the governor rod to the approximate length indicated by Detail A and connect it to the outer hole in the actuator lever. Assemble with all the washers shown, in the order shown.

4. Before connecting the governor rod to the injector pump lever, start the engine and turn the idle speed adjusting screw until output frequency is 10 Hertz above normal frequency, and set the lock nut.

CAUTION During this procedure, the injector pump lever has to be turned up by hand to start the engine and turned down by hand to stop the engine.

5. Shut down the engine by pushing the control panel switch to OFF and turning the injector pump lever down.

6. Rotate the pump lever up until you feel a slight catch in the movement. This is the maximum fuel position.

7. Readjust the length of the governor rod, if necessary, so that when the actuator lever reaches the end of its travel the pump lever will reach the maximum fuel position, and connect the governor rod. Assemble with all the washers shown, in the order shown (Detail A).

6-10

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FUEL INJECTION

PUMP

GOVERNOR ROD

(SEE DETAIL A)

MAGNETIC SPEED

PICKUP

ACTUATOR

VIEW A-A

GOVERNOR

CONTROLLER

ACTUATOR

LEVER

INJECTION

PUMP LEVER

#10

WASHER

15/64 INCH

WASHER

DETAIL A

3.38 INCHES (86 mm)

15/64 INCH

WASHER

#10

WASHER

ACTUATOR

LEVER

ES1773−1

FIGURE 6-8. C-SERIES ENGINE ELECTRIC GOVERNOR LINKAGE

6-11

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Electric Governor Wiring

Wire the governor according to Figure 6-9.

Magnetic Speed Pickup Unit Installation

To install the magnetic speed sensor, bar the engine until a gear tooth on the flywheel lines up in the center of the mounting hole. Thread the sensor in gently by hand until it just touches the gear tooth. Back it out one quarter turn and set the locknut.

539-0857

FIGURE 6-9. WIRING THE GOVERNOR

MAGNETIC SPEED

PICKUP UNIT

FLYWHEEL

HOUSING

6-12

539-0857

FIGURE 6-10. MAGNETIC SPEED PICKUP UNIT

Redistribution or publication of this document by any means, is strictly prohibited.

7. Day Tank Fuel Transfer Pump and Control

A fuel transfer pump and control are available when a sub-base or in-skid day tank are provided. the automatic control operates the fuel pump to maintain a reservoir of fuel in the day tank.

WARNING Diesel fuel is highly combustible.

Improper installation of this kit can lead to spillage of large quantities of fuel and loss of life and property if the fuel is accidentally ignited. Installation and service must be performed by qualified persons in accordance with the applicable codes.

Do not smoke near fuel and keep flames, sparks and other sources of ignition well away.

CONTROL FLEXIBLE FUEL

RETURN LINE

FLEXIBLE FUEL

SUPPLY LINE

FUEL PUMP

AND MOTOR

FLOAT SWITCH

ASSEMBLY

DAY

TANK

FUEL

GAUGE

FIGURE 7-1. TYPICAL IN-SKID DAY TANK INSTALLATION

FUEL FILL

CAP

539−1189

7-1

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OPERATION

1. Push the control switch to the ON position for automatic operation. The green SYSTEM

READY light will come on and the pump will fill the tank if AC power is available for pumping and DC power is available for the internal logic circuits. The level of fuel in the tank will be automatically kept between a set of pump-on and pump-off float switches.

When filling an empty tank, the red LO SHUT-

DOWN and LO FUEL lights will come on when the control switch is pushed to the ON position.

This is normal. Push the panel RESET switch to turn off the red lights after the tank has been filled.

If the SYSTEM READY light does not come on, check for correct AC and DC power connections. See Wiring Connections and Fuel Pump

Motor Connections below.

2. The green PUMP ON light indicates when the pump is running. It will come on and go off as fuel is pumped to maintain the proper level in the tank.

3. Push the control switch to the EMERGENCY

RUN position (momentary contact) to pump fuel into the tank if the control fails to operate the pump automatically.

The green PUMP ON light does not come on when the switch is in the EMERGENCY RUN position.

4. The red lights indicate fault conditions and the need for service. The control panel includes the following lights:

HI FUEL: The fuel in the tank has reached an abnormally high level, indicating possible failure of the pump-off float switch.

