CUMMINS DGBA, DGBB, DGCB, DGDA, DGDB Service Manual

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Service Manual

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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

IMPORTANT SAFETY INSTRUCTIONS

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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, un-

less 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, discon-

nect 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 run-

ning, 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.

LS-13M

iii

ELECTRICAL SHOCK CAN CAUSE

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

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. NFP A No. 10).

• Make sure that rags are not left on or near the en-

gine.

• 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 oper-

ating 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

1. Introduction

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GENERAL

This manual covers models produced under the Cummins tion 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

nance 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.



/Onan and Cummins Power Genera-

Improper operation and mainte-

tor. 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. O r, send a fax to Cummins Power Generation using the fax number 1-763-574-8087.

HOW TO OBTAIN SERVICE

When contacting your distributor, always supply the When the generator set requires servicing, contact your nearest Cummins Power Generation distribu-

complete Model, Specification, and Serial Number

as shown on the generator set nameplate.

WARNING

INCORRECT SERVICE OR PARTS REPLACEMENT CAN RESULT IN SEVERE PERSONAL INJURY, 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

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1-2

2. AC Control

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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 V oltmeter (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-

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 amper-

age 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 indi-

cates 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 V oltage T rimmer (R21) The output voltage trimmer can be used to adjust output voltage plus or minus five percent of nominal voltage.

OUTPUT VOLTAGE TRIMMER

AC

VOLTMETER

AC

AMMETER

FREQUENCY

METER

WATTMETER

SCALE

INDICATOR

LAMPS

FIELD

CIRCUIT

BREAKER

PHASE

SELECTOR

SWITCH

POWER

FACTOR

METER

FIGURE 2-1. AC CONTROL PANEL

2-1

AUTOMATIC VOLTAGE REGULATOR

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(AVR) ADJUSTMENTS

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

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 o r 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 counter- clockwise 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.

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.

2-2

PMG-EXCITED GENERATORS

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I/LIMIT

VOLTS

LED

1 2 3

UFRO

MX321

DIP

V/TRIM

DROOP

STABILITY

DWELL

EXC

OVER V

VOLTAGE REGULATOR

(VR21)

FREQUENCY JUMPER:

50 HZ—3-2 60 HZ—3-1

A B

C

RESPONSE JUMPER:

A TO C—UNDER 90 KW

B TO C—90-550 KW

A TO B—OVER 550 KW

SELF-EXCITED GENERATORS

ABC

60C 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

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

(BEGINNING JANUARY 1990)

2-3

8 7 6 5 4 3 2 1

SX440

VOLTS

DROOP V/TRIM

PMG-EXCITED GENERATORS

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

I/LIMIT VOLTS

UFRO

DIP

LED

STABILITY

STAB/1

RMS

V/TRIM

DROOP

EXC

OVER V

VOLTAGE REGULATOR

(VR21)

SELF-EXCITED GENERATORS

60C 50

UFRO

LED

FREQUENCY JUMPER:

50 HZ—C-50 60 HZ—C-60

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

8 7 6 5 4 3 2 1

STABILITY

VOLTS

DROOP V/TRIM

PMG

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ROTOR

N S

PMG

STATOR

EXCITER

ROTOR

EXCITER

STATOR

ROTATING

RECTIFIERS

MAIN

ROTOR

MAIN

STATOR

8 7 6

OUTPUT VOLTAGE SENSING LEADS (NOTE 2)

TB21

32

6

25 24

7

23

8

22 21

VOLTAGE

TRIMMER R21

(NOTE 4)

FIELD CIRCUIT

BREAKER

CB21

ISOLATION TRANSFORMER

(NOTE 3)

INPUT OUTPUT

786− 786−

2 1 8 7 6 X

VOLTAGE

XX

REGULATOR

P4 P3

P2 K1

K2

MX321

(VR21)

K1K2 P2 P3 P4 S2 S1 A2 A1XXXX 8 7 6 3 2 1

X

AUXILIARY TERMINAL BOARD

A2 A1 S2 S1

E1 E0

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

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

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

— NOTES —

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.

2-5

EXCITER

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ROTOR

ROTATING

RECTIFIERS

MAIN

ROTOR

6

7 8

EXCITER

STATOR

TB21

32

25 24 23

22 21

SX440

VOLTAGE

REGULATOR

S2 S1 A2

A1

(VR21)

21 P4 P2P3

3

MAIN

STATOR

OUTPUT

8

VOLTAGE

7

SENSING LEADS

6

(NOTE 2)

K1K2 P2 P3 P4 S2 S1 A2 A1XXXX 8 7 6 3 2 1

X

AUXILIARY TERMINAL BOARD

WHEN PARALLELING WITH

A GENERATOR SET OR

UTILITY, TERMINALS S1

K1K2XXX

AND S2 ARE FOR

CONNECTING A DROOP

COMPENSATING CT

VOLTAGE

TRIMMER R21

(NOTE 3)

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.