The high-fuel float switch takes over as the automatic pump-off switch. The HI FUEL light stays on. The light can be RESET with the panel switch when the fuel level drops to normal, but will come back on again during the next pumping cycle if the fault remains.

WARNING Continued operation with a

HI FUEL fault present can lead to spillage of large quantities of fuel if the high-fuel float switch fails. Spilled fuel can cause loss of life and property if it is accidentally ignited.

SYSTEM READY (GREEN)

HI FUEL (RED)

LO FUEL (RED)

LO SHUTDOWN (RED)

BASIN (RED)

BLANK (RED)

PUMP ON (GREEN)

FIGURE 7-2. FUEL PUMP CONTROL PANEL

7-2

Redistribution or publication of this document by any means, is strictly prohibited.

LO FUEL: The fuel in the tank has dropped to an abnormally low level, indicating possible failure of the pump-on float switch. The lo-fuel float switch takes over as the automatic pump-on switch. The LO

FUEL light stays on. The light can be RE-

SET with the panel switch when the fuel level rises to normal, but will come back on again during the next pumping cycle if the fault remains.

CAUTION Continued operation with a

LO FUEL fault present can lead to lowfuel shutdown if the low-fuel float switch fails.

LO SHUTDOWN: The fuel has dropped to a level near the bottom of the tank, indicating an empty main fuel tank, pump failure or possible failure of both the pump-on and low-fuel level float switches. Further operation will allow air to enter the engine fuel unit, causing shutdown and the necessity to bleed the fuel unit to start up the engine again. Connections should have been made to Terminals TB1-14 and TB1-15 to shut down the engine automatically (to ground terminal TB2-16 on the engine control monitor board [ECM]). If the light comes on, check the fuel level in the main fuel tank and fill it if necessary. As the day tank is refilling, RESET the light with the panel switch.

To restore engine operation following this fault, both the pump control and the engine control have to be RESET.

D. BASIN: Fuel has overflowed into the rupture basin (if provided), indicating possible failure of both the pump-off and hi-fuel level float switches, or a leak in the day tank.

RESET the control after the fuel in the basin has been safely disposed of and the cause of the overflow corrected.

E. BLANK: For customer use.

The control fault circuits will trip and latch, requiring RESET, even if AC power is lost.

5. Press the TEST switch to test the indicator lights and pump operating circuits. Replace any light that does not come on. The pump will stop automatically after it has filled the tank to the normal pump-off fuel level.

6. Press the reset button of the AC or DC circuit breaker if either has tripped.

7-3

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WIRING CONNECTIONS

See page 9-15 when making connections at the control box terminal board. The following should be noted.

1. The control can be powered by 120 VAC or 240

VAC. The control is set up at the factory for connection to 240 VAC. Make sure selector switch

S103 on the control PCB is in the down position for 240 V. Make the following reconnections when connecting the control box to a 120 VAC power source:

A. Remove the two jumpers between terminals TB1-6 and TB1-7 in the control box and connect one between terminals

TB1-5 and TB1-6 and the other between terminals TB1-7 and TB1-8.

B. Move selector switch S103 on the control

PCB to the up position for 120V.

C. If the control is equipped with a transformer, remove the two jumpers between terminals H2 and H3 and connect one between H1 and H3 and the other between H2 and H4.

2. Attach a tag to the control box indicating the supply voltage.

3. If a two lead wiring harness is provided, the control does not include a power transformer.

To provide 24 VDC for the control circuit, connect terminal TB1-19 to the positive (+) terminal of the 24 V starter motor solenoid and terminal TB-20 to the negative (-) terminal.

4. To immediately shut down the engine when the

LO SHUTDOWN light comes on, connect terminal TB1-14 to a good grounding point on the engine block and terminal TB1-15 to terminal

TB2-16 on the engine control monitor board

(ECM).

5. Terminals TB1-10 through TB1-17 and TB2-23 through TB2-27 are available for connections to remote annunciators.

6. Terminal TB2-22 is available for connection of a grounding signal to activate the blank red light.

7. Terminals TB1-8 and TB1-5 are available for connection of a 120 or 240 VAC electric fuel shutoff valve rated not more than 0.5 amps.