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

— NOTES —

3. There must be a jumper between voltage regu-

2-6

WHEN PARALLELING WITH

A UTILITY, TERMINALS A1

AND A2 ARE FOR

FIELD CIRCUIT

BREAKER

CB21

CONNECTING A

VAR / POWER FACTOR

CONTROLLER

lator terminals 1 and 2 when voltage trimmer R21 is not used.

PRINCIPLE OF GENERATOR OPERATION

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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-EXCITED GENERATORS

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.

PMG

ROTOR

AND

STATOR

AVR

EXCITER

ROTOR

AND

STATOR

AVR

EXCITER

ROTOR

AND

STATOR

ELECTRICAL POWER OUTPUT

MAIN STATOR

MAIN ROTOR

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

3. Engine Control

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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 t h e 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.

OIL PRESSURE

GAUGE

COOLANT

TEMPERATURE

GAUGE

RUN/STOP/REMOTE

Reset / Lamp Test / Panel Lamp Switch (S11)

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 con- tact) 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.

RESET/LAMP TEST/

PANEL LIGHT SWITCH

INDICATOR

SWITCH

PANEL

LIGHT

LAMPS

The

DC

VOLTMETER

OIL TEMPERATURE

GAUGE

SPEED

ADJUSTING

RHEOSTAT

HOUR

METER

TACHOMETER EMERGENCY STOP

BUTTON

FIGURE 3-1. ENGINE CONTROL PANEL

3-1

DC Voltmeter (M13) The DC voltmeter indicates

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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 (DS1 1) The panel lamp illuminates the control panel.

Detector-7 Fault and Status Indicator Lamps (A12)

• Run (Green) This lamp indicates that the gen-

erator set is running and that the starter has been disconnected.

• Pre Low Oil Pressure (Yellow) This lamp indi-

cates 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.

539−0741c2

OPTIONAL CONTROL PANEL

COMPONENTS

Oil Temperature Gauge (M15) The oil temperature

gauge indicates engine oil temperature. Tachometer (M16) The tachometer indicates en-

gine 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).

FIGURE 3-2. DETECTOR-12 INDICATOR LAMPS

3-2

Emergency Stop Button (S14) The emergency

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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.

Detector-12 Fault and Status Indicator Lamps (A12) The Detector-12 control panel has the five fol-

lowing indicator lamps in addition to the standard seven.

RADIATOR

TOP TANK

——— SWITCH TERMINALS ——-

SWITCH

S2 OR S6

SWITCHED

B+

(T26)

LOW

COOLANT

LEVEL

SWITCH

(S7)

ENGINE

GROUND

• Low Engine Temperature (Yellow) This lamp

indicates that engine temperature is less than

° F, and the possibility that the engine might

70 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 en-

gine 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 en-

gine 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).

SWITCHED

B+

(T26)

NOT

USED

———— SCHEMATICS ————

—— OR ——

ECM

SWITCH

S2 OR S6

ENGINE

GROUND

WARNING

ONLY

SHUTDOWN

• Switch-off (Flashing Red) This lamp indi-

cates that the Run / Stop / Remote switch is in the Stop position, which prevents remote, automatic operation.

FIGURE 3-3. LOW COOLANT LEVEL SWITCH

3-3

VOLTAGE

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REGULATOR

VR21

ENGINE

CONTROL

MONITOR A11

TIME DELAY

START/STOP

MODULE A15

TERMINAL BOARD

TB21

RUN RELAYS K11

(NOT SHOWN − MOUNTED ON

A BRACKET IN FRONT OF A11)

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.

OVERSPEED

MODULE

ALARM RELAY MODULES

A13 AND A14

ES1561s−

1

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 condi-

tions.

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

W2 Jumper Position (jumper W9 must be in the B

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

position):

A Non-timed warning under FLT 1 condi-

tions.

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.