The voltage rating of the valve must correspond with the voltage utilized for the pump.

See Item 2 above.

FIGURE 7-3. FUEL PUMP CONTROL TERMINAL BOARD

7-4

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FUEL TRANSFER PUMP MOTOR

CONNECTIONS

Connect a replacement fuel transfer pump motor as follows.

1. Remove the end bell cover for access to the motor wiring terminals.

2. Disconnect the brown lead from motor terminal

P103-3 and connect it to terminal P103-6. (Terminal P103-6 is an insulated receptacle for securing the end of the lead so that it cannot move and touch the motor frame or a live terminal and cause a short circuit.)

3. Disconnect the red lead from motor terminal

P103-2. It will be connected to the piggy-back terminal on the lead connected at motor terminal P103-3.

4. Cut the white lead from its ring connector at motor terminal P103-4. Strip 1/2 inch (12 mm) of insulation from the end of the white motor lead for splicing to the wire harness lead marked P103-WHITE.

5. Connect each lead of the five-lead wiring harness to the motor terminal or lead marked on it.

6. Connect the red motor lead to the piggy-back terminal at motor terminal P103-3.

7. Secure the end bell cover.

FIGURE 7-4. FUEL TRANSFER PUMP MOTOR CONNECTIONS

7-5

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TESTING THE FLOAT SWITCH ASSEMBLY

The float switch assembly consists of 5 switches.

Each switch has a pair of color coded leads connected to a common jack.

To test the float switches, remove the fuel pump control cover, disconnect the wiring jack and unscrew the assembly from the top of the day tank.

Test as follows:

1. With an ohmmeter, test for electrical continuity

(switch closed) between each pair of colored leads, while holding the assembly vertical. Replace the assembly if any switch is open (all the readings should be zero).

2. Lift each float, in turn, to 1/8 inch (3 mm) below the C-clip stop above it (use a feeler gauge) and test for electrical continuity. Replace the assembly if any switch does not open (all the readings should be infinity).

3. Use pipe thread sealant when replacing the assembly.

SWITCH 5

SWITCH 4

SWITCH 3

SWITCH 2

SWITCH 1

SWITCH 1 − SHUTDOWN

SWITCH 2 − LOW FUEL

SWITCH 3 − PUMP ON

SWITCH 4 − PUMP OFF

SWITCH 5 − HI FUEL

FIGURE 7-5. FLOAT SWITCH ASSEMBLY

7-6

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8. QS- and QSG-Series Generator Sets

OPTIONAL POWER DISTRIBUTION PANEL

FOR QSG-SERIES

The wiring diagrams for QSG-Series generator sets with the optional power distribution panel are on pages 9-13 and 9-14. The panel includes:

1. A rotary switch under a lockable cover to select

120/240 VAC single phase, 120/208 VAC three phase or 277/480 VAC three phase output

VOLTAGE SELECTOR

SWITCH S1

MAIN OUTPUT

TERMINALS

2. A six-pole line circuit breaker

3. Main output terminals

4. A set of convenience receptacles with individual circuit breakers: one 120 VAC, 20 Amp duplex; one 120 VAC, 20 Amp twist lock; one 240

VAC, 30 Amp twist lock and one 240 VAC, 50

Amp twist lock.

CIRCUIT

BREAKER CB13

6-POLE MAIN CIRCUIT BREAKERS

CB1, CB2, CB3, CB7, CB8, CB9

CIRCUIT

BREAKER

CB15

CIRCUIT

BREAKER

CB14

L2 L0

L3 GROUND

240

VOLT

240

VOLT

120

VOLT

120

VOLT

AMP

CIRCUIT

BREAKER

CB12

TERMINAL BLOCK TB-2

(FOR GENERATOR LEAD CONNECTIONS)

CONVENIENCE

RECEPTACLES

OPENING WITH COVER FOR ACCESS

TO THE TERMINAL BLOCK SCREWS

FIGURE 8-1. OPTIONAL POWER DISTRIBUTION PANEL FOR QSG-SERIES GENERATOR SETS

8-1

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Removing The Power Distribution Panel

For access to the back of the generator and PMG or overspeed switch, it is necessary to remove the power distribution panel. Do so as follows.