87654321 654321

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

3-5

ENGINE SENSORS

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

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+)

CONNECTION POINT

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

NEGATIVE

BATTERY CABLE

OIL

PRESSURE

SENDER E1

LOW ENGINE

TEMPERATURE

SENSOR S4

3-6

TEMPERATURE

SENDER E4

LOW OIL

PRESSURE

SENSOR S1

OIL

100-3148, REV C

POSITIVE BATTERY

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

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

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

(SWITCHED B+)

OIL

PRESSURE

SENDER E1

GND

AND T26

NEGATIVE

BATTERY CABLE

CONNECTION POINT

3-7

LOW ENGINE

TEMPERATURE

SENSOR S4

LOW OIL

PRESSURE

SENSOR S1

100-3141, REV D

— FOUR CYLINDER ENGINES —

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

HIGH ENGINE TEMPERATURE

SENSOR (S2)

LOW ENGINE TEMPERATURE

SENSOR (S4)

HIGH ENGINE TEMPERATURE

SENSOR (S2)

PRE-HIGH ENGINE

TEMPERATURE SENSOR (S6)

— SIX CYLINDER ENGINES —

COOLANT TEMPERATURE

SENDER (E2)

AA

OIL TEMPERATURE

SENDER (E4)

PRE-HIGH ENGINE

TEMPERATURE SENSOR (S6)

OIL TEMPERATURE

SENDER (E4)

LOW OIL PRESSURE

SENSOR (S1)

OIL PRESSURE

SENDER (E1)

LOW ENGINE TEMPERATURE

SENSOR (S4)

— VIEW A-A —

AA

COOLANT TEMPERATURE

PRE-LOW OIL PRESSURE

SENDER (E2)

SENSOR (S5)

M1695 M1695−1

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

3-8

HIGH ENGINE

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TEMPERATURE

SENSOR (S2)

PRE-LOW OIL

PRESSURE

SENSOR (S5)

PRE-HIGH ENGINE

TEMPERATURE

SENSOR (S6)

COOLANT

TEMPERATURE

SENDER (E2)

LOW ENGINE

TEMPERATURE

SENSOR (S4)

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

OIL

PRESSURE

SENDER (E1)

3-9

OIL

TEMPERATURE

SENDER (E4)

LOW OIL

PRESSURE

SENSOR (S1)

M1720

AUXILIARY CONTROL COMPONENTS

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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, i f 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

SWITCH

COVER

CUTOUT RPM ADJUSTMENT

SCREW

Es1860s

—SCHEMATIC—

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

* − AUXILIARY TERMINAL BLOCK

OVERSPEED

ADJUSTMENT

POT

* *

612-6488

FIGURE 3-11. ELECTRONIC OVERSPEED MODULE

3-10

Run Relays (K11)

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

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.

A11

TB1

10

K11

B

A

5

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).

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

K11

FIGURE 3-12. RUN RELAYS

A14

TB1

FAULT#1 FAULT#2

LET

LOW FUEL

SWITCH

OFF

1

7 4

5 3

9

2 8

6

CUSTOMER

CONNECTIONS

TB2

A11-TB2-4 A11-TB2-2

A11-TB2-13 A11-TB2-15 A11-TB2-12

A13-TB2-8

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

3-11

A13

TB1

RUN

PRE -LOP PRE-HET

LOP HET

OS OC

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

Auxiliary Relay Board (ARB)

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

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 re-

lays 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 re-

lays K4 through K15. Three terminals are provided for each relay, which are labeled COM, N/C, N/O.

Plug-In Relays (K1, K2, K3):

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:

The ARB can be

• 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:

W1, W2 and W3 perform the same functions for

Jumpers

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 oper-

ates 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 op-

erates 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 iso-

lated 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):

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:

These optional

• 10 Amp, 120 VAC

• 10 Amp. 30 VDC

3-12

JUMPERS JUMPERS

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RUN RELAY MODULE(S)

K1 K2 K3

J1, J2 WIRE

HARNESS PLUG

CONNECTIONS

FROM ECM

TB6, TB7 AND

RELAYS K4

THROUGH K15

ARE OPTIONAL

300−4111c

FIGURE 3-14. AUXILIARY RELAY BOARD (ARB)

3-13

Over / Under Voltage Module (A17)

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

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.

*

**

* 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

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 con- trols 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.

3-14

300-314

FIGURE 3-16. OVER / UNDER FREQUENCY

MODULE

1

Time Delay Start / Stop Module (A15)

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

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 i s ad -

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 START

POTENTIOMETER

A11-TB1-2

(PRIMARY START DISCONNECT)

TIME DELAY STOP POTENTIOMETER

TB1

A11-TB1-6 (REMOTE START)

A11-TB1-3

(SECONDARY START DISCONNECT)

A11-TB1-5

(B−)

FIGURE 3-17. TIME DELAY START / STOP MODULE

REMOTE CONTROL

A11-TB1-7 (B+)

ES1855s

3-15

SEQUENCE OF OPERATION

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

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 bat- tery 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 termi- nal TB1-10, to which the fuel solenoid and igni- tion module are connected.

5. Relay K3 powers terminal TB1-8 to which start- er 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 speed gets to about 600 RPM. This is done by 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 V AC) 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 push- ing 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 dis-

connect 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 dis-

connect 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

4. Troubleshooting

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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.

THE ENGINE DOES NOT CRANK

The Run-Stop-Remote switch is at Stop. (The Switch-Off light will be flashing, if

provided.)

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

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.

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

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.

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).

Continued on next page.

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, 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.

Day Tank Fuel Pump and Control

. To reset

4-1

WARNING

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

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 ENGINE DOES NOT CRANK (CONT.)

Continued from previous page.

Cranking voltage is too low to crank the engine.

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

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° F (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.

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.

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

Continued on next page.

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

WARNING

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

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 ENGINE DOES NOT CRANK (CONT.)

Continued from previous page.

Check for electrical continuity (zero ohms) between A grounding strap between the control box and the battery negative (−) terminal is loose, damaged or missing.

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

the grounding stud on the floor of the control box and

the battery negative (−) terminal. If there is no electri-

cal continuity, check for loose, damaged or missing

grounding straps and repair as necessary.

Disconnect pin c onnector 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.

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

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

The starter motor or solenoid is malfunctioning.

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 posi-

tion. 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 con-

trol box. If there is no voltage when the switch is in the

Run position, replace the ECM.

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 start-

er motor or solenoid according to the engine service

manual.

4-3

WARNING

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

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 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.

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.

Fuel solenoid K1 is faulty (does not open).

Continued on next page.

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

WARNING

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

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 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° F (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.)

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.

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.

Service according to the engine service manual.

4-5

WARNING

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

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 ENGINE RUNS UNTIL FAULT SHUTDOWN (RED SHUTDOWN LAMP ON)

Reset the ECM by pushing the Run-Stop-Remote switch to Stop and the Reset switch to Reset and re-

The OVERSPEED lamp comes on when the engine shuts down.

start 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,

Gover-

nors.

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.)

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.

Continued on next page.

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. Re- place 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

WARNING

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

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 ENGINE RUNS UNTIL FAULT SHUTDOWN (CONT)

Continued from previous page.

Reset the ECM by pushing the Run-Stop-Remote The LOW OIL PRESSURE lamp comes on when the engine shuts down.

switch to Stop and the Reset switch to Reset and fill

up with as much engine oil as necessary and repair all

oil leaks.

If the set still shuts down due to low oil pressure, dis-

connect the wire to fuel solenoid K1 (to keep the en-

gine 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 lo-

cate the switch.

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

The FAULT 1 or FAULT 2 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 coolant as necessary and re-

pair all leaks.

If the set still shuts down due to high engine tempera-

ture, start the engine and observe coolant tempera-

ture 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 tempera-

ture exceeds 200°F (93°C), clean and service the en-

tire cooling system as required to restore full cooling

capacity. See Figure 3-5, 3-6, 3-7 or 3-8 in

Engine Control,

to locate the switch.

Section 3,

Service as required. (The customer has supplied the

system fault indicating switches. By means of selec-

tion 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

WARNING

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

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 ENGINE LACKS POWER OR STABLE SPEED

Fuel delivery to the set is inadequate.

The fuel is contaminated.

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).

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.

Continued on next page.

Replace the air filter element.The engine air filter element is dirty.

4-8

WARNING

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

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 ENGINE LACKS POWER OR STABLE SPEED (CONT.)

Continued from previous page.

The governor adjustment is incorrect.

Adjust the governor according to Section 6,

Gover-

nors.

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 BAT terminal on the starter solenoid and touch the lead for terminal 5 to a good ground on the block. Re- place 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.

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

The engine is worn.

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.

Service the engine according to the engine service manual.

4-9

WARNING

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

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.

AMBER WARNING LAMP ON

Shut down the set if possible or disconnect non-critical The PRE-LOW OIL PRESSURE lamp comes on while the engine is running.

loads.(Oil pressure will be less than 20 psi but greater

than 14 psi.) Service the engine lubricating system ac-

cording to the engine service manual.

The PRE-HIGH ENGINE TEMPERA- TURE lamp comes on while the engine is running.

The LOW ENGINE TEMPERATURE lamp comes on while the set is in standby.

The LOW FUEL lamp comes on.

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 sys-

tem to restore full cooling capacity.

Plug in, repair or install engine coolant and engine oil

heaters.

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.)

FAULT 1 or FAULT 2 (RED)

4-10

Service as required. (The customer has supplied the

system fault indicating switches. By means of selec-

tion jumpers, either fault may be chosen to shut down

the engine. See See Section 3,

Engine Control

.

WARNING

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

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 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

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.

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 configu-

ration. 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.

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

WARNING

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

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.