1. Shut down the set and disconnect the batteries

(negative [−] cable first) to prevent accidental starting.

WARNING Accidental starting of the generator set while working on it can cause severe personal injury or death. Prevent accidental starting by disconnecting the starting battery cables (negative [−] first).

2. Remove the screws securing the outer door hinge and lay the door aside.

3. Remove the access cover over terminal block

TB2 and disconnect all the generator leads.

For reconnections later, make sure each cable is clearly marked to indicate the correct terminal.

4. Disconnect the cable connected (inside) to the grounding lug below the panel.

5. Open the control box above the panel and disconnect the wires connected to terminals

VR21-2 and VR21-4 on the voltage regulator and to terminal 23 on terminal block TB21. For reconnections later, make sure each wire is clearly marked to indicate the correct terminal and then push it through the opening in the back of the box.

6. Remove the panel mounting screws and pull the panel away.

7. Assembly is the reverse of disassembly.

8-2

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OPTIONAL TRAILER PACKAGE FOR QS-

AND QSG-SERIES

The trailer package for QS-Series generator sets incorporates hydraulic surge brakes. When the brakes are applied in the tow vehicle, trailer momentum forces the hitch / actuator assembly to telescope into the case assembly, applying force to the master cylinder piston, thus providing hydraulic pressure for braking. A break-away mechanism applies brake pressure in the event of coupling failure.

Brake Maintenance

1. Keep the master cylinder reservoir at least half full with DOT-3 hydraulic brake fluid.

2. Use a pressure-type brake bleeder if it is necessary to refill and bleed the brake system.

3. There are no adjustments in the brake actuator for stroke length. Readjust the brake shoes to reduce actuator stroke length if it exceeds 1 inch (25 mm). (The length of the roller path on top of the actuator when it is fully extended is the same as stroke length). Brake shoe adjustments are accessible through slots in the back of each drum assembly. Turn the brake drum forward while making shoe adjustments. Back off each shoe 10 clicks from the point where you cannot turn the drum by hand.

WARNING Braking power can diminish, leading to a serious road accident, when actuator stroke length exceeds 1 inch (25mm). Check actuator stroke length regularly and service the brakes if necessary.

BREAK-AWAY

CABLE

BREAK-AWAY

LEVER

BRAKE FLUID

FILL CAP

FRONT

ROLLER

MAIN

BRAKE LINE

FITTING

MASTER

BRAKE

CYLINDER

REAR

ROLLERS

CASE

ASSEMBLY

DAMPER

HITCH / ACTUATOR

ASSEMBLY

M1872−1

FIGURE 8-2. TRAILER HITCH AND SURGE BRAKE SYSTEM

8-3

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Trailer Lights and Wiring

1. Trailer wiring is color coded as follows:

White - Ground

Brown - Side and rear running lights

Yellow - Left turn signal and brake

Green - Right turn signal and brake.

2. The running lights should come on with the tow vehicle head lights, the left and right signal lights should flash at the same time as the tow vehicle signal lights and the brake lights should come on each time the tow vehicle brake pedal is pressed.

3. It may be necessary to install a heavy duty flasher in the tow vehicle to make the signal lights work.

4. All points where wiring on the trailer is grounded to the frame should be checked for a good electrical bond.

5. Check for reversed trailer wiring or reversed trailer-to-vehicle connections if trailer and tow vehicle signal lights flash on opposite sides.

8-4

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FAN BELT REPLACEMENT PROCEDURE

FOR QSG-SERIES

The radiator cooling blower is secured by four bolts to a standoff spacer on the top engine belt pulley.

The stand off spacer extends through a hole in the blower compartment bulkhead. To change the belt:

1. Shut down the set and disconnect the batteries

(negative [−] cable first) to prevent accidental starting.

2. Go to the front of the set and remove the air inlet screen and box.

3. Remove the air cone.

4. Loosen the four blower hub bolts and withdraw the blower and spacers.

5. Go to the engine compartment and slip the old belt off and the new belt on over the top pulley.

6. Reassemble the blower. Note that the blower wheel, hub cap, the two rubber isolators, and the back plate have eight bolt holes. Line up the four holes in each that match the bolt holes in the spacer. Tighten all four hub bolts by hand and then torque each to 8 ft-lbs (11 Nm).