THERE IS NO OUTPUT VOLTAGE (ENGINE SPEED IS STABLE)

Find out why the circuit breaker was turned OFF, make

The line circuit breaker is OFF.

The line circuit breaker has TRIPPED.

sure it is safe to reconnect power, and then throw the circuit breaker ON.

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.

Field circuit breaker CB21 has TRIPPED.

Field circuit breaker CB21 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.

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

Keeps Tripping

.

Field Circuit Breaker

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.

Continued on next page.

4-12

WARNING

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

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.

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.

+

X

−−

24 VOLTS 12 VOLTS EXCITER

12 V 12 V

++

−

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. T ouching 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.

−

XX

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 REGULA TING 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 GENERATO R 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

WARNING

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

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.

THERE IS NO OUTPUT VOLTAGE (CONT. )

Continued from previous page.

Disconnect leads P2, P3 and P4 from the voltage reg-

VOLTAGE REGULATING FAULTS

(PMG-EXCITED GENERATORS)

The PMG is faulty.

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

Section 5,

Servicing the Generator

if

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.

VOLTAGE REGULATING FAULTS

(SELF-EXCITED GENERATORS)

The field has lost its residual magnetism.

Voltage Regulator VR21 is faulty.

Continued on next page.

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.

Flash the field according to Section 5,

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 be-

Servicing the

fore servicing other faults can lead to damage to the new voltage regulator.

4-14

WARNING

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

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.

THERE IS NO OUTPUT VOLTAGE (CONT. )

Continued from previous page.

GENERATOR FAULTS

Shut down the set and check exciter field winding reThe exciter field winding is faulty (open or shorted).

sistance according to Section 5,

tor

. Replace the exciter field assembly if winding re-

sistance does not meet specifications.

Servicing the Genera-

The rotating rectifier assembly (diodes CR1 through CR6) is faulty.

The exciter rotor windings are faulty (open or shorted).

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

Shut down the set and check each diode according to

Section 5,

sary.

Shut down the set and check exciter winding resist-

ances according to Section 5,

tor

. Replace the generator rotor assembly if exciter ro-

tor winding resistances do not meet specifications.

Shut down the set and check main rotor winding resist-

ance according to Section 5,

Replace the generator rotor assembly if main rotor

winding resistance does not meet specifications.

Servicing the Generator

Servicing the Genera-

Servicing the Generator

. Service as neces-

.

The stator windings are faulty (open or shorted).

4-15

Shut down the set and check stator winding resistanc-

es according to Section 5,

Replace the generator stator assembly if stator wind-

ing resistances do not meet specifications.

Servicing the Generator

.

WARNING

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

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.

OUTPUT VOLTAGE IS TOO HIGH OR TOO LOW

Engine speed is too high or too low.

The voltage has been adjusted improperly.

Improper connections have been made at the generator output terminals.

Adjust engine speed according to Section 6,

nors

.

Gover-

If engine speed is unstable, troubleshoot according to the chart,

Adjust output voltage according to Section 2,

trol

.

The Engine Lacks Power or Stable Speed

AC Con-

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.

Voltage Regulator VR21 is faulty.

4-16

Shut down the set and check each diode according to Section 5,

Servicing the Generator

. Service as neces-

sary.

Replace the voltage regulator.

CAUTION

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

WARNING

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

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.

OUTPUT VOLTAGE IS UNSTABLE

The voltage has been adjusted improperly.

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

Adjust output voltage according to Section 2,

trol

.

AC Con-

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.

Replace the voltage regulator.

CAUTION

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

4-17

WARNING

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

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 FIELD CIRCUIT BREAKER KEEPS TRIPPING

The rotating rectifier assembly (diodes CR1 through CR6) is faulty.

The exciter field winding is shorted.

The exciter rotor windings are shorted.

The main rotor winding is shorted.

Shut down the set and check each diode according to Section 5,

Servicing the Generator

. Service as neces-

sary.

Shut down the set and check exciter field winding resistance according to Section 5,

tor

. Replace the exciter field assembly if winding re-

Servicing the Genera-

sistance does not meet specifications.

Shut down the set and check exciter winding resistances according to Section 5,

tor

. Replace the generator rotor assembly if exciter ro-

Servicing the Genera-

tor winding resistances do not meet specifications.

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.

Voltage Regulator VR21 is faulty.

4-18

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.

Replace the voltage regulator.

CAUTION

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

.

WARNING

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

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 PHASE CURRENTS ARE UNBALANCED

The connected loads are distributed unevenly among the phases.

Improper connections have been made at the generator output terminals.

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

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

Diagrams

.

Wiring

The stator windings are faulty (open or shorted).