7. Thread the fan belt through the pulleys in accordance with the engine service manual.

8. Reassemble the air cone, screen and box.

SPACER

BLOWER

WHEEL

HUB

CAP

AIR INLET

SCREEN AND

BOX

AIR INLET

CONE

BACK

PLATE

RUBBER

ISOLATORS

HUB BOLT

(ONE OF FOUR)

FIGURE 8-3. QSG-SERIES RADIATOR COOLING BLOWER

8-5

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BLOWER REPLACEMENT PROCEDURE

FOR QS-SERIES

QS-Series generator sets have twin blowers for radiator cooling. The blowers are mounted on separate pulley-driven shafts that extend through the front bulkhead of the engine compartment. See Figures 8-4 and 8-5.

To remove a blower, its shaft and its bearings:

1. Shut down the set and disconnect the batteries

(negative [−] cable first) to prevent accidental starting.

2. Remove the air inlet box.

3. Remove the air cone.

4. Remove the four blower hub bolts and withdraw the blower.

5. Back out the set screw in the bearing collar and with a light hammer and drift pin tap the collar in a counterclockwise direction until it is loose and then withdraw it.

6. Unscrew the nuts that secure the front bearing retainer. See Figure 8-5.

7. Go to the engine compartment and remove the fan belt and shaft pulley and remove the bearing collar as in Step 5, except that the collar must be tapped loose in the clockwise direction.

8. Withdraw the shaft into the blower compartment.

9. If necessary, unscrew the nuts that secure the bearing retainer (bearing on the pulley end of the shaft).

Reassembly is the reverse of disassembly. Note the following:

1. Make sure the shaft shoulder is snug against the rear bearing (Figure 8-5 ) and then position and snug the rear bearing locking collar against the bearing. Lock the collar in place by tapping it counterclockwise with a light hammer and drift pin and tightening the set screw.

2. Secure the front and rear bearing retainers before positioning the front bearing locking collar.

3. Position and snug the front bearing locking

collar against the bearing and then lock it in place by tapping it clockwise with a light hammer and drift pin and tightening the set screw.

4. Torque the blower hub bolts to 8 ft-lbs (11 Nm).

8-6

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AIR INLET

ASSEMBLY

BLOWER

COMPARTMENT

BLOWER

SHAFT

AIR

CONE

BLOWER

(ONE OF TWO SIDE-BY-SIDE)

BELT

TENSIONER

CRANKSHAFT

PULLEY

FIGURE 8-4. QS-SERIES RADIATOR COOLING BLOWER (ONE OF TWO)

8-7

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FRONT

LOCKING COLLAR

REAR BEARING AND

BEARING RETAINER

REAR

LOCKING COLLAR

BLOWER

COMPARTMENT

PARTITION

BLOWER

COMPARTMENT

BULKHEAD

FOUR BLOWER HUB

BOLTS, LOCK WASHERS

FLAT WASHERS

FRONT BEARING AND

BEARING RETAINER PULLEY

FIGURE 8-5. BLOWER, SHAFT AND BEARING ASSEMBLY

8-8

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9. Wiring Diagrams

This section consists of the schematic and connection wiring diagrams referenced in the text. The following drawings are included:

•

Page 9-3, AC Control Wiring Diagram

(Without Meters)

•

Page 9-4, AC Control Wiring Diagram

(With Meters)

•

Page 9-5, Voltage Regulator Installation

(PMG-Excited Generators)

•

Page 9-6, Voltage Regulator Installation

(Self-Excited Generators)

•

Page 9-7, 7-light DC Wiring, Sheet 1

•

Page 9-8, 7-light DC Wiring, Sheet 2

•

Page 9-9, 12-light DC Wiring, Sheet 1

•

Page 9-10, 12-light DC Wiring, Sheet 2

•

Page 9-11, Generator Reconnection Diagrams, Sheet 1

•

Page 9-12, Generator Reconnection Diagrams, Sheet 2

•

Page 9-13, QS-Series Generator Connections

When The Voltage Selector Switch Is Provided

•

Page 9-14, QS-Series Power Distribution Panel Wiring

•

Page 9-15, Day Tank Pump Control Wiring

•

Page 9-16, Typical Customer Connections At

The Engine Control Monitor (ECM)

•

Page 9-17, Auxiliary Relay Board (ARB)

9-1

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9-2

Redistribution or publication of this document by any means, is strictly prohibited.