4-19

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.

Service the faulty equipment as necessary.A load has a ground fault or short circuit.

.

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

4-20

5. Servicing the Generator

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

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

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

Accidental starting of the generator

STATOR

LEADS

OUTPUT

TERMINALS

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.

END

PLATE

EXCITER

STATOR

MAIN

STATOR

GENERATOR

ADAPTOR

CASTING

DRIVE DISCS

COOLING

BLOWER

MAIN ROTOR

(GENERATOR FIELD)

PMG

ASSEMBLY

ROTOR

SHAFT

BEARING

EXCITER

ROTOR

ROTATING RECTIFIER ASSEMBLY

FIGURE 5-1. GENERATOR

5-1

Exciter Stator

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

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-excitation. 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

— 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

X

110 to 220

VAC

3 AMP

FUSE

DIODE

EXCITER

STATOR

MEASURE WINDING

RESISTANCE BETWEEN

THE TWO STATOR

LEADS, X AND XX

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

+

X

DIODE

12 VDC

BATTERY

EXCITER

STATOR

AVR

XX

−

FIGURE 5-2. TESTING AND FLASHING THE EXCITER STATOR

5-2

220−4293

Exciter Rectifier Bridge (Rotating Rectifier

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

Assembly)

sistance is high or low in both directions, replace the diode.

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 re-

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

Replacing Diodes: Make sure the replacement diode is o f 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.

TERMINAL

(ONE OF SIX)

DIODE PLATES

(TWO)

SURGE SUPPRESSER

REMOVE TO TEST

201−3434

FIGURE 5-3. TESTING THE ROTATING RECTIFIER ASSEMBLY

5-3

Exciter Rotor

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

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 sche-

matic. 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 an y 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

WINDING SCHEMATIC

MAIN ROTOR

LEADS

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

Main Rotor (Generator Field)

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

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

T esting W inding 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 T able

MEASURE WINDING INSULATION

RESISTANCE BETWEEN EITHER

ROTOR LEAD AND THE ROTOR

LAMMINATIONS

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.

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

Main Stator

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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: Discon-

nect 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

WHEATSTONE

BRIDGE

G1229s−1

FIGURE 5-6. TESTING THE GENERATOR STATOR

5-6

TABLE 5-1. GENERATOR WINDING RESISTANCES*

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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

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

380 VOLT GENERATORS (60 HERTZ )

0.118

0.088

0.070

0.048

0.036

0.57

0.64

0.67

0.80

0.93

20.3

19.5

20.3

19.5

EXCITER

ROTOR (OHMS)

0.167

0.180

0.210

0.167

0.180

220-4298-37 220-4298-38 220-4298-39 220-4298-40 220-4298-41 220-4298-42

0.045

0.034

0.023

0.020

0.017

0.015

1.11

1.20

1.31

1.50

1.66

1.80

600 VOLT GENERATORS

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

* - 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.

0.285

0.200

0.150

0.099

0.082

0.090

0.066

0.052

0.040

0.027

0.029

0.57

0.64

0.67

0.80

0.93

1.11

1.20

1.31

1.50

1.66

1.80

19.5

20.3

19.5

0.180

0.210

0.167

0.180

0.210

5-7

REMOVING AND DISASSEMBLING THE

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

GENERATOR

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

WARNING

tor 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.

Accidentally dropping the genera-

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

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

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

DRIVE

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DISCS

GENERATOR

LIFT POINTS

COOLING

BLOWER

MAIN

ROTOR

ROTATING

DIODE

ASSEMBLY

EXCITER

ROTOR

STATOR

LEADS

MAIN

ROTOR

BEARING

CINCH STRAP

AROUND THE

MIDDLE OF

THE ROTOR

CORE TO LIFT

EXCITER

STATOR

END

PLATE

G1190s−1

FIGURE 5-7. GENERATOR ASSEMBLY

5-9

Withdrawing the Rotor From the

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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.

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.

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

Disassembling the PMG

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

WARNING

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

Accidental starting of the gen-

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.

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.

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.

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

PMG STATOR

CLAMP

SPACER

BOLT

COVER

PMG

ROTOR

THROUGH

BOLT

G1230s

FIGURE 5-8. PMG ASSEMBLY

5-11

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5-12

6. Governors

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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

THROTTLE

LEVER

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.

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

Governor Adjustments: B-Series Engines

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(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

Governor Adjustments: C-Series Engines

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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.

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.

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:

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, ad-

just the bumper spring screw clockwise in quarter-turn increments until hunting stops. Then check droop again.