AC CONTROL WIRING DIAGRAM (WITHOUT METERS)

9-3

No. 612-6489

Rev. S Sys: Revisio

Modified 6/2001

Redistribution or publication of this document by any means, is strictly prohibited.

No. 612-6490

Rev. ZB Sys: Revisio

Modified 1/2002

AC CONTROL WIRING DIAGRAM (WITH METERS)

9-4

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VOLTAGE REGULATOR INSTALLATION (PMG-EXCITED GENERATORS)

9-5

No. 300-3606

Rev. P Sys: Revisio

Modified 3/2000

Redistribution or publication of this document by any means, is strictly prohibited.

No. 300-3607

Rev. G Sys: Revisio

Modified 4/1993

VOLTAGE REGULATOR INSTALLATION (SELF-EXCITED GENERATORS)

9-6

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7-LIGHT DC CONTROL WIRING DIAGRAM, SHEET 1

9-7

No. 612-6487 Sh 1 of 2

Rev. V Sys: CADAM

Modified 7/2000

Redistribution or publication of this document by any means, is strictly prohibited.

No. 612-6487 Sh 2 of 2

Rev. V Sys: Revisio

Modified 7/2000

7-LIGHT DC CONTROL WIRING DIAGRAM, SHEET 2

9-8

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12-LIGHT DC CONTROL WIRING DIAGRAM, SHEET 1

9-9

No. 612-6488 Sh 1 of 2

Rev. W Sys: CADAM

Modified 1/2002

Redistribution or publication of this document by any means, is strictly prohibited.

No. 612-6488 Sh 2 of 2

Rev. W Sys: Revisio

Modified 1/2002

12-LIGHT DC CONTROL WIRING DIAGRAM, SHEET 2

9-10

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GENERATOR RECONNECTION DIAGRAMS, SHEET 1

9-11

No. 625-2164 Sh 1 of 2

Rev. K Sys: Revisio

Modified 6/1993

Redistribution or publication of this document by any means, is strictly prohibited.

No. 625-2164 Sh 2 of 2

Rev. K Sys: Revisio

Modified 6/1993

GENERATOR RECONNECTION DIAGRAMS, SHEET 2

9-12

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QS-SERIES GENERATOR CONNECTIONS WHEN THE VOLTAGE SELECTOR SWITCH IS PROVIDED

9-13

No. 625-2256

Rev. B Sys: Revisio

Modified 10/1989

Redistribution or publication of this document by any means, is strictly prohibited.

No. 319-0969

Rev. G Sys: Revisio

Modified

QS-SERIES POWER DISTRIBUTION PANEL WIRING

9-14

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DAY TANK PUMP CONTROL WIRING

9-15

No. 625-2141

Rev. P Sys: Revisio

Modified 6/2001

Redistribution or publication of this document by any means, is strictly prohibited.

THIS IS A REPRESENTATIVE (GENERIC)

SCHEMATIC/WIRING DIAGRAM. FOR

TROUBLESHOOTING, REFER TO THE

WIRING DIAGRAM PACKAGE THAT WAS

INCLUDED WITH YOUR GENSET.

− +

K12

K11

A15

TYPICAL CUSTOMER CONNECTIONS AT THE ENGINE CONTROL MONITOR (ECM)

9-16

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AUXILIARY RELAY BOARD (ARB)

9-17

No. 300-4111

Rev. E Sys: HP

Modified 6/1993

Redistribution or publication of this document by any means, is strictly prohibited.

Cummins Power Generation

1400 73rd Avenue N.E.

Minneapolis, MN 55432

1-800-888-6626

763-574-5000 International Use

Fax: 763-574-8087

Cummins is a registered trademark of Cummins Inc.

Redistribution or publication of this document by any means, is strictly prohibited.