SPEED ADJUSTING

ACCESS

PLUG

SCREW

IDLE ADJUSTING

SCREW

BUMPER

SPRING SCREW

SET

SCREW

FS1771

FIGURE 6-3. C-SERIES ENGINE GOVERNOR

6-3

ELECTRIC GOVERNOR

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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.

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

151-0715

6-4

Governor Adjustments: C-Series Engines

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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 counterclock- wise 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 e n gines, 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.

FIGURE 6-5. GOVERNOR CONTROLLER TERMINALS AND ADJUSTING POTENTIOMETERS

151-0715

6-5

Linkage Adjustments: B-Series Engines

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(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.

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.

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.

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

MAGNETIC

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SPEED PICKUP

ACTUATOR

FUEL INJEC-

TION PUMP

GOVERNOR

CONTROLLER

—DETAIL OF ACTUATOR, MOUNTING BRACKET AND LINKAGE—

ACTUATOR

SHAFT

SCREW

LOCK WASHER

LOCK NUT

SCREW

NUT AND

CLEVIS LOCK NUTFEMALE

INJECTION PUMP LEVER

(ENGINE SIDE)

TWO

NUTS

NUT AND

LOCK WASHER

SWIVEL-END

LINK

MALE

SWIVEL-END

LINK

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

6-7

Linkage Adjustments: B-Series Engines

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

the actuator lever. Assemble with all the washers shown, in the order shown.

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

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

MINIMUM

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SPEED STOP

FUEL INJEC-

TION PUMP

FULL

SPEED

STOP

GOVERNOR ROD

(SEE DETAIL A)

ACTUATOR

LEVER

ACTUATOR

A

MAGNETIC SPEED

A

PICKUP

GOVERNOR

CONTROLLER

VIEW A-A

°

30

°

ACTUATOR

LEVER

13/16 INCH

WASHER

#10

WASHER

TWO ALUMINUM

SPACER WASHERS

INJECTION

PUMP LEVER

DETAIL A

4-1/2 INCHES (114mm)

4 CYLINDER

10-7/8 INCHES (276mm)

6 CYLINDER

#10

WASHER

ACTUATOR

LEVER

ONE ALUMINUM

SPACER 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

Linkage Adjustments: C-Series Engines

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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 frequen-

cy 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 , s o 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

FUEL INJECTION

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PUMP

ACTUATOR

GOVERNOR ROD

(SEE DETAIL A)

MAGNETIC SPEED

PICKUP

A

VIEW A-A

45°

INJECTION

PUMP LEVER

WASHER

15/64 INCH

WASHER

ACTUATOR

LEVER

#10

DETAIL A

3.38 INCHES (86 mm)

#10

WASHER

GOVERNOR

CONTROLLER

15/64 INCH

WASHER

ACTUATOR

LEVER

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

ES1773−1

6-11

Electric Governor Wiring

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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

539-0857

FIGURE 6-10. MAGNETIC SPEED PICKUP UNIT

6-12

7. Day Tank Fuel Transfer Pump and Control

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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 spill-

CONTROL

age 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.

FLEXIBLE FUEL

RETURN LINE

FLEXIBLE FUEL

SUPPLY LINE

FUEL PUMP

AND MOTOR

FLOAT SWITCH

ASSEMBLY

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

DAY

TANK

FUEL

GAUGE

7-1

539−1189

FUEL FILL

CAP

OPERATION

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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.

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:

When filling an empty tank, the red LO SHUTDOWN 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

A.

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

B.

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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 RESET 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.

C.

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:

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

For customer use.

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

WIRING CONNECTIONS

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

See page 9-15 when making connections at the control box ter minal 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 termi-

nals 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.

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. T o 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.

B. Move selector switch S103 on the control

PCB to the up position for 120V.

C. If the control is equipped with a transform-

er, remove the two jumpers between terminals H2 and H3 and connect one between H1 and H3 and the other be- tween H2 and H4.

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

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

FUEL TRANSFER PUMP MOTOR

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

CONNECTIONS

terminal on the lead connected at motor terminal P103-3.

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

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

TESTING THE FLOAT SWITCH ASSEMBLY

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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

J5

SWITCH 3

SWITCH 2

SWITCH 1

J5

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

8. QS- and QSG-Series Generator Sets

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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 V AC 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

(FOR GENERATOR LEAD CONNECTIONS)

TERMINAL BLOCK TB-2

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

L1

L2

L3

GROUND

CONVENIENCE RECEPTACLES

L0

8-1

240

VOLT

50

AMP

240

VOLT

30

AMP

OPENING WITH COVER FOR ACCESS

TO THE TERMINAL BLOCK SCREWS

120

VOLT

20

AMP20AMP

120

VOLT

CIRCUIT

BREAKER

CB12

Removing The Power Distribution Panel

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

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

erator 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 re move the negative (−) cable first, and reconnect it last.