Hello! I am an AI chatbot specifically trained to assist you with the CUMMINS DGCB DGDA, DGEA, DGFA, DGFB, QSEA, QSFA Service Manual. I have thoroughly reviewed the document and can help you locate the exact information you need or explain the content in clear and simple terms. Whether you’re looking for guidance on specific features, troubleshooting steps, or general usage, feel free to ask your questions. The more details you provide about your concerns or needs, the more accurately and effectively I can assist you!

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Key features

Automatic Voltage Regulation (AVR) for stable output
Engine Control Monitor (ECM) for comprehensive engine management
Optional Power Distribution Panel for easy load distribution
Compact design for space-efficient installation
Rugged construction for enhanced durability
User-friendly control panel for intuitive operation
Wide range of power output options to suit different needs
Advanced safety features for protection and reliability
Optional trailer package for easy transportation
Blower replacement procedure for QS-Series

Frequently asked questions

The ECM provides comprehensive engine management, monitoring engine parameters and controlling various functions to optimize performance and ensure protection.

Yes, an optional Power Distribution Panel is available for easy load distribution and management.

The CUMMINS DGCB is designed for both indoor and outdoor use, thanks to its rugged construction and weather-resistant features.

Refer to the Blower Replacement Procedure section of the manual for detailed instructions on replacing the blower.

Caution: This document contains mixed page sizes (8.5 x 11 or 11 x

17), which may affect printing. Please adjust your printer settings according to the size of each page you wish to print.

Service Manual

Detector Control

Generator Sets

Models

DGBA, DGBB, DGBC, DGCA, DGCB, DGDA, DGDB

DGEA, DGFA, DGFB

QSGBA, QSGCA, QSGCB, QSDA, QSDB, QSEA, QSFA

4B3.9, 4BT3.9, 6BT5.9, 6CT8.3, 6CTA8.3

Table of Contents

SECTION TITLE PAGE

IMPORTANT SAFETY INSTRUCTIONS

FUEL AND FUMES ARE FLAMMABLE

EXHAUST GASES ARE DEADLY

MOVING PARTS CAN CAUSE SEVERE

PERSONAL INJURY OR DEATH

DO NOT OPERATE IN FLAMMABLE AND

EXPLOSIVE ENVIRONMENTS

ELECTRICAL SHOCK CAN CAUSE

SEVERE PERSONAL INJURY OR DEATH

MEDIUM VOLTAGE GENERATOR SETS

(601V to 15kV)

GENERAL SAFETY PRECAUTIONS

KEEP THIS MANUAL NEAR THE GENSET FOR EASY REFERENCE

1. Introduction

GENERAL

HOW TO OBTAIN SERVICE

INCORRECT SERVICE OR PARTS REPLACEMENT CAN RESULT IN SEVERE PERSONAL IN-

JURY, DEATH, AND/OR EQUIPMENT DAMAGE. SERVICE PERSONNEL MUST BE TRAINED

AND EXPERIENCED TO PERFORM ELECTRICAL AND/OR MECHANICAL SERVICE.

1-1

THIS PAGE LEFT INTENTIONALLY BLANK

1-2

2. AC Control

GENERAL

STANDARD CONTROL PANEL

COMPONENTS

OPTIONAL CONTROL PANEL

COMPONENTS

2-1

AUTOMATIC VOLTAGE REGULATOR

(AVR) ADJUSTMENTS

Jumper Reconnections

Voltage and Voltage Stability Adjustments

2-2

UFRO Adjustments

Dip Adjustments

Dwell Adjustments

Droop Adjustments

V / Trim Adjustments

EXC, OVER V, I / LIMIT, STAB/1and RMS

2-3

2-4

2-5

2-6

PRINCIPLE OF GENERATOR OPERATION

2-7

2-8

3. Engine Control

CONTROL PANEL

STANDARD CONTROL PANEL

COMPONENTS

3-1

OPTIONAL CONTROL PANEL

COMPONENTS

3-2

3-3

CONTROL BOX INTERIOR

ENGINE CONTROL MONITOR (A11)

Terminals and Connectors

Fuses

Function Selection Jumpers

3-4

3-5

ENGINE SENSORS

3-6

3-7

3-8

3-9