CAUTION

charger from its AC source before disconnecting the battery cables. Otherwise, dis-

Accidental starting of the gen-

Always disconnect a battery

connecting the cables can result in voltage spikes high enough to damage the DC control circuits of the set.

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

OPTIONAL TRAILER PACKAGE FOR QS-

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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 th e master cylinder piston, thus providing hydraulic pressure for braking. A break-away mechanism applies brake pressure in the event of coupling failure.

Brake Maintenance

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.

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.

BREAK-AWAY

CABLE

FRONT

ROLLER

MAIN

BREAK-AWAY

LEVER

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.

BRAKE FLUID

FILL CAP

BRAKE LINE

FITTING

MASTER

BRAKE

CYLINDER

CASE

ASSEMBLY

REAR

ROLLERS

DAMPER

HITCH / ACTUATOR

ASSEMBLY

M1872−1

FIGURE 8-2. TRAILER HITCH AND SURGE BRAKE SYSTEM

8-3

Trailer Lights and Wiring

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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

FAN BELT REPLACEMENT PROCEDURE

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

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.

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.

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

3. Remove the air cone.

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 re move the negative (−) cable first, and reconnect it last.

HUB CAP

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

BACK

PLATE

RUBBER

ISOLATORS

HUB BOLT

(ONE OF FOUR)

AIR INLET

CONE

AIR INLET

SCREEN AND

BOX

FIGURE 8-3. QSG-SERIES RADIATOR COOLING BLOWER

8-5

BLOWER REPLACEMENT PROCEDURE

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

FOR QS-SERIES

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

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.

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 re move 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.

2. Remove the air inlet box.

3. Remove the air cone.

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

AIR INLET

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ASSEMBLY

BLOWER

COMPARTMENT

BLOWER

SHAFT

AIR

CONE

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

(ONE OF TWO SIDE-BY-SIDE)

BLOWER

8-7

BELT

TENSIONER

CRANKSHAFT

PULLEY

FRONT

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

LOCKING COLLAR

REAR BEARING AND BEARING RETAINER

BLOWER

COMPARTMENT

PARTITION

REAR

LOCKING COLLAR

FOUR BLOWER HUB

BOLTS, LOCK WASHERS

FLAT WASHERS

BLOWER

COMPARTMENT

BULKHEAD

FRONT BEARING AND

BEARING RETAINER

FIGURE 8-5. BLOWER, SHAFT AND BEARING ASSEMBLY

8-8

PULLEY

9. Wiring Diagrams

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

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 Dia-

grams, Sheet 1

• Page 9-12, Generator Reconnection Dia-

grams, Sheet 2

• Page 9-13, QS-Series Generator Connections

When The V oltage Selector Switch Is Provided

• Page 9-14, QS-Series Power Distribution Pan-

el 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

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

9-2

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

No. 612-6489 Rev. S Sys: Revisio Modified 6/2001

AC CONTROL WIRING DIAGRAM (WITHOUT METERS)

9-3

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

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

No. 300-3606 Rev. P Sys: Revisio Modified 3/2000

VOLT AGE REGULATOR INSTALLATION (PMG-EXCITED GENERATORS)

9-5

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

No. 300-3607 Rev. G Sys: Revisio Modified 4/1993

VOLT AGE REGULATOR INSTALLATION (SELF-EXCITED GENERATORS)

9-6

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

No. 612-6487 Sh 1 of 2 Rev. V Sys: CADAM Modified 7/2000

7-LIGHT DC CONTROL WIRING DIAGRAM, SHEET 1

9-7

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No. 612-6487 Sh 2 of 2 Rev. V Sys: Revisio Modified 7/2000

7-LIGHT DC CONTROL WIRING DIAGRAM, SHEET 2

9-8

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

No. 612-6488 Sh 1 of 2 Rev. W Sys: CADAM Modified 1/2002

12-LIGHT DC CONTROL WIRING DIAGRAM, SHEET 1

9-9

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No. 612-6488 Sh 2 of 2 Rev. W Sys: Revisio Modified 1/2002

12-LIGHT DC CONTROL WIRING DIAGRAM, SHEET 2

9-10

CUMMINS DGBA, DGBB, DGCB, DGDA, DGDB Service Manual

Table of Contents

IMPORTANT SAFETY INSTRUCTIONS

1. Introduction

2. AC Control

3. Engine Control

4. Troubleshooting

5. Servicing the Generator

6. Governors

7. Day Tank Fuel Transfer Pump and Control

8. QS- and QSG-Series Generator Sets

9. Wiring Diagrams